Commercial vehicle half shaft torque test system and test method

Abstract

The invention relates to a commercial vehicle half shaft torque test system and test method, the commercial vehicle half shaft torque test system comprises a half shaft, a shaft tube, a slip ring, a data acquisition device, a calibration unit and a calculation unit, a flange end of the half shaft is provided with a through hole in a penetrating manner, and one side, located at an outlet of the through hole, of the half shaft is bonded with a strain gauge; the axle tube is arranged outside the half axle in a sleeving manner, and the axle tube and the strain gauges are arranged at intervals; the slip ring is erected outside the half shaft, and the slip ring penetrates through the through hole through a lead to be electrically connected with the strain gauge; the data acquisition equipment is electrically connected with the slip ring; the calibration unit is connected with the half shaft and is used for acquiring a relation curve of strain and torque of the half shaft; and the calculation unit receives signals of the data acquisition equipment and the calibration unit, and converts a strain value into a torque value to obtain a half shaft torque.

Description

Technical Field

[0001] The present application relates to the technical field of torque measurement, and in particular to a commercial vehicle half-axle torque testing system and testing method. Background Art

[0002] Currently, during the development of new vehicle models, automotive designers need to optimize the drive axle design based on the torque range generated during the vehicle's actual operation. Failure conditions occur when shifting into a low gear at a higher speed. The vehicle's translational inertia and rotational inertia interact with each other, generating a high impact torque in the transmission system. This impact torque is transmitted from the wheel end to the engine. The actual impact torque cannot be captured from the vehicle's CAN messages or engine messages.

[0003] In the related technology, wireless remote sensing equipment collects the torque at the drive shaft connected to the input end of the drive axle. This method calculates the half-axle side torque through the drive axle speed ratio. It is only applicable to vehicles with a drive shaft structure and cannot be applied to integrated electric drive axles. In addition, for high-load instantaneous impact loads, the drive axle main reducer absorbs energy. There is a certain attenuation when calculating the half-axle side torque through the input end, and there is an error in evaluating the actual load at the wheel end. The six-component force data acquisition instrument collects the torque at the drive shaft connected to the input end of the drive axle. This method is expensive, and different specifications of rim tooling need to be customized for the wheel ends of different models. It cannot cope with sudden test problems and there is a risk of equipment damage when facing destructive tests.

[0004] Therefore, it is necessary to design a new commercial vehicle half-axle torque testing system to overcome the above problems. Summary of the Invention

[0005] The present application provides a commercial vehicle half-axle torque testing system and method, which can solve the problem of using wireless remote sensing equipment to obtain half-axle side torque in related technologies. This method is only applicable to vehicles with a drive shaft structure, and there are errors in evaluating the actual load on the wheel end for high-load instantaneous impact loads. The half-axle side torque is obtained by using a six-component force data acquisition instrument. This method is relatively expensive and requires customized wheel rim tooling of different specifications for wheel ends of different models. It cannot cope with sudden test problems and technical problems of destructive testing.

[0006] In a first aspect, an embodiment of the present application provides a commercial vehicle half-axle torque testing system, which includes: a half-axle, a shaft tube, a slip ring, a data acquisition device, a calibration unit and a calculation unit, wherein a through hole is passed through the flange end of the half-axle, and a strain gauge is bonded to the side of the half-axle located at the outlet of the through hole; the shaft tube is sleeved on the outside of the half-axle, and the shaft tube and the strain gauge are spaced apart; the slip ring is mounted on the outside of the half-axle, and the slip ring is electrically connected to the strain gauge via a lead passing through the through hole; the data acquisition device is electrically connected to the slip ring; the calibration unit is connected to the half-axle and is used to obtain a curve showing the relationship between strain and torque of the half-axle; the calculation unit receives signals from the data acquisition device and the calibration unit, and converts the strain value into a torque value to obtain the half-axle torque.

[0007] In combination with the first aspect, in one embodiment, the through hole is provided with a first through hole and a second through hole that are interconnected, the extension direction of the first through hole is perpendicular to the axis of the half shaft, and the axis of the second through hole coincides with the axis of the half shaft. In combination with the first aspect, in one embodiment, the slip ring is mounted outside the half-shaft through a bracket.

[0008] In combination with the first aspect, in one embodiment, the thickness of the strain gauge is set to 0.01~0.05㎜.

[0009] In combination with the first aspect, in one embodiment, the gap between the shaft tube and the half shaft is set to 8~12mm.

[0010] In combination with the first aspect, in one embodiment, a bearing is mounted on the outside of the shaft tube, a wheel hub is mounted on the bearing, and a tire is mounted on the outside of the wheel hub.

[0011] In combination with the first aspect, in one embodiment, the calibration unit includes a stand, which is connected to the spline end of the half-shaft via a flange, a torque sensor is mounted on the flange, and the flange end of the half-shaft is connected to a base.

[0012] In combination with the first aspect, in one embodiment, a mounting plate is fixed to the base, and the flange end of the half shaft is mounted on the mounting plate.

[0013] In a second aspect, an embodiment of the present application provides a method for testing a commercial vehicle half-axle torque test system, which includes the following steps: A through hole is drilled on the flange end of the half-shaft, and a strain gauge is bonded to one side of the through hole. The half-shaft is then calibrated to obtain the strain-torque curve of the half-shaft. After calibration, the half shaft is mounted to the vehicle wheel end, and the strain gauge is electrically connected to the slip ring and data acquisition equipment; Perform a full vehicle road dynamic load test, measure the strain of the half-axle, and substitute the strain of the half-axle into the relationship curve between the strain and torque of the half-axle to calculate the wheel torque.

[0014] In conjunction with the second aspect, in one embodiment, calibrating the half-shaft to obtain a curve of the relationship between strain and torque of the half-shaft includes: The half-shaft is installed on the test bench, and a torque sensor is set at the connection between the half-shaft and the test bench. When the test bench increases the torque according to the set gradient, the relationship curve between the strain and torque of the half-shaft is obtained.

[0015] The beneficial effects of the technical solutions provided in the embodiments of the present application include: By setting a through hole at the flange end of the half-shaft, bonding a strain gauge on one side of the outlet of the through hole, and installing the strain gauge in the gap between the half-shaft and the shaft tube, and setting a slip ring outside the half-shaft, the strain gauge can be directly electrically connected to the slip ring through the through hole by a lead, and the data is transmitted to the data acquisition equipment, avoiding the error caused by the energy attenuation of the drive axle or indirect calculation during the torque acquisition process, while reducing costs. It is suitable for responding to sudden test needs or destructive tests, and solves the problem of using wireless remote sensing equipment to obtain the half-shaft side torque in the related art. This method is only applicable to automobiles with a drive shaft structure, and for high-load instantaneous impact loads, there is an error in evaluating the actual load of the wheel end. The half-shaft side torque is obtained by using a six-component force data acquisition instrument. This method is expensive, and different specifications of rim tooling need to be customized for the wheel ends of different models. It cannot cope with sudden test problems and technical problems of destructive tests. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0017] Figure 1 A schematic diagram of a commercial vehicle half-axle torque testing system provided in an embodiment of the present application; Figure 2 for Figure 1 A partial enlarged view of middle A; Figure 3 A schematic diagram of a calibration unit provided in an embodiment of the present application; Figure 4 Schematic diagram of the relationship curve between strain and torque of the half-shaft provided in an embodiment of the present application.

[0018] In the figure: 1, half shaft; 101, first through hole; 102, second through hole; 2, strain gauge; 3, shaft tube; 4, slip ring; 5, lead; 6, data acquisition device; 7, bracket; 8, bearing; 9, wheel hub; 10, tire; 11, stand; 12, flange; 13, torque sensor; 14, base; 15, mounting plate. DETAILED DESCRIPTION

[0019] In order to enable those skilled in the art to better understand the present invention, the following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0020] The embodiments of the present application provide a commercial vehicle half-axle torque testing system and method, which can solve the problem of obtaining half-axle side torque using wireless remote sensing equipment. This method is only applicable to vehicles with a drive shaft structure, and there are errors in evaluating the actual wheel end load for high-load instantaneous impact loads. The half-axle side torque is obtained using a six-component force data acquisition instrument. This method is relatively expensive and requires customized wheel rim tooling of different specifications for wheel ends of different models. It cannot cope with sudden test problems and technical problems of destructive testing.

[0021] See also Figure 1 and Figure 2 As shown, an embodiment of the present application provides a commercial vehicle half-axle torque testing system, which includes: a half-axle 1, a shaft tube 3, a slip ring 4, a data acquisition device 6, a calibration unit and a calculation unit. The flange end of the half-axle 1 is penetrated by a through hole, and the half-axle 1 is bonded with a strain gauge 2 on the side of the outlet of the through hole; the shaft tube 3 is sleeved on the outside of the half-axle 1, and the shaft tube 3 and the strain gauge 2 are spaced apart; the slip ring 4 is mounted on the outside of the half-axle 1, and the slip ring 4 is electrically connected to the strain gauge 2 through a lead 5 passing through the through hole; the data acquisition device 6 is electrically connected to the slip ring 4; the calibration unit is connected to the half-axle 1, and is used to obtain a relationship curve between strain and torque of the half-axle 1; the calculation unit receives signals from the data acquisition device 6 and the calibration unit, and converts the strain value into a torque value to obtain the half-axle torque.

[0022] In this embodiment, the truck mainly adopts a rear-drive full-floating half-axle structure. The half-axle 1 is located in the shaft tube 3, and the setting space between the half-axle 1 and the shaft tube 3 is small, and the transmitter cannot be installed. The half-axle 1 is a full-floating half-axle structure. The flange end of the half-axle 1 is sealed to the outside of the automobile wheel end and directly connected to the automobile wheel end, ensuring that the flange end of the half-axle 1 rotates synchronously with the automobile wheel end. The through hole is formed by drilling a hole in the flange end of the half-axle 1, so that the strain gauge 2 bonded to the half-axle 1 can pass through the through hole through the lead 5 and be electrically connected to the slip ring 4 and the data acquisition device 6. The strain gauge 2 constitutes a torque test Wheatstone full bridge, which can directly measure the strain of the half-axle 1 during the actual vehicle test. The half-shaft torque is obtained through the relationship curve between the strain and torque of the half-shaft 1, avoiding the errors caused by the energy attenuation of the drive axle or indirect calculation, and improving the accuracy of the torque measurement. The commercial vehicle half-shaft torque testing system is not only suitable for the drive shaft structure of traditional fuel vehicles, but also for integrated electric drive axles. The commercial vehicle half-shaft torque testing system can directly measure the half-shaft torque of the electric drive axle. Compared with the six-component force data acquisition instrument for testing the half-shaft torque, there is no need to customize wheel rim tooling of different specifications for the wheel ends of different models, which can cope with sudden test problems. At the same time, it will not affect the unsprung weight, and destructive tests can be performed, which can effectively reduce testing costs and shorten the vehicle development cycle, providing high-confidence data support for the optimization of the three-electric system control strategy.

[0023] In this embodiment, the through hole is provided at the flange end of the half-shaft 1, and the strain gauge 2 is bonded to one side of the outlet of the through hole, so that the strain gauge 2 is installed in the gap between the half-shaft 1 and the shaft tube 3. The slip ring 4 is installed outside the half-shaft 1, so that the strain gauge 2 can be directly electrically connected to the slip ring 4 through the lead 5 passing through the through hole, and the data is transmitted to the data acquisition device 6. This avoids errors caused by drive axle energy attenuation or indirect calculation during torque acquisition, while reducing costs. It is suitable for responding to sudden test needs or destructive tests, and solves the problem of using wireless remote sensing equipment to obtain half-shaft side torque in the related art. This method is only applicable to automobiles with a drive shaft structure, and there is an error in evaluating the actual wheel end load for high-load instantaneous impact loads. The half-shaft side torque is obtained by using a six-component force data acquisition instrument, which is expensive and requires customized wheel rim tooling of different specifications for wheel ends of different models. It cannot cope with sudden test problems and technical problems of destructive tests.

[0024] Further, see Figure 1 and Figure 2 As shown, in some embodiments, the through hole is provided with a first through hole 101 and a second through hole 102 that are interconnected, the extension direction of the first through hole 101 is perpendicular to the axis of the half shaft 1, and the axis of the second through hole 102 coincides with the axis of the half shaft 1.

[0025] In this embodiment, the first through hole 101 is connected to the second through hole 102, so that the lead 5 can pass through the half-shaft 1 through the through hole to connect with the external device, ensuring the structural integrity of the half-shaft 1 while achieving zero leakage of the lead 5 connected to the strain gauge 2. The axis of the second through hole 102 coincides with the axis of the half-shaft 1, ensuring that the load is evenly distributed along the torsional direction of the half-shaft 1 while the half-shaft 1 transmits torque, avoiding the lead 5 from swinging during the rotation of the half-shaft 1, and the eccentricity of the half-shaft 1 causing uneven force on the vehicle, reducing the risk of failure in actual vehicle testing, achieving dynamic balance and long-term testing under simulated high-speed rotation conditions of the actual vehicle, and filling the outlet of the through hole with sealant after routing the wires in the through hole to prevent oil corrosion.

[0026] Further, see Figure 1 As shown, in some embodiments, the slip ring 4 is mounted outside the half-shaft 1 through a bracket 7.

[0027] In this embodiment, the bracket 7 is installed between the half-shaft 1 and the wheel hub 9 by bolts, and the rotating end of the slip ring 4 is fixed to the bracket 7. The slip ring 4 directly transmits the electrical signal of the strain gauge 2 to the data acquisition device 6, thereby realizing electrical connection between the strain gauge 2 and the data acquisition device 6.

[0028] Further, see Figure 1 and Figure 2 As shown, in some embodiments, the thickness of the strain gauge 2 is set to 0.01~0.05mm.

[0029] In this embodiment, the thickness of the strain gauge 2 can be set to 0.01~0.05mm. Preferably, the thickness of the strain gauge 2 is set to 0.03mm, so that the thickness of the strain gauge 2 is smaller than the gap between the shaft tube 3 and the half shaft 1.

[0030] Further, see Figure 1 and Figure 2 As shown, in some embodiments, the gap between the shaft tube 3 and the half shaft 1 is set to 8~12mm.

[0031] In this embodiment, the gap between the axle tube 3 and the half-axle 1 can be set to 8~12㎜, which is suitable for a full-floating half-axle structure. Preferably, the gap between the axle tube 3 and the half-axle 1 is set to 10㎜. The gap between the axle tube 3 and the half-axle 1 is related to the vehicle structure type.

[0032] Further, see Figure 1 and Figure 2As shown, in some embodiments, a bearing 8 is installed on the outside of the shaft tube 3, a wheel hub 9 is installed on the bearing 8, and a tire 10 is installed on the outside of the wheel hub 9.

[0033] In this embodiment, two bearings 8 are installed outside the shaft tube 3 at intervals, and the strain gauge 2 is located in the middle position of the two bearings 8. The half-shaft 1 is directly connected to the wheel hub 9 through bolts, and the measured half-shaft torque is the wheel torque.

[0034] Further, see Figure 3 As shown, in some embodiments, the calibration unit includes a stand 11, which is connected to the spline end of the half-shaft 1 through a flange 12, a torque sensor 13 is installed on the flange 12, and the flange end of the half-shaft 1 is connected to a base 14.

[0035] In this embodiment, the spline end of the half-shaft 1 is connected to the stand 11, and the flange end of the half-shaft 1 is connected to the base 14, so that the half-shaft 1 remains parallel to the ground. The stand 11 applies torque to the half-shaft 1, the torque sensor 13 obtains the torque signal, and the strain gauge 2 deforms to obtain the strain signal, thereby obtaining a relationship curve between the torque and strain of the half-shaft 1. The torque sensor 13 has high accuracy. The stand 11 and the torque sensor 13 can be used to directly calibrate the positive and negative torques, eliminating the calculation and friction errors of the lever system itself, and supporting automated gradient loading, effectively improving the calibration efficiency.

[0036] Further, see Figure 3 As shown, in some embodiments, the base 14 is fixed with a mounting plate 15 , and the flange end of the half shaft 1 is mounted on the mounting plate 15 .

[0037] In this embodiment, the base 14 is provided with a mounting hole, and the mounting plate 15 is installed on the side of the base 14 close to the stand 11. The mounting plate 15 is located in the mounting hole and is fixed to the base 14 by bolts, and the flange end of the half-shaft 1 is fixed to the mounting plate 15.

[0038] The present invention provides a method for testing a commercial vehicle half-axle torque test system, which includes the following steps: Step 1: Drill a through hole at the flange end of half-shaft 1, adhere strain gauge 2 to one side of the through hole, and then calibrate half-shaft 1 to obtain the strain-torque relationship curve of half-shaft 1.

[0039] Step 2: After calibration, install the half-shaft 1 to the wheel end of the vehicle, and electrically connect the strain gauge 2 to the slip ring 4 and the data acquisition device 6.

[0040] Step 3: Perform a road dynamic load test on the entire vehicle, measure the strain of half-shaft 1, and substitute the strain of half-shaft 1 into the relationship curve between strain and torque of half-shaft 1 to calculate the wheel torque.

[0041] In this embodiment, the calibrated axle shaft 1 is installed on the vehicle wheel end, and the strain gauge 2 is electrically connected to the slip ring 4 and the data acquisition device 6 using the lead wire 5 to complete the vehicle assembly. The equipped vehicle is then subjected to a full-vehicle road dynamic load test. The strain of the axle shaft 1 is measured for different characteristic road surfaces and specific gear shifting conditions, such as transient impact conditions (120 Hz high-frequency torque oscillation) such as motor reverse drag and braking. The strain of the axle shaft 1 is substituted into the strain-torque relationship curve of the axle shaft 1 to obtain the axle shaft torque, also known as the wheel torque. The wheel torque can be used to calculate the actual stress experienced by the vehicle and use this stress as the design benchmark for the dynamic load of the tested vehicle model. The dynamic load is accurately captured and the torsional vibration of the vehicle driveline is evaluated based on the load fluctuation frequency, providing an accurate dynamic load benchmark for vehicle model development. The measured torque spectrum can be directly input into the vehicle virtual durability model to improve the accuracy of drive axle gear life prediction, avoid over-design or failure risks, effectively optimize the design process, and shorten verification time.

[0042] Furthermore, in some embodiments, calibrating the half-shaft 1 to obtain a curve of relationship between strain and torque of the half-shaft 1 includes: The half-shaft 1 is mounted on the stand 11, and a torque sensor 13 is provided at the connection between the half-shaft 1 and the stand 11. When the stand 11 increases the torque according to the set gradient, a curve of the relationship between the strain and torque of the half-shaft 1 is obtained.

[0043] In this embodiment, the torque sensor 13 has a high precision. By combining the gantry 11 and the torque sensor 13, direct calibration of positive and negative torques can be achieved, eliminating the calculation and friction errors of the lever system itself, and supporting automated gradient loading, thereby effectively improving the calibration efficiency. The gantry 11 increases the torque on the semi-axle 1 according to the set gradient, reads the strain signal of the strain gauge 2, and obtains the relationship curve between the strain and torque of the semi-axle 1 through linear fitting. The determination coefficient of the linear fitting is , exemplary, such as Figure 4 As shown, the relationship curve between the strain and torque of the half shaft 1 is , is the torque (Nm), is the strain value (μe). The calibration coefficient of the strain-torque relationship curve of the half-shaft 1 is 3.6307. Under the same torque, the strain is correspondingly larger, which is more suitable for capturing the instantaneous peak of high-speed impact loads. At the same time, it is more sensitive to torque fluctuations, which is beneficial to reflecting the actual load conditions. The first quadrant represents the vehicle forward loading process, and the third quadrant represents the vehicle reversing process. The slope of the strain-torque relationship curve of the half-shaft 1 is related to the stiffness of the half-shaft 1. The greater the stiffness of the half-shaft 1, the greater the slope of the strain-torque relationship curve of the half-shaft 1.

[0044] In the description of this application, it should be noted that the terms "upper" and "lower" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on this application. Unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or an indirect connection through an intermediate medium, or it can be internal communication between two elements. For those of ordinary skill in the art, the specific meanings of the above terms in this application can be understood according to the specific circumstances.

[0045] It should be noted that, in this application, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, an element defined by the sentence "comprising a ..." does not exclude the presence of other identical elements in the process, method, article or device comprising the element.

[0046] The foregoing is merely a list of specific embodiments of the present application, intended to enable those skilled in the art to understand or implement the present application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application is not limited to the embodiments shown herein, but is intended to conform to the broadest scope consistent with the principles and novel features of the present application.

Claims

1. A commercial vehicle half-axle torque testing system, characterized in that: It includes: A half shaft (1), wherein a through hole is passed through the flange end of the half shaft (1), and a strain gauge (2) is bonded to one side of the half shaft (1) located at the outlet of the through hole; A shaft tube (3), the shaft tube (3) is sleeved outside the half shaft (1), and the shaft tube (3) and the strain gauge (2) are spaced apart; A slip ring (4), the slip ring (4) being mounted outside the half shaft (1), the slip ring (4) being electrically connected to the strain gauge (2) via a lead wire (5) passing through the through hole; A data acquisition device (6), the data acquisition device (6) being electrically connected to the slip ring (4); a calibration unit, the calibration unit being connected to the half-shaft (1) and being used to obtain a curve of the relationship between strain and torque of the half-shaft (1); A calculation unit receives signals from the data acquisition device (6) and the calibration unit, and converts the strain value into a torque value to obtain the half-shaft torque.

2. The commercial vehicle half-axle torque testing system according to claim 1, characterized in that: The through hole is provided with a first through hole (101) and a second through hole (102) which are connected to each other, the extension direction of the first through hole (101) is perpendicular to the axis of the semi-axle (1), and the axis of the second through hole (102) coincides with the axis of the semi-axle (1).

3. The commercial vehicle half-axle torque testing system according to claim 1, characterized in that: The slip ring (4) is mounted outside the half shaft (1) via a bracket (7).

4. The commercial vehicle half-axle torque testing system according to claim 1, characterized in that: The thickness of the strain gauge (2) is set to 0.01~0.05mm.

5. The commercial vehicle half-axle torque testing system according to claim 1, characterized in that: The gap between the shaft tube (3) and the half shaft (1) is set to 8-12 mm.

6. The commercial vehicle half-axle torque testing system according to claim 1, characterized in that: A bearing (8) is mounted on the outside of the shaft tube (3), a wheel hub (9) is mounted on the bearing (8), and a tire (10) is mounted on the outside of the wheel hub (9).

7. The commercial vehicle half-axle torque testing system according to claim 1, characterized in that: The calibration unit comprises a stand (11), the stand (11) being connected to the spline end of the half shaft (1) via a flange (12), a torque sensor (13) being mounted on the flange (12), and a base (14) being connected to the flange end of the half shaft (1).

8. The commercial vehicle half-axle torque testing system according to claim 7, characterized in that: The base (14) is fixedly provided with a mounting plate (15), and the flange end of the half shaft (1) is mounted on the mounting plate (15).

9. A method for testing a commercial vehicle half-axle torque testing system according to any one of claims 1 to 8, characterized in that: It includes the following steps: Drilling a through hole on the flange end of the half shaft (1), gluing a strain gauge (2) on one side of the through hole, and then calibrating the half shaft (1) to obtain a curve showing the relationship between strain and torque of the half shaft (1); After the calibration is completed, the half shaft (1) is mounted to the wheel end of the vehicle, and the strain gauge (2) is electrically connected to the slip ring (4) and the data acquisition device (6); A full vehicle road dynamic load test is performed to measure the strain of the half-shaft (1), and the strain of the half-shaft (1) is substituted into the relationship curve between the strain and torque of the half-shaft (1) to calculate the wheel torque.

10. The testing method according to claim 9, wherein: The calibration of the half shaft (1) to obtain a curve of the relationship between strain and torque of the half shaft (1) includes: The half shaft (1) is mounted on a stand (11), and a torque sensor (13) is provided at the connection between the half shaft (1) and the stand (11). When the stand (11) increases the torque according to a set gradient, a curve of the relationship between the strain and the torque of the half shaft (1) is obtained.

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