Automobile steering system test bench

Abstract

The utility model discloses a kind of automobile steering system detection bench, belong to automobile parts detection equipment technical field, the device aims at solving the problem that existing detection equipment is poor to different vehicle model steering system adaptability, clamping efficiency is low and cannot effectively simulate real vehicle load. Its technical scheme main point includes the installation bottom plate being provided with matrix distribution screw thread mounting hole, the first clamping mechanism of reference installation tooling and it can be adjusted along X axis, the second clamping mechanism of angle adjustment installation tooling and it rotates around Y axis, for connecting the quick change-over joint of steering column input end and the clutch of being connected by spline and providing reverse torque. The bench is mainly used for the assembly state simulation of electric power-assisted steering column assembly, power-assisted performance test and NVH performance verification.

Description

Technical Field

[0001] This utility model relates to the technical field of automotive parts testing equipment. More specifically, this utility model relates to a testing bench for automotive steering systems. Background Technology

[0002] In the development and verification phase of automotive electric power steering (EPS) systems, bench testing is an important means of simulating the real vehicle assembly environment and verifying the performance and functional compliance of the product. Currently, conventional EPS test benches still have several shortcomings that urgently need improvement in terms of adapting to rapid switching between multiple vehicle models, achieving precise clamping and positioning, and effectively simulating the load of the entire vehicle.

[0003] First, the spatial positions of the electric power steering column assembly's mounting points (usually referred to as points A, B, and C) differ significantly across different vehicle models. Existing test benches often employ rigid designs or partially adjustable tooling structures, limiting the range of adjustment for the mounting point's position and angle, or lacking effective locking mechanisms. When the test object changes, it often requires replacing the entire tooling set or performing cumbersome manual mechanical adjustments to rematch the mounting points. This process is inefficient, heavily reliant on operator experience, and makes it difficult to ensure consistency in installation status across different products. The root cause lies in the lack of highly flexible standardized interfaces and multi-degree-of-freedom adjustment capabilities in the bench's underlying structure, hindering its ability to quickly respond to the testing needs of multiple projects and product types.

[0004] Secondly, accurately replicating the assembly state of the steering column on the vehicle's tubular beam is crucial during the clamping and positioning process, especially since the installation posture at points A and B directly affects the system's stress and vibration transmission characteristics. Existing equipment often requires manual alignment using auxiliary tools such as shims and adjusting blocks, or repeated attempts to tighten or loosen bolts during clamping. This method is not only inefficient and prolongs preparation time, but it can also introduce installation errors due to human factors, affecting the repeatability of test results. This is particularly true when evaluating vibration and noise (NVH) performance, where even minor installation deviations can lead to data distortion.

[0005] Finally, regarding load simulation, the test requires applying a reverse torque at the input end of the steering column (connection point C) that accurately simulates the actual working resistance of the steering gear. Existing equipment may suffer from insufficient torque control precision, response lag, or excessive noise, leading to deviations between the simulated load and real-vehicle operating conditions. This makes it impossible to accurately assess the power assist characteristics, self-centering performance, and NVH performance of the EPS system under high loads. Additional noise generated by the drive mechanism (such as the clutch or servo motor) may also mask abnormal noises from the steering system itself, interfering with test judgment.

[0006] Solving these problems presented several challenges: First, achieving a wide range of adjustments and fine-tuning of the mounting point (especially point A) in multiple directions (X, Y, Z axes) within a limited space, while simultaneously ensuring structural rigidity and positional accuracy after adjustment, placed high demands on mechanical design and manufacturing processes. Second, developing a mechanism that meets the requirements of rapid model changeover while providing stable and reliable clamping required balancing structural complexity, ease of operation, and cost. Third, integrating a high-precision load simulation system and effectively isolating its operating noise to obtain a clean test signal was a technical challenge in system integration. Utility Model Content

[0007] One object of this invention is to solve at least the problems described above and to provide at least the advantages that will be explained later.

[0008] Another objective of this invention is to provide a testing bench for automotive steering systems, which addresses the problems of existing testing benches being unable to quickly adapt to the installation points of different vehicle models, struggling to accurately simulate the assembly state of actual vehicles, and lacking effective simulation of whole-vehicle loads. Its core lies in improving the versatility of the testing bench, the accuracy of clamping and positioning, and the realism of the testing conditions.

[0009] To achieve these objectives and other advantages of this invention, a testing bench for an automotive steering system is provided, comprising:

[0010] The mounting base plate has multiple threaded mounting holes arranged in a matrix.

[0011] The reference mounting fixture (point B clamping fixture) is selectively connected to the threaded mounting hole on the mounting base plate via the first fastening bolt to achieve position adjustment of the reference mounting fixture in the X-axis direction; the reference mounting fixture is provided with a first clamping mechanism for clamping and positioning the lower body connection point of the electric power steering column assembly.

[0012] An angle adjustment mounting fixture (point A adjustable clamping fixture) is located on one side of the reference mounting fixture along the X-axis. The angle adjustment mounting fixture is selectively connected to threaded mounting holes at different positions on the mounting base plate via a second fastening bolt to achieve position adjustment of the angle adjustment mounting fixture in the X-axis and Y-axis directions. A second clamping mechanism is rotatably provided on the angle adjustment mounting fixture for clamping the upper body connection point of the electric power steering column assembly to achieve angle adjustment of the second clamping mechanism around the Y-axis.

[0013] The input shaft quick-change connector (C-point quick-change connector) is mounted on the mounting base plate and located on the other side of the reference mounting fixture along the X-axis direction; the output end of the input shaft quick-change connector is connected to the input end of the electric power steering column assembly via an intermediate shaft;

[0014] The clutch, whose output end is connected to the input end of the quick-change joint of the input shaft, is used to simulate the vehicle load and provide reverse torque to the electric power steering assembly.

[0015] Preferably, the present invention also includes a soundproof cover, which is disposed on the mounting base plate, and the clutch is encapsulated inside the soundproof cover.

[0016] Preferably, the reference mounting fixture of this utility model also includes a first base connected to threaded mounting holes at different positions on the mounting base plate via a first fastening bolt; the first clamping mechanism includes two U-shaped first clamping blocks 22 disposed on the first base and a third fastening bolt passing through the two U-shaped first clamping blocks 22, and the lower body connection point of the electric power steering column assembly is connected to the third fastening bolt.

[0017] Preferably, the input end of the quick-change input shaft connector of this invention is connected to the output end of the clutch via spline positioning.

[0018] Preferably, the angle adjustment installation fixture of this utility model further includes a second base connected to threaded mounting holes at different positions on the mounting base plate via a second fastening bolt, a column vertically mounted on the second base, a lifting plate slidably mounted on the column along the Z-axis, a support plate mounted on the lifting plate, a rotating plate rotatably connected to the support plate via a pin, and a second clamping mechanism mounted on the rotating plate; the pin axis extends along the Y-axis.

[0019] Preferably, the second clamping mechanism of this utility model includes two U-shaped second clamping blocks that are slidably disposed on the rotating plate along the X and Y axes, and the upper body connection point of the electric power steering column assembly is connected to the two opposite sides of the top of the two second clamping blocks.

[0020] Preferably, the rotating plate of this invention is provided with a sliding strip along the X-axis, and two second clamping blocks are spaced apart on the sliding strip along the Y-axis direction, with each second clamping block being slidably mounted on the sliding strip along the Y-axis direction.

[0021] This utility model has at least the following beneficial effects:

[0022] 1. This utility model provides a basic positioning frame through a matrix-distributed threaded mounting hole, giving the entire test bench a high degree of modularity and flexibility. Both the reference mounting fixture and the angle adjustment mounting fixture can be independently coarsely positioned over a wide range on the mounting base plate, and fine-tuned and tilted via their respective clamping mechanisms. This allows for quick and accurate adaptation to the A and B point mounting positions and angles of different vehicle models' steering columns, efficiently replicating the actual vehicle assembly state. The combination of the input shaft quick-change connector and the clutch enables rapid connection to the steering column input end and provides high-precision load simulation, providing realistic operating conditions for testing. The overall solution significantly improves testing efficiency, accuracy, and the test bench's versatility.

[0023] 2. The addition of a soundproof enclosure and the encapsulation of the clutch within it effectively isolates the mechanical and electromagnetic noise generated during clutch operation. This creates a pristine acoustic environment for NVH performance testing of the steering system, ensuring that the collected noise and vibration data accurately reflect the state of the tested assembly, rather than external interference, thus greatly improving the accuracy and reliability of NVH test results.

[0024] 3. Coarse X-axis adjustment is achieved through the connection between the first base and the hole in the base plate. Two U-shaped first clamping blocks 22, together with a transverse third fastening bolt, form a stable and reliable clamping structure that can firmly fix the lower body connection point of the steering column (simulated at point B). This structure is simple and rigid, ensuring the stability of the reference mounting point and providing an accurate reference for the positioning of the entire assembly. At the same time, the clamping operation is simple and quick.

[0025] 4. The spline connection provides high-precision circumferential positioning and a large torque transmission capacity. It ensures that the clutch output torque can be smoothly, without slippage or backlash, transmitted to the input shaft quick-change joint, eliminating torque fluctuations, abnormal noises, or additional vibrations that may be caused by connection gaps. This guarantees the accuracy of load simulation and the stability of test input conditions, and improves the reliability of test data.

[0026] 5. It integrates adjustment functions with four degrees of freedom: X, Y, and Z-axis translation and rotation around the Y-axis. Coarse adjustments in the X and Y directions are achieved via the second base, height adjustment in the Z-axis is achieved via the lifting plate, and angle adjustment around the Y-axis is achieved via the rotating plate. This multi-degree-of-freedom design allows the second clamping mechanism to be flexibly positioned in space, thus precisely matching the complex and varied spatial posture of the body connection point (point A) on the steering column assembly of different vehicle models, ensuring that the test state is consistent with the actual vehicle assembly height.

[0027] 6. Both second clamping blocks can slide independently in the X and Y directions, allowing for flexible adjustment of their relative positions. This design can adapt to the specific hole spacing of the mounting bracket at the vehicle body connection point (point A) on different products, ensuring that the two clamping points can be accurately aligned with the mounting holes and that the fastening bolts pass through perpendicularly, avoiding lateral stress during clamping, ensuring reliable connection and uniform force distribution, and simulating a more realistic state.

[0028] 7. The sliding bar enables synchronous movement of the two second clamping blocks along the X-axis, facilitating rapid adaptation to the overall width of different products. Each clamping block can also slide independently along the Y-axis on the sliding bar, allowing for independent fine-tuning of the Y-axis distance between the two clamping points. This two-stage adjustment mechanism (synchronous coarse adjustment and independent fine adjustment) further enhances the adaptability of the second clamping mechanism to products of different specifications, making the clamping process more flexible, precise, and efficient.

[0029] Other advantages, objectives and features of this invention will be partly apparent from the following description, and partly understood by those skilled in the art through study and practice of this invention. Attached Figure Description

[0030] Figure 1 This is a schematic diagram of the structure of the automotive steering system testing bench described in one technical solution of this utility model;

[0031] Figure 2 This is a schematic diagram of the structure of the automotive steering system testing bench described in another technical solution of this utility model;

[0032] Figure 3 This is a schematic diagram of the structure of the automotive steering system testing bench described in another technical solution of this utility model;

[0033] Figure 4 This is a schematic diagram of the structure of the automotive steering system testing bench described in another technical solution of this utility model;

[0034] Figure 5 This is a schematic diagram of the structure of the automotive steering system testing bench described in another technical solution of this utility model;

[0035] Figure 6 This is a schematic diagram of the angle adjustment installation fixture in another technical solution of this utility model;

[0036] Figure 7 This is a schematic diagram of the angle adjustment installation fixture in another technical solution of this utility model;

[0037] Figure 8 This is a schematic diagram of the reference mounting fixture in another technical solution of this utility model.

[0038] Reference numerals: 1-Mounting base plate; 11-Threaded mounting hole; 12-Traveling mechanism; 2-Reference mounting fixture; 21-First base; 22-First clamping block; 23-Third fastening bolt; 3-Angle adjustment mounting fixture; 31-Second base; 32-Column; 33-Lifting plate; 34-Support plate; 35-Pin; 36-Rotating plate; 37-Sliding bar; 38-Second clamping block; 4-Input shaft quick-change connector; 5-Clutch; 6-Sound insulation cover; 7-Electric power steering column assembly; 71-Intermediate shaft. Detailed Implementation

[0039] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments, so that those skilled in the art can implement it based on the description.

[0040] It should be understood that terms such as “having,” “comprising,” and “including” as used herein do not exclude the presence or addition of one or more other elements or combinations thereof.

[0041] It should be noted that, unless otherwise specified, the experimental methods described in the following implementation plan are all conventional methods, and the reagents and materials described are all commercially available unless otherwise specified.

[0042] In the description of this utility model, the terms "lateral", "longitudinal", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", and "outer" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model.

[0043] like Figure 1-8 As shown, this utility model provides a test bench for an automotive steering system, which includes:

[0044] Mounting base plate 1, which is provided with multiple threaded mounting holes 11 arranged in a matrix; mounting base plate 1 is horizontally mounted on traveling mechanism 12, which can conveniently and flexibly transport the entire platform device to the required location.

[0045] The reference mounting fixture 2 is selectively connected to the threaded mounting hole 11 on the mounting base plate 1 by the first fastening bolt to realize the position adjustment of the reference mounting fixture 2 in the X-axis direction; the reference mounting fixture 2 is provided with a first clamping mechanism for clamping and positioning the lower body connection point of the electric power steering column assembly 7.

[0046] Angle adjustment mounting fixture 3 is located on one side of the reference mounting fixture 2 along the X-axis. The angle adjustment mounting fixture 3 is selectively connected to threaded mounting holes 11 at different positions on the mounting base plate 1 by a second fastening bolt to realize the position adjustment of the angle adjustment mounting fixture in the X-axis and Y-axis directions. The angle adjustment mounting fixture 3 is rotatably provided with a second clamping mechanism for clamping the upper body connection point of the electric power steering column assembly 7 to realize the angle adjustment of the second clamping mechanism around the Y-axis.

[0047] The input shaft quick-change connector 4 is mounted on the mounting base plate 1 and located on the other side of the reference mounting fixture 2 along the X-axis direction; the output end of the input shaft quick-change connector 4 is connected to the input end of the electric power steering column assembly 7 via the intermediate shaft 71.

[0048] Clutch 5, whose output end is connected to the input end of quick-change joint 4 on the input shaft, is used to simulate the vehicle load and provide reverse torque to the electric power steering assembly 7.

[0049] In the field of steering systems, the following are generally accepted terms:

[0050] Point A: Usually refers to the mounting point where the upper end of the steering column connects to the crossbeam of the body panel (CCB / Cross Car Beam). In the technology of this utility model, point A is defined as the angle adjustment mounting fixture.

[0051] Point B: This usually refers to the mounting point where the lower end of the steering column or intermediate shaft connects to the vehicle body (also the CCB or front bulkhead); in the present invention, point B is defined as the reference mounting fixture.

[0052] Point C: Usually refers to the mounting point of the steering gear pinion input shaft (i.e., the spline end connected to the intermediate shaft); in the technology of this utility model, point C is defined as the input shaft quick-change joint.

[0053] This technical solution provides a testing bench for automotive steering systems, primarily addressing the technical challenges of poor adaptability, low clamping efficiency, and inability to effectively simulate real-vehicle loads in existing automotive steering system testing benches. Existing testing benches often employ rigid designs or partially adjustable tooling structures, with limited adjustment range for mounting point positions and angles, and a lack of effective locking mechanisms. This necessitates re-matching mounting points when changing test objects, a cumbersome and inefficient process. During clamping, manual alignment using shims, adjusting blocks, and other auxiliary tools is frequently required, introducing human error and affecting the repeatability of test results. Regarding load simulation, existing equipment suffers from insufficient torque control accuracy, response lag, or excessive noise, leading to deviations between simulated loads and real-vehicle operating conditions. This makes it impossible to accurately evaluate the power assist characteristics, self-centering performance, and NVH performance of the EPS system.

[0054] The testing bench provided by this technical solution includes a mounting base plate 1 with a matrix of threaded mounting holes 11, providing a basic positioning frame. A reference mounting fixture 2 is connected to the threaded mounting holes 11 of the mounting base plate 1 via a first fastening bolt, enabling X-axis position adjustment. It has a first clamping mechanism for clamping and positioning the lower vehicle body connection point (point B) of the electric power steering column assembly 7. An angle adjustment mounting fixture 3 is located on one side of the reference mounting fixture 2 along the X-axis and is connected to the mounting base plate 1 via a second fastening bolt, enabling X-axis and Y-axis position adjustment. It has a second clamping mechanism rotatably mounted on it for clamping the upper vehicle body connection point (point A) and allowing for angle adjustment around the Y-axis. An input shaft quick-change connector 4 is located on the mounting base plate 1 and on the other side of the reference mounting fixture 2. Its output end is connected to the input end of the electric power steering column assembly 7 via an intermediate shaft 71. The output end of a clutch 5 is connected to the input end of the input shaft quick-change connector 4, used to simulate vehicle load and provide reverse torque.

[0055] The above technical solutions significantly improve testing efficiency, accuracy, and versatility. The matrix mounting hole design allows the reference mounting fixture 2 and angle adjustment mounting fixture 3 to be independently adjusted over a wide range of coarse and fine-tuning parameters, quickly adapting to the A and B point mounting positions and angles of different vehicle steering columns, efficiently replicating the actual vehicle assembly state. The input shaft quick-change connector 4, combined with the clutch 5, enables rapid connection and high-precision load simulation, providing realistic operating conditions. The sound insulation cover 6 effectively isolates the operating noise of the clutch 5, creating a clean acoustic environment for NVH testing. The U-shaped block and transverse bolt structure of the first clamping mechanism ensures reliable clamping and avoids introducing lateral stress. The multi-degree-of-freedom adjustment of the second clamping mechanism 38 precisely matches the spatial posture of the vehicle body connection points, ensuring that the test state is highly consistent with the actual vehicle assembly height. The spline connection provides high-precision circumferential positioning and torque transmission, eliminating torque fluctuations or vibrations caused by connection gaps, ensuring the accuracy of load simulation and the stability of test input conditions.

[0056] In another technical solution, the automotive steering system testing bench further includes a soundproof cover 6, which is mounted on the mounting base plate 1, and the clutch is encapsulated within the soundproof cover 6.

[0057] The mechanical and electromagnetic noise generated during the operation of clutch 5 presents a technical challenge that can interfere with the accuracy of test results. In existing technologies, the test bench typically exposes clutch 5 directly to the test environment. The vibration and noise generated during its operation are transmitted to the tested electric power steering column assembly 7, and simultaneously, the noise propagates directly into the test environment. This external noise mixes with the NVH characteristics generated by the steering system itself, leading to distorted test data and making it impossible to accurately identify abnormal noises and vibrations within the steering system. This interference is particularly pronounced during high-precision acoustic testing.

[0058] This technical solution features a soundproof cover 6 mounted on the mounting base plate 1, completely enclosing the clutch 5 within it. The soundproof cover 6 employs a multi-layered composite structure: an outer rigid shell, an inner layer lined with sound-absorbing material, and a middle vibration-damping layer. The soundproof cover 6 is bolted to the threaded mounting holes 11 on the mounting base plate 1, ensuring a secure installation. While the soundproof cover 6 completely encloses the clutch 5, necessary through holes are left at the input shaft connection point, with a sealing structure at these holes to prevent sound leakage. The size and shape of the soundproof cover 6 are designed according to the external dimensions of the clutch 5, ensuring sufficient internal space and preventing contact with the clutch 5. The soundproof cover 6 connects to the threaded mounting holes 11 on the mounting base plate 1 via mounting ears at its four corners, with damping washers on the mounting ears to prevent vibration transmission. The soundproof cover 6 is designed as an openable structure, with a hinged connection on one side and a quick-lock on the other, facilitating maintenance and adjustment of the clutch 5. The inner surface of the soundproof enclosure 6 is covered with sound-absorbing material, 30mm thick, and the surface of the sound-absorbing material is covered with a perforated protective plate to prevent the material from falling off. The wall thickness of the soundproof enclosure 6 is 2mm, and the internal reinforcing rib design ensures structural rigidity and avoids resonance. The contact surface between the soundproof enclosure 6 and the mounting base plate 1 is sealed with a rubber sealing strip to form a complete soundproof space.

[0059] This technical solution effectively isolates the operating noise of the clutch 5 through the soundproof enclosure 6, providing a clean acoustic environment for NVH testing of the steering system. During testing, the noise generated by the clutch 5 is confined within the soundproof enclosure 6, without interfering with the noise and vibration signals generated by the steering system under test. This allows testers to accurately collect the NVH characteristics of the steering system itself, improving the authenticity and reliability of the test data. Simultaneously, the openable design of the soundproof enclosure 6 facilitates maintenance and parameter adjustment of the clutch 5 without affecting testing efficiency. The multi-layered composite structure of the soundproof enclosure 6 ensures both sound insulation and provides the necessary structural rigidity and durability, meeting the needs of long-term testing.

[0060] The soundproof enclosure 6 is a noise isolation structure designed using acoustic engineering principles to effectively block sound transmission. The clutch 5 is a torque output device simulating a vehicle load, generating significant mechanical and electromagnetic noise during operation. Enclosing the clutch 5 within the soundproof enclosure 6 blocks the propagation path of noise into the test environment. The rigid shell of the soundproof enclosure 6 is made of steel plate, providing structural support and serving as the first sound barrier. The inner sound-absorbing material is porous sound-absorbing cotton, absorbing reflected sound waves within the enclosure. The middle vibration-damping layer is made of rubber, blocking vibration transmission. A sealing strip is installed along the mounting edge of the soundproof enclosure 6, forming a sealed connection with the mounting base plate 1. The input shaft through-hole uses a labyrinth seal structure, allowing shaft passage while blocking sound transmission.

[0061] In another technical solution, the automotive steering system testing bench, the reference mounting fixture 2 further includes a first base 21 connected to threaded mounting holes at different positions on the mounting base plate 1 via a first fastening bolt;

[0062] The first clamping mechanism includes two U-shaped first clamping blocks 22 disposed on the first base 21 and a third fastening bolt 23 passing through the two U-shaped first clamping blocks 22. The lower body connection point of the electric power steering column assembly 7 is connected to the third fastening bolt 23.

[0063] The first base 21 is the basic support component of the reference mounting fixture 2, made of high-strength steel plate. Its bottom has mounting holes that match the threaded mounting holes 11 of the mounting base plate 1. Based on the length of the intermediate shaft, the position of the reference mounting fixture along the X-axis is adjusted, and then the threaded mounting holes 11 of the mounting base plate 1 at the corresponding positions are connected to the mounting holes on the first base 21 using the first fastening bolt. Two U-shaped first clamping blocks of the first clamping mechanism 22 are symmetrically arranged on the upper surface of the first base 21, with the U-shaped openings facing each other to form a clamping space. A third fastening bolt passes through the through holes at the top of the two U-shaped first clamping blocks and is tightened with a nut to form a reliable clamping structure. The lower body connection point of the electric power steering column assembly 7 is usually equipped with a mounting bracket. The mounting holes on the bracket are fitted onto the third fastening bolt, and the bracket is fixed by tightening the nut.

[0064] During implementation, firstly, based on the installation location of point B on the tested vehicle model, select a suitable threaded mounting hole 11 on the mounting base plate 1. Initially fix the first base 21 using the first fastening bolt. Place the lower body connection point of the steering column assembly 7 between the two U-shaped first clamping blocks, aligning the mounting hole on the connection point with the third fastening bolt. Insert the third fastening bolt and tighten the nut to complete the clamping and fixing of point B. Finally, check the stability of the clamping to ensure there is no loosening.

[0065] This technical solution, through the design of an adjustable first base 21, achieves rapid adaptation and precise positioning of the lower body connection point across different vehicle models. The first base 21, in conjunction with the matrix-style holes in the mounting plate 1, provides a wide range of adjustment capabilities in the X direction. The transverse third fastening bolt not only provides reliable clamping force but also ensures consistency between the clamping point and the actual vehicle condition. This clamping method avoids installation errors caused by using shims or adjusting blocks, improving clamping efficiency and repeatability. The stable clamping state provides a reliable foundation for subsequent testing, ensuring the accuracy and comparability of test data. The entire clamping process is simple to operate, requiring no special tools, significantly improving test preparation efficiency.

[0066] In another technical solution, the input end of the input shaft quick-change connector 4 of the automotive steering system testing bench is connected to the output end of the clutch 5 via spline positioning. The output end of the input shaft quick-change connector 4 is connected to the input end of the electric power steering column assembly 7 via an intermediate shaft 71. The intermediate shaft 71 in this bench is not only a power transmission component but also a core dimensional reference for determining the spatial assembly posture of the electric power steering column assembly 7. Its length directly determines the relative position between the input end (connection point C) and the output end (mounting point B) of the steering column assembly 7. Therefore, the assembly process of the bench follows the principle of "using the intermediate shaft 71 as a reference": first, based on the precise length of the intermediate shaft 71 used in the current tested vehicle model, the X-axis position of the reference mounting fixture 2 on the mounting base plate 1 is derived and adjusted in reverse to ensure accurate positioning of point B. Then, the fixture at point A is adjusted to match it. This process is crucial to ensuring that the test bench can accurately reproduce the assembly state of the steering column in the actual vehicle.

[0067] The spline connection employs an involute tooth profile design. The input end of the quick-change connector 4 on the input shaft has an internal spline, while the output end of the clutch 5 has a matching external spline. The spline mating is precision ground to ensure that the tooth backlash is controlled within a minimal range. During connection, simply push the quick-change connector 4 axially into the output end of the clutch 5; the spline teeth will automatically guide and position themselves, and then be secured by a quick-locking mechanism. The spline teeth undergo surface hardening treatment to improve wear resistance and service life.

[0068] Spline positioning is a connection method that transmits torque through the simultaneous engagement of multiple key teeth, featuring high alignment accuracy, large load-bearing capacity, and smooth transmission. The input shaft quick-change connector 4 is an intermediate component connecting the clutch 5 and the steering column assembly 7. Its input end connects to the clutch 5, and its output end connects to the steering column assembly 7 via an intermediate shaft 71. The clutch 5 is a torque output device simulating the vehicle's load, and its output end needs to reliably connect to the input end of the input shaft quick-change connector 4. The spline connection uses an involute tooth profile with a 30° pressure angle. The number of teeth is designed to be 10-20 teeth depending on the magnitude of the transmitted torque, with a module range of 1.5-2.5. The spline fit uses a small clearance fit, with the tooth flank clearance controlled within the range of 0.05-0.1mm, ensuring both smooth assembly and transmission accuracy.

[0069] During implementation, when it is necessary to replace the input shaft quick-change connector 4 with a different model, first loosen the quick-locking mechanism and pull out the old input shaft quick-change connector 4 axially. Then select the input shaft quick-change connector 4 suitable for the new product, clean the spline mating parts, and apply an appropriate amount of grease. Align the internal spline of the new input shaft quick-change connector 4 with the external spline of the clutch 5 output end, and gently push it in until it is fully in place. The involute design of the spline teeth has an automatic centering function, automatically correcting positional deviations during the pushing process. Finally, tighten the quick-locking mechanism to ensure a reliable connection. The entire changeover process does not require any tools and can be completed in a short time.

[0070] This technical solution achieves high-precision torque transmission and rapid changeover functionality through a spline positioning connection. The simultaneous contact of multiple teeth in the spline connection ensures uniform torque distribution and avoids stress concentration. Precise tooth backlash control eliminates impact and vibration during transmission, guaranteeing smooth torque transmission. The automatic centering function of the involute tooth profile simplifies and speeds up the assembly process, significantly improving changeover efficiency. Surface hardening treatment enhances the wear resistance of the spline teeth, extending their service life. This connection method ensures the accuracy and reliability of torque transmission during testing, providing accurate load input for performance testing. The rapid changeover function allows the test bench to adapt to the testing needs of various products, significantly improving the utilization rate and efficiency of the testing equipment.

[0071] In another technical solution, the automotive steering system testing bench, the angle adjustment mounting fixture 3 further includes a second base 31 connected to threaded mounting holes at different positions on the mounting base plate 1 via a second fastening bolt, a column 32 vertically mounted on the second base, a lifting plate 33 slidably mounted on the column along the Z-axis, a support plate 34 mounted on the lifting plate, and a rotating plate 36 rotatably connected to the support plate 34 via a pin 35. A second clamping mechanism is mounted on the rotating plate 36; the axis of the pin 35 extends along the Y-axis. As a preferred technical solution, the rotating plate 36 includes a vertically mounted turntable rotatably mounted on the pin and a straight positioning plate mounted on the turntable. The second clamping mechanism is mounted on the positioning plate. To improve the rotational stability of the turntable, multiple arc-shaped guide grooves are provided on the turntable, each guide groove containing a guide post mounted on the support plate, and the center of each guide groove located on the axis of the pin.

[0072] The angle adjustment mounting fixture 3 of the testing bench includes a second base 31, a column 32, a lifting plate 33, a support plate 34, a pin 35, and a rotating plate 36. The second base 31 is connected to threaded mounting holes 11 at different positions on the mounting base plate 1 via second fastening bolts, enabling coarse adjustment of the angle adjustment mounting fixture 3 in the X and Y axis directions. The column 32 is vertically fixed to the second base 31, and the lifting plate 33 is slidably set along the column 32 in the Z axis direction to achieve clamping height adjustment. The support plate 34 is fixed to the lifting plate 33, and the rotating plate 36 is rotatably connected to the support plate 34 via the pin 35, with the axis of the pin 35 extending along the Y axis direction, allowing the rotating plate 36 to rotate around the Y axis. A second clamping mechanism is set on the rotating plate 36 for clamping the upper body connection point (point A) of the electric power steering column assembly 7.

[0073] The second base 31 is the base component of the angle adjustment mounting fixture 3, made of high-strength cast iron, with an array of mounting holes at the bottom that match the threaded mounting holes 11 of the mounting base plate 1. The column 32 is a square steel column with a precision-ground surface and linear guide rails on both sides. The lifting plate 33 engages with the linear guide rails of the column 32 via a slider, and achieves Z-axis lifting movement via a handwheel-driven screw. The support plate 34 is a rectangular steel plate, bolted to the lifting plate 33. The pin 35 is made of hardened steel, with both ends connected to the support plate 34 via bearings with mounting seats. The rotating plate 36 is a square steel plate, rotating around the Y-axis via the pin 35, with a rotation angle range of ±30 degrees. The rotating plate 36 has a dial and pointer for precisely displaying the rotation angle.

[0074] During implementation, firstly, based on the approximate location of point A on the vehicle model being tested, select a suitable threaded mounting hole 11 on the mounting base plate 1, and initially fix the second base 31 using the second fastening bolt. Then, rotate the handwheel to adjust the height of the lifting plate 33, so that the second clamping mechanism reaches the correct Z-axis position. Loosen the locking handle of the rotating plate 36, rotate the rotating plate 36 to the required angle, and tighten the handle after accurately reading the value using the dial. Finally, use the fine-tuning function of the second clamping mechanism to precisely align with the mounting hole at point A. After completing all adjustments, check whether each locking mechanism is secure, ensuring there is no looseness.

[0075] This technical solution achieves precise reproduction of the spatial pose of point A through a multi-degree-of-freedom adjustment mechanism. The matrix-style holes of the second base 31 and the mounting base plate 1 provide a wide range of coarse adjustment capabilities in the X and Y directions. The sliding of the lifting plate 33 along the column 32 achieves height adjustment in the Z direction. The rotation of the rotating plate 36 around the Y-axis achieves precise control of the installation angle. This multi-degree-of-freedom design allows the second clamping mechanism to flexibly match the spatial pose of point A of different vehicle models, ensuring that the test clamping state of the steering column assembly 7 is highly consistent with the actual vehicle assembly state. Precise pose control avoids assembly stress and positional deviations during clamping, providing an accurate installation foundation for performance testing and NVH evaluation. Each adjustment mechanism is equipped with a locking device and scale indication, ensuring adjustment accuracy and repeatability, significantly improving test preparation efficiency and result reliability.

[0076] In another technical solution, the automotive steering system testing bench includes a second clamping mechanism comprising two U-shaped second clamping blocks 38 slidably mounted on a rotating plate along the X and Y axes. The upper body connection point of the electric power steering column assembly 7 is connected to the opposite sides of the top of the two second clamping blocks 38. The two second clamping blocks 38 can move relative to the X and Y axes of the rotating plate, thereby allowing for fine-tuning of the position of the second clamping mechanism along the X and Y axes.

[0077] In another technical solution, the automotive steering system testing bench has a sliding strip 37 slidably mounted on the rotating plate 36 along the X-axis, and two second clamping blocks 38 are spaced apart on the sliding strip 37 along the Y-axis direction, with each second clamping block 38 slidably mounted on the sliding strip 37 along the Y-axis direction.

[0078] The second clamping mechanism of the angle adjustment mounting fixture 3 for the testing platform includes a sliding bar 37 and two second clamping blocks 38. The sliding bar 37 is slidably mounted on the rotating plate 36 along the X-axis and can be fixed in different positions by a locking mechanism. The two second clamping blocks 38 are spaced apart on the sliding bar 37 along the Y-axis, and each second clamping block 38 can be independently slidably adjusted along the Y-axis on the sliding bar 37, realizing the movement of the second clamping mechanism relative to the rotating plate in the X and Y axes. The bottom of the sliding bar 37 is provided with a guide rail structure, which cooperates with the guide rail groove on the rotating plate 36 to achieve smooth sliding movement. A scale is provided on one side of the sliding bar 37 to indicate the position in the X-axis direction. The bottom of each second clamping block 38 is provided with a slider mechanism, which cooperates with the Y-guide rail on the sliding bar 37 to achieve independent sliding in the Y-axis direction. The second clamping block 38 has a U-shaped structure, the inner shape of which matches the shape of the mounting bracket at point A, and a connecting hole at the top for fixing the mounting bracket.

[0079] The sliding bar 37 is a linear guide component mounted on the rotating plate 36, providing sliding guidance in the X-axis direction. Two second clamping blocks 38 are connected to the sliding bar 37 via sliders, enabling synchronous movement along the X-axis and independent adjustment along the Y-axis. This design allows the relative position between the two clamping blocks to be adjusted in both the X and Y directions to accommodate variations in the width and hole spacing of mounting brackets for different vehicle models. The locking mechanism employs a quick-clamping handle design, enabling rapid fixing and release of the sliding bar 37 and the second clamping blocks 38. The guide rail surface is hardened to improve wear resistance and service life. The scale is laser-engraved with an accuracy of 0.1 mm, ensuring accurate position adjustment.

[0080] During implementation, firstly, based on the approximate width of the mounting bracket at point A of the tested vehicle model, loosen the locking handle of the sliding bar 37, move the entire sliding bar 37 along the X-axis to a suitable position, and then lightly tighten it after initial positioning using the scale. Next, according to the specific width of the mounting bracket, adjust the position of each second clamping block 38 in the Y-axis direction to ensure the distance between the two clamping blocks roughly matches the width of the mounting bracket. After initial positioning, place the mounting bracket at point A of the steering column assembly 7 between the two second clamping blocks 38, and fine-tune the position of the sliding bar 37 on the X-axis and the position of the second clamping block 38 on the Y-axis to ensure precise alignment of the connecting holes on the clamping blocks with the mounting holes of the mounting bracket. Finally, tighten all locking handles, insert and tighten the fastening bolts to complete the clamping and fixing of point A. Check the positioning accuracy of the two clamping blocks to ensure that the mounting bolts penetrate the mounting holes perpendicularly without generating lateral stress.

[0081] This technical solution, through the design of a sliding bar 37 and an independently adjustable second clamping block 38, achieves precise adaptation of the width and hole spacing of the mounting bracket at point A. The sliding bar 37 provides a wide range of synchronous adjustment capabilities in the X-axis direction, allowing the two clamping blocks to quickly adapt to the overall width of different products. The independent sliding adjustment function of each clamping block in the Y-axis direction allows for precise matching of the specific hole spacing of the mounting bracket. This two-stage adjustment mechanism (synchronous coarse adjustment and independent fine adjustment) ensures precise alignment between the clamping point and the mounting hole, avoiding lateral stress and assembly deviations generated during clamping. After clamping, the mounting bolts can penetrate the mounting holes vertically, ensuring reliable connection and uniform force distribution, accurately simulating the assembly state of the actual vehicle. This design significantly improves clamping efficiency and accuracy, reduces adjustment time during vehicle model switching, and provides a reliable clamping foundation for subsequent testing. At the same time, a good clamping condition ensures the authenticity and comparability of test data, especially when conducting power steering performance testing and NVH evaluation, accurately reflecting the performance characteristics of the steering system itself and eliminating the interference of clamping factors on test results.

[0082] This application describes the actual operation procedure of the EPS bench testing fixture.

[0083] Step 1: Adjust the position of the tooling at point B according to the length of the intermediate shaft.

[0084] First, accurately measure the effective connection length of the intermediate shaft, and determine the theoretical installation position of the steering column assembly on the test bench based on this length. Move the first base of the reference mounting fixture to the corresponding threaded mounting hole area on the mounting base plate, and initially fix it using the first fastening bolt. At this time, keep the bolt in a semi-tight state, allowing the fixture to be finely adjusted.

[0085] Step 2: Pre-install the product and adjust the fixture at point A.

[0086] Place the electric power steering column assembly onto the pre-positioned fixture at point B. Based on the width and positional requirements of the part bracket, adjust the angle of the second base of the mounting fixture to the predetermined area and initially fix it. Adjust the Z-axis height using the lifting plate, and then fine-tune the angle of the rotating plate around the Y-axis to make the mounting plane of the second clamping mechanism parallel to the mounting plane of the upper vehicle body connection point. Finally, adjust the position of the sliding bar and the second clamping block to match the mounting hole spacing at point A.

[0087] Step 3: Tighten all screws

[0088] After completing the initial positioning of the fixtures at points A and B, tighten all fastening screws to the specified torque value. This includes the first fastening bolt of the fixture at point B, the second fastening bolt of the fixture at point A, and the locking screws on each clamping mechanism. Ensure that all connection points are secure and reliable, with no loosening.

[0089] Step 4: Connect the intermediate shaft to the connector at point C.

[0090] Connect one end of the intermediate shaft to the input end of the steering column assembly, and the other end to the output end of the quick-change connector at point C. Secure the connection using the quick-locking mechanism and check that the splines are fully engaged. Confirm that the intermediate shaft is free from bending stress throughout the driveway and that the connection is in good condition.

[0091] Step 5: Adjust the clutch output torque

[0092] According to the test requirements, the clutch output torque value was set through the control system to simulate the load conditions of a real vehicle. The sound insulation cover was confirmed to be properly closed, and the operation of each system was checked to ensure it was functioning correctly. The formal test was then prepared to begin, and the stability and accuracy of the torque output were monitored during the test.

[0093] Precautions: Perform the operations in the order of 1-5, especially after tightening all screws before connecting the intermediate shaft. The two first clamping blocks of the reference mounting fixture must not move along the Y-axis; precise positioning must be achieved by moving the entire first base. The tightening torque of all fasteners must meet the technical specifications, and the condition of each connection point must be checked before testing. Correct installation of the intermediate shaft is crucial to the test results; its connection must be reliable and well-aligned.

[0094] The number of devices and processing scale described herein are for the purpose of simplifying the description of this utility model. Applications, modifications, and variations of this utility model will be readily apparent to those skilled in the art.

[0095] Although the embodiments of this utility model have been disclosed above, they are not limited to the applications listed in the specification and embodiments. They can be applied to various fields suitable for this utility model. For those skilled in the art, other modifications can be easily made. Therefore, without departing from the general concept defined by the claims and their equivalents, this utility model is not limited to the specific details and the illustrations shown and described herein.

Claims

1. A testing bench for an automotive steering system, characterized in that, include: The mounting base plate has multiple threaded mounting holes arranged in a matrix. The reference mounting fixture is selectively connected to the threaded mounting hole on the mounting base plate via a first fastening bolt to achieve position adjustment of the reference mounting fixture in the X-axis direction; the reference mounting fixture is provided with a first clamping mechanism for clamping and positioning the lower body connection point of the electric power steering column assembly. An angle adjustment mounting fixture is located on one side of the reference mounting fixture along the X-axis. The angle adjustment mounting fixture is selectively connected to threaded mounting holes at different positions on the mounting base plate via a second fastening bolt to achieve position adjustment of the angle adjustment mounting fixture in the X-axis and Y-axis directions. A second clamping mechanism is rotatably provided on the angle adjustment mounting fixture for clamping the upper body connection point of the electric power steering column assembly to achieve angle adjustment of the second clamping mechanism around the Y-axis. The input shaft quick-change connector is mounted on the mounting base plate and located on the other side of the reference mounting fixture along the X-axis; the output end of the input shaft quick-change connector is connected to the input end of the electric power steering column assembly via an intermediate shaft; The clutch, whose output end connects to the input end of the quick-change joint on the input shaft, is used to simulate the vehicle load and provide reverse torque to the electric power steering assembly.

2. The automotive steering system testing bench as described in claim 1, characterized in that, It also includes a soundproof enclosure, which is mounted on the mounting base plate, and the clutch is encapsulated inside the soundproof enclosure.

3. The automotive steering system testing bench as described in claim 1, characterized in that, The reference mounting fixture also includes a first base connected to threaded mounting holes at different positions on the mounting base plate via a first fastening bolt; The first clamping mechanism includes two U-shaped first clamping blocks mounted on the first base and a third fastening bolt that runs through the two U-shaped first clamping blocks. The lower body connection point of the electric power steering column assembly is connected to the third fastening bolt.

4. The automotive steering system testing bench as described in claim 1, characterized in that, The input end of the quick-change coupling is connected to the output end of the clutch via spline positioning.

5. The automotive steering system testing bench as described in claim 1, characterized in that, The angle adjustment installation fixture also includes a second base connected to threaded mounting holes at different positions on the mounting base plate via a second fastening bolt, a column vertically mounted on the second base, a lifting plate slidably mounted on the column along the Z-axis, a support plate mounted on the lifting plate, a rotating plate rotatably connected to the support plate via a pin, and a second clamping mechanism mounted on the rotating plate; the pin axis extends along the Y-axis.

6. The automotive steering system testing bench as described in claim 5, characterized in that, The second clamping mechanism includes two U-shaped second clamping blocks that slide along the X and Y axes on the rotating plate. The upper body connection point of the electric power steering column assembly is connected to the two opposite sides of the top of the two second clamping blocks.

7. The automotive steering system testing bench as described in claim 6, characterized in that, A sliding bar is provided on the rotating plate along the X-axis, and two second clamping blocks are spaced apart on the sliding bar along the Y-axis. Each second clamping block is slidably mounted on the sliding bar along the Y-axis.

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