A test device for a suspension

Abstract

The embodiment of the application provides a test device of a suspension, which comprises a vehicle body equivalent component, a suspension equivalent component, a vertical loading component, a lateral loading component, a vertical actuator and an action panel, wherein the vertical actuator is connected with the action panel through a first connecting mechanism, the vertical actuator is used to drive the action panel to move along the vertical direction to transmit the vertical load to the wheel, the lateral loading component comprises a lateral actuator, the lateral actuator is connected with the action panel through a second connecting mechanism, and the lateral actuator is used to drive the action panel to move along the horizontal direction to transmit the lateral load to the wheel. Through the cooperation of the vertical actuator and the lateral actuator, the response and control ability of the suspension system under complex road conditions are comprehensively tested, the composite excitation test is closer to the actual driving environment, the real working state and performance boundary of the suspension can be exhibited in the conditions of vehicle turning, obstacle avoidance and pit passing, and the real stress state of the suspension is simulated.

Description

Technical Field

[0001] This application relates to the technical field of suspension testing, and more specifically, to a suspension testing apparatus. Background Technology

[0002] The suspension system is one of the most important systems in a car, playing a crucial role in the ride comfort and handling stability of the vehicle. Performance verification of the suspension system is a very important task in the overall vehicle product development stage.

[0003] Currently, suspension systems can only perform single-axis excitation (such as vertical loading only), ignoring the multi-axis composite loads commonly encountered during vehicle operation. This makes it impossible to simulate the actual stress state of the suspension, thus limiting the testing scope and applicability of the system.

[0004] There is currently no effective solution to the problem that existing suspension systems cannot be tested under multi-axis composite loads, thus failing to simulate real stress conditions. Utility Model Content

[0005] This application provides a suspension testing device, which aims to improve the problem that the suspension system in the prior art cannot be tested for multi-axis composite load excitation, resulting in the inability to simulate the real stress state.

[0006] According to one aspect of the embodiments of this application, a suspension testing apparatus is provided, comprising: a vehicle body equivalent assembly, the vehicle body equivalent assembly including a vehicle body assembly, a support assembly and a vehicle body base, the vehicle body assembly and the support assembly being movably connected, the vehicle body assembly having a first state fixedly connected to the vehicle body base and a second state separated from the vehicle body base; a suspension equivalent assembly, the suspension equivalent assembly including a suspension assembly, a frame assembly and a wheel, the frame assembly and the wheel being respectively connected to the suspension assembly, the frame assembly being connected to the vehicle body assembly; a vertical loading assembly, the vertical loading assembly including a vertical actuator and an action panel, the vertical actuator being connected to the action panel via a first connecting mechanism, the vertical actuator being used to drive the action panel to move in a vertical direction to transfer a vertical load to the wheel; and a lateral loading assembly, the lateral loading assembly including a lateral actuator, the lateral actuator being connected to the action panel via a second connecting mechanism, the lateral actuator being used to drive the action panel to move in a horizontal direction to transfer a lateral load to the wheel.

[0007] The embodiments of this application achieve the following technical effects: the vehicle body assembly and the support assembly are movably connected so that the vehicle body assembly can simulate the dynamic changes of the vehicle body in multiple directions; the vehicle body assembly and the vehicle body base are fixedly connected so that the vehicle body assembly can simulate a fixed reaction force state; the vehicle body assembly and the vehicle body base are separated so that the vehicle body assembly can simulate an inertial reaction force state; the suspension equivalent assembly is connected to the vehicle body assembly through the frame assembly to simulate the actual assembly state of the vehicle body and suspension; the action panel is used to simulate the real road surface and is used to abut the wheel; the vertical actuator drives the action panel to apply a load to the wheel in the vertical direction to simulate the vertical bounce of the vehicle during driving; the lateral actuator drives the action panel to apply a load to the wheel in the horizontal direction to simulate the lateral sway of the vehicle during driving. The above-mentioned test device, through the combined use of the vertical actuator and the lateral actuator, comprehensively tests the response and control capabilities of the suspension system under complex road conditions. This composite excitation test is closer to the actual driving environment and can demonstrate the real working state and performance boundaries of the suspension in situations such as vehicle turning, obstacle avoidance, and pothole crossing, thereby simulating the real stress state of the suspension.

[0008] Furthermore, the vehicle body assembly includes: a vehicle body frame; a first connector, the axis of which extends along the width direction of the vehicle body frame, a first end of which is hinged to a support assembly, and a second end of which is adjustablely connected to the vehicle body frame to change the distance between the first end of the first connector and the vehicle body frame; and a second connector, the axis of which extends along the length direction of the vehicle body frame, a first end of which is hinged to a support assembly, and a second end of which is adjustablely connected to the vehicle body frame to change the distance between the first end of the second connector and the vehicle body frame.

[0009] The embodiments of this application achieve the following technical effects: the vehicle body assembly is hinged to the support assembly via a first connector, and the vehicle body assembly is hinged to the support assembly via a second connector. This allows the vehicle body assembly to swing relative to the support assembly under inertial reaction force, thus testing the dynamic response and damping effect of the suspension. The axis of the first connector extends along the width direction of the vehicle body assembly. By adjusting the distance between the second end of the first connector and the vehicle body frame, precise adjustment can be made according to the designed wheelbase of the vehicle, thereby achieving an equivalent wheelbase effect. The side axis of the second connector extends along the length direction of the vehicle body assembly. By adjusting the distance between the second end of the second connector and the vehicle body frame, precise adjustment can be made according to the designed wheelbase of the vehicle, thereby achieving an equivalent wheelbase effect. By adjusting the equivalent wheelbase and equivalent wheelbase of the test device, the roll and pitch dynamic characteristics of the vehicle body assembly can be more realistically reflected in the test, ensuring the accuracy and reliability of the test results.

[0010] Furthermore, the first connector is threaded to the vehicle body frame, and / or the second connector is threaded to the vehicle body frame.

[0011] The embodiments of this application achieve the following technical effects: the threaded connection provides the ability to fine-tune, so that the distance between the connecting part and the vehicle frame can be finely adjusted within a certain range, thereby achieving equivalent track width and equivalent wheelbase.

[0012] Furthermore, the vehicle body assembly also includes a sprung mass counterweight, which is detachably connected to a backplate on the vehicle body frame.

[0013] The embodiments of this application achieve the following technical effects: the sprung mass counterweight is detachably connected to the vehicle frame, allowing the suspension load to be kept consistent with the actual vehicle by adjusting the number and mass of the counterweight according to different vehicle models and testing requirements, thus improving the realism of the test results. Furthermore, the dynamic changes of the vehicle under different load conditions can be simulated by adjusting the number and mass of the counterweight.

[0014] Furthermore, the frame assembly is connected to the body assembly via a third connecting mechanism, so that the frame assembly can be floated relative to the body assembly in the vertical direction.

[0015] The embodiments of this application achieve the following technical effects: the frame assembly can float vertically relative to the body assembly to simulate the vibration reduction effect of the soft connection between the body-in-white and the subframe. That is, the third connection mechanism can absorb part of the impact force like a real rubber bushing or other elastic element, reduce the vibration transmitted to the equivalent components of the body, and more realistically reflect the response of the vehicle body under actual road conditions.

[0016] Furthermore, the third connecting mechanism includes: a first guide rail, which is positionally adjustable to the vehicle body assembly, the first guide rail having a first position fixedly connected to the vehicle body base and a second position separated from the vehicle body base, wherein the first guide rail is vertically arranged; and a first slider, which is slidably connected to the first guide rail, and the vehicle frame assembly is connected to the first slider.

[0017] The embodiments of this application achieve the following technical effects: In the embodiments of this application, the third connecting mechanism is not only used to connect the frame assembly and the vehicle body assembly, but can also be selectively connected to the vehicle body base to realize fixed reaction mode testing and inertial reaction mode testing. This layout can simplify the structure of the test device.

[0018] Furthermore, the first connecting mechanism includes: a guide rod, which is slidably arranged in the vertical direction, and a mounting plate is provided at the top of the guide rod; a tray, which is disposed on the top surface of the mounting plate and is slidably connected to the mounting plate, and an actuating panel is connected to the tray; the fixed end of the vertical actuator is hinged to the iron floor, and the driving end of the vertical actuator is hinged to the mounting plate, and the vertical actuator actuates to drive the tray to move in the vertical direction.

[0019] The embodiments of this application achieve the following technical effects: the pallet is connected to the guide rod via a mounting plate, and the drive end of the vertical actuator is hinged to the mounting plate to drive the pallet to move vertically. The guide rod is designed to guide the pallet to move vertically and transmit vertical force to the wheels, thereby preventing pallet offset and ensuring that the vertical load input to the suspension equivalent components does not match the test requirements.

[0020] Furthermore, the control panel is detachably connected to the tray.

[0021] The embodiments of this application achieve the following technical effects: the action panel is used to simulate the real road surface encountered by the vehicle during driving. The action panel is detachably connected to the tray so that different road surfaces can be simulated by replacing different action panels, thereby enriching the test environment and improving the authenticity and comprehensiveness of the test.

[0022] Furthermore, the second connecting mechanism includes: a connecting seat, which has a first connecting arm, a second connecting arm and a third connecting arm, and the connecting seat is hinged to the fixed base through the first connecting arm; a lateral loading rod, the first end of which is hinged to the second connecting arm and the second end of which is connected to the tray; a fixed end of a lateral actuator for hinged to the iron floor, and a driving end of the lateral actuator for hinged to the third connecting arm, the lateral actuator actuating to drive the connecting seat to rotate, thereby driving the tray to move in the horizontal direction.

[0023] The embodiments of this application achieve the following technical effects: the connecting seat is hinged to the fixed base, the lateral actuator is hinged to the connecting seat, and the lateral loading rod is hinged to the connecting seat. The lateral actuator drives the connecting seat to rotate, so that the lateral loading rod transmits lateral force to the wheel along a preset path, thereby achieving accurate testing of the lateral dynamic characteristics of the suspension. Specifically, the connecting seat is hinged to the lateral base, the lateral actuator, and the lateral loading rod respectively through different connecting arms to avoid jamming during the transmission of force.

[0024] Furthermore, the test apparatus also includes a suspension control assembly, which is electrically connected to the suspension motor, vertical actuator, and lateral actuator. The suspension control assembly is used to control the movement of the suspension motor, vertical actuator, and lateral actuator, and to analyze the motion signals of the vehicle body assembly and the equivalent suspension assembly.

[0025] The embodiments of this application achieve the following technical effects: the suspension control component can control the suspension motor, vertical actuator and lateral actuator in real time, that is, it can coordinately manage the movement of the suspension system in both vertical and lateral degrees of freedom, providing comprehensive suspension dynamic control capabilities, not only simulating the driving of the vehicle under complex road conditions, but also accurately controlling the response of the suspension. Attached Figure Description

[0026] The accompanying drawings, which form part of this application, are used to provide a further understanding of the present invention. The illustrative embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an undue limitation of the present invention. In the drawings:

[0027] Figure 1 This is a schematic diagram of a suspension testing apparatus provided in one embodiment of this application;

[0028] Figure 2 This is a schematic diagram of an equivalent vehicle body component provided in an embodiment of this application;

[0029] Figure 3 This is a schematic diagram of a vehicle body component provided in one embodiment of this application;

[0030] Figure 4 This is a schematic diagram of a suspension equivalent component provided in an embodiment of this application;

[0031] Figure 5 This is a schematic diagram of a vertical loading component provided in an embodiment of this application;

[0032] Figure 6 This is a schematic diagram of a lateral loading component provided in an embodiment of this application;

[0033] Figure 7 This is a schematic diagram of a suspension control assembly provided in one embodiment of this application;

[0034] Figure 8 This is a flowchart illustrating the verification process of a suspension control component provided in one embodiment of this application.

[0035] Explanation of reference numerals in the attached figures:

[0036] 10. Equivalent components of the vehicle body;

[0037] 11. Vehicle body assembly; 111. Vehicle body frame; 1111. Back panel; 112. First connector; 113. First mounting component; 114. Second connector; 115. Second mounting component; 116. Locking nut; 117. Sprung mass counterweight;

[0038] 12. Support assembly; 121. First support frame; 122. Second support frame; 13. Vehicle body base; 14. First guide rail; 15. First slider;

[0039] 20. Suspension equivalent components;

[0040] 21. Suspension assembly; 22. Frame assembly; 221. Front mount; 222. Rear mount; 23. Wheel; 24. Tower mount;

[0041] 30. Vertically loaded components;

[0042] 31. Vertical actuator; 32. Action panel; 33. Vertical base; 34. Guide rod; 35. Mounting plate; 36. Tray; 37. Second guide rail; 38. Second slider;

[0043] 40. Lateral loading of components;

[0044] 41. Lateral actuator; 42. Lateral base; 43. Connecting seat; 431. First connecting arm; 432. Second connecting arm; 433. Third connecting arm; 44. Lateral loading rod;

[0045] 50. Suspension control components;

[0046] 51. Host computer; 52. Suspension controller; 53. Power distribution unit; 54. Control power supply; 55. Industrial control computer. Detailed Implementation

[0047] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0048] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0049] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such terms can be used interchangeably where appropriate so that the embodiments of this application described herein can be implemented, for example, in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0050] Exemplary embodiments according to this application will now be described in more detail with reference to the accompanying drawings. However, these exemplary embodiments may be implemented in many different forms and should not be construed as being limited to the embodiments set forth herein. It should be understood that these embodiments are provided so that the disclosure of this application is thorough and complete, and that the concept of these exemplary embodiments is fully conveyed to those skilled in the art. In the drawings, for clarity, the thickness of layers and regions may be exaggerated, and the same reference numerals are used to denote the same devices, and therefore their description will be omitted.

[0051] Combination Figures 1 to 7 As shown, according to a specific embodiment of this application, a suspension testing device is provided.

[0052] Specifically, the suspension testing apparatus includes: a vehicle body equivalent assembly 10, a suspension equivalent assembly 20, a vertical loading assembly 30, and a lateral loading assembly 40. The vehicle body equivalent assembly 10 includes a vehicle body assembly 11, a support assembly 12, and a vehicle body base 13. The vehicle body assembly 11 is movably connected to the support assembly 12. The vehicle body assembly 11 has a first state fixedly connected to the vehicle body base 13 and a second state separated from the vehicle body base 13. The suspension equivalent assembly 20 includes a suspension assembly 21, a frame assembly 22, and a wheel 23. The frame assembly 22 and the wheel 23 are respectively connected to the suspension assembly 21, and the frame assembly 22 is connected to the vehicle body assembly 11. The vertical loading assembly 30 includes a vertical actuator 31 and an actuation panel 32. The vertical actuator 31 is connected to the actuation panel 32 via a first connecting mechanism. The vertical actuator 31 drives the actuation panel 32 to move vertically to transfer the vertical load to the wheel 23. The lateral loading assembly 40 includes a lateral actuator 41, which is connected to the action panel 32 via a second connecting mechanism. The lateral actuator 41 is used to drive the action panel 32 to move in the horizontal direction to transfer the lateral load to the wheel 23.

[0053] In the embodiments of this application, the vehicle body assembly 11 is movably connected to the support assembly 12 so that the vehicle body assembly 11 can simulate the dynamic changes of the vehicle body in multiple directions. The vehicle body assembly 11 is fixedly connected to the vehicle body base 13 so that the vehicle body assembly 11 can simulate a fixed reaction force state. The vehicle body assembly 11 is separated from the vehicle body base 13 so that the vehicle body assembly 11 can simulate an inertial reaction force state. The suspension equivalent assembly 20 is connected to the vehicle body assembly 11 through the frame assembly 22 to simulate the actual assembly state of the vehicle body and suspension. The action panel 32 is used to simulate the real road surface and is used to abut against the wheel 23. The vertical actuator 31 drives the action panel 32 to apply a load to the wheel 23 in the vertical direction to simulate the vertical bounce of the vehicle during driving. The lateral actuator 41 drives the action panel 32 to apply a load to the wheel 23 in the horizontal direction to simulate the lateral sway of the vehicle during driving. The aforementioned test device, through the combined use of vertical actuator 31 and lateral actuator 41, comprehensively tests the response and control capabilities of the suspension system under complex road conditions. This composite excitation test is closer to the actual driving environment and can demonstrate the true working state and performance boundaries of the suspension in situations such as vehicle turning, obstacle avoidance, and pothole crossing, thereby simulating the true stress state of the suspension.

[0054] In one exemplary embodiment of this application, the vehicle body assembly 11 includes: a vehicle body frame 111, a first connector 112, and a second connector 114. A first end of the first connector 112 is hinged to a support assembly 12, and a second end of the first connector 112 is adjustablely connected to the vehicle body frame 111 to change the distance between the first end of the first connector 112 and the vehicle body frame 111. The axis of the second connector 114 extends along the length direction of the vehicle body frame 111. A first end of the second connector 114 is hinged to the support assembly 12, and a second end of the second connector 114 is adjustablely connected to the vehicle body frame 111 to change the distance between the first end of the second connector 114 and the vehicle body frame 111.

[0055] In the embodiments of this application, the vehicle body assembly 11 is hinged to the support assembly 12 via a first connector 112, and the vehicle body assembly 11 is also hinged to the support assembly 12 via a second connector 114. This means that the vehicle body assembly 11 can swing relative to the support assembly 12 under inertial reaction force to test the dynamic response and damping effect of the suspension. The axis of the first connector 112 extends along the width direction of the vehicle body assembly 11. By adjusting the distance between the second end of the first connector 112 and the vehicle frame 111, precise adjustment can be made according to the wheelbase designed for the vehicle, thereby achieving an equivalent wheelbase effect. The axis of the second connector 114 extends along the length direction of the vehicle body assembly 11. By adjusting the distance between the second end of the second connector 114 and the vehicle frame 111, precise adjustment can be made according to the wheelbase designed for the vehicle, thereby achieving an equivalent wheelbase effect. By adjusting the equivalent wheelbase and equivalent wheelbase of the test device, the roll and pitch dynamic characteristics of the vehicle body assembly 11 can be more realistically reflected in the test, ensuring the accuracy and reliability of the test results.

[0056] like Figure 3 As shown, the vehicle body frame 111 is a frame structure constructed from welded circular tubes. The vehicle body frame 111 is provided with a first mounting member 113 and a second mounting member 115. The second end of the first connecting member 112 is adjustablely connected to the vehicle body frame 111 via the first mounting member 113, and the second end of the second connecting member 114 is adjustablely connected to the vehicle body frame 111 via the second mounting member 115. Both the first mounting member 113 and the second mounting member 115 are first sleeves formed on the vehicle body frame 111. The first mounting member 113 extends along the width direction of the vehicle body frame 111. Figure 3 The second mounting member 115 extends along the length direction of the vehicle frame 111 (as shown in the Y direction). Figure 3 The X-direction extension shown in the diagram. Both the first connector 112 and the second connector 114 are ball joint rods. The body of the ball joint rod is provided with external threads. The body of the ball joint rod is inserted into the first sleeve. Both ends of the body of the ball joint rod are respectively engaged with the first sleeve through locking nuts 116 to lock the ball joint rod onto the first sleeve.

[0057] like Figure 2 As shown, the support assembly 12 includes a first support frame 121 and a second support frame 122. The first end of the first connector 112 is hinged to the first support frame 121, and the first end of the second connector 114 is hinged to the second support frame 122. Both the first support frame 121 and the second support frame 122 are triangular supports formed by welding flat plates. The top surfaces of the first support frame 121 and the second support frame 122 are respectively provided with pivots. The pivots are engaged with the ball heads of the ball joint rods, allowing the ball joint rods to be rotatably mounted relative to the pivots. As an alternative embodiment, the first connector 112 is threadedly connected to the vehicle body frame 111, and / or, the second connector 114 is threadedly connected to the vehicle body frame 111.

[0058] In the embodiments of this application, the threaded connection provides the ability to fine-tune, so that the distance between the connector and the vehicle frame can be finely adjusted within a certain range, thereby achieving equivalent track width and equivalent wheelbase.

[0059] Specifically, the first mounting component 113 and the second mounting component 115 are both second sleeves formed on the vehicle frame 111, and the second sleeves are provided with internal threads. The first connecting component 112 and the second connecting component 114 are both ball joint rods, and the rod body of the ball joint rod is provided with external threads. The rod body of the ball joint rod is threadedly connected to the second sleeve.

[0060] In one exemplary embodiment of this application, the vehicle body assembly 11 further includes a sprung mass counterweight 117, which is detachably connected to a back plate 1111 on the vehicle body frame 111.

[0061] It should be noted that sprung mass refers to the total mass of a vehicle above the suspension system, including the vehicle body, passengers, cargo, etc.

[0062] In the embodiments of this application, the sprung mass counterweight 117 is detachably connected to the vehicle frame 111. This allows the number and mass of the counterweights to be adjusted according to different vehicle models and testing requirements, ensuring the suspension load matches that of the actual vehicle and improving the realism of the test results. Furthermore, adjusting the number and mass of the counterweights can simulate the dynamic changes of the vehicle under different load conditions.

[0063] like Figure 2 As shown, the vehicle body frame 111 is provided with a back plate 1111, which has multiple through holes. Multiple sprung counterweights 117 are provided, each with mounting holes, and are connected to the back plate 1111 by bolts. The number and position of the sprung counterweights 117 are adjusted according to the vehicle model and testing requirements.

[0064] In one exemplary embodiment of this application, the frame assembly 22 is connected to the body assembly 11 via a third connecting mechanism, so that the frame assembly 22 is vertically floatable relative to the body assembly 11.

[0065] In the embodiments of this application, the frame assembly 22 can float vertically relative to the body assembly 11 to simulate the vibration reduction effect of the soft connection between the body-in-white and the subframe. That is, the third connection mechanism can absorb part of the impact force like a real rubber bushing or other elastic element, reduce the vibration transmitted to the equivalent body assembly 10, and more realistically reflect the vehicle body response under actual road conditions.

[0066] Furthermore, the third connecting mechanism includes a first guide rail 14 and a first slider 15. The first guide rail 14 is positionally adjustable to the vehicle body assembly 11. The first guide rail 14 has a first position fixedly connected to the vehicle body base 13 and a second position separated from the vehicle body base 13, wherein the first guide rail 14 is vertically arranged; the first slider 15 is slidably connected to the first guide rail 14, and the frame assembly 22 is connected to the first slider 15.

[0067] In the embodiments of this application, the third connecting mechanism is not only used to connect the frame assembly 22 and the vehicle body assembly 11, but can also be selectively connected to the vehicle body base 13 to realize fixed reaction mode testing and inertial reaction mode testing. This layout can simplify the structure of the test device.

[0068] like Figure 2 , Figure 3 As shown, there are two third connecting mechanisms, which are located along the length of the vehicle body assembly 11. Figure 3 The X-axis (as shown in the diagram) is spaced out. The first end of the first guide rail 14 has a first connecting plate, and the second end of the first guide rail 14 has a second connecting plate. The back plate 1111 of the vehicle body frame 111 has multiple through holes. The first end of the first guide rail 14 is detachably connected to the back plate 1111 of the vehicle body frame 111 via the first connecting plate, and the second end of the first guide rail 14 can be connected to the vehicle body base 13 via the second connecting plate. By adjusting the connection position of the first connecting plate on the back plate 1111, the position of the first guide rail 14 can be changed, thereby achieving connection or separation from the vehicle body base 13.

[0069] like Figure 1 , Figure 4 As shown, the equivalent suspension assembly 20 includes a suspension assembly 21, a frame assembly 22, and a wheel 23, wherein the suspension assembly 21 and the wheel 23 are the actual test structures. The suspension assembly 21 is movably connected to the frame assembly 22 via various links. The frame assembly 22 has two front mounting seats 221 spaced vertically apart and two rear mounting seats 222 spaced vertically apart. A tower mount 24 is provided near the shock absorber on the suspension assembly 21, and the shock absorber is connected to the tower mount 24. The suspension assembly 21 is connected to the back plate 1111 of the vehicle frame 111 via the tower mount 24, the upper front mounting seat 221, and the upper rear mounting seat 222. The suspension assembly 21 is connected to the corresponding first slider 15 via the lower front mounting seat 221 and the lower rear mounting seat 222.

[0070] In one exemplary embodiment of this application, the first connecting mechanism includes: a guide rod 34 and a tray 36; the guide rod 34 is slidably arranged in the vertical direction, and a mounting plate 35 is provided at the top end of the guide rod 34; the tray 36 is disposed on the top surface of the mounting plate 35, the tray 36 is slidably connected to the mounting plate 35, and the actuating panel 32 is connected to the tray 36; the fixed end of the vertical actuator 31 is hinged to the iron floor, the driving end of the vertical actuator 31 is hinged to the mounting plate 35, and the vertical actuator 31 is actuated to drive the tray 36 to move in the vertical direction.

[0071] In the embodiments of this application, the tray 36 is connected to the guide rod 34 via the mounting plate 35, and the driving end of the vertical actuator 31 is hinged to the mounting plate 35 to drive the tray 36 to move vertically. The guide rod 34 is provided to guide the tray 36 to move vertically and transmit vertical force to the wheel 23, so as to avoid the tray 36 from deviating and causing the vertical load input on the suspension equivalent component 20 to be inconsistent with the test requirements.

[0072] like Figure 5 As shown, the vertical loading assembly also includes a vertical base 33, which is used to connect to the iron floor, i.e., the vertical base 33 serves as a fixed support. Two sets of linear bearings are provided on the vertical base 33, spaced apart along the width of the vertical base 33. Two guide rods 34 are slidably connected to the two sets of linear bearings in a one-to-one correspondence. A mounting plate 35 is connected between the two guide rods 34 and located at the top of the guide rods 34, allowing the mounting plate 35 to move vertically. A second guide rail 37 is connected to the top surface of the mounting plate 35, a second slider 38 is slidably connected to the second guide rail 37, and a tray 36 is connected to the second slider 38. The top surface of the tray 36 can be connected to the actuating panel 32 by adhesive or bolt connection. The fixed end of the vertical actuator 31 is hinged to the iron floor, and the driving end of the vertical actuator 31 is hinged to the mounting plate 35 to drive the tray 36 to move vertically.

[0073] Furthermore, the function panel 32 is detachably connected to the tray 36.

[0074] In the embodiments of this application, the action panel 32 is used to simulate the real road surface encountered by the vehicle during driving. The action panel 32 is detachably connected to the tray 36 so that different road surfaces can be simulated by replacing different action panels 32, thereby enriching the test environment and improving the authenticity and comprehensiveness of the test.

[0075] Specifically, different action panels 32 can be processed with different materials or different surface treatments to change the surface properties of the action panel 32 (such as coefficient of friction, roughness, etc.) to simulate different road surfaces (such as dry road surface, wet and slippery road surface, rough road surface, etc.).

[0076] In one exemplary embodiment of this application, the second connecting mechanism includes: a connecting seat 43 and a lateral loading rod 44. The connecting seat 43 is provided with a first connecting arm 431, a second connecting arm 432 and a third connecting arm 433. The connecting seat 43 is hinged to a fixed base through the first connecting arm 431. The first end of the lateral loading rod 44 is hinged to the second connecting arm 432, and the second end of the lateral loading rod 44 is connected to a tray 36. The fixed end of the lateral actuator 41 is used to hinge to the iron floor, and the driving end of the lateral actuator 41 is hinged to the third connecting arm 433. The lateral actuator 41 actuates to drive the connecting seat 43 to rotate, thereby driving the tray 36 to move in the horizontal direction.

[0077] In the embodiments of this application, the connecting seat 43 is hinged to the fixed base, the lateral actuator 41 is hinged to the connecting seat 43, and the lateral loading rod 44 is hinged to the connecting seat 43. The lateral actuator 41 drives the connecting seat 43 to rotate, so that the lateral loading rod 44 transmits lateral force to the wheel 23 along a preset path, thereby achieving accurate testing of the lateral dynamic characteristics of the suspension. The connecting seat 43 is hinged to the lateral base 42, the lateral actuator 41, and the lateral loading rod 44 respectively through different connecting arms to avoid jamming during the transmission process.

[0078] like Figure 6 As shown, the lateral loading assembly also includes a lateral base 42, which is connected to the iron floor and serves as a fixed base. The connecting seat 43 includes two triangular plates, a first connecting arm 431, a second connecting arm 432, and a third connecting arm 433. The first connecting arm 431, the second connecting arm 432, and the third connecting arm 433 are respectively connected between the two triangular plates, and the connection points of each connecting arm correspond one-to-one with the three vertices of the triangular plates. The connecting seat 43 is hinged to the lateral base 42 via the first connecting arm 431; the fixed end of the lateral actuator 41 is hinged to the iron floor, and the driving end of the lateral actuator 41 is hinged to the third connecting arm 433. The lateral actuator 41 drives the connecting seat 43 to swing around the first connecting arm 431. The first end of the lateral loading rod 44 is hinged to the second connecting arm 432, and the second end of the lateral loading rod 44 is provided with a U-shaped fork to connect to the edge of the tray 36. The connecting seat 43 rotates to drive the lateral loading rod 44 to move horizontally.

[0079] In one exemplary embodiment of this application, the test apparatus further includes a suspension control assembly 50, which is electrically connected to a suspension motor, a vertical actuator 31, and a lateral actuator 41. The suspension control assembly 50 is used to control the movement of the suspension motor, the vertical actuator 31, and the lateral actuator 41, and to analyze the motion signals of the vehicle body assembly 11 and the suspension equivalent assembly 20.

[0080] In the embodiments of this application, the suspension control component 50 can control the suspension motor, vertical actuator 31 and lateral actuator 41 in real time, that is, it can coordinately manage the movement of the suspension system in both vertical and lateral degrees of freedom, providing comprehensive suspension dynamic control capabilities. It can not only simulate the driving of the vehicle under complex road conditions, but also precisely control the response of the suspension.

[0081] like Figure 7 As shown, the suspension control assembly 50 includes: a host computer 51, a suspension controller 52, a power distribution unit 53, a control power supply 54, and an industrial control computer 55. The host computer 51 is used to distribute motor control commands and collect signal data from the motor and suspension itself. The suspension controller 52 includes a motor controller and a test bench controller. The motor controller controls the suspension motor and provides feedback on the real-time signals (torque, angle, speed) of the suspension motor. The test bench controller controls the vertical actuator 31 and the lateral actuator 41 and provides feedback on the real-time signals (force, displacement) of the vertical actuator 31 and the lateral actuator 41. The industrial control computer 55 is used to compile algorithm models, issue control commands, monitor test bench signals, monitor suspension signals, and perform data analysis and processing. The control power supply 54 supplies power to the power distribution unit 53, which distributes electrical energy among the host computer 51, the suspension controller 52, and the industrial control computer 55.

[0082] like Figure 8 As shown, when verifying the suspension control model algorithm, the industrial control computer 55 first imports the suspension control model into the host computer 51, and continuously adjusts the various parameters of the control model in the host computer 51 in real time. The host computer 51 sends commands to the motor controller to make the suspension motor drive the suspension movement. The sensor signals related to the suspension motor and suspension movement will return to the host computer 51, and then return to the industrial control computer 55 through the host computer 51. At the same time, the industrial control computer 55 will send synchronization commands to the host computer 51 and the test bench controller to ensure that the signals returned by the host computer 51 and the test bench controller are consistent in the time domain, and are processed uniformly by the data processing program.

[0083] In this application, "multiple" refers to two or more.

[0084] In this application, unless otherwise expressly defined, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0085] The terms “first,” “second,” “third,” “fourth,” etc., in this application (if present) are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence.

[0086] In this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, in this application, the character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0087] Unless otherwise specified, all steps in this application may be performed sequentially or randomly. For example, if the method includes steps A and B, it means that the method may include steps A and B performed sequentially, or it may include steps B and A performed sequentially. For example, if the method may also include step C, it means that step C may be added to the method in any order. For example, the method may include steps A, B, and C, or it may include steps A, C, and B, or it may include steps C, A, and B, etc.

Claims

1. A suspension testing device, characterized in that, include: A vehicle body equivalent component (10) includes a vehicle body component (11), a support component (12), and a vehicle body base (13). The vehicle body component (11) is movably connected to the support component (12). The vehicle body component (11) has a first state that is fixedly connected to the vehicle body base (13) and a second state that is separated from the vehicle body base (13). A suspension equivalent assembly (20) includes a suspension assembly (21), a frame assembly (22) and a wheel (23). The frame assembly (22) and the wheel (23) are respectively connected to the suspension assembly (21), and the frame assembly (22) is connected to the vehicle body assembly (11). A vertical loading assembly (30) includes a vertical actuator (31) and an action panel (32). The vertical actuator (31) is connected to the action panel (32) via a first connecting mechanism. The vertical actuator (31) is used to drive the action panel (32) to move in the vertical direction to transmit the vertical load to the wheel (23). A lateral loading assembly (40) includes a lateral actuator (41) connected to the action panel (32) via a second connecting mechanism. The lateral actuator (41) is used to drive the action panel (32) to move horizontally to transfer lateral loads to the wheel (23).

2. The suspension testing apparatus according to claim 1, characterized in that, The vehicle body component (11) includes: Vehicle body frame (111); A first connector (112) is provided with its axis extending along the width direction of the vehicle frame (111). The first end of the first connector (112) is hinged to the support assembly (12), and the second end of the first connector (112) is adjustablely connected to the vehicle frame (111) to change the distance between the first end of the first connector (112) and the vehicle frame (111). The second connector (114) has its axis extending along the length of the vehicle frame (111). The first end of the second connector (114) is hinged to the support assembly (12), and the second end of the second connector (114) is adjustablely connected to the vehicle frame (111) to change the distance between the first end of the second connector (114) and the vehicle frame (111).

3. The suspension testing apparatus according to claim 2, characterized in that, The first connector (112) is threadedly connected to the vehicle frame (111), and / or the second connector (114) is threadedly connected to the vehicle frame (111).

4. The suspension testing apparatus according to claim 2, characterized in that, The vehicle body component (11) also includes: A sprung mass counterweight (117) is detachably connected to a back plate (1111) on the vehicle frame (111).

5. The test apparatus for the suspension according to any one of claims 1-4, characterized in that, The frame assembly (22) is connected to the body assembly (11) via a third connecting mechanism, so that the frame assembly (22) can be floated relative to the body assembly (11) in the vertical direction.

6. The suspension testing apparatus according to claim 5, characterized in that, The third connecting mechanism includes: A first guide rail (14) is tunably connected to the vehicle body assembly (11). The first guide rail (14) has a first position fixedly connected to the vehicle body base (13) and a second position separated from the vehicle body base (13). The first guide rail (14) is vertically arranged. The first slider (15) is slidably connected to the first guide rail (14), and the frame assembly (22) is connected to the first slider (15).

7. The suspension testing apparatus according to claim 1, characterized in that, The first connecting mechanism includes: A guide rod (34) is slidably arranged in the vertical direction, and a mounting plate (35) is provided at the top of the guide rod (34); The tray (36) is disposed on the top surface of the mounting plate (35), the tray (36) is slidably connected to the mounting plate (35), and the function panel (32) is connected to the tray (36); The fixed end of the vertical actuator (31) is hinged to the iron floor, and the driving end of the vertical actuator (31) is hinged to the mounting plate (35). The vertical actuator (31) is activated to drive the tray (36) to move in the vertical direction.

8. The suspension testing apparatus according to claim 7, characterized in that, The functional panel (32) is detachably connected to the tray (36).

9. The suspension testing apparatus according to claim 7, characterized in that, The second connecting mechanism includes: A connecting seat (43) is provided with a first connecting arm (431), a second connecting arm (432) and a third connecting arm (433). The connecting seat (43) is hinged to the fixed base through the first connecting arm (431). A lateral loading rod (44), the first end of which is hinged to the second connecting arm (432), and the second end of which is connected to the tray (36); The fixed end of the lateral actuator (41) is hinged to the iron floor, and the driving end of the lateral actuator (41) is hinged to the third connecting arm (433). The lateral actuator (41) is activated to drive the connecting seat (43) to rotate, thereby driving the tray (36) to move in the horizontal direction.

10. The suspension testing apparatus according to claim 1, characterized in that, The test apparatus also includes: A suspension control assembly (50) is electrically connected to a suspension motor, a vertical actuator (31), and a lateral actuator (41). The suspension control assembly (50) is used to control the operation of the suspension motor, the vertical actuator (31), and the lateral actuator (41), and to analyze the motion signals of the vehicle body assembly (11) and the suspension equivalent assembly (20).

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