Automobile transmission shaft fatigue testing device

Abstract

The invention relates to the technical field of new energy automobile transmission shafts, and discloses an automobile transmission shaft fatigue test device which comprises a rack, a driver connected to the top of the rack, a driving rod connected to the driver, a driven rod connected with the driving rod and an external connection frame slidably connected to the interior of the rack. The straight rod and the arc plate are used for guiding and limiting the sleeve frame, uneven vibration force generated by the concave-convex driving belt acts on the driven rod through the external connection frame, and meanwhile the straight rod enables the driven rod to rotate in a reciprocating mode through the sleeve frame. The uneven vibration force is generated through the concave-convex driving belt and acts on the driven rod through the external connection frame, actual road condition vibration can be highly simulated, generated vibration is irregular, powerful support is provided for evaluating the fatigue performance of the transmission shaft under the real working condition, the quality and reliability of the transmission shaft are improved, and the service life of the transmission shaft is prolonged. Weak links which are difficult to find in a conventional simple vibration test are exposed in the test of the transmission shaft, and the effectiveness and the universality of a test result are improved.

Description

Technical Field

[0001] The present invention relates to the technical field of new energy vehicle transmission shafts, and in particular to a vehicle transmission shaft fatigue test device. Background Art

[0002] The automobile drive shaft is a component that connects the automobile engine and the drive wheels and is used to transmit power. It is generally composed of a driving shaft, a driven shaft, a telescopic sleeve and a universal joint. It can transmit the power output of the engine through the transmission to the drive axle. The universal joint and telescopic sleeve are responsible for adapting to angle changes and length expansion and contraction respectively to ensure stable power transmission. Therefore, the drive shaft must have sufficient strength and strong durability to ensure stable operation under complex working conditions. Fatigue testing is essential for accurately evaluating the performance of the drive shaft in actual use.

[0003] At present, there are two main methods for fatigue testing of drive shafts of new energy vehicles: road test and bench test. In road test, vehicles equipped with drive shafts are put into actual road driving, routes with different road conditions are planned, and drivers are required to adopt various driving methods so that the drive shafts are subjected to loads in real environments to obtain fatigue data. The test results are close to actual applications, but the test cycle is long and the cost is extremely high. At the same time, the complex and uncontrollable factors in the road environment cause the test results to be highly discrete, and it is also difficult to ensure accuracy and repeatability. Therefore, the current mainstream is to use bench tests in the laboratory with the help of professional equipment to simulate the working conditions of the drive shaft, and test its fatigue performance by applying periodic torque, speed and other loads. During the test, the load size, frequency, waveform and other parameters can be accurately controlled, and stress, strain, temperature and other data can be monitored in real time. However, the actual road conditions are extremely complex, and the car will be subjected to complex alternating loads during driving, such as acceleration, deceleration, turning and passing uneven roads. The torque and bending moment are constantly changing, and bench tests are difficult to accurately simulate, resulting in deviations between the test results and the actual results.

[0004] For example, the application number is CN202311474401.6, which is a fatigue testing device for automobile drive shafts. It uses double rods to adjust the position of the adjusting rods at the same time to adjust the vibration amplitude of the shaft rod, so as to achieve two vibrations with different amplitudes at the same time, thereby applying different vibration forces to the active and driven shafts. However, when the vehicle is driving, the wheels are lifted up by the road surface and then fall down to generate vibration. Subsequently, this vibration force will be transmitted to the active shaft through the driven shaft, and the active shaft does not vibrate itself. At the same time, the driven shaft in this application is always fixed and cannot effectively simulate the impact of the vehicle when turning. In addition, in this application, a spring is also arranged at the bottom of the motor to achieve the purpose of different vibration forces, but this will cause the motor to vibrate when the transmission rod vibrates. It vibrates accordingly. Although the engine also moves when the vehicle is driving, it is the vehicle that is moving at this time. The overall frame of the vehicle is large and can provide effective support and fixation for the generator. During the test, in order to ensure sufficient output force, the motor is usually fixed to ensure the output speed. However, when the motor outputs a large speed, the test frame cannot effectively support the motor at all. The vibration of the motor itself will affect the drive shaft, causing deviations in the test results and affecting the overall life of the equipment. In addition, when the vehicle is driving, the vibration it is subjected to is not a gradually changing force, but usually a sudden large force, followed by a sudden decrease in the vibration force. As a result, the fatigue test data of the existing device deviates from the actual application scenario.

[0005] To this end, an automobile transmission shaft fatigue test device is proposed, which can test the transmission shaft fatigue test data more accurately. Summary of the invention

[0006] The purpose of the present invention is to provide a vehicle transmission shaft fatigue test device to solve the problem that the real fatigue condition of the transmission shaft in the actual driving application scenario is difficult to match and there is a significant deviation.

[0007] The technical solution of the present invention is: a vehicle transmission shaft fatigue test device, including a frame, a transmission connected to the top of the frame, an active rod connected to the transmission, a driven rod connected to the active rod, an external frame slidably connected to the inside of the frame, a sleeve frame sleeved on the outside of the external frame, an arc plate fixedly connected to the top of the frame, a concave-convex driving belt arranged inside the frame, a straight rod sleeved inside the frame, and a spring connected between the external frame and the frame, the middle part of the driven rod is located inside the external frame, the concave-convex driving belt is located below the external frame, the straight rod and the arc plate are used to guide and limit the sleeve, the concave-convex driving belt generates uneven vibration force acting on the driven rod through the external frame, and the straight rod causes the driven rod to reciprocate through the sleeve.

[0008] Furthermore, the sleeve frame includes a square sleeve sleeved on the outside of one end of the driven rod, and a linkage rod fixedly connected to the bottom of the square sleeve.

[0009] Furthermore, the arc plate is provided with an arc slot, the straight rod is provided with a straight slot, and the linkage rod passes through the straight slot and the arc slot.

[0010] Furthermore, the concave-convex drive belt is located below the external frame, and a plurality of round protrusions of different sizes are arranged on the outer surface of the concave-convex drive belt. The outer surface of the concave-convex drive belt is divided into a high convex surface, a flat convex surface, a short convex surface, an inclined convex surface and a smooth surface. The positions of the concave-convex drive belt where no round protrusions are arranged are all smooth surfaces. The length of the round protrusions of the high convex surface is greater than that of the other outer surfaces, and the density of the number of round protrusions of the short convex surface is greater than that of the other outer surfaces.

[0011] Furthermore, a limiting frame is provided in the middle of the top of the frame, a supporting frame is provided at the bottom of the frame, a servo motor is provided on one side of the supporting frame, a transmission belt is sleeved on the output end of the servo motor, a bidirectional screw rod is rotatably connected inside the frame, a limiting rod is fixedly connected inside the frame, a plurality of supporting frames are provided, and the concave-convex driving belt is rotatably connected inside the plurality of supporting frames.

[0012] Furthermore, the two ends of the straight rod are respectively sleeved on the outside of the bidirectional lead screw and the limit rod, the transmission belt is sleeved between the servo motor and the bidirectional lead screw, and the concave-convex drive belt is connected to the output end of the servo motor.

[0013] Furthermore, the distance between the bottom end of the linkage rod and the straight rod is greater than the length of the high convex surface, and the length of the round protrusion of the inclined convex surface gradually increases in the direction away from the high convex surface.

[0014] Furthermore, the external frame includes a hollow plate arranged on the top of the frame, a connecting rod fixedly connected to the bottom of the hollow plate, and a rotating wheel rotatably connected to the bottom of the connecting rod, the hollow plate is provided with a limiting arc groove, the rotating wheel is fitted with the surface of the concave-convex driving belt, the center of the circular arc groove is located at the connection between the active rod and the driven rod, and the circular arc groove and the limiting arc groove are concentric.

[0015] Furthermore, two limiting slots are symmetrically opened inside the limiting frame, the active rod is externally sleeved with a first sleeve, both ends of the first sleeve are located inside the limiting slots, the driven rod is externally sleeved with a second sleeve, the top and bottom of the second sleeve are located inside the limiting arc slot, and the second sleeve is located between the driven rod and the hollow plate.

[0016] Furthermore, the transmission device includes a driving motor fixedly connected to the top of the frame, a connecting sleeve fixedly connected to the output end of the driving motor, and the connecting sleeve is connected to the active rod.

[0017] Beneficial effects of the present invention: By generating uneven vibration force through the concave-convex drive belt and acting on the driven rod through the external frame, the actual road vibration can be highly simulated, and the generated vibration is irregular. The concave-convex drive belt has a unique high convex surface, flat convex surface, short convex surface, inclined convex surface and smooth surface design on its outer surface, as well as the distribution of circular convex blocks of different sizes. It provides strong support for evaluating its fatigue performance under real working conditions, can optimize the design in a targeted manner, improve the quality and reliability of the drive shaft, expose the weak links of the drive shaft in the test that are difficult to find in conventional simple vibration tests, and improve the validity and versatility of the test results.

[0018] The straight rod is used to translate the sleeve, and the arc plate is used to guide the sleeve at the same time, so that one end of the driven rod rotates around the connection point with the active rod, simulating the torsional force borne by the drive shaft under conditions such as vehicle turning. This ensures that the movement trajectory of the driven rod is accurate when simulating turning, and is close to the movement state of the drive shaft when the actual vehicle is driving. It can repeat the test many times with high efficiency and low cost, quickly obtain data, greatly shorten the research and development cycle, discover potential safety hazards in advance, and prompt automobile companies to improve the design and manufacturing process of the drive shaft to ensure the safe and stable operation of the vehicle under various driving conditions.

[0019] Through the coordination of the straight rod with the bidirectional lead screw and the limit rod, as well as the interaction between the linkage rod in the sleeve and the straight slot and the arc slot, the torsional motion of the driven rod can be accurately controlled and the turning condition of the vehicle can be accurately simulated. The mechanical contact mode between the concave and convex drive belt and the external frame can also accurately transmit the uneven vibration force to the driven rod, highly restoring the complex vibration of the vehicle during driving. It can simulate the actual working condition more directly and accurately, improve the accuracy of the test results, and completely rely on the mechanical structure. The machine can operate continuously and stably without being affected by the outside world. At the same time, it can be quickly combined with existing equipment to avoid large-scale equipment replacement. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 is a schematic diagram of a three-dimensional structure of the present invention from a first viewing angle; Figure 2 It is a schematic diagram of the overall structure of the present invention; Figure 3 For the present invention Figure 2 Sectional view at AA in the middle; Figure 4 For the present invention Figure 3 The enlarged schematic diagram of point B in the middle; Figure 5 It is a structural schematic diagram of the arc plate of the present invention; Figure 6 It is a structural schematic diagram of the external frame of the present invention; Figure 7 For the present invention Figure 3The enlarged schematic diagram of the center C; Figure 8 It is a structural schematic diagram of the frame of the present invention; Fig. 9 A top view of the present invention; Fig.10 It is the front view of the present invention.

[0021] In the figure: 1, frame; 101, limit frame; 1011, limit slot; 102, support frame; 103, servo motor; 104, transmission belt; 105, bidirectional screw; 106, limit rod; 2, transmission; 21, drive motor; 22, connecting sleeve; 3, active rod; 4, driven rod; 5, external frame; 51, hollow plate; 511, limit arc slot; 52, connecting rod; 53, rotating wheel; 6, sleeve frame; 61, square sleeve; 62, linkage rod; 7, arc plate; 71, arc slot; 8, concave-convex drive belt; 81, high convex surface; 82, flat convex surface; 83, short convex surface; 84, oblique convex surface; 85, smooth surface; 801, round convex block; 9, straight rod; 91, straight slot; 10, spring; 11, first sleeve; 12, second sleeve. DETAILED DESCRIPTION

[0022] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, the specific implementation methods of the present invention are described in detail below in conjunction with the accompanying drawings.

[0023] Reference Figure 1-Figure 10 , as an embodiment of the present invention, a vehicle transmission shaft fatigue test device is provided, including a frame 1, a transmission device 2 connected to the top of the frame 1, an active rod 3 connected to the transmission device 2, a driven rod 4 connected to the active rod 3, an external frame 5 slidably connected to the inside of the frame 1, a sleeve 6 sleeved on the outside of the external frame 5, an arc plate 7 fixedly connected to the top of the frame 1, a concave-convex driving belt 8 arranged in the inside of the frame 1, a straight rod 9 sleeved in the inside of the frame 1, and a spring 10 connected between the external frame 5 and the frame 1, the middle part of the driven rod 4 is located inside the external frame 5, the concave-convex driving belt 8 is located below the external frame 5, the straight rod 9 and the arc plate 7 are used to guide and limit the sleeve 6, the concave-convex driving belt 8 generates uneven vibration force to act on the driven rod 4 through the external frame 5, and the straight rod 9 makes the driven rod 4 reciprocate through the sleeve 6.

[0024] Specifically, the concave-convex driving belt 8 can be made of elastic materials such as rubber or polyurethane, and has regular or irregular concave-convex structures on its surface. When the concave-convex driving belt 8 rotates, its outer surface continuously contacts the bottom of the external frame 5, thereby generating uneven vibration force. This vibration force is transmitted to the driven rod 4 through the external frame 5, simulating the irregular vibration of the vehicle during driving. The straight rod 9 and the arc plate 7 guide and limit the sleeve 6. When the straight rod 9 moves, the sleeve 6 moves along the path in the arc plate 7, allowing the driven rod 4 to rotate back and forth, effectively making up for the shortcomings of the existing device in simulating the impact of vehicle turning, so that the test results are closer to reality.

[0025] Reference Figure 1-Figure 6 The sleeve frame 6 includes a square sleeve 61 sleeved on the outside of one end of the driven rod 4, and a linkage rod 62 fixedly connected to the bottom of the square sleeve 61. The arc plate 7 is provided with an arc notch 71, and the straight rod 9 is provided with a straight notch 91. The linkage rod 62 passes through the straight notch 91 and the arc notch 71. When the straight rod 9 drives the linkage rod 62 to translate, since the linkage rod 62 is located inside the arc notch 71, the linkage rod 62 is guided by the arc notch 71, and the linkage rod 62 is doubly guided. When the linkage rod 62 moves with the straight rod 9, the top of the linkage rod 62 will move along the arc slot 71, and the bottom of the linkage rod 62 will slide inside the straight slot 91. When the linkage rod 62 moves, the square sleeve 61 also moves accordingly, and one end of the driven rod 4 is connected to the square sleeve 61, and then the square sleeve 61 drives one end of the driven rod 4 to move, while the other end of the driven rod 4 is connected to the active rod 3 and cannot move, thereby causing one end of the driven rod 4 to rotate.

[0026] Specifically, by pushing the entire sleeve 6 through the straight rod 9, one end of the driven rod 4 can be rotated. In long-term test operation, the looseness and wear between components can be effectively reduced, the probability of equipment failure can be reduced, and the overall service life of the test equipment can be extended. By changing the shape, size and position relationship of the straight slot 91 and the arc slot 71, the stress conditions of the drive shaft of different models at different turning radii and angles can be simulated to meet diverse test needs, providing a more flexible solution for the research and development and testing of the drive shaft. For example, according to the different turning characteristics of small cars and large trucks, corresponding adjustments can be made to achieve accurate simulation.

[0027] Reference Figure 1-Figure 7The concave-convex driving belt 8 is located below the external frame 5. The outer surface of the concave-convex driving belt 8 is provided with a plurality of round protrusions 801 of different sizes. The outer surface of the concave-convex driving belt 8 is divided into a high convex surface 81, a flat convex surface 82, a short convex surface 83, an oblique convex surface 84 and a smooth surface 85. The positions of the concave-convex driving belt 8 where the round protrusions 801 are not provided are all smooth surfaces 85. The length of the round protrusions 801 of the high convex surface 81 is greater than that of the other outer surfaces, which can instantly generate a large impact vibration force on the external frame 5, simulating the strong bumps when the vehicle passes through large potholes or speed bumps during driving. The number density of the round protrusions 801 of the short convex surface 83 is greater than that of the other outer surfaces, which is similar to the vibration of the vehicle when it is driving on a continuous pebble road or a rough road. The length of the round protrusions 801 of the oblique convex surface 84 gradually increases in the direction away from the high convex surface 81, which will cause the vibration force on the external frame 5 to present a regular gradual change process, which can simulate the stress state of the vehicle when it is driving on a road with a certain slope change or uneven undulations.

[0028] Reference Figure 2-Figure 6 A limit frame 101 is provided in the middle of the top of the frame 1, a support frame 102 is provided at the bottom of the frame 1, a servo motor 103 is provided on one side of the support frame 102, a transmission belt 104 is sleeved on the output end of the servo motor 103, a bidirectional screw rod 105 is rotatably connected inside the frame 1, a limit rod 106 is fixedly connected inside the frame 1, a plurality of support frames 102 are provided, and the concave-convex driving belt 8 is rotatably connected inside the plurality of support frames 102.

[0029] The two ends of the straight rod 9 are respectively sleeved on the outside of the bidirectional screw rod 105 and the limit rod 106 , the transmission belt 104 is sleeved between the servo motor 103 and the bidirectional screw rod 105 , and the concave-convex driving belt 8 is connected to the output end of the servo motor 103 .

[0030] The servo motor 103 drives the concave-convex driving belt 8 and the transmission belt 104 , and the transmission belt 104 is used to rotate the bidirectional screw rod 105 , and the bidirectional screw rod 105 causes the straight rod 9 to reciprocate along the path of the limit rod 106 , thereby driving the linkage rod 62 to move.

[0031] Specifically, the concave-convex drive belt 8 starts to run under the drive of the servo motor 103. As the concave-convex drive belt 8 rotates, different areas of its outer surface contact the external frame 5 in turn. When the high convex surface 81 contacts the external frame 5, the oblong protrusion 801 generates a strong impact vibration force. When the flat convex surface 82 contacts the external frame 5, a relatively stable vibration with moderate amplitude is generated. The high-frequency small vibration brought by the short convex surface 83 and the gradual vibration force generated by the inclined convex surface 84 are transmitted to the driven rod 4. When the sleeve 6 moves along the guide track of the straight rod 9 and the arc plate 7, it will drive the driven rod 4 to rotate back and forth, simulating the torsional force borne by the drive shaft under working conditions such as vehicle turning. The spring 10 is connected between the frame 1 and the external frame 5 to buffer and adjust the vibration force in the whole process, so that the load borne by the driven rod 4 can provide a test result that is closer to the actual situation, reduce the waste of research and development costs caused by inaccurate testing, and accelerate the product development process.

[0032] Reference Figure 2-Figure 6 The distance between the bottom end of the linkage rod 62 and the straight rod 9 is greater than the length of the high convex surface 81 to ensure that when the driven rod 4 is affected by the concave-convex driving belt 8 and moves, the linkage rod 62 will not escape the restriction of the straight rod 9.

[0033] Reference Figure 1-Figure 8 The external frame 5 includes a hollow plate 51 arranged on the top of the frame 1, a connecting rod 52 fixedly connected to the bottom of the hollow plate 51, and a rotating wheel 53 rotatably connected to the bottom of the connecting rod 52. The hollow plate 51 is provided with a limited arc groove 511, and the rotating wheel 53 fits with the surface of the concave-convex driving belt 8, so that the vibration force generated by the concave-convex driving belt 8 can be more efficiently and directly transmitted to the rotating wheel 53, and then transmitted to the driven rod 4, thereby enhancing the authenticity and accuracy of the vehicle driving vibration simulation. The center of the circular arc groove 71 is located at the connection between the active rod 3 and the driven rod 4, so that when the driven rod 4 rotates, it rotates with the connection point between the active rod 3 and the driven rod 4 as the center, and the circular arc groove 71 is concentric with the limited arc groove 511.

[0034] Specifically, the design of the upper limit arc groove 511 on the hollow plate 51 being concentric with the arc groove 71 on the arc plate 7 ensures that when simulating vehicle turning and other working conditions, the movement trajectory of the driven rod 4 is more accurate and closer to the movement state of the transmission shaft when the actual vehicle is driving.

[0035] Reference Figure 1-Figure 10Two limiting slots 1011 are symmetrically provided inside the limiting frame 101, and the outside of the active rod 3 is sleeved with a first shaft sleeve 11, and the two ends of the first shaft sleeve 11 are located inside the limiting slot 1011. The limiting slot 1011 restricts the first shaft sleeve 11, so that the active rod 3 can only move up and down, and avoids the friction between the active rod 3 and external components. The outside of the driven rod 4 is sleeved with a second shaft sleeve 12, and the top and bottom of the second shaft sleeve 12 are located inside the limiting arc groove 511. The second shaft sleeve 12 is located between the driven rod 4 and the hollow plate 51, and when the hollow plate 51 moves up and down, it will drive the second shaft sleeve 12 and the driven rod 4 to move synchronously. The second shaft sleeve 12 supports the driven rod 4 to avoid direct contact between the driven rod 4 and the hollow plate 51, which may cause friction damage.

[0036] Reference Figure 1-Figure 10 The transmission device 2 includes a driving motor 21 fixedly connected to the top of the frame 1, a connecting sleeve 22 fixedly connected to the output end of the driving motor 21, and the connecting sleeve 22 is connected to the active rod 3.

[0037] Specifically, the test device can effectively isolate motor vibration, ensure that the entire drive shaft is mainly affected by the simulated vehicle driving condition load during the test, ensure that the external test conditions are controllable, and thus improve the accuracy of the test results.

[0038] The working principle of the present invention is as follows: after the test device is started, the driving motor 21 first starts the power transmission process, and the connecting sleeve 22 connected to its output end drives the active rod 3 to rotate. The active rod 3 rotates outside the first shaft sleeve 11 to avoid friction interference with external components and ensure stable power transmission. At the same time, the output end of the servo motor 103 is sleeved with the transmission belt 104, and the transmission belt 104 is sleeved between the servo motor 103 and the bidirectional screw rod 105, driving the bidirectional screw rod 105 to rotate. When the bidirectional screw rod 105 rotates, the straight rod 9 reciprocates along the path of the limit rod 106. When the straight rod 9 drives the linkage rod 62 to translate, the top of the linkage rod 62 moves along the path of the arc slot 71, and the bottom slides in the straight slot 91. This double guide enables the linkage rod 62 to drive the square sleeve 61 to move, and then causes one end of the driven rod 4 to rotate around the connection point with the active rod 3, simulating the torsional force borne by the transmission shaft under working conditions such as vehicle turning. Due to the arc The center of the notch 71 is located at the connection between the active rod 3 and the driven rod 4, and the arc notch 71 is concentric with the limit arc groove 511 of the hollow plate 51 on the external frame 5, which ensures that the movement trajectory of the driven rod 4 is accurate when simulating a turn, which is close to the movement state of the transmission shaft when the actual vehicle is driving. At the same time, the servo motor 103 also drives the concave-convex driving belt 8 to operate, and the concave-convex driving belt 8 is rotatably connected to the inside of multiple support frames 102, which are arranged at the bottom of the frame 1, enhancing the overall stability. Qualitatively, the high convex surface 81, the flat convex surface 82, the short convex surface 83, the inclined convex surface 84 and the smooth surface 85 on the outside of the concave-convex driving belt 8 are provided with a plurality of round protrusions 801 of different sizes. When the concave-convex driving belt 8 rotates, its outer surface contacts the rotating wheel 53, so that the hollow plate 51 and the connecting rod 52 move upward, and at the same time, the spring 10 is stretched, and the external frame 5 will transmit the uneven vibration force to the driven rod 4 through the external frame 5, simulating the irregular vibration received by the vehicle during driving.

[0039] It should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention rather than to limit it. Although the present invention has been described in detail with reference to the preferred embodiments, those skilled in the art should understand that the technical solutions of the present invention may be modified or replaced by equivalents without departing from the spirit and scope of the technical solutions of the present invention, which should all be included in the scope of the claims of the present invention.

Claims

1. An automobile transmission shaft fatigue test device, comprising a frame (1), characterized in that: The machine also includes a transmission device (2) connected to the top of the frame (1), an active rod (3) connected to the transmission device (2), a driven rod (4) connected to the active rod (3), an external frame (5) slidably connected to the inside of the frame (1), a sleeve frame (6) sleeved on the outside of the external frame (5), an arc plate (7) fixedly connected to the top of the frame (1), a concave-convex driving belt (8) arranged inside the frame (1), a straight rod (9) sleeved inside the frame (1), and a sleeve frame (6) connected to the external frame (5). A spring (10) is provided between the connecting frame (5) and the frame (1); the middle portion of the driven rod (4) is located inside the external connecting frame (5); the concave-convex driving belt (8) is located below the external connecting frame (5); the straight rod (9) and the arc plate (7) are used to guide and limit the sleeve frame (6); the concave-convex driving belt (8) generates an uneven vibration force which acts on the driven rod (4) through the external connecting frame (5); and the straight rod (9) passes through the sleeve frame (6) to cause the driven rod (4) to reciprocate; The sleeve frame (6) comprises a square sleeve (61) sleeved on the outside of one end of the driven rod (4), and a linkage rod (62) fixedly connected to the bottom of the square sleeve (61); The concave-convex drive belt (8) is located below the external frame (5); the outer surface of the concave-convex drive belt (8) is provided with a plurality of round bumps (801) of different sizes; the outer surface of the concave-convex drive belt (8) is divided into a high convex surface (81), a flat convex surface (82), a short convex surface (83), an oblique convex surface (84) and a smooth surface (85); the positions of the concave-convex drive belt (8) where no round bumps (801) are provided are all smooth surfaces (85); the length of the round bumps (801) on the high convex surface (81) is greater than that on the other outer surfaces; the number density of the round bumps (801) on the short convex surface (83) is greater than that on the other outer surfaces.

2. The automobile transmission shaft fatigue test device according to claim 1, characterized in that: The arc plate (7) is provided with an arc notch (71), the straight rod (9) is provided with a straight notch (91), and the linkage rod (62) passes through the straight notch (91) and the arc notch (71).

3. The automobile transmission shaft fatigue test device according to claim 2, characterized in that: A limit frame (101) is arranged in the middle of the top of the frame (1), a support frame (102) is arranged at the bottom of the frame (1), a servo motor (103) is arranged on one side of the support frame (102), a transmission belt (104) is sleeved on the output end of the servo motor (103), a bidirectional screw rod (105) is rotatably connected inside the frame (1), a limit rod (106) is fixedly connected inside the frame (1), a plurality of support frames (102) are arranged, and the concave-convex drive belt (8) is rotatably connected inside the plurality of support frames (102).

4. The automobile transmission shaft fatigue test device according to claim 3 is characterized in that: The two ends of the straight rod (9) are respectively sleeved on the outside of the bidirectional screw rod (105) and the limit rod (106), the transmission belt (104) is sleeved between the servo motor (103) and the bidirectional screw rod (105), and the concave-convex drive belt (8) is connected to the output end of the servo motor (103).

5. The automobile transmission shaft fatigue test device according to claim 1, characterized in that: The distance between the bottom end of the linkage rod (62) and the straight rod (9) is greater than the length of the high convex surface (81), and the length of the round protrusion (801) of the inclined convex surface (84) gradually increases in a direction away from the high convex surface (81).

6. The automobile transmission shaft fatigue test device according to claim 3, characterized in that: The external frame (5) comprises a hollow plate (51) arranged on the top of the frame (1), a connecting rod (52) fixedly connected to the bottom of the hollow plate (51), and a rotating wheel (53) rotatably connected to the bottom of the connecting rod (52), the hollow plate (51) is provided with a limiting arc groove (511), the rotating wheel (53) is in contact with the surface of the concave-convex driving belt (8), the center of the circular arc groove (71) is located at the connection between the active rod (3) and the driven rod (4), and the circular arc groove (71) and the limiting arc groove (511) are concentric.

7. The automobile transmission shaft fatigue test device according to claim 6, characterized in that: The limiting frame (101) is symmetrically provided with two limiting slots (1011) inside, the active rod (3) is sleeved with a first shaft sleeve (11) on the outside, and the two ends of the first shaft sleeve (11) are located inside the limiting slots (1011), the driven rod (4) is sleeved with a second shaft sleeve (12) on the outside, and the top and bottom of the second shaft sleeve (12) are located inside the limiting arc groove (511), and the second shaft sleeve (12) is located between the driven rod (4) and the hollow plate (51).

8. The automobile transmission shaft fatigue test device according to claim 1, characterized in that: The transmission device (2) comprises a driving motor (21) fixedly connected to the top of the frame (1), and a connecting sleeve (22) fixedly connected to the output end of the driving motor (21), wherein the connecting sleeve (22) is connected to the active rod (3).

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