A durability testing device for automobile chassis control arms

Abstract

This invention belongs to the field of durability testing devices, specifically a durability testing device for automotive chassis control arms. Addressing the problems of existing technologies, such as the inability of single-axis loading to simulate multi-directional forces and data distortion due to clamping errors, this device proposes the following solution through the collaborative design of a gantry and dual-drive components: the first and second drive components are distributed at a 90° angle, outputting dynamic loads in the vertical and horizontal directions respectively via hydraulic push rods to simulate composite working conditions; the first and second connecting block components achieve precise alignment through positioning rods and positioning holes, combined with the hinged structure of ball-head pins and connecting grooves to ensure the clamping stability of the control arm workpiece. This invention can efficiently complete multi-axis coupled loading tests, significantly improving testing accuracy and versatility, and providing a reliable basis for fatigue life assessment and lightweight development of control arms.

Description

Technical Field

[0001] This utility model relates to the field of durability testing devices, specifically a durability testing device for an automobile chassis control arm. Background Technology

[0002] Durability testing is a critical verification step for control arms from design to mass production. By simulating loads, environments, and fatigue accumulation under real working conditions, it ensures that the control arm meets safety, reliability, and performance requirements throughout its entire life cycle. It is one of the core means of "preventing failures and ensuring safety" in the automotive industry, so durability testing equipment is required.

[0003] A search of existing patents reveals a static tensile strength testing device for a new energy vehicle chassis control arm, publication number CN222671396U. This device comprises a gantry column, a hydraulic cylinder (with a force sensor), a gantry frame, a spring, a control arm body, and a hydraulic power system. The hydraulic cylinder with the force sensor consists of a spherical bearing lug, a spherical bearing ball, a spherical bearing, a cylinder body, a piston rod, a force sensor, threaded fasteners, and a connecting fork. The control arm portion consists of a connecting block, a control arm body, and a support. This invention can simulate the extreme stress and durability of the control arm under real-vehicle conditions, evaluate the stiffness impact of different material grades or single / double-plate control arms, and provides high accuracy in bench testing, thereby guiding the lightweight design and development of various chassis suspension components.

[0004] However, the existing technology has the following problems:

[0005] 1. Inaccurate test data: The control arm and the support need to be clamped together as a whole. The stiffness of the support and the clamping error cause the test data to be distorted. The overall clamping causes the boundary conditions to be inconsistent with the actual vehicle conditions.

[0006] 2. Single drive system: single-axis servo actuator loading cannot simulate multi-directional force coupling conditions.

[0007] Therefore, a durability testing device for automotive chassis control arms is proposed to address the above problems. Utility Model Content

[0008] To address the issues of inconsistent boundary conditions with actual vehicle conditions caused by the overall clamping of existing technologies and the inability to simulate multi-directional force coupling conditions, this invention proposes a durability testing device for automotive chassis control arms.

[0009] The technical solution adopted by this utility model to solve its technical problem is: a durability testing device for an automobile chassis control arm, including a gantry, a first drive assembly, a second drive assembly, a first connecting block assembly, a second connecting block assembly, and a first fixed base.

[0010] A fixing plate is fixedly connected to the top of the gantry frame, and a first connecting rod is fixedly connected to the bottom of the fixing plate. A second connecting rod is sleeved on the bottom of the first connecting rod, and a fixing pin is pinned to one end of the second connecting rod. A connecting seat is pinned to the second connecting rod through the fixing pin.

[0011] The first connecting block assembly includes a first connecting block, a first connecting hole at the bottom of the first connecting block, and a positioning hole at the top of the first connecting block.

[0012] The second connecting block assembly includes a positioning rod fixedly connected to the top of the second connecting block, a second connecting hole opened at the bottom of the second connecting block, and a pin hole opened horizontally at the top of the second connecting block.

[0013] The first fixed base is connected to the control arm workpiece by a fixing pin, the control arm workpiece is connected to the second fixed base by a fixing pin, and the other end of the control arm workpiece is connected to a ball head pin.

[0014] Preferably, there are two second connecting rods, which are placed at a 90° angle to each other.

[0015] Preferably, the ends of the two second connecting rods are respectively fitted into the second connecting hole and the first connecting hole.

[0016] Preferably, the connecting pin extends through the top of the ball joint pin.

[0017] Preferably, the top of the ball head pin fits into the connecting groove, and the top of the positioning rod fits through the positioning hole.

[0018] Preferably, the top of the second connecting block is vertically provided with a connecting groove, and a connecting pin is pinned into the pin hole.

[0019] Preferably, the first drive assembly and the second drive assembly have the same specifications. The first drive assembly includes a mounting bracket, a threaded tube is installed through the top of the mounting bracket, a threaded rod is internally threaded into the threaded tube, a fixing block is fitted to the bottom of the threaded rod, and a hydraulic push rod is installed on the outer surface of the fixing block.

[0020] Preferably, the output ends of the hydraulic push rods in the second drive assembly and the first drive assembly are fixedly connected to the connecting seats on the two second connecting rods, and the second drive assembly and the first drive assembly are also distributed at a 90° angle.

[0021] The advantages of this utility model are:

[0022] 1. This utility model achieves synchronous dynamic loading in the vertical and horizontal (X-axis / Y-axis) directions by using a 90° angled layout of the first drive component and the second drive component, in conjunction with two second connecting rods. This accurately simulates the multi-axis coupled force conditions (such as acceleration, braking, and steering) during vehicle operation, and solves the defect that traditional single-axis servo actuators cannot reproduce real forces.

[0023] 2. This utility model ensures the alignment accuracy of the control arm workpiece during installation by using the positioning rod of the second connecting block assembly to cooperate with the positioning hole of the first connecting block assembly. Combined with the flexible connection between the ball head pin and the connecting groove, and the separate clamping of the first and second fixed seats, it effectively eliminates the influence of clamping errors on test data. Attached Figure Description

[0024] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0025] Figure 1 A schematic diagram of the structure of a vehicle chassis control arm durability testing device;

[0026] Figure 2 A schematic diagram of the bottom structure of the automobile chassis control arm durability testing device;

[0027] Figure 3 for Figure 2 A magnified view of the structure at point A in the middle;

[0028] Figure 4 This is a schematic diagram of the structure of the gantry frame, fixing plate, first connecting rod, second connecting rod, connecting seat, fixing pin, first connecting block assembly and second connecting block assembly of this utility model;

[0029] Figure 5 This is a schematic diagram of the structure of the first connecting block assembly of this utility model;

[0030] Figure 6 This is a schematic diagram of the structure of the second connecting block assembly of this utility model;

[0031] Figure 7 This is a schematic diagram of the structure connecting the first connecting block assembly, the second connecting block assembly, and the control arm workpiece of this utility model.

[0032] In the diagram: 1. Gantry frame; 2. Fixing plate; 3. First connecting rod; 4. Second connecting rod; 5. Connecting seat; 6. Fixing pin; 7. First drive assembly; 701. Mounting bracket; 702. Threaded pipe; 703. Threaded rod; 704. Fixing block; 705. Hydraulic push rod; 71. Second drive assembly; 8. First connecting block assembly; 801. First connecting block; 802. First connecting hole; 803. Positioning hole; 9. Second connecting block assembly; 901. Second connecting block; 902. Positioning rod; 903. Second connecting hole; 904. Pin hole; 905. Connecting groove; 906. Connecting pin; 10. First fixing seat; 11. Second fixing seat; 12. Control arm workpiece; 13. Ball pin. Detailed Implementation

[0033] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present utility model.

[0034] The following is in conjunction with the appendix Figure 1-7 This application will be described in further detail.

[0035] This application discloses a durability testing device for an automotive chassis control arm. (Refer to...) Figures 1 to 7 A durability testing device for an automobile chassis control arm mainly consists of a gantry frame 1, a first drive assembly 7, a second drive assembly 71, a first connecting block assembly 8, a second connecting block assembly 9, and a first fixed base 10.

[0036] A fixing plate 2 is fixedly connected to the top of the gantry frame 1. A first connecting rod 3 is fixedly connected to the bottom of the fixing plate 2. A second connecting rod 4 is sleeved on the bottom of the first connecting rod 3. A fixing pin 6 is pinned to one end of the second connecting rod 4. A connecting seat 5 is pinned to the second connecting rod 4 through the fixing pin 6. There are two second connecting rods 4, which are placed at a 90° angle. The ends of the two second connecting rods 4 are respectively fitted into the second connecting hole 903 and the first connecting hole 802.

[0037] The first connecting block assembly 8 includes a first connecting block 801, a first connecting hole 802 is provided at the bottom of the first connecting block 801, and a positioning hole 803 is provided at the top of the first connecting block 801.

[0038] The second connecting block assembly 9 includes a second connecting block 901 with a positioning rod 902 fixedly connected to the top end, a second connecting hole 903 opened at the bottom of the second connecting block 901, a pin hole 904 horizontally opened at the top of the second connecting block 901, a connecting pin 906 passing through the top of the ball head pin 13, a connecting groove 905 vertically opened at the top of the second connecting block 901, a connecting pin 906 being pinned into the pin hole 904, the top end of the ball head pin 13 fitting into the connecting groove 905, and the top end of the positioning rod 902 fitting through the positioning hole 803.

[0039] The first fixed seat 10 is connected to the control arm workpiece 12 by the fixed pin 6. The control arm workpiece 12 is connected to the second fixed seat 11 by the fixed pin 6. The other end of the control arm workpiece 12 is connected to the ball head pin 13.

[0040] The first drive assembly 7 and the second drive assembly 71 have the same specifications. The first drive assembly 7 includes a mounting bracket 701. A threaded tube 702 is installed through the top of the mounting bracket 701. A threaded rod 703 is internally threaded into the threaded tube 702. A fixing block 704 is connected to the bottom of the threaded rod 703. A hydraulic push rod 705 is installed on the outer surface of the fixing block 704. The output ends of the hydraulic push rods 705 in the second drive assembly 71 and the first drive assembly 7 are fixedly connected to the connecting seats 5 on the two second connecting rods 4. The second drive assembly 71 and the first drive assembly 7 are also distributed at a 90° angle.

[0041] Working principle:

[0042] Device initialization and clamping:

[0043] The control arm workpiece 12 is connected to the first fixed seat 10 and the second fixed seat 11 via the fixing pin 6, simulating its installation state in the vehicle chassis. One end of the ball head pin 13 is inserted into the connecting groove 905 of the second connecting block assembly 9 and fixed by the connecting pin 906, ensuring that the ball head pin can rotate flexibly in the connecting groove, restoring the joint movement in actual working conditions. The positioning hole 803 of the first connecting block assembly 8 cooperates with the positioning rod 902 of the second connecting block assembly 9 to achieve precise alignment and avoid clamping errors.

[0044] Multi-directional loading driver system:

[0045] Both the first drive assembly 7 and the second drive assembly 71 include a hydraulic push rod 705, the output end of which is fixed to the connecting seat 5 at the end of the second connecting rod 4. The two drive assemblies are distributed at a 90° angle, forming independent loading capabilities in the vertical and horizontal directions. The initial position of the hydraulic push rod 705 is adjusted by the threaded tube 702 and the threaded rod 703 to adapt to control arm workpieces 12 of different sizes. The hydraulic push rod 705 outputs dynamic loads according to a preset program to simulate multi-directional forces such as acceleration, braking, and steering during vehicle operation.

[0046] Force transmission and force simulation:

[0047] The first drive assembly 7 applies a load in the vertical direction to the control arm workpiece 12 via the second connecting rod 4, while the second drive assembly 71 applies a load in the horizontal direction via another second connecting rod 4. The 90° angle between the two second connecting rods couples the loads in the two directions, enabling multi-axis synchronous loading. The two ends of the control arm workpiece 12 are fixed by a fixed seat and a ball joint pin 13, respectively. Under the action of the drive assemblies, it undergoes composite deformations such as bending and torsion, realistically replicating the stress state of the chassis suspension system.

[0048] Positioning and stability assurance:

[0049] The gantry 1 and the fixed plate 2 provide overall rigid support to ensure that the device does not shift during loading. The end of the second connecting rod 4 is embedded in the first connecting hole 802 and the second connecting hole 903, and the load is transmitted through the pin connection structure. At the same time, it allows small displacement to release stress concentration and prevent test data distortion.

[0050] The foregoing has shown and described the basic principles, main features, and advantages of this utility model. Those skilled in the art should understand that this utility model is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of this utility model. Various changes and modifications can be made to this utility model without departing from its spirit and scope, and all such changes and modifications fall within the scope of the claimed utility model.

Claims

1. A durability testing device for an automobile chassis control arm, characterized in that, include: A gantry frame (1) is fixedly connected to a fixed plate (2) at the top of the gantry frame (1). A first connecting rod (3) is fixedly connected to the bottom of the fixed plate (2). A second connecting rod (4) is sleeved on the bottom of the first connecting rod (3). A fixing pin (6) is pinned to one end of the second connecting rod (4). A connecting seat (5) is pinned to the second connecting rod (4) through the fixing pin (6). The first connecting block assembly (8) includes a first connecting block (801), a first connecting hole (802) is provided at the bottom of the first connecting block (801), and a positioning hole (803) is provided at the top of the first connecting block (801). The second connecting block assembly (9) includes a positioning rod (902) fixedly connected to the top of the second connecting block (901), a second connecting hole (903) opened at the bottom of the second connecting block (901), and a pin hole (904) horizontally opened at the top of the second connecting block (901). A first fixed seat (10) is attached to a control arm workpiece (12) by a fixing pin (6). The control arm workpiece (12) is connected to a second fixed seat (11) by a fixing pin (6). The other end of the control arm workpiece (12) is attached to a ball head pin (13).

2. The durability test device for a control arm of an automobile chassis according to claim 1, characterized in that: There are two second connecting rods (4), and the two second connecting rods (4) are placed at a 90° angle to each other.

3. The durability test apparatus for a control arm of an automobile chassis according to claim 2, characterized by: The ends of the two second connecting rods (4) are respectively fitted into the second connecting hole (903) and the first connecting hole (802).

4. The automobile chassis control arm durability testing device according to claim 1, characterized in that: The top of the ball head pin (13) fits into the connecting groove (905), and the top of the positioning rod (902) fits through the positioning hole (803).

5. The automobile chassis control arm durability testing device according to claim 1, characterized in that: The top of the second connecting block (901) is vertically provided with a connecting groove (905), and a connecting pin (906) is pinned into the pin hole (904).

6. The automobile chassis control arm durability testing device according to claim 5, characterized in that: The connecting pin (906) passes through the top of the ball head pin (13).

7. The automobile chassis control arm durability testing device according to claim 1, characterized in that: It also includes a first drive assembly (7) and a second drive assembly (71). The first drive assembly (7) and the second drive assembly (71) have the same specifications. The first drive assembly (7) includes a mounting bracket (701). A threaded tube (702) is installed through the top of the mounting bracket (701). A threaded rod (703) is internally threaded into the threaded tube (702). A fixing block (704) is connected to the bottom of the threaded rod (703). A hydraulic push rod (705) is installed on the outer surface of the fixing block (704).

8. The automobile chassis control arm durability testing device according to claim 7, characterized in that: The output ends of the hydraulic push rods (705) in the second drive assembly (71) and the first drive assembly (7) are fixedly connected to the connecting seats (5) on the two second connecting rods (4), and the second drive assembly (71) and the first drive assembly (7) are also distributed at a 90° angle.

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