Automobile transmission shaft bending endurance test device

Abstract

The invention discloses an automobile transmission shaft bending endurance test device, and belongs to the technical field of automobile part processing, the automobile transmission shaft bending endurance test device comprises a test bench, and the top of the test bench is provided with a horizontally arranged test transmission mechanism; an up-and-down lifting adjusting mechanism, an adjusting driving mechanism, a large-amplitude adjusting mechanism and a small-amplitude adjusting mechanism are arranged in the test bed, the up-and-down lifting adjusting mechanism is located on the inner side of the test bed and located below the test transmission mechanism, and the adjusting driving mechanism is arranged on the up-and-down lifting adjusting mechanism; the large-amplitude adjusting mechanism is arranged on the adjusting driving mechanism, and the small-amplitude adjusting mechanism is arranged on the large-amplitude adjusting mechanism. Through dual-mode adjustment of synchronous stretching and non-synchronous stretching and combined loading of rotation and vertical jumping, full-scene working conditions such as symmetric violent bumping (such as a sandstone road) and asymmetric irregular bumping (such as single-side potholes and steering avoidance) in the automobile running process can be accurately reproduced.

Description

Technical Field

[0001] This invention belongs to the field of automotive parts processing technology, and in particular relates to a bending durability testing device for automotive drive shafts. Background Technology

[0002] The driveshaft is one of the important components of a car engine. It mainly consists of a drive shaft, a driven shaft, a telescopic bushing, and a universal joint fork. It transmits the power generated by the engine to the wheels. During operation, the driveshaft is subjected to various complex torques and vibrations, which may cause it to bend. A bent driveshaft can easily cause the entire vehicle to vibrate and make noise at high speeds. In severe cases, it can cause serious failures such as tearing of related components such as the gearbox housing, flywheel housing, and clutch housing. Therefore, the driveshaft must have sufficient strength and durability to ensure its normal operation.

[0003] However, there are still significant technical limitations in the existing automotive driveshaft testing system: First, it cannot accurately reproduce the vibration and bump loads borne by the driveshaft under actual service conditions; second, it cannot effectively simulate the combined stress state of torque and vibration simultaneously borne by the driveshaft in different road surface environments (such as smooth highways, gravel bumpy roads, etc.), resulting in deviations between the test results and the actual service performance, making it difficult to support the accurate evaluation of the driveshaft's durability performance. Summary of the Invention

[0004] This invention provides an automotive driveshaft bending durability testing device to solve the problems in the prior art.

[0005] The present invention adopts the following technical solution: an automotive driveshaft bending durability testing device, comprising a test bench, a horizontally arranged test transmission mechanism on the top of the test bench, the front part of the test transmission mechanism being slidably engaged with the test bench, and a driveshaft for testing being provided on the test transmission mechanism; the interior of the test bench is provided with a vertical lifting adjustment mechanism, an adjustment drive mechanism, a large-amplitude adjustment mechanism, and a small-amplitude adjustment mechanism, the vertical lifting adjustment mechanism being located inside the test bench and below the test transmission mechanism, the adjustment drive mechanism being disposed on the vertical lifting adjustment mechanism, the large-amplitude adjustment mechanism being disposed on the adjustment drive mechanism, the large-amplitude adjustment mechanism being rotatably connected to the adjustment drive mechanism, and the small-amplitude adjustment mechanism being disposed on the large-amplitude adjustment mechanism, the small-amplitude adjustment mechanism being rotatably connected to the large-amplitude adjustment mechanism.

[0006] Furthermore, the test transmission mechanism includes a motor base, a transmission motor, a first mounting base, and a second mounting base. The motor base is located on the top of the test bench, the transmission motor is located on the motor base, and the first mounting base and the second mounting base are spaced apart on the test bench. The first mounting base and the second mounting base are used to provide rotational support for the front and rear parts of the transmission shaft, and the transmission motor is connected to the rear part of the transmission shaft.

[0007] Furthermore, the first mounting base has mounting ears on both sides, and each mounting ear has a slidingly engaged vertical rod. The bottom of the vertical rod is located on the test platform, and a connecting spring is provided between the vertical rod and the mounting ear. The bottom of the first mounting base has a vertically arranged sliding rod, which is slidably engaged with the test platform. The bottom of the sliding rod has a sliding wheel.

[0008] Furthermore, the lifting adjustment mechanism includes a base, a mounting frame, a lifting motor, a lifting shaft, a lifting plate, and four sliding rods. The base is horizontally arranged, and the four sliding rods are vertically arranged on the base. The mounting frame is located at the top of the base, and the lifting shaft is rotatably connected to the mounting frame. The lifting motor is located on the side wall of the mounting frame and is drivenly connected to the lifting shaft. The lifting plate is slidably engaged with the four sliding rods. The lifting shaft is provided with two symmetrically arranged first transmission plates, and each first transmission plate is provided with a hinged second transmission plate. The second transmission plate is hinged to the bottom of the lifting plate.

[0009] Furthermore, the adjustment drive mechanism includes a support, a drive motor, and a drive disc. The support is vertically mounted on the lifting plate, the drive motor is located on the support, and the drive disc is mounted on the main shaft of the drive motor. The drive disc has a circular surface.

[0010] Furthermore, the large-amplitude adjustment mechanism includes three adjustment cams and three adjustment telescopic rods. The three adjustment cams are rotatably connected to the drive disk at equal intervals, and the three adjustment telescopic rods are distributed at equal intervals on the drive disk. The tail end of the adjustment telescopic rod is hinged to the drive disk, and a connecting plate is provided on the telescopic end of the adjustment telescopic rod. The connecting plate is hinged to the adjustment cam, and the adjustment cam has a hollow internal structure.

[0011] Furthermore, the adjusting cam includes a first horizontal plane, a second horizontal plane, and an arcuate surface, wherein the first horizontal plane is located on one side of the circular surface of the drive disc.

[0012] Furthermore, there are three small-amplitude adjustment mechanisms, which are respectively mounted on three adjustment cams.

[0013] Furthermore, each of the small-amplitude adjustment mechanisms includes a placement seat, an adjustment motor, an adjustment screw shaft, an adjustment frame plate, a first adjustment frame, a second adjustment frame, and two slide rails. The placement seat is located inside the adjustment cam, the adjustment motor is located on the placement seat, the adjustment screw shaft is rotatably connected to the placement seat and is drivenly connected to the main shaft of the adjustment motor, the two slide rails are symmetrically arranged, the bottom of the adjustment frame plate is slidably engaged with the two slide rails, the adjustment frame plate is threadedly connected to the adjustment screw shaft, the middle part of the first and second adjustment frames is hinged to the adjustment frame plate, the two ends of the first adjustment frame are respectively provided with hinged adjustment wheel sets, the second adjustment frame is provided with adjustment wheel sets, and three sets of slidingly engaged convex rod sets are provided at the first horizontal plane, the convex rod sets correspond to the adjustment wheel sets, and a return spring is provided between the convex rod sets and the first horizontal plane.

[0014] Furthermore, the distance between two adjacent sets of convex rods is greater than the diameter of the pulley.

[0015] The above-described at least one technical solution adopted in the embodiments of the present invention can achieve the following beneficial effects: Firstly, this invention accurately reproduces all scenarios of vehicle operation, such as symmetrical severe bumps (e.g., gravel roads) and asymmetrical irregular bumps (e.g., potholes on one side, steering and obstacle avoidance), through dual-mode adjustment of "synchronous extension and asynchronous extension" and composite loading of "rotation and vertical jump". At the same time, it restores the composite stress state of "torque transmission and vibration impact", which solves the core pain point of existing tests that only use single loading and cannot match real service conditions, making the test data more valuable for reference.

[0016] Secondly, when adjusting the front of the drive shaft, the lifting motor drives the lifting shaft to rotate on the mounting frame. The rotation of the drive shaft drives the two first transmission plates to rotate, which in turn drives the two second transmission plates to rotate. This causes the lifting plates to slide up and down on the four sliding rods. The up and down sliding of the lifting plates causes the sliding wheels to drive the first mounting base to move vertically up and down along the vertical direction of the vertical rod and the sliding rod, thereby causing the front of the drive shaft to bounce up and down. This allows for precise quantitative adjustment of the bounce amplitude, frequency, and force distribution. The synchronous mode ensures uniform force distribution, while the asynchronous mode captures differentiated damage. It can simulate the fatigue accumulation of minor daily bumps and also test the impact resistance under extreme working conditions. It fully covers the entire process of the drive shaft from microcrack initiation to failure, and the repeatability and accuracy of the test data are significantly improved. Attached Figure Description

[0017] The accompanying drawings, which are included to provide a further understanding of the invention and form part of this invention, illustrate exemplary embodiments of the invention and are used to explain the invention, but do not constitute an undue limitation of the invention. In the drawings: Figure 1This is a three-dimensional structural diagram of the present invention; Figure 2 This is a side view of the present invention; Figure 3 This is a partial three-dimensional structural diagram of the present invention; Figure 4 This is a three-dimensional structural schematic diagram of the experimental transmission mechanism in this invention; Figure 5 for Figure 4 Enlarged view of point A in the middle; Figure 6 This is a three-dimensional structural diagram of the vertical lifting adjustment mechanism in this invention; Figure 7 This is a three-dimensional structural diagram of the adjustment drive mechanism and the large-amplitude adjustment mechanism in this invention; Figure 8 This is a three-dimensional structural diagram of the small-amplitude adjustment mechanism in this invention; Figure 9 for Figure 8 Enlarged view of point B in the middle; Figure label: Test bench 1, test transmission mechanism 2, motor base 20, transmission motor 21, first mounting base 22, second mounting base 23, mounting ear 24, vertical rod 25, connecting spring 26, sliding rod 27, sliding wheel 28, lifting and lowering adjustment mechanism 3, base 31, mounting frame 32, lifting motor 33, lifting shaft 34, lifting plate 35, sliding rod 36, first transmission plate 37, second transmission plate 38, adjustment drive mechanism 4, support 40, drive motor 41, drive disc 42, circular surface 43, large amplitude adjustment mechanism 5, adjustment cam 50, adjustment telescopic rod 51, connecting disc 52, first horizontal surface 53, second horizontal surface 54, arc surface 55, small amplitude adjustment mechanism 6, placement seat 61, adjustment motor 62, adjustment lead screw shaft 63, adjustment frame plate 64, first adjustment frame 65, second adjustment frame 66, slide rail 67, adjustment wheel group 68, protruding rod group 69, return spring 690, transmission shaft 7. Detailed Implementation

[0018] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be clearly and completely described below in conjunction with specific embodiments and corresponding drawings. Obviously, the described embodiments are only a part of the embodiments of this invention, and not all of them. Based on the embodiments of this invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this invention.

[0019] The technical solution of the automotive driveshaft bending durability testing device provided by the present invention will be described in detail below with reference to the accompanying drawings.

[0020] Reference Figures 1 to 9 As shown, this embodiment of the invention provides an automotive driveshaft bending durability testing device, including a test bench 1. A horizontally arranged test transmission mechanism 2 is provided on the top of the test bench 1. The front part of the test transmission mechanism 2 is slidably engaged with the test bench 1. A driveshaft 7 for testing is provided on the test transmission mechanism 2. The interior of the test bench 1 is provided with a vertical lifting adjustment mechanism 3, an adjustment drive mechanism 4, a large-amplitude adjustment mechanism 5, and a small-amplitude adjustment mechanism 6. The vertical lifting adjustment mechanism 3 is located inside the test bench 1 and below the test transmission mechanism 2. The adjustment drive mechanism 4 is mounted on the vertical lifting adjustment mechanism 3. The large-amplitude adjustment mechanism 5 is mounted on the adjustment drive mechanism 4 and is rotatably connected to the adjustment drive mechanism 4. The small-amplitude adjustment mechanism 6 is mounted on the large-amplitude adjustment mechanism 5 and is rotatably connected to the large-amplitude adjustment mechanism 5.

[0021] In a specific embodiment, the test transmission mechanism 2 includes a motor base 20, a transmission motor 21, a first mounting base 22, and a second mounting base 23. The motor base 20 is located on the top of the test bench 1, the transmission motor 21 is located on the motor base 20, and the first mounting base 22 and the second mounting base 23 are spaced apart on the test bench 1. The first mounting base 22 and the second mounting base 23 are used to provide rotational support for the front and rear parts of the transmission shaft 7, and the transmission motor 21 is connected to the rear part of the transmission shaft 7 for transmission.

[0022] In a specific embodiment, the first mounting base 22 is provided with mounting ears 24 on both sides, and each mounting ear 24 is provided with a vertical rod 25 that is slidably engaged. The bottom of the vertical rod 25 is located on the test bench 1, and a connecting spring 26 is provided between the vertical rod 25 and the mounting ear 24. The bottom of the first mounting base 22 is provided with a vertically arranged sliding rod 27, which is slidably engaged with the test bench 1. The bottom of the sliding rod 27 is provided with a sliding wheel 28.

[0023] It should be noted that both the first mounting base 22 and the second mounting base 23 are equipped with hinged, openable covers. After the drive shaft 7 is placed in the first mounting base 22 and the second mounting base 23, the covers can be locked to fix the position of the drive shaft 7, which facilitates testing different drive shafts 7.

[0024] During the test, the drive motor 21 is connected to the rear of the drive shaft 7 to provide stable rotational power to the drive shaft 7, simulating the working speed of the drive shaft 7 when the car is in motion. At the same time, the rotational support structure of the first mounting base 22 and the second mounting base 23 ensures that the drive shaft 7 can still stably transmit torque during vibration and jumping. This realizes the simulation of combined rotation and vibration working conditions, solving the defects of existing tests that only apply a single load and cannot reproduce the vibration force during power transmission. The first mounting base 22 and the second mounting base 23 can be adapted to drive shafts 7 of different lengths and specifications without the need to replace special fixtures, improving the adaptability of the device and reducing the test cost.

[0025] The mounting ears 24 on both sides of the first mounting base 22 are slidably engaged with the vertical rod 25, and the connecting spring 26 provides elastic buffering; the bottom sliding rod 27 is slidably engaged with the test bench 1, and the sliding wheel 28 is in direct contact with the subsequent amplitude adjustment mechanism; when the large amplitude adjustment mechanism 5 and the small amplitude adjustment mechanism 6 apply force, the sliding wheel 28 drives the first mounting base 22 to move up and down vertically along the vertical rod 25 and the sliding rod 27, the connecting spring 26 absorbs the impact load, and at the same time assists the first mounting base 22 to reset, realizing the up and down jumping of the front end of the drive shaft 7, simulating the rotation of the drive shaft 7 when the car is moving.

[0026] When the large-amplitude adjustment mechanism 5 and the small-amplitude adjustment mechanism 6 apply force, the sliding wheel 28 drives the first mounting base 22 to move up and down vertically along the vertical rod 25 and the sliding rod 27. The connecting spring 26 absorbs the impact load and assists the first mounting base 22 to reset, thereby realizing the up and down jumping of the front end of the transmission shaft 7.

[0027] It can limit the jumping direction to the vertical direction, accurately reproduce the core vibration direction of the drive shaft 7 during vehicle operation, avoid the distortion of working conditions caused by the horizontal component force, and solve the problem of existing test direction deviation.

[0028] In a specific embodiment, the vertical lifting adjustment mechanism 3 includes a base 31, a mounting frame 32, a lifting motor 33, a lifting shaft 34, a lifting plate 35, and four sliding rods 36. The base 31 is horizontally arranged, and the four sliding rods 36 are vertically arranged on the base 31. The mounting frame 32 is located at the top of the base 31. The lifting shaft 34 is rotatably connected to the mounting frame 32. The lifting motor 33 is located on the side wall of the mounting frame 32 and is drivenly connected to the lifting shaft 34. The lifting plate 35 is slidably engaged with the four sliding rods 36. The lifting shaft 34 is provided with two symmetrically arranged first transmission plates 37. Each first transmission plate 37 is provided with a hinged second transmission plate 38. The second transmission plate 38 is hinged to the bottom of the lifting plate 35.

[0029] When adjusting the front of the drive shaft 7 vertically, the lifting motor 33 drives the lifting shaft 34 to rotate on the mounting frame 32. The rotation of the lifting shaft 34 drives the two first transmission plates 37 to rotate, which in turn drives the two second transmission plates 38 to rotate. This causes the lifting plate 35 to slide up and down on the four sliding rods 36. The up and down sliding of the lifting plate 35 causes the sliding wheel 28 to drive the first mounting base 22 to move vertically up and down along the vertical direction of the vertical rod 25 and the sliding rod 27, thereby causing the front of the drive shaft 7 to bounce up and down. First, it can simulate the vertical vibration of the driveshaft 7 during vehicle operation, such as the up-and-down impact when going over speed bumps or potholes. The vertical adjustment of the vibration amplitude can directly reproduce this core force direction, avoiding the distortion of the working condition caused by non-vertical adjustments. It can accurately match the vertical vibration intensity under different road surfaces, such as small vertical bounce on smooth roads and large vertical bounce on bumpy roads, so that the test stress is consistent with the actual service condition. Vertical adjustment can ensure that the vibration load is applied entirely along the radial vertical direction of the driveshaft 7, avoiding interference from the horizontal force component, and concentrating the bending stress in the actual failure risk area, such as the middle section and weld.

[0030] Second, it adapts to diverse testing needs, broadening the applicability of the device: By controlling the forward and reverse rotation and speed of the lifting motor 33, the jumping frequency can be flexibly adjusted to match different vehicle speeds and amplitudes to adapt to different road surfaces, covering a full range of testing scenarios from slight bumps to severe vibrations.

[0031] The lifting plate 35 has an adjustable up-and-down sliding stroke, which can be adapted to drive shafts of different diameters and installation heights in cars, SUVs, commercial vehicles, etc., without the need to replace special transmission or fixing modules, reducing testing costs and improving equipment utilization.

[0032] In a specific embodiment, the adjustment drive mechanism 4 includes a support 40, a drive motor 41, and a drive disk 42. The support 40 is vertically mounted on the lifting plate 35, the drive motor 41 is located on the support 40, and the drive disk 42 is mounted on the main shaft of the drive motor 41. The drive disk 42 has a circular surface 43.

[0033] The drive motor 41 drives the drive disk 42 to rotate at a constant speed. The circular surface 43 of the drive disk 42 provides the mounting base and rotation carrier for the large-scale adjustment mechanism 5. The rotation frequency of the drive disk 42 can be controlled by adjusting the speed of the drive motor 41, thereby matching the vibration frequency of the transmission shaft 7 at different driving speeds of the car. This simulates the periodic characteristics of vibration when the car is driving, solving the problem of the single test loading frequency in the existing tests. The speed is adjustable to adapt to different working conditions, covering frequencies from low-speed bumps to high-speed smooth driving, thus improving the comprehensiveness of the working condition simulation.

[0034] In a specific embodiment, the large-amplitude adjustment mechanism 5 includes three adjustment cams 50 and three adjustment telescopic rods 51. The three adjustment cams 50 are rotatably connected to the drive disk 42 at equal intervals, and the three adjustment telescopic rods 51 are distributed at equal intervals on the drive disk 42. The tail end of the adjustment telescopic rod 51 is hinged to the drive disk 42, and a connecting plate 52 is provided on the telescopic end of the adjustment telescopic rod 51. The connecting plate 52 is hinged to the adjustment cam 50. The adjustment cam 50 has a hollow internal structure. The adjustment cam 50 includes a first horizontal surface 53, a second horizontal surface 54, and an arc-shaped surface 55. The first horizontal surface 53 is located on one side of the circular surface 43 of the drive disk 42.

[0035] When the three telescopic rods 51 extend and retract synchronously, they will push the corresponding adjusting cams 50 to rotate around the drive disk 42, changing the contact profile between the adjusting cams 50 and the sliding wheel 28, and changing the first horizontal surface 53 on the three adjusting cams 50 to rotate out of the sliding wheel 28 by the same distance and position. When the adjusting cams 50 rotate, their different profile surfaces contact the sliding wheel 28, pushing the first mounting base 22 to move up and down. By adjusting the extension and retraction of the telescopic rods 51, the rotation angle of the cams can be controlled, thereby achieving a large range of jump amplitude adjustment. By synchronously adjusting the telescopic rod's extension and retraction, the rotation angle of the three adjusting cams 50 can be precisely controlled, achieving a large-span jump adjustment. This can efficiently simulate severe bumpy scenarios such as gravel roads and pothole roads, solving the shortcomings of existing devices in terms of low adjustment accuracy and poor controllability over a wide range. Adjust the different contour surfaces of the cam 50, namely the first horizontal surface 53, the second horizontal surface 54, and the arc surface 55; synchronously switch the contact pulley 28 to achieve stepless or stepless adjustment of the jumping amplitude, adapt to symmetrical bump conditions of different intensity, and broaden the coverage of test scenarios.

[0036] When the three adjusting telescopic rods 51 extend and retract asynchronously, they can push the corresponding adjusting cams 50 to rotate around the drive disk 42, changing the contact profile between the adjusting cams 50 and the sliding wheel 28, and changing the distance and position of the first horizontal plane 53 on the three adjusting cams 50 rotating out of the sliding wheel 28, so that the sliding wheel 28 rotates on the adjusting cams 50 at different positions. The three adjusting cams 50 rotate independently. The distance and position of the first horizontal plane 53 outside the sliding wheel 28 are different. The sliding wheel 28 alternately contacts the cams with different profiles, which can simulate asymmetrical bumpy scenarios such as potholes and inclined roads on one side, restore the real state of the transmission shaft 7 "one-sided force and irregular jumping" when the car is driving, and make up for the deviation between the existing symmetrical loading test and the actual working condition.

[0037] By adjusting the combination of different telescopic rod extension amounts, complex dynamics such as "large left-side bounce + small right-side bounce" and "high-frequency front-side bounce + low-frequency rear-side bounce" can be simulated, covering vibration characteristics under special working conditions such as turning and obstacle avoidance.

[0038] Symmetrical runout causes different sections of the drive shaft 7 to bear differentiated bending stresses, which can capture early fatigue damage in local areas such as welds and spline connections, clarify the differences in durability limits at different locations, and provide precise data support for structural optimization of the drive shaft 7, such as local thickening and material upgrades.

[0039] By individually adjusting the rotation angle of a specific adjustment cam 50, the vibration tolerance of the drive shaft 7 on one side can be specifically tested, the failure risk points under asymmetrical loads can be identified, and potential problems can be avoided by avoiding omissions in the control test.

[0040] It adapts to the installation deviation or asymmetrical structural design of the driveshaft 7 of different vehicle models, and compensates for installation errors through asynchronous adjustment to ensure that the test loading is consistent with the actual assembly state; at the same time, it supports customized test schemes to meet the verification needs of special working conditions during the R&D stage.

[0041] It can be combined to create a variety of jumping modes, adapting to the testing of drive shafts of different models such as sedans, SUVs, and commercial vehicles, thus improving the versatility and flexibility of the device.

[0042] In a specific embodiment, three small-amplitude adjustment mechanisms 6 are provided, and the three small-amplitude adjustment mechanisms 6 are respectively mounted on three adjustment cams 50; each small-amplitude adjustment mechanism 6 includes a placement seat 61, an adjustment motor 62, an adjustment lead screw shaft 63, an adjustment frame plate 64, a first adjustment frame 65, a second adjustment frame 66, and two slide rails 67. The placement seat 61 is located inside the adjustment cam 50, the adjustment motor 62 is located on the placement seat 61, the adjustment lead screw shaft 63 is rotatably connected to the placement seat 61 and is drively connected to the main shaft of the adjustment motor 62, and the two slide rails 67 are arranged in a certain order. The adjustment frame 64 is symmetrically arranged, with its bottom slidingly engaged with two slide rails 67. The adjustment frame 64 is threadedly connected to the adjustment screw shaft 63. The middle part of the first adjustment frame 65 and the second adjustment frame 66 is hinged to the adjustment frame 64. The two ends of the first adjustment frame 65 are respectively provided with hinged adjustment wheel sets 68. The second adjustment frame 66 is provided with adjustment wheel sets 68. Three sets of slidingly engaged convex rod sets 69 are provided at the first horizontal surface 53. The convex rod sets 69 correspond to the adjustment wheel sets 68. A return spring 690 is provided between the convex rod sets 69 and the first horizontal surface 53.

[0043] The adjustment motor 62 drives the adjustment screw shaft 63 to rotate, causing the adjustment frame plate 64 to slide along the slide rail 67, which in turn pushes the first adjustment frame 65 and the second adjustment frame 66 to swing. The swing of the first adjustment frame 65 and the second adjustment frame 66 drives the adjustment wheel group 68 to push the convex rod group 69 to move slightly along the first horizontal plane 53. The convex rod group 69 is reset by the return spring 690. By controlling the sliding distance of the adjustment frame plate 64, a small range of jump amplitude fine adjustment is achieved. When the convex rod group 69 contacts the sliding wheel 28, it drives the front end of the transmission shaft 7 to jump up and down slightly.

[0044] Small-amplitude gradient adjustments can simulate slight bumps on smooth roads and highways, accurately reproducing the low-load vibration state of the drive shaft 7 during daily service.

[0045] It can gradually approach the fatigue threshold of driveshaft 7, capturing early, subtle damage such as stiffness decay and microcrack initiation, avoiding significant adjustments that skip critical failure points, and making durability limit assessment more accurate. It supports design optimization verification, allowing for comparison of fatigue resistance differences between different solutions through small adjustments for scenarios such as material improvements and structural fine-tuning of driveshaft 7, providing data support for detailed optimization. It meets standard operating condition calibration requirements, allowing for the setting of fixed, small-amplitude parameters according to industry testing standards, ensuring test repeatability and comparability, and is suitable for batch product quality testing.

[0046] In a specific embodiment, the distance between two adjacent sets of convex rods 69 is greater than the diameter of the sliding wheel 28; this ensures that the sliding wheel 28 rolls smoothly between the sets of convex rods 69 and avoids jamming. When the sliding wheel 28 passes through two adjacent sets of convex rods 69, it will bounce up and down, thereby transmitting the bounce to the drive shaft 7, simulating the bounce generated when a car is driving. When the drive disc 42 rotates, the sliding wheel 28 contacts different sets of convex rods 69 in sequence, and in conjunction with the amplitude adjustment mechanism, it achieves continuous up and down bouncing.

[0047] The above description is merely an embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principle of the present invention should be included within the scope of the claims of the present invention.

Claims

1. A bending durability testing device for automotive drive shafts, characterized in that, The test bench (1) is provided with a horizontally arranged test transmission mechanism (2) on the top of the test bench (1), and the front part of the test transmission mechanism (2) is slidably engaged with the test bench (1). The test transmission mechanism (2) is provided with a transmission shaft (7) for testing; The test bench (1) is equipped with an up-and-down lifting adjustment mechanism (3), an adjustment drive mechanism (4), a large-amplitude adjustment mechanism (5), and a small-amplitude adjustment mechanism (6). The vertical lifting adjustment mechanism (3) is located inside the test bench (1) and below the test transmission mechanism (2), and the adjustment drive mechanism (4) is installed on the vertical lifting adjustment mechanism (3); The large-amplitude adjustment mechanism (5) is mounted on the adjustment drive mechanism (4), and the large-amplitude adjustment mechanism (5) and the adjustment drive mechanism (4) are rotatably connected. The small-amplitude adjustment mechanism (6) is mounted on the large-amplitude adjustment mechanism (5), and the small-amplitude adjustment mechanism (6) and the large-amplitude adjustment mechanism (5) are rotatably connected.

2. The automotive driveshaft bending durability testing device according to claim 1, characterized in that: The test transmission mechanism (2) includes a motor base (20), a transmission motor (21), a first mounting base (22), and a second mounting base (23); The motor mount (20) is located on the top of the test bench (1), and the drive motor (21) is located on the motor mount (20); The first mounting base (22) and the second mounting base (23) are spaced apart on the test bench (1). The first mounting base (22) and the second mounting base (23) are used to provide rotational support for the front and rear of the drive shaft (7). The drive motor (21) is connected to the rear of the drive shaft (7) for transmission.

3. The automotive driveshaft bending durability testing device according to claim 2, characterized in that: The first mounting base (22) has mounting ears (24) on both sides; Each of the mounting ears (24) is provided with a slidingly fitted vertical rod (25), the bottom of which is located on the test bench (1); A connecting spring (26) is provided between the vertical rod (25) and the mounting ear (24), and a vertically arranged sliding rod (27) is provided at the bottom of the first mounting base (22), and the sliding rod (27) slides in cooperation with the test bench (1); The bottom of the sliding rod (27) is provided with a sliding wheel (28).

4. The automotive driveshaft bending durability testing device according to claim 3, characterized in that: The up-and-down lifting adjustment mechanism (3) includes a base (31), a mounting frame (32), a lifting motor (33), a lifting shaft (34), a lifting plate (35), and four slide rods (36). The base (31) is horizontally arranged, the four slide rods (36) are vertically arranged on the base (31), and the mounting frame (32) is located on the top of the base (31); The lifting shaft (34) is rotatably connected to the mounting frame (32), and the lifting motor (33) is located on the side wall of the mounting frame (32) and is connected to the lifting shaft (34) in a transmission manner. The lifting plate (35) is slidably engaged with four sliding rods (36). The lifting shaft (34) is provided with two symmetrically arranged first transmission plates (37). Each first transmission plate (37) is provided with a hinged second transmission plate (38). The second transmission plate (38) is hinged to the bottom of the lifting plate (35).

5. The automotive driveshaft bending durability testing device according to claim 4, characterized in that: The adjustment drive mechanism (4) includes a support (40), a drive motor (41), and a drive disk (42). The support (40) is vertically mounted on the lifting plate (35), and the drive motor (41) is located on the support (40); The drive disk (42) is mounted on the main shaft of the drive motor (41), and the drive disk (42) has a circular surface (43).

6. The automotive driveshaft bending durability testing device according to claim 5, characterized in that: The large-amplitude adjustment mechanism (5) includes three adjustment cams (50) and three adjustment telescopic rods (51). The three adjustment cams (50) are rotatably connected to the drive disk (42) at equal intervals, and the three adjustment telescopic rods (51) are distributed at equal intervals on the drive disk (42). The tail end of the adjusting telescopic rod (51) is hinged to the drive disk (42), and a connecting disk (52) is provided on the telescopic end of the adjusting telescopic rod (51). The connecting disk (52) is hinged to the adjusting cam (50). The adjusting cam (50) has a hollow structure inside.

7. The automotive driveshaft bending durability testing device according to claim 6, characterized in that: The adjusting cam (50) includes a first horizontal surface (53), a second horizontal surface (54) and an arc surface (55), wherein the first horizontal surface (53) is located on one side of the circular surface (43) of the drive disk (42).

8. The automotive driveshaft bending durability testing device according to claim 7, characterized in that: There are three small-amplitude adjustment mechanisms (6), and the three small-amplitude adjustment mechanisms (6) are respectively set on three adjustment cams (50).

9. The automotive driveshaft bending durability testing device according to claim 8, characterized in that: Each of the small-amplitude adjustment mechanisms (6) includes a placement seat (61), an adjustment motor (62), an adjustment lead screw shaft (63), an adjustment frame plate (64), a first adjustment frame (65), a second adjustment frame (66), and two slide rails (67). The placement seat (61) is located inside the adjusting cam (50), and the adjusting motor (62) is located on the placement seat (61); The adjusting screw shaft (63) is rotatably connected to the placement seat (61) and is drively connected to the main shaft of the adjusting motor (62); The two slide rails (67) are symmetrically arranged, the bottom of the adjustment frame plate (64) is slidably engaged with the two slide rails (67), and the adjustment frame plate (64) is threadedly connected to the adjustment screw shaft (63); The middle part of the first adjustment frame (65) and the second adjustment frame (66) is hinged to the adjustment frame plate (64). The two ends of the first adjustment frame (65) are respectively provided with hinged adjustment wheel sets (68), and the second adjustment frame (66) is provided with adjustment wheel sets (68). Three sets of slidingly engaged convex rod groups (69) are provided at the first horizontal plane (53). The convex rod groups (69) correspond to the adjusting wheel group (68). A return spring (690) is provided between the convex rod groups (69) and the first horizontal plane (53).

10. The automotive driveshaft bending durability testing device according to claim 9, characterized in that: The distance between two adjacent sets of protruding rods (69) is greater than the diameter of the pulley (28).

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