Measuring device and identification method for detecting negative clearance of automobile wheel hub bearings

Abstract

The invention relates to the field of wheel hub bearing detection, and discloses a measuring device and an identification method for detecting the negative clearance of automobile wheel hub bearings, comprising a bracket, a control system and a conveying device; a clamping device and a position sensor are installed on the side of the bracket, a counterweight device is installed on the bracket, the position sensor is used to detect the position of the wheel hub bearing on the conveying device and send the position information to the control system, the control system controls the clamping device to clamp and lift the wheel hub bearing, and a counterweight device for counterweighting the wheel hub bearing is installed on the upper end of the bracket; a vibration test device and an excitation device for detecting the wheel hub bearing are respectively installed on both sides of the bracket. The automobile wheel hub bearing is clamped and fixed by the clamping device, and the automobile wheel hub bearing is lifted and separated from the conveying device, so that the excitation device can excite the automobile wheel hub bearing. At the same time, the automobile wheel hub bearing is weighted by the counterweight device to reduce the difference in the natural frequency of the system caused by the mass deviation of the wheel hub bearing, thereby improving the test accuracy.

Description

Technical Field

[0001] The invention relates to the field of wheel hub bearing detection, and in particular to a measuring device and an identification method for detecting negative clearance of automobile wheel hub bearings. Background Art

[0002] The wheel hub bearing is a key component that connects the tire hub and the automobile shaft. It carries radial loads (vehicle weight) and axial loads (lateral force or lateral impact force of the tire when turning), while reducing the friction of the rotating pair and transmitting torque. The third-generation wheel hub bearing unit, which is widely used at present, is very different from the previous two generations of bearing units in structure. The inner flange is fixed on the wheel rim, and the outer flange and the outer ring of the bearing are fixed as a whole and bolted to the steering knuckle. Another obvious improvement is the introduction of negative clearance technology. Negative clearance can increase the stiffness of the automobile wheel hub bearing unit, thereby increasing its service life and improving the safety of the car during operation. Therefore, the clearance parameters of the wheel hub bearing directly affect the performance of the bearing. Therefore, it is of great significance to measure its clearance parameters during the production process of automobile wheel hub bearings.

[0003] At present, although some manufacturers or experts have proposed some automobile wheel hub bearing negative clearance test devices. At present, the loading test displacement method and the modal test method are generally used. For example, the measuring device: a wheel hub bearing negative clearance detection method (CN 110793487A), a wheel hub bearing negative clearance detection method (CN 105588494A) The above measuring devices all use the method of loading test displacement on the wheel hub bearing to obtain the bearing negative clearance. The test method is relatively cumbersome and the test efficiency is low. For example, measuring devices: wheel hub bearing negative clearance detection method and detection equipment (CN 10412208 A), wheel hub bearing negative clearance detection equipment (CN 204008143 U), a contact-type online detection device for wheel hub bearing axial negative clearance (CN107655396 A), a wheel hub bearing axial negative clearance detection method (CN 109931901 A) The above measuring devices all use the modal test principle and calculate the bearing negative clearance value through formulas, but most steps require manual operation and are not easy to automate. At the same time, there are problems such as the high natural frequency of automobile wheel hub bearings and difficulty in selecting excitation devices. Therefore, automated application has not yet been achieved. In summary, the automobile wheel hub bearing negative clearance measurement device still has the following problems: (1) Most measurement steps require manual intervention and poor automation performance. (2) No isolation measures are adopted, such as the vibration of the fixture is transmitted to the test bearing. (3) When changing the inner diameter of the test bearing, the fixture needs to be replaced, which has poor adaptability. (4) The influence of the quality error of the test bearing on the measurement result is not excluded. Summary of the invention

[0004] The present invention aims at the shortcomings existing in the prior art and provides a measuring device and an identification method for detecting the negative clearance of a hub bearing of an automobile.

[0005] In order to solve the above technical problems, the present invention is solved by the following technical solutions:

[0006] A measuring device for detecting the negative clearance of a hub bearing of an automobile comprises a bracket, a control system and a conveying device for conveying the hub bearing; a clamping device and a position sensor are installed on the side of the bracket; a counterweight device arranged above the conveying device and used for counterweighting the hub bearing is installed on the bracket; the position sensor is connected to the control system; the position sensor is used to detect the position of the hub bearing on the conveying device and send the position information to the control system; the control system controls the clamping device to clamp and lift the hub bearing through the position information; a counterweight device for counterweighting the hub bearing is installed on the upper end of the bracket; the counterweight device comprises a first electric push rod, a connecting piece and a counterweight block connected to the hub bearing; the connecting piece is installed on the lower end of the first electric push rod through a pin shaft, and the other end of the connecting piece is fixedly connected to the counterweight block; a vibration testing device and an excitation device for detecting the hub bearing are respectively installed on both sides of the bracket, and the vibration testing device and the excitation device are arranged relatively to each other.

[0007] The detection device does not require manual intervention during detection, and the detection process can be completed automatically. The automobile wheel hub bearing is clamped and fixed by the clamping device, and the automobile wheel hub bearing is lifted and separated from the conveying device, so that the vibration device can excite the automobile wheel hub bearing. At the same time, the automobile wheel hub bearing is weighted by the counterweight device, thereby reducing the excitation frequency of the selected excitation device, reducing the difference in the system's natural frequency caused by the quality deviation of the wheel hub bearing, and improving the test accuracy.

[0008] Preferably, a threaded hole is provided on the counterweight block, and the connecting piece is bolted to the counterweight block through the threaded hole. A connecting head connected to the wheel hub bearing is provided on the lower end surface of the counterweight block. The connecting head is a conical connecting head, and the horizontal cross-sectional area of ​​the connecting head gradually increases from top to bottom.

[0009] The cross-sectional area of ​​the connector is larger at the top and smaller at the bottom, which ensures that the counterweight can smoothly enter the inner ring of the hub bearing when it descends, making the connection tight, and can be smoothly separated from the inner ring of the hub bearing after the test is completed.

[0010] Preferably, a mounting hole is provided at the connection between the connecting member and the first electric push rod, a pin is installed in the mounting hole and connects the connecting member to the first electric push rod, and a gap is provided between the pin and the mounting hole.

[0011] The function of the gap is to release the horizontal freedom of the counterweight and the tested wheel hub bearing combination during the test, thereby reducing interference with the test results.

[0012] Preferably, a limit device for limiting the wheel hub bearing is also installed at the upper end of the bracket, and limit devices are installed on both sides above the conveying device. Each limit device includes a limit rod and two connecting rods. The connecting rod is vertically fixed on the bracket and arranged directly above the conveying device. The limit rod is fixed between the two connecting rods. A support rod is also fixed between the two connecting rods, and the position sensor is fixed in the middle position of the support rod.

[0013] The limiting device prevents the wheel hub bearing of the tested vehicle from being lifted too high when the counterweight block is separated from the inner ring of the wheel hub bearing of the tested vehicle.

[0014] Preferably, the clamping device includes a first cylinder and a clamping block, the first cylinder is fixed on the bracket, the clamping block is installed on the telescopic rod of the first cylinder, the surface of the clamping block in contact with the wheel hub bearing is an arc-shaped surface, the horizontal cross-sectional area of ​​the clamping block gradually increases from top to bottom, and a pad matching it is fixed on the arc-shaped surface.

[0015] The force exerted by the arc surface of the clamping block on the automobile wheel hub bearing can be decomposed into two directions, namely the clamping force in the horizontal direction and the lifting force in the vertical direction. The purpose of setting the inclined arc surface is to separate the lower end face of the tested wheel hub bearing from the conveyor belt on the conveying device during the clamping test to avoid affecting the test results.

[0016] Preferably, the excitation device includes an exciter, a linear slider, a support frame, and a second cylinder. The second cylinder is fixed on the support frame, the support frame is installed on the telescopic rod of the second cylinder, the exciter is installed on the support frame, and a guide rail is also installed on the support frame. Linear sliders are fixed on both sides of the support frame, and the linear sliders slide on the guide rails.

[0017] Preferably, the vibration testing device is arranged directly above the clamping device on one side, and the vibration testing device includes a second electric push rod and an acceleration sensor for measuring the corresponding frequency of the wheel hub bearing. The second electric push rod is mounted on a bracket, and the acceleration sensor is fixed to the outer end of the second electric push rod.

[0018] The vibration excitation device is combined with the vibration test device to test the resonance frequency of the automobile hub bearing system. Based on the modal resonance test principle, the rapid measurement of the automobile negative clearance is realized, which is convenient for automation.

[0019] A method for identifying a measuring device, wherein a conveying device conveys a wheel hub bearing to the position directly below a counterweight device, when a position sensor detects that the wheel hub bearing reaches a set position, a control system stops the conveying device and starts a clamping device, the clamping device clamps and lifts the wheel hub bearing away from the conveying device, a counterweight device counterweights the wheel hub bearing, and an excitation device applies a sinusoidal excitation with a constant amplitude to the inner ring of the wheel hub bearing. When the excitation frequency is the same as the resonant frequency of the wheel hub bearing and the counterweight device, the response amplitude of the inner ring of the wheel hub bearing increases sharply, and the measured frequency is the natural frequency f0 of the wheel hub bearing and the counterweight device.

[0020] The stiffness is calculated from the obtained natural frequency:

[0021]

[0022] Where m is the mass of the system and K is the stiffness of the system. f0 is in Hz

[0023] m=m i +m 配重

[0024] Where m i is the mass of the bearing inner ring, m 配重 is the mass of the counterweight; during the processing of the hub bearing, the weight deviation caused by the size deviation is far smaller than the mass of the loaded counterweight, so the introduction of the counterweight greatly improves the accuracy of the test.

[0025] When a preload axial load Fa is applied to the hub bearing, the axial deformation of the inner and outer rings and the ball is Sa, and the contact angle changes from α0 to α;

[0026] After the hub bearing is axially preloaded, the contact angle and the axial deformation, i.e. the negative clearance value, satisfy the following relationship:

[0027] Therefore, the negative clearance value can be calculated from the obtained stiffness:

[0028]

[0029] Negative clearance G a With the natural frequency f n The mapping relationship between them is:

[0030] G a =f(f n ).

[0031] The present invention has significant technical effects due to the adoption of the above technical solution:

[0032] The measuring device adopts a vibration excitation device in conjunction with a vibration test device to test the resonance frequency of the automobile hub bearing system, and realizes rapid measurement of automobile negative clearance based on the modal resonance test principle, which is convenient for automation.

[0033] This measuring device uses a counterweight device to increase the mass of the system, which can reduce the natural frequency of the automobile wheel hub bearing and the counterweight device, reduce the requirements for the excitation frequency of the excitation device, and reduce costs. On the other hand, it can reduce the difference in the natural frequency of the system caused by the mass deviation of the wheel hub bearing and improve the test accuracy. At the same time, a limit device is used to ensure that the counterweight device is separated from the inner ring of the automobile wheel hub bearing when it moves up.

[0034] The distance between the vibration excitation device, the vibration test device and the counterweight device of the measuring device can be telescopically controlled, and the device can be adapted to automobile wheel hub bearings of different sizes, and has good adaptability.

[0035] The measuring device adopts a clamping device with an inclined taper, which can lift the wheel hub bearing while clamping, so that the automobile wheel hub bearing is separated from the belt, avoiding contact with the belt and the influence of conveying on the test. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] Figure 1 It is a schematic diagram of the structure of the present invention in the first position state.

[0037] Figure 2 yes Figure 1 Schematic diagram of the structure of the middle counterweight device.

[0038] Figure 3 yes Figure 2 Schematic diagram of the structure of the middle counterweight.

[0039] Figure 4 yes Figure 1 Schematic diagram of the structure of the middle limit device.

[0040] Figure 5 It is a schematic diagram of the structure of the present invention in the second position state.

[0041] Figure 6 yes Figure 5 A partial enlarged view of middle A.

[0042] Figure 7 yes Figure 1 Schematic diagram of the structure of the clamping device.

[0043] Figure 8 yes Figure 7 Schematic diagram of the structure of the middle clamping block.

[0044] Fig. 9 yes Figure 1 Schematic diagram of the structure in which the vibration excitation device slides on the guide rail.

[0045] Fig.10 yes Figure 1 Schematic diagram of the structure of the vibration test device.

[0046] The names of the parts indicated by the numerical labels in the above drawings are as follows: 11—bracket, 12—conveyor, 13—clamping device, 14—position sensor, 15—counterweight device, 16—vibration test device, 17—excitation device, 18—limiting device, 19—support rod, 20—guide rail, 131—first cylinder, 132—clamping block, 133—cushion, 151—first electric push rod, 152—connecting piece, 153—counterweight block, 154—pin shaft, 161—second electric push rod, 162—acceleration sensor, 171—exciter, 172—linear slider, 173—support frame, 174—second cylinder, 181—limiting rod, 182—connecting rod, 1321—arc surface, 1531—threaded hole, 1532—connecting head. DETAILED DESCRIPTION

[0047] The following is combined with Figure 1-10 The present invention is further described in detail with examples.

[0048] Example 1

[0049] The measuring device for detecting the negative clearance of the automobile wheel hub bearing comprises a bracket 11, a control system and a conveying device 12 for conveying the wheel hub bearing. The bracket 11 is made of aluminum profiles. The conveying device 12 adopts a belt conveyor, which requires smooth transmission and sensitive response, and is used to smoothly and accurately convey the tested automobile wheel hub bearing to the test position. The side of the bracket 11 is equipped with a clamping device 13 and a position sensor 14. The position sensor 14 preferably adopts an infrared type. The position sensor 14 detects the position of the automobile wheel hub bearing. When the automobile wheel hub bearing reaches the detection position through the conveying device 12, the position sensor 14 inputs a signal into the control system. The control system controls the clamping device 13 to clamp and fix the automobile wheel hub bearing, lift the automobile wheel hub bearing and separate it from the conveying device 12, so that the excitation device 16 can excite the automobile wheel hub bearing. The bracket 11 is provided with a weight balancing device 15 which is arranged above the conveying device 12 and is used to balance the wheel hub bearing. The weight balancing device 15 is installed at the top of the bracket 11 and is arranged just above the test position of the automobile wheel hub bearing. During the test, the weight balancing device 15 is fixed integrally with the tested automobile wheel hub bearing. The function of the weight balancing device 15 is to increase the weight of the inner ring of the automobile wheel hub bearing so as to reduce the size of the selected exciter 171 and reduce the measurement error caused by the weight deviation of the tested bearing. The position sensor 14 is connected to the control system. The position sensor 14 is used to detect the position of the wheel hub bearing on the conveying device 12 and send the position information to the control system. The control system controls the clamping device to clamp and lift the wheel hub bearing through the position information. The upper end of the bracket 11 is provided with a weight balancing device 15 which is used to balance the wheel hub bearing. The weight balancing device 15 increases the weight of the automobile wheel hub bearing, thereby reducing the excitation frequency of the selected exciter. The counterweight device 15 includes a first electric push rod 151, a connecting member 152 and a counterweight block 153 connected to the wheel hub bearing. The connecting member 152 is installed at the lower end of the first electric push rod 151 through a pin 154, and the other end of the connecting member 152 is fixedly connected to the counterweight block 153. A vibration test device 16 and an excitation device 17 for detecting the wheel hub bearing are respectively installed on both sides of the bracket 11, and the vibration test device 16 and the excitation device 17 are arranged opposite to each other. The vibration test device 16 is used to measure the response frequency of the wheel hub bearing of the tested automobile. The excitation device 17 is used to apply an excitation force with a frequency and magnitude varying within a certain range to the wheel hub bearing of the tested automobile.

[0050] The counterweight block 153 is provided with a threaded hole 1531, and the connecting piece 152 is bolted to the counterweight block 153 through the threaded hole 1531. The lower end surface of the counterweight block 153 is provided with a connecting head 1532 connected to the wheel hub bearing. The connecting head 1532 is a conical connecting head, and the horizontal cross-sectional area of ​​the connecting head 1532 gradually increases from top to bottom.

[0051] A limiting device 18 for limiting the wheel hub bearing is also installed at the upper end of the bracket 11. The limiting devices 18 are installed on both sides above the conveying device 12. Each limiting device 18 includes a limiting rod 181 and two connecting rods 182. The limiting rod 181 is preferably made of sheet metal. The connecting rod 182 is vertically fixed on the bracket 11 and arranged directly above the conveying device 12. The limiting rod 181 is fixed between the two connecting rods 182. A support rod 19 is also fixed between the two connecting rods 182. The position sensor 14 is fixed in the middle of the support rod 19. When the test is carried out, the working surface of the limiting rod 181 is located 3 mm above the outer ring flange of the tested vehicle wheel hub bearing. Its function is to prevent the tested vehicle wheel hub bearing from being lifted when the counterweight block 153 is separated from the inner ring of the tested vehicle wheel hub bearing.

[0052] The clamping device 13 includes a first cylinder 131 and a clamping block 132. The first cylinder 131 is fixed on the bracket 11. The clamping block 132 is installed on the telescopic rod of the first cylinder 131. The surface of the clamping block 132 in contact with the wheel hub bearing is an arc surface 1321. The horizontal cross-sectional area of ​​the clamping block 132 gradually increases from top to bottom. A cushion 133 matching with the arc surface 1321 is fixed. The shape of the cushion 133 is the same as that of the arc surface 13321. The cushion 133 is made of rubber. The first cylinder 131 is preferably a telescopic rod type cylinder, which serves as a power source to push the clamping block 132 to clamp the automobile wheel hub bearing; the clamping block 132 is an arc surface 1321 in contact with the automobile wheel hub bearing, and the arc surface 1321 is an inclined surface. The force exerted by the inclined surface on the automobile wheel hub bearing can be decomposed into two directions, namely, the clamping force in the horizontal direction and the lifting force in the vertical direction. The purpose of setting the inclined surface is to separate the lower end face of the tested wheel hub bearing from the conveyor belt during the test when clamping, so as to avoid affecting the test results.

[0053] The excitation device 17 includes an exciter 171, a linear slider 172, a support frame 173, and a second cylinder 174. The second cylinder 174 is fixed on the support frame 11 and plays a role in adjusting the position of the excitation device 17. The support frame 173 is installed on the telescopic rod of the second cylinder 174, the exciter 171 is installed on the support frame 173, and a guide rail 20 is also installed on the support frame 11. Linear sliders 172 are fixed on both sides of the support frame 173, and the linear sliders 172 slide on the guide rails 20. The excitation device 17 plays a guiding role and balances the excitation force generated by the exciter 171 when it is working.

[0054] The vibration testing device 16 is arranged directly above the clamping device 13 on one side. The vibration testing device 16 includes a second electric push rod 161 and an acceleration sensor 162 for measuring the corresponding frequency of the wheel hub bearing. The acceleration sensor 162 has a magnetic base. The second electric push rod 161 is installed on the bracket 11, and the acceleration sensor 162 is fixed to the outer end of the second electric push rod 161.

[0055] Example 2

[0056] The features of Example 2 are basically the same as those of Example 1, except that a mounting hole is provided at the connection between the connecting member 152 and the first electric push rod 151, a pin 154 is installed in the mounting hole and connects the connecting member 152 to the first electric push rod 151, and a gap is provided between the pin 154 and the mounting hole. The function of the gap is to release the horizontal freedom of the counterweight block 153 and the tested wheel hub bearing combination during the test, thereby reducing interference with the test results.

[0057] Example 3

[0058] An identification method using the measuring device in Example 1 or 2, the conveying device 12 conveys the hub bearing to the bottom of the counterweight device 15, when the position sensor 14 detects that the hub bearing reaches the set position, the control system stops the conveying device 12, starts the clamping device 13, the clamping device 13 clamps the hub bearing and lifts it away from the conveying device 12, the counterweight device 15 counterweights the hub bearing, the excitation device 17 applies a sinusoidal excitation with a constant amplitude to the inner ring of the hub bearing, when the excitation frequency is the same as the resonant frequency of the hub bearing and the counterweight device 15, the response amplitude of the inner ring of the hub bearing increases sharply, and the measured frequency is the natural frequency f0 of the hub bearing and the counterweight device 15;

[0059] The stiffness is calculated from the obtained natural frequency:

[0060]

[0061] Where m is the mass of the system and K is the stiffness of the system. f0 is in Hz

[0062] m=m i +m 配重

[0063] Where m i is the mass of the bearing inner ring, m 配重 is the mass of the counterweight 153; the weight deviation caused by the size deviation during the processing of the hub bearing is much smaller than the mass of the loaded counterweight, so the introduction of the counterweight greatly improves the accuracy of the test.

[0064] When a preload axial load Fa is applied to the hub bearing, the axial deformation of the inner and outer rings and the ball is Sa, and the contact angle changes from α0 to α;

[0065] After the hub bearing is axially preloaded, the contact angle and the axial deformation, i.e. the negative clearance value, satisfy the following relationship:

[0066] Therefore, the negative clearance value can be calculated from the obtained stiffness:

[0067]

[0068] Negative clearance G a With the natural frequency f n The mapping relationship between them is:

[0069] G a =f(f n ).

Claims

1. A measuring device for detecting negative clearance of a hub bearing of an automobile, comprising a bracket (11), a control system and a conveying device (12) for conveying the hub bearing; characterized in that: A clamping device (13) and a position sensor (14) are installed on the side of the bracket (11); a counterweight device (15) is installed on the bracket (11) and is arranged above the conveying device (12) and is used to counterweight the wheel hub bearing; the position sensor (14) is connected to the control system; the position sensor (14) is used to detect the position of the wheel hub bearing on the conveying device (12) and send the position information to the control system; the control system controls the clamping device to clamp and lift the wheel hub bearing according to the position information; a counterweight for counterweighting the wheel hub bearing is installed on the upper end of the bracket (11) The device (15) comprises a first electric push rod (151), a connecting member (152) and a counterweight block (153) connected to the wheel hub bearing, the connecting member (152) is mounted on the lower end of the first electric push rod (151) via a pin shaft (154), and the other end of the connecting member (152) is fixedly connected to the counterweight block (153); a vibration test device (16) and an excitation device (17) for detecting the wheel hub bearing are respectively mounted on both sides of the bracket (11), and the vibration test device (16) and the excitation device (17) are arranged relative to each other; The vibration excitation device (17) comprises a vibration exciter (171), a linear slider (172), a support frame (173), and a second cylinder (174); the second cylinder (174) is fixed to the support frame (11); the support frame (173) is mounted on the telescopic rod of the second cylinder (174); the vibration exciter (171) is mounted on the support frame (173); a guide rail (20) is also mounted on the support frame (11); linear sliders (172) are fixed on both sides of the support frame (173); and the linear sliders (172) slide on the guide rails (20); The vibration test device (16) is arranged directly above the clamping device (13) on one side. The vibration test device (16) comprises a second electric push rod (161) and an acceleration sensor (162) for measuring the corresponding frequency of the wheel hub bearing. The second electric push rod (161) is mounted on the bracket (11), and the acceleration sensor (162) is fixed to the outer end of the second electric push rod (161).

2. The measuring device for detecting negative clearance of automobile wheel hub bearing according to claim 1, characterized in that: The counterweight block (153) is provided with a threaded hole (1531), the connecting piece (152) is bolted to the counterweight block (153) via the threaded hole (1531), and the lower end surface of the counterweight block (153) is provided with a connecting head (1532) connected to the wheel hub bearing, the connecting head (1532) is a conical connecting head, and the horizontal cross-sectional area of ​​the connecting head (1532) gradually increases from top to bottom.

3. The measuring device for detecting negative clearance of automobile wheel hub bearing according to claim 2 is characterized in that: A mounting hole is provided at the connection between the connecting member (152) and the first electric push rod (151), and a pin shaft (154) is installed in the mounting hole to connect the connecting member (152) to the first electric push rod (151), and a gap is provided between the pin shaft (154) and the mounting hole.

4. The measuring device for detecting negative clearance of automobile wheel hub bearing according to claim 1, characterized in that: A limiting device (18) for limiting the wheel hub bearing is also installed at the upper end of the bracket (11). The limiting devices (18) are installed on both sides above the conveying device (12). Each limiting device (18) comprises a limiting rod (181) and two connecting rods (182). The connecting rods (182) are vertically fixed on the bracket (11) and arranged directly above the conveying device (12). The limiting rod (181) is fixed between the two connecting rods (182). A support rod (19) is also fixed between the two connecting rods (182). The position sensor (14) is fixed at the middle position of the support rod (19).

5. The measuring device for detecting negative clearance of automobile wheel hub bearing according to claim 1, characterized in that: The clamping device (13) comprises a first cylinder (131) and a clamping block (132); the first cylinder (131) is fixed on the bracket (11); the clamping block (132) is mounted on the telescopic rod of the first cylinder (131); the surface of the clamping block (132) in contact with the wheel hub bearing is an arcuate surface (1321); the horizontal cross-sectional area of ​​the clamping block (132) gradually increases from top to bottom; a cushion (133) matching the arcuate surface (1321) is fixed thereon.

6. An identification method using the measuring device according to any one of claims 1 to 5, characterized in that: The conveying device (12) conveys the wheel hub bearing to the position directly below the counterweight device (15). When the position sensor (14) detects that the wheel hub bearing reaches the set position, the control system stops the conveying device (12) and starts the clamping device (13). The clamping device (13) clamps and lifts the wheel hub bearing away from the conveying device (12). The counterweight device (15) counterweights the wheel hub bearing. The excitation device (17) applies a sinusoidal excitation with a constant amplitude to the inner ring of the wheel hub bearing. When the excitation frequency is the same as the resonant frequency of the wheel hub bearing and the counterweight device (15), the response amplitude of the inner ring of the wheel hub bearing increases sharply. The measured frequency is the natural frequency f0 of the wheel hub bearing and the counterweight device (15). The stiffness is calculated from the obtained natural frequency: K=(2πf0) 2 / m Where m is the system mass, K is the system stiffness, and f0 is in Hz m=m i +m 配重 Where m i is the mass of the bearing inner ring, m 配重 is the mass of the counterweight (153); When the preload axial load Fa is applied to the hub bearing, the axial deformation of the inner and outer rings and the ball is Sa, and the contact angle changes from α0 to α; After the hub bearing is axially preloaded, the contact angle and the axial deformation, i.e. the negative clearance value, satisfy the following relationship: Therefore, the negative clearance value can be calculated from the obtained stiffness: G a =6.62596×10 9 K 2 Z 2 / D W sin 5 a Negative clearance G a With the natural frequency f n The mapping relationship between them is: G a =f(f n )。

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