Automobile shaft joint testing device and method

Abstract

The invention relates to the field of automobile parts, and discloses an automobile shaft joint testing device and method, and the device comprises a test bench which is used for installing a shaft joint to be tested; the test bench comprises a loading clamp assembly used for fixing a shaft joint, and a plurality of connecting rods connected with the shaft joint. The first end of the connecting rod is connected with the shaft joint, and the second end is connected with a preset fixing point through a fixing piece; and the load output end is used for applying a cyclic load of a preset working condition to the shaft joint through the loading clamp assembly so as to obtain the lossless cycle index of the shaft joint, and the durability of the shaft joint is determined according to the lossless cycle index. The test bench is used for carrying out durability test on the shaft joint, the durability of the shaft joint can be verified in the product design stage, product development defects and redundancy are avoided in advance, the development cost is reduced, and the development period is shortened.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of automobile parts, in particular to an automobile axle joint testing device and method. BACKGROUND

[0002] With the rapid development of the automobile industry, the safety performance of automobiles is increasingly valued by people. As a key component in the automobile suspension structure, the automobile axle joint bears the functions of connecting the suspension system, steering system, brake, etc. during the driving of the automobile, and also bears various complex loads such as vertical force, lateral force, longitudinal force, braking force, etc. from the road. The size and direction of these loads change constantly with the change of the driving state of the vehicle, which brings great challenges to the axle joint.

[0003] In actual use, since the load borne by the axle joint is mostly alternating load, and the load amplitude changes at any time, such working environment is extremely easy to cause fatigue cracks in the axle joint. The initiation and propagation of fatigue cracks will seriously affect the performance of the axle joint, and even cause fatigue cracking failure. Once the axle joint has fatigue cracks, it will not only affect the driving stability of the automobile, but also may cause safety accidents, which poses a threat to the life safety of the passengers. Therefore, it is of great practical significance to fully verify the durability performance of the automobile axle joint and ensure its safety and reliability in use.

[0004] However, the existing axle joint testing methods mainly include vehicle verification test and component bench test. The vehicle verification test needs to be carried out after the sample vehicle, but mainly investigates the performance of each system of the vehicle, and is not a test solely for the durability performance of the axle joint. Moreover, the test cycle is long, and the manpower and material resources are large. The load of the component bench test needs to be collected from the vehicle road test, and then decomposed through multi-body dynamics calculation, which not only cannot complete the related verification test in the product design stage, but also has poor load precision and reliability of simulation calculation, resulting in a very long verification process of the bench durability test. In this case, the designed product is prone to redundant design or lack of design, thereby affecting the cycle and cost of product development. SUMMARY

[0005] Therefore, it is necessary to provide an automobile axle joint testing device and method to shorten the design cycle of the automobile axle joint and reduce the product development and design cost.

[0006] An automobile axle joint testing device comprises:

[0007] A test bench for installing an axle joint to be tested; the test bench comprises a loading clamp assembly for fixing the axle joint, and a plurality of connecting rods connected with the axle joint; a first end of the connecting rod is connected with the axle joint, and a second end is connected with a preset fixed point through a fixing member;

[0008] a load output end, configured to apply a preset working condition cyclic load to the axle joint through the loading fixture assembly to obtain a non-destructive cycle number of the axle joint, and determine the endurance performance of the axle joint according to the non-destructive cycle number.

[0009] A method for testing an automobile axle joint, comprising:

[0010] installing the axle joint to be tested on the automobile axle joint testing device;

[0011] applying a preset working condition cyclic load to the axle joint through the loading fixture assembly to obtain a non-destructive cycle number of the axle joint;

[0012] determining the endurance performance of the axle joint according to the non-destructive cycle number.

[0013] A computer device, comprising a memory, a processor, and computer readable instructions stored in the memory and executable on the processor, wherein the processor executes the computer readable instructions to implement the above-mentioned method for testing an automobile axle joint.

[0014] One or more readable storage media storing computer readable instructions, wherein the computer readable instructions are executed by one or more processors to cause the one or more processors to execute the above-mentioned method for testing an automobile axle joint.

[0015] The above-mentioned automobile axle joint testing device and method use a test bench to perform endurance testing on an axle joint, which can verify the endurance performance of the axle joint in the product design stage, avoid product development defects and redundancy in advance, reduce development costs, and shorten the development cycle. BRIEF DESCRIPTION OF DRAWINGS

[0016] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following will briefly introduce the drawings needed to be used in the description of the embodiments of the present application. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can also be obtained by those skilled in the art without creative labor.

[0017] Figure 1 is a structural schematic diagram of an automobile axle joint testing device in an embodiment of the present application;

[0018] Figure 2 is a structural schematic diagram of a brake tool fixture in an embodiment of the present application;

[0019] Figure 3 is a structural schematic diagram of a loading fixture assembly in an embodiment of the present application;

[0020] Figure 4is a flowchart of a vehicle axle joint testing method in an embodiment of the present application;

[0021] Figure 5 is a load curve under braking conditions in an embodiment of the present application;

[0022] Figure 6 is a load curve under longitudinal conditions in an embodiment of the present application;

[0023] Figure 7 is a load curve under lateral conditions in an embodiment of the present application;

[0024] Figure 8 is a load curve under vertical conditions in an embodiment of the present application;

[0025] Figure 9 is a schematic diagram of a computer device in an embodiment of the present application. DETAILED DESCRIPTION

[0026] The technical solutions in the embodiments of the present application will be described clearly and completely below with reference to the accompanying drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative work fall within the scope of the present application.

[0027] In an embodiment, as shown in Figure 1 , a vehicle axle joint testing device is provided, comprising:

[0028] a test bench for mounting the axle joint 011 to be tested; the test bench comprises a loading clamp assembly 001 for fixing the axle joint 011, and a plurality of connecting rods connected with the axle joint 011; the first end of the connecting rod is connected with the axle joint 011, and the second end is connected with a preset fixed point through a fixing member;

[0029] a load output end (not shown) for applying a cyclic load of a preset working condition to the axle joint 011 through the loading clamp assembly 001 to obtain the number of non-destructive cycles of the axle joint 011, and determining the durability of the axle joint 011 according to the number of non-destructive cycles.

[0030] Understandably, the automobile axle joint (hereinafter referred to as the axle joint) is also called the universal joint, which is used to connect the front axle half shaft and the wheel, responsible for the functions of driving and steering, and can ensure the continuous transmission of power of the automobile under different working conditions. The automobile axle joint testing device refers to a device for testing the durability of the automobile axle joint, which comprises a test bench and a load output end. Among them, the test bench comprises a plurality of tooling parts connected with the axle joint 011, such as a loading clamp assembly 001, a connecting rod, etc. These tooling parts are installed on the test bench according to the design space position of the automobile system parts, so as to simulate the real working environment of the axle joint 011. The axle joint 011 mounting plate in the loading clamp assembly 001 is used to replace the wheel to simulate the load applied to the axle joint 011. The connecting rod is used to replace various automobile parts connected with the axle joint 011, such as a suspension swing arm, a steering pull rod 007, a shock absorber and a brake, etc. The connecting rod comprises a first end and a second end, the first end is connected with the axle joint 011, and the second end is connected with a preset fixed point through a fixing part. The fixing part can be selected according to actual needs, such as a fixed base. The preset fixed point can be a fixed iron block or the ground.

[0031] The load output end can be a hydraulic servo actuator, which is used to apply various types of preset working condition cyclic loads to the axle joint 011 to record the lossless cycle number of the axle joint 011. Here, the preset working condition can be set according to actual conditions, such as brake condition, longitudinal condition, lateral condition, vertical condition, etc.

[0032] During the test, the axle joint 011 is stopped every certain period of time (such as 1 hour) to observe whether cracks appear, and the cycle number of the applied load is recorded. The lossless cycle number can be the last recorded cycle number before the axle joint 011 is found to have cracks. If the axle joint 011 cracks during the test (i.e. the lossless cycle number is less than the target number), it is determined that the axle joint 011 cannot meet the durability test requirements, and the structure of the axle joint 011 needs to be optimized. If the lossless cycle number of the axle joint 011 reaches the target number, the axle joint 011 can be further checked for cracking and magnetic powder flaw detection. If the magnetic powder flaw detection meets the requirements, it means that the lossless cycle number of the axle joint 011 is not less than the target number, and it can be determined that the current axle joint 011 meets the durability test requirements.

[0033] The automobile axle joint testing device provided in the embodiment uses the test bench to test the durability of the axle joint, which can verify the durability performance of the axle joint in the product design stage, avoid product development defects and redundancy in advance, reduce development cost, and shorten the development cycle.

[0034] Optionally, the plurality of connecting rods comprises a first lower arm connecting rod 003, a second lower arm connecting rod 004, a steering pull rod 007 and a shock absorber replacement arm 009.

[0035] The fixing parts include the first lower swing arm base 005, the second lower swing arm base 006, the steering pull rod base 008 and the shock absorber base 010;

[0036] The preset fixing points include the first lower swing arm base 005 fixing point, the second lower swing arm base 006 fixing point, the steering pull rod base 008 fixing point and the shock absorber base 010 fixing point;

[0037] The first end of the first lower arm connecting rod 003 and the first end of the second lower arm connecting rod 004 are connected on the lower arm fixing position of the axle joint 011 through the lower arm connecting block 002; the second end of the first lower arm connecting rod 003 is fixed on the first lower swing arm base fixing point through the first lower swing arm base 005; the second end of the second lower arm connecting rod 004 is fixed on the second lower swing arm base fixing point through the second lower swing arm base 006;

[0038] The first end of the steering pull rod 007 is connected on the steering pull rod fixing position of the axle joint 011; the second end of the steering pull rod 007 is fixed on the steering pull rod base fixing point through the steering pull rod base 008;

[0039] The first end of the shock absorber substitute arm 009 is connected on the shock absorber fixing position of the axle joint 011; the second end of the shock absorber substitute arm 009 is fixed on the shock absorber base fixing point through the shock absorber base 010.

[0040] It can be understood that a plurality of connecting rods can be provided to substitute various automobile parts connected with the axle joint 011 to simulate the real working environment of the axle joint 011. These connecting rods include the first lower arm connecting rod 003, the second lower arm connecting rod 004, the steering pull rod 007 and the shock absorber substitute arm 009. Each connecting rod has corresponding fixing parts and preset fixing points.

[0041] The axle joint 011 includes a plurality of fixing positions, such as the lower arm fixing position, the steering pull rod fixing position and the shock absorber fixing position. A plurality of preset fixing points can be provided, such as the first lower swing arm base fixing point, the second lower swing arm base fixing point, the steering pull rod base fixing point and the shock absorber base fixing point. The positions of these preset fixing points can be arranged according to the design space positions of automobile system parts.

[0042] Specifically, the first lower arm connecting rod 003 and the second lower arm connecting rod 004 can be arranged, the first end of the first lower arm connecting rod 003 and the first end of the second lower arm connecting rod 004 are connected on the lower arm fixing position of the axle joint 011 through the lower arm connecting block 002; the second end of the first lower arm connecting rod 003 is fixed on the first lower swing arm base 005 fixing point through the first lower swing arm base 005; the second end of the second lower arm connecting rod 004 is fixed on the second lower swing arm base 006 fixing point through the second lower swing arm base 006. In some examples, the second end of the first lower arm connecting rod 003 is connected with the first lower swing arm base 005 through a hinge, and the first lower swing arm base 005 is fixed on the first lower swing arm base 005 fixing point through a bolt.

[0043] The steering pull rod 007 can be arranged, the first end of the steering pull rod 007 is connected on the steering pull rod fixing position of the axle joint 011; the second end of the steering pull rod 007 is fixed on the steering pull rod base fixing point through the steering pull rod base 008. In some examples, the second end of the steering pull rod 007 is connected with the steering pull rod base 008 through a hinge, and the steering pull rod base 008 is fixed on the steering pull rod base fixing point through a bolt.

[0044] The shock absorber alternative arm 009 can be arranged, the first end of the shock absorber alternative arm 009 is connected on the shock absorber fixing position of the axle joint 011; the second end of the shock absorber alternative arm 009 is fixed on the shock absorber base fixing point through the shock absorber base 010. In some examples, the second end of the shock absorber alternative arm 009 is connected with the shock absorber base 010 through a hinge, and the shock absorber base 010 is fixed on the shock absorber base fixing point through a bolt.

[0045] The embodiment is provided with a plurality of connecting rods, fixing members and preset fixing points, which are used to replace various automobile components connected with the axle joint 011 and simulate the real working environment of the axle joint 011.

[0046] Optionally, as shown in Figure 1 and Figure 2 When the preset working condition is the braking working condition, the test bench further comprises a brake tool clamp 012;

[0047] The brake tool clamp 012 is provided with a center mounting hole 0123 in the middle part, and is provided with a first axle joint connecting part 0121 and a second axle joint connecting part 0122 at both ends; the brake tool clamp 012 is installed on the loading clamp assembly 001 through the center mounting hole 0123; the first axle joint connecting part 0121 and the second axle joint connecting part 0122 are connected with the axle joint 011; and after the test bench is installed, the center of the center mounting hole 0123 coincides with the effective braking center of the braking system.

[0048] Understandably, when the brake working condition test is carried out, the brake tool clamp 012 needs to be installed on the loading clamp assembly 001. The middle part of the brake tool clamp 012 is provided with a center mounting hole 0123, and the brake tool clamp 012 can be fixed on the loading clamp assembly 001 by using a bolt passing through the center mounting hole 0123. The upper end of the brake tool clamp 012 is provided with a first shaft joint connecting part 0121, and the lower end is provided with a second shaft joint connecting part 0122, which is connected with the first brake connecting part of the shaft joint 011 through the first shaft joint connecting part 0121, and is connected with the second brake connecting part of the shaft joint 011 through the second shaft joint connecting part 0122. In some examples, the first shaft joint connecting part 0121 and the second shaft joint connecting part 0122 can be hinged mounting holes, which are hinged with the shaft joint 011. After the test bench is installed, the center of the center mounting hole 0123 coincides with the effective brake center of the brake system, so that the stress condition of the shaft joint 011 in the brake working condition is the same as or close to the stress condition in the real brake working condition.

[0049] The brake tool clamp 012 provided by the embodiment can better restore the brake working condition and help to obtain the durability performance of the shaft joint 011 closer to the real condition.

[0050] Optionally, the first shaft joint connecting part 0121 comprises a first mounting hole, which is connected with the shaft joint 011 by a bolt;

[0051] The second shaft joint connecting part 0122 comprises a second mounting hole, which is connected with the shaft joint 011 by a bolt;

[0052] The brake tool clamp 012 is installed on the loading clamp assembly 001 by a bolt passing through the center mounting hole 0123.

[0053] Understandably, the brake tool clamp 012 is provided with the first shaft joint connecting part 0121 and the second shaft joint connecting part 0122 at both ends. As shown in Figure 2 , the first shaft joint connecting part 0121 comprises a first mounting hole, which can be connected with the shaft joint 011 by a bolt; the second shaft joint connecting part 0122 comprises a second mounting hole, which can be connected with the shaft joint 011 by a bolt. The middle part of the brake tool clamp 012 is also provided with a center mounting hole 0123, and the brake tool clamp 012 can be installed on the loading clamp assembly 001 by a bolt passing through the center mounting hole 0123.

[0054] The embodiment provides a detailed structure of the brake tool clamp 012, which can better adapt to the shaft joint 011 in the brake working condition and meet the test requirements.

[0055] Optionally, as shown in Figure 3 , the loading clamp assembly 001 comprises a shaft joint mounting plate 0012 and a loading support 0011;

[0056] One end of the shaft joint mounting plate 0012 is fixed to the loading support 0011;

[0057] The shaft joint mounting plate 0012 has a shaft joint mounting position in the middle for fixing and connecting shaft joint 011.

[0058] Understandably, the loading fixture assembly 001 includes a joint mounting plate 0012 and a loading support 0011. The loading support 0011 includes a load output rod, a load loading platform, and a mounting plate positioning block. One end of the load output rod is fixed in the load loading platform, and the other end is connected to the load output end. One end of the joint mounting plate 0012 is fixed to the load loading platform of the loading support 0011 and is limited by the mounting plate positioning block. The cross-section of the load loading platform can be an inverted trapezoid, with the length of the base of the trapezoid containing the joint mounting plate 0012 being greater than the length of the base of the trapezoid containing the load output rod. The mounting plate positioning block can be a triangular prism, with the included angle between two of its sides being 90°. A joint mounting position is provided in the middle of the joint mounting plate 0012, including multiple mounting holes, allowing the joint 011 to be fixed to the joint mounting plate 0012 with bolts. Here, the joint mounting plate 0012 is used to simulate a wheel.

[0059] This embodiment provides a refined structure for the loading fixture assembly 001, which can better adapt to the shaft joint 011 and meet testing requirements.

[0060] Optionally, the distance between the loading point at the load output end and the center point of the mounting plate of the axle joint 011 is equal to the effective radius of the wheel.

[0061] Understandably, the loading point at the load output end can be the connection point between the load loading platform and the axle joint mounting plate 0012, equivalent to the tire contact point. The axle joint mounting plate 0012 is used to simulate a wheel, and its center point refers to the equivalent position of the wheel's center, which can be determined based on actual testing. The effective radius of the wheel refers to the radius of the part of the vehicle's tire in contact with the ground, that is, the radius of the effective contact area between the vehicle and the ground during driving. The distance between the loading point and the center point of the axle joint mounting plate 0012 is equal to the effective radius of the wheel.

[0062] In this embodiment, by adjusting the distance between the loading point at the load output end and the center point of the axle joint mounting plate 0012, the bench test state can be made completely consistent with the vehicle design state, thereby improving the reliability of the test verification results.

[0063] In one embodiment, such as Figure 4 As shown, a method for testing automotive axle joints is provided, including:

[0064] S10. Install the axle joint to be tested on any of the above-mentioned automotive axle joint testing devices;

[0065] S20. Apply a preset working condition cyclic load to the shaft joint by loading the clamp assembly to obtain the number of non-destructive cycles of the shaft joint;

[0066] S30. Determine the durability of the shaft joint based on the number of non-destructive cycles.

[0067] Understandably, it can be done according to Figure 1 Assemble the automotive axle joint testing device and install the axle joint to be tested. Apply a cyclic load under preset conditions to the axle joint using the loading fixture assembly. The preset conditions can be set according to actual needs. In some examples, the preset conditions can be braking, longitudinal, lateral, and retrograde conditions. Cyclic load refers to the load applied to the axle joint repeatedly using a preset load curve; the cyclic loads corresponding to different conditions vary. During the process of applying load to the axle joint, periodically check for cracks and record the number of load cycles. The non-destructive cycle count can be the most recent recorded cycle count before cracks are found in the axle joint.

[0068] The automotive axle joint testing method provided in this embodiment uses an automotive axle joint testing device to perform durability testing on the axle joint. This allows for verification of the axle joint's durability performance during the product design phase, proactively avoiding product development defects and redundancies, reducing development costs, and shortening the development cycle.

[0069] Optionally, the preset operating conditions include braking conditions;

[0070] Under the braking condition, the load curve of each cycle includes multiple sine waves with a loading frequency between 1Hz and 4Hz. The amplitude of the first sine wave is between -0.6G and +0.6G, where G is the full load wheel load. The amplitude of the second sine wave is between -1.0G and +1.0G. The ratio of the number of loading cycles of the first sine wave to the second sine wave is 3:1.

[0071] Understandably, the load curve under braking conditions can be set according to actual needs. In one example, such as... Figure 5 As shown, Figure 5 The load curve under braking conditions is shown, with time on the horizontal axis and load on the vertical axis. One cycle of the load curve consists of four sine waves: three first sine waves and one second sine wave. The ratio of the number of loading cycles for the first sine waves to the second sine waves is 3:1. The amplitude of the first sine wave is between -0.6G and +0.6G, and the amplitude of the second sine wave is between -1.0G and +1.0G. G represents the full-load wheel load. The full-load wheel load refers to the maximum design load borne by each wheel of the vehicle when it is fully loaded.

[0072] In some examples, the load application direction of the braking condition includes the vehicle's forward X direction and the rearward X direction.

[0073] This embodiment sets a load curve under braking conditions, which can effectively simulate the alternating loads experienced by the vehicle suspension system during actual road use. The amplitude of the load curve is set using a fully loaded wheel load, which is relevant to actual vehicle usage. Therefore, the axle joint durability performance under braking conditions tested using the load curve provided in this embodiment has high reliability.

[0074] Optionally, the preset working conditions include longitudinal working conditions;

[0075] Under the longitudinal working condition, the load curve of each cycle includes multiple sine waves with a loading frequency between 1Hz and 4Hz. The amplitude of the first sine wave is between -0.8G and +1G, where G is the full load wheel load. The amplitude of the second sine wave is between -1.0G and +1.2G. The ratio of the number of loading cycles of the first sine wave to the second sine wave is 3:1.

[0076] Understandably, the load curve for the longitudinal operating condition can be set according to actual needs. In one example, such as... Figure 6 As shown, Figure 6 This is the load curve under longitudinal loading conditions, with time on the horizontal axis and load on the vertical axis. One cycle of the load curve consists of four sine waves: three first sine waves and one second sine wave. The ratio of the number of loading cycles for the first sine waves to the second sine waves is 3:1. The amplitude of the first sine wave is between -0.8G and +1G, and the amplitude of the second sine wave is between -1.0G and +1.2G. G represents the full-load wheel load. The full-load wheel load refers to the maximum design load borne by each wheel of the vehicle when it is fully loaded.

[0077] In some examples, the load application direction for longitudinal load cases includes the vehicle's forward (X-direction) and rearward (X-direction).

[0078] This embodiment sets a load curve under longitudinal operating conditions, which can effectively simulate the alternating loads experienced by the vehicle suspension system during actual road use. The amplitude of the load curve is set using a fully loaded wheel load, which is related to actual vehicle usage. Therefore, the longitudinal operating condition axle joint durability performance tested using the load curve provided in this embodiment has high reliability.

[0079] Optionally, the preset operating conditions include lateral operating conditions;

[0080] Under the lateral working condition, the load curve of each cycle includes multiple sine waves with a loading frequency between 1Hz and 4Hz. The amplitude of the first sine wave is between -0.6G and +0.6G, where G is the full load wheel load. The amplitude of the second sine wave is between -1.0G and +1.0G. The ratio of the number of loading cycles of the first sine wave to the second sine wave is 3:1.

[0081] Understandably, the load curve for lateral conditions can be set according to actual needs. In one example, such as... Figure 7 As shown, Figure 7 The load curves under lateral loading conditions are shown, with time on the horizontal axis and load on the vertical axis. One cycle of the load curve consists of four sine waves: three first sine waves and one second sine wave. The ratio of the number of loading cycles for the first sine waves to the second sine waves is 3:1. The amplitude of the first sine wave is between -0.6G and +0.6G, and the amplitude of the second sine wave is between -1.0G and +1.0G. G represents the full-load wheel load. The full-load wheel load refers to the maximum design load borne by each wheel of the vehicle when it is fully loaded.

[0082] In some examples, the load application direction for lateral load conditions includes the vehicle's Y-direction inward and Y-direction outward.

[0083] This embodiment sets a load curve under lateral conditions, which can effectively simulate the alternating loads experienced by the vehicle suspension system during actual road use. The amplitude of the load curve is set using a fully loaded wheel load, which is related to actual vehicle usage. Therefore, the lateral condition axle joint durability performance tested using the load curve provided in this embodiment has high reliability.

[0084] Optionally, the preset working conditions include vertical working conditions;

[0085] Under the vertical working condition, the load curve of each cycle includes multiple sine waves with a loading frequency between 1Hz and 4Hz. The amplitude of the first sine wave is between -0.8G and +1.2G, where G is the full load wheel load. The amplitude of the second sine wave is between -1.0G and +2.0G. The ratio of the number of loading cycles of the first sine wave to the second sine wave is 3:1.

[0086] Understandably, the load curve for the vertical condition can be set according to actual needs. In one example, such as... Figure 8 As shown, Figure 8 The load curves for vertical load conditions are shown, with time on the horizontal axis and load on the vertical axis. One cycle of the load curve consists of four sine waves: three first sine waves and one second sine wave. The ratio of the number of loading cycles for the first sine waves to the second sine waves is 3:1. The amplitude of the first sine wave ranges from -0.8G to +1.2G, and the amplitude of the second sine wave ranges from -1.0G to +2.0G. G represents the full-load wheel load. The full-load wheel load refers to the maximum design load borne by each wheel of the vehicle under fully loaded conditions.

[0087] In some examples, the load application direction for vertical load conditions includes the Z-up direction and the Z-down direction of the entire vehicle.

[0088] This embodiment sets a load curve under vertical operating conditions, which can better simulate the alternating loads borne by the vehicle suspension system during actual road use. The amplitude of the load curve is set using a fully loaded wheel load, which is related to the actual usage conditions of the vehicle. Therefore, the vertical operating condition axle joint durability performance tested using the load curve provided in this embodiment has high reliability.

[0089] Optionally, step S30, namely determining the durability of the shaft joint based on the number of lossless cycles, includes:

[0090] S301. When the preset working condition is the braking working condition, if the number of non-destructive cycles is greater than 30,000, the durability of the shaft joint is determined to meet the design requirements.

[0091] S302. When the preset working condition is longitudinal, lateral, or vertical, if the number of non-destructive cycles is greater than 50,000, the durability of the shaft joint is determined to meet the design requirements.

[0092] Understandably, the number of non-destructive cycles refers to the number of times the load curve is repeated. Under braking conditions, if the number of non-destructive cycles of the axle joint is greater than 30,000 (greater than 120,000 cycles for a sine wave), the axle joint's durability performance is considered to meet the design requirements. Under longitudinal conditions, if the number of non-destructive cycles of the axle joint is greater than 50,000 (greater than 200,000 cycles for a sine wave), the axle joint's durability performance is considered to meet the design requirements. Under lateral conditions, if the number of non-destructive cycles of the axle joint is greater than 50,000 (greater than 200,000 cycles for a sine wave), the axle joint's durability performance is considered to meet the design requirements. Under vertical conditions, if the number of non-destructive cycles of the axle joint is greater than 50,000 (greater than 200,000 cycles for a sine wave), the axle joint's durability performance is considered to meet the design requirements. It should be noted that the non-destructive testing cycle count refers to the number of cycles determined after magnetic particle testing of the shaft joint without cracks, and the test results meet the requirements. If the magnetic particle testing results do not meet the requirements, then the number of cycles does not meet the non-destructive testing cycle count.

[0093] The number of cycles set in this embodiment is related to the actual use of the vehicle, which can ensure that the durability test accurately reflects the performance and life of the axle joint under actual use conditions.

[0094] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present invention.

[0095] In one embodiment, a computer device is provided, which may be a server, and its internal structure diagram may be as follows: Figure 9As shown, the computer device includes a processor, memory, network interface, and database connected via a system bus. The processor provides computing and control capabilities. The memory includes a readable storage medium and internal memory. The readable storage medium stores an operating system, computer-readable instructions, and a database. The internal memory provides an environment for the operation of the operating system and computer-readable instructions in the readable storage medium. The database stores data related to the automotive axle joint testing method. The network interface communicates with external terminals via a network connection. When the computer-readable instructions are executed by the processor, an automotive axle joint testing method is implemented. The readable storage medium provided in this embodiment includes both non-volatile and volatile readable storage media.

[0096] In one embodiment, a computer device is provided, including a memory, a processor, and computer-readable instructions stored in the memory and executable on the processor, wherein the processor performs the following steps when executing the computer-readable instructions:

[0097] Install the axle joint to be tested on any of the above-mentioned automotive axle joint testing devices;

[0098] The shaft joint is subjected to a cyclic load under a preset working condition by loading a clamping assembly to obtain the number of non-destructive cycles of the shaft joint.

[0099] The durability of the joint is determined based on the number of non-destructive cycles.

[0100] In one embodiment, one or more computer-readable storage media storing computer-readable instructions are provided. The readable storage media provided in this embodiment include non-volatile readable storage media and volatile readable storage media. The readable storage media stores computer-readable instructions, which, when executed by one or more processors, perform the following steps:

[0101] Install the axle joint to be tested on any of the above-mentioned automotive axle joint testing devices;

[0102] The shaft joint is subjected to a cyclic load under a preset working condition by loading a clamping assembly to obtain the number of non-destructive cycles of the shaft joint.

[0103] The durability of the joint is determined based on the number of non-destructive cycles.

[0104] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by instructing related hardware with computer-readable instructions. These computer-readable instructions can be stored in a non-volatile readable storage medium or a volatile readable storage medium. When executed, these computer-readable instructions can include the processes of the embodiments of the above methods. Any references to memory, storage, databases, or other media used in the embodiments provided in this application can include non-volatile and / or volatile memory. Non-volatile memory may include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM), or flash memory. Volatile memory may include random access memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in a variety of forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), dual data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), synchronous link DRAM (SLDRAM), RAMbus direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM).

[0105] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional units and modules is used as an example. In practical applications, the above functions can be assigned to different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above.

[0106] The above-described embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit it. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention, and should all be included within the protection scope of the present invention.

Claims

1. A vehicle axle joint testing device, characterized in that, include: A test bench is used to mount a shaft joint to be tested; the test bench includes a loading clamp assembly for fixing the shaft joint, and a plurality of connecting rods connected to the shaft joint; a first end of each connecting rod is connected to the shaft joint, and a second end is connected to a preset fixing point through a fastener; The load output terminal is used to apply a preset working condition cyclic load to the shaft joint through the loading clamp assembly to obtain the number of non-destructive cycles of the shaft joint, and to determine the durability performance of the shaft joint based on the number of non-destructive cycles.

2. The automotive axle joint testing device as described in claim 1, characterized in that, The plurality of connecting rods include a first lower arm connecting rod, a second lower arm connecting rod, a steering tie rod, and a shock absorber replacement arm; The fasteners include a first lower control arm base, a second lower control arm base, a steering tie rod base, and a shock absorber base; The preset fixing points include the first lower control arm base fixing point, the second lower control arm base fixing point, the steering tie rod base fixing point, and the shock absorber base fixing point; The first end of the first lower arm connecting rod and the first end of the second lower arm connecting rod are connected to the lower arm fixing position of the shaft joint through the lower arm connecting block; the second end of the first lower arm connecting rod is fixed to the first lower arm base fixing point through the first lower arm base; the second end of the second lower arm connecting rod is fixed to the second lower arm base fixing point through the second lower arm base. The first end of the steering tie rod is connected to the steering tie rod fixing position of the axle joint; the second end of the steering tie rod is fixed to the steering tie rod base fixing point through the steering tie rod base. The first end of the damper replacement arm is connected to the damper fixing position of the shaft joint; the second end of the damper replacement arm is fixed to the damper base fixing point through the damper base.

3. The automotive axle joint testing device as described in claim 1, characterized in that, When the preset working condition is the braking working condition, the test bench also includes a braking fixture; A central mounting hole is provided in the middle of the brake fixture, and a first shaft joint connecting part and a second shaft joint connecting part are provided at both ends; the brake fixture is installed on the loading fixture assembly through the central mounting hole; the first shaft joint connecting part and the second shaft joint connecting part are connected to the shaft joint; and after the test bench is installed, the center of the central mounting hole coincides with the effective braking center of the braking system. The first shaft joint connecting part includes a first mounting hole and is connected to the shaft joint by bolts; The second shaft joint connection includes a second mounting hole, which is connected to the shaft joint by bolts; The braking fixture is mounted on the loading fixture assembly by bolts passing through the central mounting hole.

4. The automotive axle joint testing device as described in claim 1, characterized in that, The loading clamp assembly includes a shaft joint mounting plate and a loading support; One end of the shaft joint mounting plate is fixed to the loading support; The shaft joint mounting plate has a shaft joint mounting position in the middle for fixing the shaft joint; The distance between the loading point at the load output end and the center point of the axle joint mounting plate is equal to the effective radius of the wheel.

5. A method for testing automotive axle joints, characterized in that, include: The axle joint to be tested is mounted on the automotive axle joint testing device as described in any one of claims 1 to 4; The shaft joint is subjected to a cyclic load under a preset working condition by loading a clamping assembly to obtain the number of non-destructive cycles of the shaft joint. The durability of the joint is determined based on the number of non-destructive cycles.

6. The automotive axle joint testing method as described in claim 5, characterized in that, The preset operating conditions include braking conditions; the load loading directions of the braking conditions include the vehicle's forward X direction and the vehicle's backward X direction. Under the braking condition, the load curve of each cycle includes multiple sine waves with a loading frequency between 1Hz and 4Hz. The amplitude of the first sine wave is between -0.6G and +0.6G, where G is the full load wheel load. The amplitude of the second sine wave is between -1.0G and +1.0G. The ratio of the number of loading cycles of the first sine wave to the second sine wave is 3:

1.

7. The automotive axle joint testing method as described in claim 5, characterized in that, The preset working conditions include longitudinal working conditions; the load loading directions of the longitudinal working conditions include the vehicle's forward X-direction and backward X-direction. Under the longitudinal working condition, the load curve of each cycle includes multiple sine waves with a loading frequency between 1Hz and 4Hz. The amplitude of the first sine wave is between -0.8G and +1G, where G is the full load wheel load. The amplitude of the second sine wave is between -1.0G and +1.2G. The ratio of the number of loading cycles of the first sine wave to the second sine wave is 3:

1.

8. The automotive axle joint testing method as described in claim 5, characterized in that, The preset working conditions include lateral working conditions; the load loading directions of the lateral working conditions include the vehicle's Y-direction inward and Y-direction outward. Under the lateral working condition, the load curve of each cycle includes multiple sine waves with a loading frequency between 1Hz and 4Hz. The amplitude of the first sine wave is between -0.6G and +0.6G, where G is the full load wheel load. The amplitude of the second sine wave is between -1.0G and +1.0G. The ratio of the number of loading cycles of the first sine wave to the second sine wave is 3:

1.

9. The automotive axle joint testing method as described in claim 5, characterized in that, The preset working conditions include vertical working conditions; the load loading directions of the vertical working conditions include the Z-up direction and the Z-down direction of the entire vehicle; Under the vertical working condition, the load curve of each cycle includes multiple sine waves with a loading frequency between 1Hz and 4Hz. The amplitude of the first sine wave is between -0.8G and +1.2G, where G is the full load wheel load. The amplitude of the second sine wave is between -1.0G and +2.0G. The ratio of the number of loading cycles of the first sine wave to the second sine wave is 3:

1.

10. The automotive axle joint testing method as described in claim 5, characterized in that, Determining the durability of the joint based on the number of non-destructive cycles includes: When the preset working condition is the braking condition, if the number of non-destructive cycles is greater than 30,000, the durability of the shaft joint is determined to meet the design requirements. When the preset working condition is longitudinal, lateral, or vertical, if the number of non-destructive cycles is greater than 50,000, the durability of the shaft joint is determined to meet the design requirements.

Images