Commercial vehicle suspension system test device

Abstract

The utility model discloses a kind of commercial vehicle suspension system test device, including gantry load-bearing frame, vertical loading unit, decoupling force arm, frame fixed support seat and rotary loading reaction force unit;Two heavy-load servo hydraulic cylinders are hung on gantry frame as vertical loading unit, its output end is connected decoupling force arm by first force sensor, decoupling force arm is connected with the measured suspension hub by transition disc;Frame fixed support seat is arranged below frame for fixing frame;Each decoupling force arm corresponds a group of rotary loading reaction force unit, including servo hydraulic cylinder, reaction force seat and second force sensor. By moving reaction force seat position, two kinds of loading state of transverse and longitudinal can be realized, and the transverse surface and longitudinal surface of decoupling force arm are equipped with corresponding connection structure. The utility model effectively solves the problems of insufficient stiffness and load, poor adaptability, high cost, long real vehicle road test cycle and low safety of existing equipment.

Description

Technical Field

[0001] This utility model relates to the field of automotive parts testing technology, and in particular to a testing device for commercial vehicle suspension systems. Background Technology

[0002] Commercial vehicles, due to their heavy loads and complex operating conditions, place extremely high demands on the reliability, stability, and fatigue life of their chassis suspension systems. Currently, multi-degree-of-freedom coupled test bench technology for passenger car suspension systems is relatively mature. However, because commercial vehicle suspension systems far exceed those of passenger cars in terms of size, load, and structural diversity, existing test benches have the following limitations: First, their structural stiffness and load capacity are insufficient to meet the high load requirements of commercial vehicle chassis suspension systems under dynamic conditions, especially in fatigue tests under heavy-load braking and cornering conditions, easily leading to structural failure or inaccuracy. Second, they have poor adaptability. Commercial vehicles vary greatly in suspension types, wheelbases, and wheel specifications, and traditional test benches lack effective adjustment mechanisms, making it difficult to quickly adapt to different suspension types. Adjustments are cumbersome and inefficient when changing test objects. Third, they are functionally limited; a single device can typically only complete one type of fatigue test. To complete multi-condition coupled testing, multiple sets of specialized equipment must be purchased, resulting in high costs, often exceeding hundreds of millions of yuan, making it unaffordable for many companies.

[0003] Therefore, many commercial vehicle manufacturers have been forced to skip the laboratory bench testing stage and conduct real-vehicle road tests directly at the test track. Currently, real-vehicle road testing has become the main means of verifying the reliability of commercial vehicle suspension systems. This testing method is not only time-consuming and costly, but also poses a serious threat to the personal safety of test personnel when testing dangerous conditions such as emergency braking and heavy-load cornering. Utility Model Content

[0004] The purpose of this invention is to provide a testing device for commercial vehicle suspension systems. This device can solve the problems of insufficient structural stiffness and load capacity, poor adaptability to different specifications of suspensions, high testing costs, long road test cycles, and low safety of existing commercial vehicle suspension testing equipment.

[0005] To solve the above problems, the technical solution adopted by this utility model is as follows: This commercial vehicle suspension system testing device includes a gantry load-bearing frame, a vertical loading unit, a decoupling arm, a frame fixing support, and a rotational loading reaction unit. Two vertical loading units are suspended on the gantry load-bearing frame. Each vertical loading unit is a heavy-duty servo hydraulic cylinder, and its output end is connected to a first force sensor for measuring the vertical load. The first force sensor is connected to the decoupling arm. The decoupling arm is connected to the wheel hub of the suspension under test via a transition plate. Each decoupling arm is configured with a corresponding set of rotational loading reaction units. The frame fixing support for fixing the suspension under test is located below the gantry load-bearing frame. The rotational loading reaction unit includes... The system comprises a servo hydraulic cylinder, a mounting plate, a reaction seat, and a second force sensor. The servo hydraulic cylinder is fixed to the reaction seat via the mounting plate. The output end of the servo hydraulic cylinder is connected to the decoupling arm via the second force sensor. Each set of rotary loading reaction units switches to two working states by adjusting the position of the reaction seat: one is a lateral loading state, in which the reaction seat is positioned on the lateral side of the decoupling arm, and the servo hydraulic cylinder is connected to the lateral surface of the decoupling arm via the second force sensor; the other is a longitudinal loading state, in which the reaction seat is positioned on the longitudinal side of the decoupling arm, and the servo hydraulic cylinder is connected to the longitudinal surface of the decoupling arm via the second force sensor. Both the lateral and longitudinal surfaces of the decoupling arm are provided with connection structures adapted to the second force sensor.

[0006] A more specific technical solution in the above-mentioned technical solution for the commercial vehicle suspension system test device is that the decoupling arm is equipped with a digital display angle meter for acquiring data from the commercial vehicle suspension system.

[0007] In some possible implementations, the decoupling arm includes, from top to bottom, a loading section, a wheel end connection section, and a force-bearing section in the vertical direction. The loading section is hinged to the first force sensor, the wheel end connection section is connected to the wheel hub through a transition plate, and the force-bearing section is hinged to the second force sensor.

[0008] In some possible implementations, a first T-slot is provided at the top of the loading segment, and a first connecting block is hinged to the lower end of the first force sensor, the first connecting block engaging with the first T-slot.

[0009] In some possible implementations, the stress-bearing section is provided with a second T-slot, which is a four-sided double-slot structure.

[0010] In some possible implementations, a bending moment scale is provided on the side of the loading section, and the zero point of the bending moment scale is aligned with the mounting mating surface of the transition plate and the hub.

[0011] In some possible implementations, a tire radius scale is provided vertically on the side of the stress-bearing section.

[0012] In some possible implementations, the transition plate is a split connecting plate, including a lever arm connecting part fixedly connected to the decoupling lever arm and a hub connecting part connected to the hub. The lever arm connecting part is provided with a plurality of positioning screw holes along the circumference, and the hub connecting part is provided with a plurality of sets of rim bolt holes of different specifications.

[0013] In some possible implementations, the frame mounting support has multiple height adjustment holes that match the mounting plate.

[0014] By adopting the above technical solution, this utility model has the following beneficial effects compared with the prior art: 1. The use of a gantry-type load-bearing frame and heavy-duty servo hydraulic cylinders ensures that the device can withstand the extreme loads of commercial vehicle suspension testing from both structural foundation and power source perspectives. By integrating a vertical loading unit and a switchable rotary loading reaction unit, it can simulate various load conditions and their coupling effects, such as heavy-duty braking and cornering conditions, including vertical, lateral, and longitudinal (braking / driving) loads. Force sensors are installed along the load path to achieve accurate load measurement. By replacing dangerous real-vehicle road tests with bench testing, the personal safety of test personnel is greatly guaranteed, the test cycle is shortened, and costs are reduced.

[0015] 2. The addition of a digital angle gauge can effectively detect the change in tilt angle of the vehicle suspension system within the suspension test load range, providing strong support for the design verification of the overall parameters of the vehicle suspension system.

[0016] 3. The three-segment functional area structure of the decoupled lever arm has a clear force flow path, which facilitates targeted strength and stiffness optimization, and effectively reduces the mutual interference between loads in different directions, ensuring the independence and accuracy of load application in each direction.

[0017] 4. The T-slot connection structure enables a gapless and highly rigid connection, ensuring accurate load transfer. It also allows for quick installation and disassembly, improving equipment adjustment efficiency. The four-sided double-slot structure of the decoupling lever arm's force-bearing section allows the second force sensor to be connected from the front, back, left, and right directions of the decoupling lever arm, greatly enriching the simulation capabilities of the test conditions.

[0018] 5. A bending moment scale is added, with its zero point aligned with the wheel hub mating surface. This allows operators to quickly and intuitively adjust the loading point to a position consistent with the center of the actual wheel, eliminating additional bending moment caused by inaccurate loading points and ensuring the accuracy and repeatability of the test. The tire radius scale is used to quickly set the height of the loading point to accurately simulate the position of tires of different specifications, making the test conditions closer to the real vehicle conditions.

[0019] 6. The structure of the transition plate can quickly adapt to wheel hubs with different bolt hole spacing, center hole size, and offset, so that one set of equipment can cover the vast majority of commercial vehicle models on the market, greatly improving the equipment's versatility and efficiency, and reducing downtime and additional fixture costs caused by changing the test object.

[0020] 7. The height adjustment hole on the frame fixing support provides the ability to adjust the installation height of the reaction support structure, enabling the device to adapt to commercial vehicle frames with different ground clearances and different suspension travels. Attached Figure Description

[0021] Figure 1 This is a schematic diagram of the structure of the commercial vehicle suspension system testing device.

[0022] Figure 2 This is a schematic diagram of another state of the commercial vehicle suspension system test device.

[0023] Figure 3 This is an exploded view of the wheel end assembly.

[0024] Figure 4 This is a schematic diagram of the decoupling lever arm and assembly structure.

[0025] Figure 5 This is a schematic diagram of the assembly structure for a transverse bending fatigue test.

[0026] Figure 6 This is a schematic diagram of the assembly structure for the brake fatigue test.

[0027] The following are the labels in the diagram: 1. Four-column gantry; 2. Heavy-duty servo hydraulic cylinder; 3. First force sensor; 4. Decoupling lever arm; 4-1. Loading section; 4-11. First T-slot; 4-2. Wheel end connection section; 4-3. Force-bearing section; 4-31. Second T-slot; 4-4. Bending moment scale; 4-5. Digital angle gauge; 4-6. Tire radius scale; 5. Transition plate; 5-1. Lever arm connection part; 5-2. Wheel hub connection part; 6. Wheel hub; 7. Frame; 8. Frame fixing support; 9. Second force sensor; 10. Servo hydraulic cylinder; 11. Mounting plate; 12. Reaction seat. Detailed Implementation

[0028] The present invention will be further described in detail below with reference to the accompanying drawings and embodiments: Figure 1 and Figure 2The commercial vehicle suspension system testing apparatus shown mainly includes a gantry load-bearing frame, a vertical loading unit, a decoupling arm 4, a frame fixing support 8, and a rotational loading reaction unit. The gantry load-bearing frame preferably uses a four-column gantry 1, which consists of two gantry frames and a top crossbeam connecting them, forming a stable frame that provides sufficient rigidity and strength for the entire apparatus when subjected to extreme loads during commercial vehicle suspension system testing. The vertical loading unit uses heavy-duty servo hydraulic cylinders 2, two of which are suspended on the lower flange of the top crossbeam of the four-column gantry 1, simulating the core power source of the vehicle's axle load. Each heavy-duty servo hydraulic cylinder 2 has a first force sensor 3 and a decoupling arm 4 connected sequentially to its output end. The first force sensor 3 is responsible for real-time and accurate measurement of the vertical load, ensuring the accuracy of the test data. The decoupling arm 4 is firmly connected to the wheel hub 6 of the suspension under test via a transition plate 5, thus realistically transferring the simulated laboratory load to the suspension system. Meanwhile, the frame 7 of the commercial vehicle suspension system under test is rigidly fixed to the frame fixing support 8 installed below the gantry load-bearing frame.

[0029] like Figure 3 As shown, to simulate complex actual working conditions, each decoupling arm 4 of this invention is equipped with a set of rotary loading reaction units. These units consist of a servo hydraulic cylinder 10, a mounting plate 11, a reaction seat 12, and a second force sensor 9. The output end of the servo hydraulic cylinder 10 is connected to the second force sensor 9 via a flange to ensure accurate acquisition of longitudinal or lateral loads. The other end is fixed to the reaction seat 12 via the mounting plate 11. By adjusting the positioning of the reaction seat 12, the entire unit can switch between two working states: lateral loading and longitudinal loading. When simulating a curve, the reaction seat 12 is positioned on the lateral side of the decoupling arm 4, connecting the servo hydraulic cylinder 10 to the lateral surface of the decoupling arm 4 via the second force sensor 9, thus achieving the lateral loading state. When simulating braking or driving conditions, the reaction seat 12 is moved to the longitudinal side of the decoupling arm 4, connecting the servo hydraulic cylinder 10 to the longitudinal surface of the decoupling arm 4 via the second force sensor 9, thus switching to the longitudinal loading state.

[0030] It is worth mentioning that the frame mounting support 8 has multiple height adjustment holes for fixing the mounting plate 11 of the rotational loading reaction unit. This allows the overall installation height of the reaction unit to be flexibly adjusted according to the ground clearance and suspension travel of different commercial vehicles, further enhancing the adaptability of the entire device to different vehicle models.

[0031] like Figure 4As shown, the decoupling arm 4 is vertically divided into a loading section 4-1, a wheel end connecting section 4-2, and a force-bearing section 4-3. The loading section 4-1 is hinged to the first force sensor 3, the wheel end connecting section 4-2 is connected to the wheel hub 6 via a transition plate 5, and the force-bearing section 4-3 is hinged to the second force sensor 9. The top of the loading section 4-1 has a first T-slot 4-11, which quickly engages with the connecting block hinged to the lower end of the first force sensor 3 and is then locked with bolts. This not only achieves a gapless and highly rigid connection, ensuring the lossless transmission of vertical load from the cylinder to the decoupling arm 4, but also enables rapid installation and disassembly, effectively improving the equipment adjustment efficiency. More importantly, the decoupling arm 4 has connection structures adapted to the second force sensor 9 on both its transverse and longitudinal surfaces. Specifically, a second T-slot 4-31 with a four-sided double-groove structure is opened in the force-bearing section of the decoupling arm 4. The free end of the second force sensor 9 has a connection structure adapted to the second T-slot 4-31 of the decoupling arm 4. Quick connection is achieved by the T-block engaging with the slot. This provides a standardized mechanical interface for connecting the rotary loading reaction unit from four directions, giving the device extremely high loading flexibility. To further improve the accuracy and convenience of testing, a digital display angle meter 4-5 is also integrated on the decoupling arm 4 for real-time monitoring of the attitude angle changes of the suspension system. The decoupling arm 4 has a bending moment scale 4-4 on its side of the loading section 4-1. The zero point of the bending moment scale 4-4 is precisely aligned with the wheel hub mounting surface, which can guide the operator to quickly and accurately adjust the vertical loading point to the center of the wheel, eliminating the additional bending moment caused by inaccurate loading point and ensuring the accuracy and repeatability of the test. At the same time, the tire radius scale 4-6 set vertically along the force section 4-3 can help to quickly set the lateral or longitudinal loading height according to the tire specifications of the suspension under test, so as to accurately simulate the contact point of different tire specifications and make the test conditions closer to the real vehicle conditions.

[0032] To accommodate various types of commercial vehicle suspensions and different wheel hub sizes 6, the transition plate 5 in this embodiment consists of a lever arm connecting part 5-1 and a wheel hub connecting part 5-2. The lever arm connecting part 5-1 has multiple circumferentially arranged positioning screw holes, combined with multiple sets of wheel rim bolt holes of different sizes on the wheel hub connecting part 5-2. The transition plate can adopt a split structure, allowing the device to quickly adapt to diverse commercial vehicle wheel hubs by replacing or adjusting the wheel hub connecting part 5-2, significantly improving the equipment's versatility and testing efficiency. During assembly, the wheel hub connecting part 5-2 is first fastened to the left and right wheel hubs of the suspension under test using wheel rim bolts. Then, the lever arm connecting part 5-1 is fixed to the wheel end connecting section 4-2 of the decoupling lever arm 4 to complete the rigid connection between the wheel hub 6 and the decoupling lever arm 4, ensuring effective load transfer from the decoupling lever arm 4 to the suspension system.

[0033] This commercial vehicle suspension system testing device can perform tests under various working conditions according to testing requirements. Among them, the lateral bending fatigue test and the braking fatigue test are the most typical application scenarios. The two share the same set of equipment, and the working conditions can be switched by simply adjusting the assembly direction of the rotation loading reaction unit. Each functional unit will be assembled in sequence according to the logic of "vertical loading - force transmission - suspension under test fixing - lateral loading" to form a complete load application and transmission path.

[0034] Lateral bending fatigue testing primarily simulates the stress state of a commercial vehicle's suspension system under cornering conditions. The core of the test lies in precisely positioning the rotating reaction unit to the lateral side to apply periodic lateral loads to simulate centrifugal force during cornering. For example... Figure 5 As shown, during the lateral bending fatigue test, the rotary loading reaction unit is placed in a lateral loading state, the vertical loading unit applies an axle load Fz, and the lateral loading unit applies a lateral force Fy to simulate the vehicle's cornering condition. Before the test begins, the two sets of rotary loading reaction units are fixed to the corresponding positions on the frame mounting support using mounting plates, ensuring the reaction seats are precisely positioned on the lateral side of the decoupling arm. The unit height is then adjusted to align the axis of the servo hydraulic cylinder with the lateral direction of the decoupling arm, forming a stable lateral load application path. Next, the commercial vehicle suspension system under test is fixed to the frame mounting support, and the support height is adjusted using the height adjustment hole to ensure the suspension is initially horizontal. Then, the decoupling arm is connected to the left and right wheel hubs using a transition plate. At this point, the vertical loading point is aligned with the wheel center using a moment scale, and the loading height matching the actual vehicle is set using a tire radius scale. The digital angle meter is then activated to zero the initial parameters, ensuring the initial test conditions are consistent with the actual vehicle conditions. During the test, the heavy-duty servo hydraulic cylinder of the vertical loading unit applies vertical loads according to a preset program to simulate the vehicle's own weight and load. At the same time, the servo hydraulic cylinder of the lateral side rotation loading reaction unit applies periodic lateral loads to simulate the centrifugal force of a curve. During this process, the first force sensor and the second force sensor collect vertical and lateral load data in real time, and the digital display angle instrument continuously records the changes in suspension tilt angle. All data are transmitted to the control system in a synchronized manner. By analyzing these data, the staff can accurately assess the lateral bending fatigue performance of the suspension. The entire process does not require dangerous real vehicle road tests, which not only ensures personnel safety but also significantly shortens the test cycle.

[0035] When braking fatigue testing is required, only the assembly direction of the rotating loading reaction unit needs to be adjusted. For example... Figure 6As shown, the rotary loading reaction unit is rotated 90° to the longitudinal loading state. This test is used to simulate the stress on the suspension system under heavy-load braking conditions of commercial vehicles. A stable vertical load Fz is continuously applied by the vertical loading unit to simulate the axle load state of the vehicle during braking. At the same time, the longitudinal loading unit applies a longitudinal load Fx to simulate the braking force and restoring force during the braking process. Before the test, ensure that the vertical load application conditions are consistent with the axle load state of the actual vehicle during braking. The digital angle display and force sensor also need to be recalibrated initially to avoid interference from the previous test data. When switching the rotary loading reaction unit, first remove the connecting bolts between the rotary loading reaction unit and the frame fixed support. Rotate the entire rotary loading reaction unit 90° around the decoupling arm to transfer the reaction seat from the lateral side to the longitudinal side of the decoupling arm. Then, readjust the fixed position of the mounting plate on the frame fixed support. Align the second force sensor with the longitudinal surface of the decoupling arm to complete the connection, so that the axis of the servo hydraulic cylinder coincides with the longitudinal direction of the decoupling arm, forming a stable longitudinal load application path. During the test, the vertical loading unit continuously applies a stable vertical load to simulate the vehicle load state during braking. Under this state, the servo hydraulic cylinder of the longitudinal side rotating loading reaction unit applies periodic longitudinal tension and pressure to accurately simulate the alternating action of braking force and restoring force during braking. During the test, the first force sensor monitors the stability of the vertical load in real time to ensure the consistency of test conditions, the second force sensor accurately collects the changes in longitudinal load, and the digital angle meter records the tilt angle fluctuations of the suspension during braking. These data together provide a reliable basis for verifying the braking fatigue performance of the suspension, thus comprehensively simulating emergency braking conditions and achieving a comprehensive assessment of the reliability of the suspension system under braking conditions.

[0036] When this device is no longer used for automotive suspension testing, the suspension can be removed, and heavy-duty servo hydraulic cylinders can be used to complete vertical bending fatigue tests on axle housings, front axles, etc., improving the efficiency of the test bench and greatly reducing the development cost of the test bench.

Claims

1. A testing device for a commercial vehicle suspension system, characterized in that: The system includes a gantry load-bearing frame, vertical loading units, decoupling arms, a frame fixing support, and a rotational loading reaction unit. Two vertical loading units, each a heavy-duty servo hydraulic cylinder, are suspended from the gantry load-bearing frame. The output end of each cylinder is connected to a first force sensor for measuring the vertical load, which is connected to the decoupling arms. The decoupling arms are connected to the wheel hub of the suspension under test via a transition plate. Each decoupling arm corresponds to a set of rotational loading reaction units. The frame fixing support for fixing the suspension under test is located below the gantry load-bearing frame. The rotational loading reaction unit includes a servo hydraulic cylinder, a mounting plate, a reaction seat, and a second force transmitter. The servo hydraulic cylinder is fixed to the reaction seat via the mounting plate, and the output end of the servo hydraulic cylinder is connected to the decoupling arm via the second force sensor. Each group of rotary loading reaction units switches to two working states by adjusting the position of the reaction seat: one is a lateral loading state, in which the reaction seat is positioned on the lateral side of the decoupling arm, and the servo hydraulic cylinder is connected to the lateral surface of the decoupling arm via the second force sensor; the other is a longitudinal loading state, in which the reaction seat is positioned on the longitudinal side of the decoupling arm, and the servo hydraulic cylinder is connected to the longitudinal surface of the decoupling arm via the second force sensor. Both the lateral and longitudinal surfaces of the decoupling arm are provided with connection structures adapted to the second force sensor.

2. The commercial vehicle suspension system testing device according to claim 1, characterized in that: The decoupling arm is equipped with a digital angle sensor that collects data from the commercial vehicle's suspension system.

3. The commercial vehicle suspension system testing device according to claim 1, characterized in that: The decoupling arm includes, from top to bottom, a loading section, a wheel end connection section, and a force-bearing section in the vertical direction. The loading section is hinged to the first force sensor, the wheel end connection section is connected to the wheel hub through a transition plate, and the force-bearing section is hinged to the second force sensor.

4. The commercial vehicle suspension system testing device according to claim 3, characterized in that: The top of the loading section is provided with a first T-slot, and the lower end of the first force sensor is hinged to a first connecting block, which engages with the first T-slot.

5. The commercial vehicle suspension system testing apparatus according to claim 4, characterized in that: The stress-bearing section is provided with a second T-shaped groove, which is a four-sided double-groove structure.

6. The commercial vehicle suspension system testing apparatus according to claim 5, characterized in that: A bending moment scale is provided on the side of the loading section, and the zero point of the bending moment scale is aligned with the mounting surface of the transition plate and the wheel hub.

7. The commercial vehicle suspension system testing apparatus according to claim 6, characterized in that: A tire radius scale is vertically provided on the side of the stress-bearing section.

8. The commercial vehicle suspension system testing apparatus according to any one of claims 1 to 7, characterized in that: The transition plate is a split connecting plate, including a lever arm connecting part fixedly connected to the decoupling lever arm and a wheel hub connecting part connected to the wheel hub. The lever arm connecting part is provided with multiple positioning screw holes along the circumference, and the wheel hub connecting part is provided with multiple sets of wheel rim bolt holes of different specifications.

9. The commercial vehicle suspension system testing apparatus according to claim 8, characterized in that: The frame mounting support has multiple height adjustment holes that match the mounting plate.

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