Adjustable four-axis fatigue rack

Abstract

The invention discloses an adjustable four-axis fatigue rack, and relates to the technical field of engineering, the adjustable four-axis fatigue rack comprises a rack base, the two sides of the top end of the rack base are slidably connected with two groups of moving seats, the top ends of the four groups of moving seats are all provided with clamping heads, the four groups of clamping heads are divided into two pairs, and output shafts are installed in the two pairs of clamping heads; and two sets of threaded lead screws are arranged between the moving seat and the clamping head, a rotating plate is fixedly connected to the ends of one set of output shafts, and a single-head ball transmission rod is rotationally connected to the lower end of one side of the rotating plate. By arranging the four-channel fatigue rack, the service conditions of a vehicle under different road conditions and conditions can be simulated, real-time monitoring and data recording are carried out, engineers and designers are helped to recognize potential structure problems or performance bottlenecks, the device can simulate long-time driving and various load conditions, and the driving safety is improved. Therefore, potential fault points can be found and solved in advance, and the reliability and safety of the automobile in the market can be ensured.

Description

Technical Field

[0001] The present invention relates to the field of engineering technology, and specifically to an adjustable four-axis fatigue test bench. Background Art

[0002] Four-channel fatigue test benches involve knowledge and technologies in the fields of mechanical engineering, materials science, vehicle engineering, etc. In the automotive industry, fatigue test benches are mainly used to test the durability and fatigue life of automotive parts, and are an important engineering test equipment. The field of engineering technology involves applying scientific and mathematical knowledge, combined with practical experience, to solve engineering problems and achieve engineering goals.

[0003] Existing test benches only test in two directions or a single direction, which results in the inability to simultaneously simulate the actual stress conditions of parts, and thus unable to identify potential structural problems or performance bottlenecks. At the same time, they lack the simulation of various complex load patterns and cannot more realistically reflect the stress conditions suffered by automotive parts during driving. Therefore, an adjustable four-axis fatigue test bench is proposed. Summary of the Invention

[0004] Based on this, the purpose of the present invention is to provide an adjustable four-axis fatigue test bench to solve the technical problems raised in the above background.

[0005] To achieve the above purpose, the present invention provides the following technical solution: An adjustable four-axis fatigue test bench, including a bench base. On both sides of the top of the bench base, two groups of moving seats are slidably connected. On the top of the four groups of moving seats, clamping heads are provided. The four groups of clamping heads are divided into two pairs. Inside each of the two pairs of clamping heads, an output shaft is installed. Between the moving seat and the clamping head, two sets of threaded lead screws are provided. One end of a set of output shafts is fixedly connected to a rotating plate. At the lower end of one side of the rotating plate, a single-head ball transmission rod is rotatably connected. Between the two pairs of clamping heads, a round sleeve block is provided. On the top of the round sleeve block, a fixing plate is provided. On the top of the fixing plate, a transmission connection base is fixed. On the side wall of the transmission connection base, three sets of first double-head ball transmission rods are installed. At the upper ends of the three sets of first double-head ball transmission rods, a transmission connection seat is provided. On one side of the bottom of the fixing plate, two sets of first connection blocks are fixed. At the bottom end of the first connection block, a second double-head ball transmission rod is rotatably connected. On the side of the bottom of the fixing plate close to the first connection block, two sets of second connection blocks are fixed. At the bottom end of the second connection block, a third double-head ball transmission rod is rotatably connected.

[0006] As a preferred technical solution, bearings are installed inside each of the four groups of clamping heads, and the output shaft is fixed to the inner wall of the bearing.

[0007] As a preferred technical solution, fixed clamping heads are provided at one end of two adjacent output shafts.

[0008] As a preferred technical solution, a nut is rotatably connected to the outer wall of the threaded lead screw, and the nut is arranged on both the front and rear sides of the clamping head.

[0009] As a preferred technical solution, a slider is fixedly connected to the bottom end of the threaded lead screw, and a sliding groove for the slider to move is formed at the top end of the bench base.

[0010] As a preferred technical solution, two groups of the second double-headed ball transmission rods are horizontally arranged on one side of the bench base, two groups of the third double-headed ball transmission rods are longitudinally arranged at the front end of the bench base, and the single-headed ball transmission rod is obliquely arranged on one side of the rotating plate.

[0011] As a preferred technical solution, a first cross block is arranged at one end of two groups of the second double-headed ball transmission rods away from the first connecting block, and a second cross block is arranged at one end of two groups of the third double-headed ball transmission rods away from the second connecting block.

[0012] As a preferred technical solution, a driving assembly is arranged on one side of the first cross block, the second cross block, the single-headed ball transmission rod, and three groups of the first double-headed ball transmission rods.

[0013] In summary, the present invention mainly has the following beneficial effects: By setting up a four-channel fatigue bench, the present invention can simulate the use conditions of a vehicle under different road conditions and conditions, monitor and record data in real time, and help engineers and designers identify potential structural problems or performance bottlenecks. The device can simulate long-term driving and various load conditions, thereby discovering and solving potential fault points in advance, and ensuring the reliability and safety of the vehicle in the market. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Figure 1 It is a schematic diagram of the overall components of the present invention; Figure 2 It is a schematic diagram of the parts on the top of the bench base of the present invention; Figure 3 It is a schematic diagram of the moving seat of the present invention; Figure 4 It is a schematic diagram of the inside of the clamping head of the present invention; Figure 5 It is a schematic diagram of the first double-headed ball transmission rod and the second double-headed ball transmission rod of the present invention.

[0015] In the figure: 100, bench base; 110, moving seat; 120, clamping head; 121, bearing; 130, output shaft; 131, fixed chuck; 140, threaded lead screw; 141, nut; 150, slider; 151, chute; 160, rotating plate; 170, single-head ball transmission rod; 180, fixing plate; 181, round sleeve block; 190, transmission connection base; 1910, first double-head ball transmission rod; 1920, transmission connection seat; 1930, first connection block; 1940, second double-head ball transmission rod; 1941, first horizontal block; 1950, second connection block; 1960, third double-head ball transmission rod; 1961, second horizontal block. Detailed implementation mode

[0016] Next, the technical solutions in the embodiments of the present invention will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present invention. The embodiments described below by referring to the accompanying drawings are exemplary and are only used to explain the present invention and should not be construed as a limitation to the present invention.

[0017] Next, the embodiments of the present invention will be described according to the overall structure of the present invention.

[0018] An adjustable four-axis fatigue bench, as Figures 1-5 shown, includes a bench base 100. Two groups of moving seats 110 are slidably connected to both sides of the top end of the bench base 100. Clamping heads 120 are provided at the top ends of the four groups of moving seats 110. The four clamping heads 120 are divided into two pairs. Output shafts 130 are installed inside both pairs of clamping heads 120. Two groups of threaded lead screws 140 are provided between the moving seats 110 and the clamping heads 120. One end of a group of output shafts 130 is fixedly connected to a rotating plate 160. A single-head ball transmission rod 170 is rotatably connected to the lower end of one side of the rotating plate 160. A round sleeve block 181 is provided between the two pairs of clamping heads 120. A fixing plate 180 is provided at the top end of the round sleeve block 181. A transmission connection base 190 is fixed to the top end of the fixing plate 180. Three groups of first double-head ball transmission rods 1910 are installed on the side wall of the transmission connection base 190. A transmission connection seat 1920 is provided at the upper ends of the three groups of first double-head ball transmission rods 1910. Two groups of first connection blocks 1930 are fixed to one side of the bottom of the fixing plate 180. A second double-head ball transmission rod 1940 is rotatably connected to the bottom end of the first connection block 1930. Two groups of second connection blocks 1950 are fixed to the side of the bottom of the fixing plate 180 close to the first connection block 1930. A third double-head ball transmission rod 1960 is rotatably connected to the bottom end of the second connection block 1950.

[0019] The automotive parts are clamped and fixed between two groups of fixed chucks 131. Subsequently, multiple groups of drive components are activated, causing the single-headed ball transmission rod 170 to push the rotating plate 160 to rotate reciprocally. The rotating plate 160 drives a group of output shafts 130 to rotate synchronously, and then the output shafts 130 drive the automotive parts to rotate reciprocally through the fixed chucks 131. At the same time, the first cross block 1941 pushes two groups of second double-headed ball transmission rods 1940 to move back and forth, causing the first connecting block 1930 to drive the fixed plate 180 to swing. The second cross block 1961 pushes two groups of third double-headed ball transmission rods 1960 to reciprocate, and the third double-headed ball transmission rods 1960 drive the fixed plate 180 to swing reciprocally through the second connecting block 1950. Three groups of first double-headed ball transmission rods 1910 also cause the fixed plate 180 to swing, and the fixed plate 180 drives the automotive parts to perform operations such as torsion, bending, and compression through the round sleeve block 181 to more realistically reflect the stress conditions experienced by the parts during driving. Through the action of the single-headed ball transmission rod 170, the first double-headed ball transmission rod 1910, the second double-headed ball transmission rod 1940, and the third double-headed ball transmission rod 1960, multi-axial loads are achieved, thereby simulating various complex load modes. By setting up a four-channel fatigue test bench, the usage conditions of the vehicle under different road conditions and conditions can be simulated, and data can be monitored and recorded in real time to help engineers and designers identify potential structural problems or performance bottlenecks. This device can simulate long-term driving and various load conditions, thereby discovering and solving potential fault points in advance to ensure the reliability and safety of the vehicle in the market.

[0020] Please refer specifically to Figures 2 to 4 , bearings 121 are installed inside all four groups of clamping chucks 120. The output shafts 130 are fixed to the inner walls of the bearings 121. Fixed chucks 131 are provided at adjacent ends of the two output shafts 130. The nut 141 is rotatably connected to the curved outer wall of the threaded lead screw 140, and the nut 141 is provided on the front and back sides of the clamping chuck 120.

[0021] By setting the fixed chuck 131, better clamping of the automotive parts can be achieved. Through the cooperation of the nut 141 and the threaded lead screw 140, the moving seat 110 and the clamping chuck 120 can be fixed.

[0022] Please refer specifically to Figure 3 , the bottom end of the threaded lead screw 140 is fixedly connected to a slider 150, and a sliding groove 151 for the slider 150 to move is opened at the top end of the bench base 100.

[0023] Through the mutual cooperation of the slider 150 and the sliding groove 151, it can effectively make the moving seat 110 drive the clamping chuck 120 to slide more stably.

[0024] Please refer specifically to Figure 1 andFigure 5 , two groups of second double-headed ball screw drive rods 1940 are horizontally arranged on one side of the bench base 100, two groups of third double-headed ball screw drive rods 1960 are longitudinally arranged at the front end of the bench base 100, a single-headed ball screw drive rod 170 is obliquely arranged on one side of the rotating plate 160, and one end of each of the two groups of second double-headed ball screw drive rods 1940 away from the first connecting block 1930 is provided with a first cross block 1941, and one end of each of the two groups of third double-headed ball screw drive rods 1960 away from the second connecting block 1950 is provided with a second cross block 1961. Driving components are arranged on one side of the first cross block 1941, the second cross block 1961, the single-headed ball screw drive rod 170, and the three groups of first double-headed ball screw drive rods 1910.

[0025] By setting up a four-channel fatigue rig, the load in each axial direction can be more precisely controlled, thereby realizing the simulation of various complex load patterns.

[0026] During use, the automotive parts are clamped and fixed by placing them between two groups of fixed chucks 131. Subsequently, multiple groups of driving components are started. Under the action of the single-headed ball screw drive rod 170, the first double-headed ball screw drive rods 1910, the second double-headed ball screw drive rods 1940, and the third double-headed ball screw drive rods 1960, multi-axial loads are realized, thereby simulating various complex load patterns. By setting up a four-channel fatigue bench, the usage conditions of the vehicle under different road conditions and conditions can be simulated, and data can be monitored and recorded in real time, helping engineers and designers identify potential structural problems or performance bottlenecks. This device can simulate long-time driving and various load conditions, thereby discovering and solving potential fault points in advance, ensuring the reliability and safety of the vehicle in the market. The parts not involved in this device are the same as the prior art or can be implemented using the prior art.

[0027] Although the embodiments of the present invention have been shown and described, this specific embodiment is only an explanation of the present invention and is not a limitation of the invention. The specific features, structures, materials, or characteristics described can be combined in a suitable manner in any one or more embodiments or examples. After reading this specification, those skilled in the art can make modifications, substitutions, and variations that do not contribute creatively to the embodiments according to needs, but as long as they are within the scope of the claims of the present invention, they are protected by the patent law.

Claims

1. An adjustable four-axis fatigue test bench, comprising a bench base (100), characterized in that: Two groups of movable seats (110) are slidably connected to both sides of the top of the platform base (100), and the tops of the four groups of movable seats (110) are provided with chucks (120). The four groups of chucks (120) are divided into two pairs, and output shafts (130) are installed inside the two pairs of chucks (120). Two groups of threaded screws (140) are provided between the movable seats (110) and the chucks (120), and the end of one group of output shafts (130) is fixedly connected to a rotating plate (160), and the lower end of one side of the rotating plate (160) is rotatably connected to a single-head ball transmission rod (170), and a circular sleeve block (181) is provided between the two pairs of chucks (120), and a fixed plate (180) is provided at the top of the circular sleeve block (181). A transmission connection base (190) is fixed to the top of the fixed plate (180), and three groups of first double-headed ball transmission rods (1910) are installed on the side wall of the transmission connection base (190). The upper ends of the three groups of first double-headed ball transmission rods (1910) are provided with transmission connection seats (1920). Two groups of first connection blocks (1930) are fixed to one side of the bottom of the fixed plate (180), and the bottom ends of the first connection blocks (1930) are rotatably connected to the second double-headed ball transmission rod (1940). Two groups of second connection blocks (1950) are fixed to one side of the bottom of the fixed plate (180) close to the first connection blocks (1930), and the bottom ends of the second connection blocks (1950) are rotatably connected to the third double-headed ball transmission rod (1960).

2. The adjustable four-axis fatigue test bench according to claim 1, characterized in that: The four groups of chucks (120) are all equipped with bearings (121) inside, and the output shaft (130) is fixed to the inner wall of the bearing (121).

3. The adjustable four-axis fatigue test bench according to claim 1, characterized in that: Adjacent ends of the two groups of output shafts (130) are each provided with a fixing clamp (131).

4. The adjustable four-axis fatigue test bench according to claim 1, characterized in that: The curved outer wall of the threaded screw rod (140) is rotatably connected to a nut (141), and the nut (141) is arranged on both the front and rear sides of the chuck (120).

5. The adjustable four-axis fatigue test bench according to claim 1, characterized in that: The bottom end of the threaded screw rod (140) is fixedly connected to a slider (150), and the top end of the platform base (100) is provided with a slide groove (151) for the slider (150) to move.

6. The adjustable four-axis fatigue test bench according to claim 1, characterized in that: Two groups of the second double-headed ball transmission rods (1940) are transversely arranged on one side of the stand base (100), two groups of the third double-headed ball transmission rods (1960) are longitudinally arranged on the front end of the stand base (100), and the single-headed ball transmission rod (170) is tiltedly arranged on one side of the rotating plate (160).

7. The adjustable four-axis fatigue test bench according to claim 1, characterized in that: The two groups of the second double-headed ball transmission rods (1940) are provided with a first transverse block (1941) at one end away from the first connecting block (1930), and the two groups of the third double-headed ball transmission rods (1960) are provided with a second transverse block (1961) at one end away from the second connecting block (1950).

8. The adjustable four-axis fatigue test bench according to claim 7, characterized in that: A driving assembly is provided on one side of the first cross block (1941), the second cross block (1961), the single-head ball transmission rod (170), and the three groups of the first double-head ball transmission rods (1910).

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