Integrated heavy truck transmission shaft assembly platform and assembly method

Abstract

The application relates to an integrated heavy truck transmission shaft assembling platform and assembling method, and relates to the technical field of transmission shaft assembling; the application comprises an assembling table, detection components arranged on the assembling table, the detection components comprising a first recognition unit, a second recognition unit and a third recognition unit for detecting the positions and sequences of different parts of the transmission shaft, and a dynamic centering compensation component for the parts of the transmission shaft carried on the bearing frame. The application integrates the functions of transmission shaft conveying, transmission shaft position correction, transmission shaft centering alignment and assembling, greatly improves the continuity and automation performance of heavy truck transmission shaft assembling, realizes the continuous assembly line production of the transmission shaft, compared with the traditional manual operation, the detection components of the application can quickly identify the position and sequence errors of the parts, the dynamic centering compensation component can complete the centering adjustment of the parts without manual intervention, and automatic pressurized assembling is realized.

Description

Technical Field

[0001] This invention relates to the technical field of drive shaft assembly, and particularly to an integrated heavy-duty truck drive shaft assembly platform and assembly method. Background Technology

[0002] The driveshaft is a key component in the transmission system of heavy-duty trucks. Its main function is to transmit the torque from the engine and gearbox to the drive axle, thereby driving the wheels to rotate. The driveshaft typically consists of a shaft tube, a telescopic sleeve, and a universal joint, among which the universal joint is the key component for achieving constant angular velocity transmission.

[0003] The fabrication of heavy-duty truck drive shafts requires the use of a heavy-duty truck drive shaft assembly platform, which enables continuous assembly of the drive shafts.

[0004] For example, Chinese patent publication number CN105690072A discloses a universal drive shaft pressure assembly machine. The universal drive shaft pressure assembly machine includes: a mechanical frame with a working platform on top; a hydraulic station mounted on the mechanical frame as a hydraulic power source; a tooling fixture mechanism mounted on the working platform for clamping the parts to be assembled; a pressing mechanism mounted at one end of the tooling fixture mechanism, which, driven by the hydraulic station, applies pressure to the parts to be assembled on the tooling fixture mechanism to complete the assembly; and a reverse pulling mechanism installed in the opposite direction to the pressing mechanism, applying a reverse force to the assembled parts.

[0005] However, the above-mentioned device still has some shortcomings in actual use:

[0006] 1. Firstly, in the aforementioned prior art, the drive shaft is clamped by a tooling fixture mechanism, and then the components to be assembled on the tooling fixture mechanism are assembled by a hydraulic station. During this process, the various parts of the components to be assembled need to be installed in a specific order. However, the existing assembly machine cannot detect the installation order of each component. Therefore, during the installation process, due to worker negligence, the installation order of the various parts on the drive shaft may be reversed or incorrect. If it is not detected and identified and automated assembly is carried out directly, cracks will occur between the drive shaft components after being squeezed, affecting the quality of the components. More seriously, it may lead to the situation where the drive shaft components cannot be disassembled after being forcibly installed, causing the components to deform.

[0007] 2. In addition, the tooling and fixture mechanisms of existing assembly machines are relatively simple. During operation, they can only limit and clamp parts of a single size. If two batches of parts of different sizes need to be processed, the corresponding tooling and fixture mechanisms need to be changed. This will lead to longer production line switching time for parts assembly. Furthermore, frequent changes to tooling and fixture mechanisms will cause the connected equipment to slip due to prolonged loosening and tightening, thus affecting the stability of the tooling and fixture mechanisms.

[0008] 3. Furthermore, the existing equipment is highly dependent on the operation and experience of the workers, requiring them to pay close attention to the condition of the parts to be assembled at all times. Therefore, it is impossible to achieve batch production of products, which also affects the production capacity of products. Moreover, the different experience of the workers can lead to inconsistent quality of parts assembly, thereby affecting the yield rate of products.

[0009] Therefore, based on the above-stated viewpoints, there is still room for improvement in existing devices. Summary of the Invention

[0010] To address the aforementioned problems, this invention provides an integrated heavy-duty truck driveshaft assembly platform and assembly method, employing the following technical solution:

[0011] Firstly, this application provides an integrated heavy-duty truck drive shaft assembly platform, including a stationary assembly table, within which are provided several sets of conveying mechanisms for transporting the heavy-duty truck drive shaft.

[0012] The conveying mechanism is equipped with several load-bearing frames along the movement trajectory to support the drive shafts of heavy trucks. The various components of the drive shafts of heavy trucks are installed through these load-bearing frames.

[0013] The assembly table is also equipped with a detection component for detecting the position of the drive shaft components carried in the bearing frame. The detection component includes a C-shaped frame on the assembly table, on which several sliding blocks are slidably installed. Each of the sliding blocks is equipped with a first identification unit, a second identification unit, and a third identification unit for detecting the position and sequence of the drive shaft components.

[0014] The support frame is also equipped with a dynamic centering compensation component to center the drive shaft components it supports.

[0015] Preferably, the sliding block is a telescopic structure, and the telescopic part of the sliding block is equipped with a telescopic screw that can control its telescopic distance.

[0016] Preferably, the load-bearing frame includes several equally spaced C-shaped frames, and symmetrically distributed scissor lift assemblies are installed between the C-shaped frames. The spacing between the C-shaped frames is adjusted by controlling the scissor lift assemblies, thereby enabling the load-bearing of components of heavy truck drive shafts of different sizes.

[0017] Preferably, the first identification unit includes two symmetrical first active right-angle conductive contacts installed at the bottom of the sliding block, and a first passive right-angle conductive contact installed on the corresponding side wall of the sliding block. The first passive right-angle conductive contact is located directly above the first active right-angle conductive contact. A live first alarm is provided between the first active right-angle conductive contact and the first passive right-angle conductive contact via a wire.

[0018] Preferably, the second identification unit includes a second active right-angle conductive contact mounted on the corresponding sliding block, and a number of conical columns arranged in a row are mounted on the bottom of the second active right-angle conductive contact. A second passive right-angle conductive contact is mounted on the side wall of the corresponding sliding block. The second passive right-angle conductive contact is located directly above the second active right-angle conductive contact. A live second alarm is connected between the second active right-angle conductive contact and the second passive right-angle conductive contact via a wire.

[0019] Preferably, the No. 3 identification unit includes two sets of No. 3 active right-angle conductive contacts installed on the corresponding sliding block. The two sets of No. 3 active right-angle conductive contacts are staggered and form a height difference between the two No. 3 active right-angle conductive contacts. A No. 3 passive right-angle conductive contact is installed on the side wall of the corresponding sliding block. The No. 3 passive right-angle conductive contact is located directly above the No. 3 active right-angle conductive contact. A live No. 3 alarm is connected between the No. 3 active right-angle conductive contact and the No. 3 passive right-angle conductive contact via a wire.

[0020] Preferably, the dynamic centering compensation component includes a plurality of dynamic centering columns mounted on the U-shaped frame, the dynamic centering columns slidingly passing through the vertical side wall of the U-shaped frame, and a dynamic centering spring installed between the dynamic centering columns and the U-shaped frame.

[0021] Two dynamic centering columns of the same U-shaped frame are each equipped with a centering rod on the side away from the U-shaped frame. The opposite side of the two centering rods has a sawtooth structure, and the opposite sides of the two centering rods are meshed with a centering gear.

[0022] Preferably, a control guide rod is installed on the assembly table, a guide block is installed on the control guide rod, a telescopic push rod is provided inside the guide block, and a guide plate is installed at the bottom of the guide block. The telescopic push rod controls the extension and retraction of the guide plate. Two centering correction blocks are slidably installed on the guide plate, and a bidirectional electric push rod is installed between the two centering correction blocks at the top of the guide block.

[0023] Preferably, an assembly threaded rod is installed on the assembly table. The assembly threaded rod has a bidirectional thread structure and two symmetrical assembly columns are screwed onto it. The assembly columns apply pressure to the components of the heavy truck drive shaft, causing the load-bearing frame to shrink. During the shrinkage process, the load-bearing frame controls the assembly of the components of the heavy truck drive shaft.

[0024] Secondly, this application also provides an integrated heavy-duty truck drive shaft assembly method, as shown below:

[0025] S1. Preparation: First, clean all the components of the heavy truck drive shaft and place them in the designated positions.

[0026] S2, Loading Operation: Place each component of the heavy truck drive shaft into the load-bearing frame, and then the conveying mechanism controls the load-bearing frame to move along its movement trajectory until the load-bearing frame and each component of the heavy truck drive shaft in the load-bearing frame move to the designated processing area.

[0027] S3. Inspection Operation: The inspection components are used to inspect each component of the heavy truck drive shaft in the load-bearing frame to ensure that there are no incorrect placements or inversions of the components. If any component is found to be incorrectly positioned, an alarm will be triggered and the position will be adjusted.

[0028] S4. Centering Operation: Subsequently, the dynamic centering compensation component is activated to center each component of the heavy truck drive shaft placed in the load-bearing frame, so that each component of the heavy truck drive shaft is located in the center of the load-bearing frame.

[0029] S5. Assembly Operation: Then, the assembly operation is carried out on each component that has been centered and located on the same central axis, and the assembly of the heavy truck drive shaft is finally completed.

[0030] In summary, this application includes at least one of the following beneficial technical effects:

[0031] I. This invention integrates functions such as drive shaft conveying, drive shaft position correction, drive shaft centering alignment, and assembly, greatly improving the continuous automation performance of heavy truck drive shaft assembly and realizing continuous production line manufacturing of drive shafts. Compared with the traditional method that relies on manual operation, the detection component of this application can quickly identify the position of the parts and determine whether the various parts of the drive shaft are inverted. The dynamic centering compensation component can complete the centering adjustment of the parts without manual intervention, and the assembly threaded rod realizes automated pressure assembly.

[0032] Second, the detection components of this invention effectively prevent problems such as reversed positions and incorrect order of parts. Identification units No. 1, No. 2, and No. 3 accurately identify various parts of the drive shaft through different detection methods. When the position of a part does not meet the requirements, the alarm will sound in time, and the operator can quickly make adjustments, avoiding assembly failure caused by incorrect installation of parts.

[0033] Third, traditional identification components use optical sensors and other parts to identify the position of the drive shaft. However, these require continuous operation for extended periods, leading to significant energy consumption and high equipment costs. The demanding working environment also hinders their widespread adoption. Furthermore, the required maintenance costs and the training of skilled personnel further limit their applicability. In contrast, the identification unit in this application uses a physical contact detection method to detect drive shaft components. This method offers several advantages: low energy consumption and relatively low overall equipment cost. Moreover, maintenance is convenient, as the entire device is physically installed and ready for use.

[0034] Fourth, the scissor lift assembly design of the load-bearing frame allows for spacing adjustment, accommodating the load-bearing requirements of heavy-duty truck driveshaft components of different lengths. Traditional assembly equipment typically can only assemble driveshafts of a single specification. When product specifications change, large-scale modifications or even replacements of the equipment are required, resulting in high costs. In contrast, the load-bearing frame, through simple spacing adjustment, can assemble driveshafts of various specifications without replacing core components, greatly enhancing the equipment's versatility. Attached Figure Description

[0035] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0036] Figure 1 This is a schematic diagram of the main structure of the present invention.

[0037] Figure 2 This is a schematic diagram of the detection component of the present invention.

[0038] Figure 3 This is a schematic diagram of the structure between the scissor lift assembly, the C-shaped frame, and the dynamic centering compensation component of the present invention.

[0039] Figure 4 This is a schematic diagram of the structure between the shaft tube, the telescopic sleeve, and the two universal joints of the present invention.

[0040] Figure 5 This is a schematic diagram of the structure of the first identification unit of the present invention.

[0041] Figure 6 This is a schematic diagram of the structure of the second identification unit of the present invention.

[0042] Figure 7 This is a schematic diagram of the structure of the third identification unit of the present invention.

[0043] Figure 8 This is a first-view structural diagram of the dynamic centering column, dynamic centering spring, centering rod, and centering gear of the present invention.

[0044] Figure 9 This is a second-view structural diagram of the dynamic centering column, dynamic centering spring, centering rod, and centering gear of the present invention.

[0045] Figure 10 This is a schematic diagram of the structure of the control guide rod, guide block, guide plate, centering and correcting block and bidirectional electric push rod of the present invention.

[0046] Figure 11 This is a schematic diagram of the structure of the guide block, telescopic push rod, guide plate, centering and correcting block, and bidirectional electric push rod of the present invention.

[0047] Figure 12 This is a flowchart of the integrated heavy truck drive shaft assembly method of the present invention.

[0048] Explanation of reference numerals in the attached drawings: 1. Assembly table; 2. Conveying mechanism; 3. Bearing frame; 4. Detection component; 40. C-shaped frame; 41. Sliding block; 42. Identification unit 1; 43. Identification unit 2; 44. Identification unit 3; 45. Telescopic screw; 5. Dynamic centering compensation component; 30. Scissor lift assembly; 31. C-shaped frame; 420. Active right-angle conductive contact 1; 421. Passive right-angle conductive contact 1; 422. Alarm 1; 430. Active right-angle conductive contact 2; 43. 1. Passive right-angle conductive contact piece No. 2; 432. Alarm No. 2; 433. Conical column; 440. Active right-angle conductive contact piece No. 3; 441. Passive right-angle conductive contact piece No. 3; 442. Alarm No. 3; 50. Dynamic centering column; 51. Dynamic centering spring; 52. Centering rod; 53. Centering gear; 70. Control guide rod; 71. Guide block; 72. Telescopic push rod; 73. Guide plate; 74. Centering correction block; 76. Bidirectional electric push rod; 10. Assembly threaded rod; 11. Assembly column. Detailed Implementation

[0049] The following combination Figures 1-12 This application will be described in further detail.

[0050] This application discloses an integrated heavy-duty truck driveshaft assembly platform and assembly method, mainly used in the driveshaft assembly process. Furthermore, the prior art has the following problems:

[0051] Firstly, in the existing technology, the various parts in the assembly of the component to be assembled need to be installed in a specific order. However, the existing assembly machine cannot detect whether the position of each part is correct. Therefore, during the installation process, due to the negligence of the workers, the installation positions of some similar-shaped parts may be incorrect. Subsequently, the parts with incorrect installation order need to be manually disassembled again. During the disassembly process, it is very easy for the contact parts between the assembled parts to crack and deform.

[0052] In addition, the tooling and fixture mechanisms of existing assembly machines are relatively simple. During operation, they can only limit and clamp parts of a single size. If it is necessary to process parts of two different sizes and batches, the corresponding tooling and fixture mechanism needs to be changed. This will lead to longer production line changeover time during parts assembly. Furthermore, frequent changes to the tooling and fixture mechanism will cause the connected equipment to slip due to prolonged loosening and tightening, thus affecting the stability of the tooling and fixture mechanism.

[0053] Furthermore, existing equipment is highly dependent on workers' operation and experience, requiring workers to pay close attention to the state of the parts to be assembled at all times. Therefore, it is impossible to achieve mass production of products, which also affects the production capacity of products. Moreover, the different experience of workers can lead to inconsistent quality of parts assembly, thereby affecting the yield rate of products.

[0054] Therefore, this application proposes an integrated heavy-duty truck driveshaft assembly platform. Its core lies in integrating the conveying, inspection, centering, and assembly processes of the driveshaft assembly into a single platform, achieving automated operation.

[0055] Reference Figure 1 As shown, the integrated heavy-duty truck drive shaft assembly platform includes a stationary assembly table 1, and several sets of conveying mechanisms 2 are installed inside the assembly platform to realize the conveying of the heavy-duty truck drive shaft.

[0056] The conveying mechanism 2 is equipped with several load-bearing frames 3 along the motion trajectory to support the drive shafts of heavy trucks. The load-bearing frames 3 support the various components of the drive shafts of heavy trucks in sequence, namely the shaft tube A, the telescopic sleeve B, and the two universal joints C.

[0057] It should be noted that the bearing frame 3 is marked with prominent markings (such as direct lines or markings with a marker pen) to indicate the designated areas where the shaft tube A, telescopic sleeve B, and two universal joints C should be placed. However, sometimes workers may mistakenly place the parts in the wrong place. In this case, the detection component 4 needs to monitor the position and trigger an alarm to improve the workers' awareness and prevent errors in the assembly of the drive shaft.

[0058] It should be noted that the conveying mechanism 2 is an existing known structure. The conveying mechanism 2 is set inside the assembly table 1, and four sets of chain plate conveyor lines are arranged along the length of the assembly table 1. Each set of conveyor lines is driven by an independent servo motor. The movement of the carrier frame 3 can be controlled through the conveying mechanism 2.

[0059] Reference Figure 2 and Figure 3As shown, the load-bearing frame 3 includes several equally spaced C-shaped frames 31, and symmetrically distributed scissor lift assemblies 30 are installed between the C-shaped frames 31. The scissor lift assemblies 30 can control the spacing between the C-shaped frames 31 to adjust the load-bearing capacity of heavy truck drive shaft components of different sizes.

[0060] It should be noted that the bearing frame 3, as the bearing carrier of the drive shaft components, is specifically composed of multiple equally spaced C-shaped frames 31. The C-shaped frames 31 are made of steel, and adjacent C-shaped frames 31 are connected by a scissor lift assembly 30. The scissor lift assembly 30 is composed of two sets of intersecting connecting rods, and the scissor lift assembly 30 has a certain damping when it extends and retracts, which can ensure the smooth extension and retraction of the C-shaped frames 31.

[0061] After the conveying mechanism 2 starts, the various components of the heavy truck drive shaft are placed into the bearing frame 3. (It should be noted that the drive shaft consists of a shaft tube A, a telescopic sleeve B, and two universal joints C). The shaft tube A, telescopic sleeve B, and two universal joints C need to be placed in the designated area within the bearing frame 3 in sequence. Subsequently, the conveying motor controls the bearing frame 3 to move diagonally upwards until the bearing frame 3 and the drive shaft components inside it are in a horizontal state. At this time, the detection component 4 checks it to ensure that the various components within the bearing frame 3 are in the correct position before assembly, as shown below:

[0062] Let's look again. Figure 2 As shown, specifically, the assembly table 1 is also equipped with a detection component 4 for detecting the position of the drive shaft components carried in the support frame 3, to prevent the position of the drive shaft components from being reversed before assembly, which would prevent the drive shaft from being assembled. The detection component 4 includes a C-shaped frame 40 on the assembly table 1, and several sliding blocks 41 are slidably installed on the C-shaped frame 40. The several sliding blocks 41 are respectively equipped with a first identification unit 42, a second identification unit 43 and a third identification unit 44 for detecting the position and sequence of different components of the drive shaft.

[0063] The sliding block 41 is a telescopic structure, and the telescopic part of the sliding block 41 is equipped with a telescopic screw 45 that can control its telescopic distance.

[0064] The C-shaped frame 40 is bolted to the top of the assembly table 1. A linear guide rail is installed on the crossbeam of the C-shaped frame 40. The sliding block 41, through its slider engagement with the linear guide rail, can slide along the guide rail direction. Furthermore, identification units 44 (number one, two, and three) are used to identify the position and orientation of one shaft tube A, one telescopic sleeve B, and two universal joints C of the heavy-duty truck drive shaft. The components of the heavy-duty truck drive shaft are referenced... Figure 4 As shown.

[0065] The detection component 4 effectively prevents problems such as reversed positions and incorrect sequence of parts. Identification units 44 No. 1, No. 2, and No. 3 accurately identify various parts of the drive shaft through different detection methods. When the position of a part does not meet the requirements, the alarm will sound in time, and the operator can quickly make adjustments, avoiding assembly failure caused by incorrect installation of parts.

[0066] Reference Figure 5 As shown, specifically, the first identification unit 42 includes two symmetrical first active right-angle conductive contacts 420 installed at the bottom of the sliding block 41, and a first passive right-angle conductive contact 421 installed on the side wall of the corresponding sliding block 41. The first passive right-angle conductive contact 421 is located directly above the first active right-angle conductive contact 420. A live first alarm 422 is provided between the first active right-angle conductive contact 420 and the first passive right-angle conductive contact 421 through a wire.

[0067] Two active right-angle conductive contacts 420 are symmetrically installed at the bottom of the sliding block 41. The contacts are made of copper. On the side wall of the sliding block 41, a passive right-angle conductive contact 421 is installed directly above the two active right-angle conductive contacts 420. The alarm 422 is a buzzer.

[0068] The first identification unit 42 mainly detects the shaft tube A of the heavy truck drive shaft. In specific implementation, when the conveying mechanism 2 drives the shaft tube A of the drive shaft through the U-shaped frame 40, the two first active right-angle conductive contacts 420 will contact the top of the shaft tube A. If the position of the shaft tube A is correct, the shaft tube A moves along the conveying mechanism 2. At this time, the first active right-angle conductive contact 420 is lifted by the shaft tube A, so that it contacts the first passive right-angle conductive contact 421. The circuit will be connected instantly, and an electrical signal that is energized and de-energized immediately is generated, indicating that the position of the shaft tube A is correct. At this time, the first alarm 422 does not work.

[0069] When the first active right-angle conductive contact 420 and the first passive right-angle conductive contact 421 are in contact for a long time before the power is cut off, it means that the diameter of the shaft tube A passing directly below it is larger than the set diameter. The shaft tube A being transported is incorrect, and the first alarm 422 will activate and sound an alarm.

[0070] If the first active right-angle conductive contact 420 and the first passive right-angle conductive contact 421 do not make contact for an extended period, and the moving shaft A moves away from the first identification unit 42 without generating an electrical signal, it indicates that the diameter of the shaft A passing directly below it is smaller than the set diameter, and the first alarm 422 will also activate. Immediate correction is required.

[0071] Since the shaft tube A is a tubular structure with the same two ends, it is not necessary to worry about whether their directions are the same. It is sufficient to ensure that the shaft tube A is parallel to the length direction of the bearing frame 3.

[0072] When identification unit 42 detects the shaft tube A, identification unit 43 also detects the position of the telescopic sleeve B, as shown below:

[0073] Reference Figure 6 As shown, specifically, the second identification unit 43 includes a second active right-angle conductive contact 430 installed on the corresponding sliding block 41, and a number of conical columns 433 arranged in a row are installed at the bottom of the second active right-angle conductive contact 430. A second passive right-angle conductive contact 431 is installed on the side wall of the corresponding sliding block 41. The second passive right-angle conductive contact 431 is located directly above the second active right-angle conductive contact 430. A live second alarm 432 is provided between the second active right-angle conductive contact 430 and the second passive right-angle conductive contact 431 through a wire.

[0074] In specific implementation, when the conveying mechanism 2 drives the telescopic sleeve B of the transmission shaft to pass through the U-shaped frame 40, the tapered column at the bottom of the second active right-angle conductive contact 430 will contact the telescopic sleeve B of the transmission shaft and make up-and-down adjustments along the toothed structure on the surface of the telescopic sleeve B (it should be noted that the gear-shaped area of ​​the telescopic sleeve B should be placed in the designated area marked with a pen on the bearing frame 3). When the second active right-angle conductive contact 430 jumps up and down, the second active right-angle conductive contact 430 will have a reciprocating on-off signal with the second passive right-angle conductive contact 431. When the second alarm 432 senses the reciprocating on-and-off signal, the second alarm 432 will not sound an alarm.

[0075] When the No. 2 active right-angle conductive contact 430 and the No. 2 passive right-angle conductive contact 431 are in contact for a long time or there is no contact at all, the chip in the No. 2 alarm 432 senses a continuous electrical signal and quickly alarms, indicating that the position of the telescopic sleeve B has shifted or is malfunctioning.

[0076] First, refer to Appendix 433 for the conical column. Figure 6 As can be seen, its sidewall is an inverted oblique cone structure, and the serrated structure on the telescopic sleeve B is similar to a gear structure, with crests and troughs, and the surface is also inclined. The second active right-angle conductive contact 430 is an elastic structure.

[0077] When the telescopic sleeve B passes the conical column 433, the serrated structure on the telescopic sleeve B contacts the conical column 433. At this time, the conical column 433 is squeezed by external force, and under the contact of the inclined surface of the serrated structure between the conical column 433 and the telescopic sleeve B, the second active right-angle conductive contact 430 will be subjected to an upward squeezing force, forcing the conical column 433 to rise. At this time, the second active right-angle conductive contact 430 will also tilt upward synchronously until the second active right-angle conductive contact 430 contacts the second passive right-angle conductive contact 431, at which point an electrical signal is triggered.

[0078] However, during this process, the conical column 433 is already at the top of the sawtooth structure of the telescopic sleeve B (reaching or near the crest of the wave). As the telescopic sleeve B moves, the conical column 433 will move to the bottom of the sawtooth structure of the telescopic sleeve B (reaching or near the trough of the wave) due to the loss of external pressure and the elasticity of the second active right-angle conductive contact 430. This cycle repeats, thus achieving intermittent electrical signals.

[0079] Reference Figure 7 As shown, specifically, the No. 3 identification unit 44 includes two sets of No. 3 active right-angle conductive contacts 440 installed on the corresponding sliding block 41. The two sets of No. 3 active right-angle conductive contacts 440 are staggered and form a height difference between the two No. 3 active right-angle conductive contacts 440. A No. 3 passive right-angle conductive contact 441 is installed on the side wall of the corresponding sliding block 41. The No. 3 passive right-angle conductive contact 441 is located directly above the No. 3 active right-angle conductive contact 440. A live No. 3 alarm 442 is provided between the No. 3 active right-angle conductive contact 440 and the No. 3 passive right-angle conductive contact 441 through a wire.

[0080] In practice, when the conveying mechanism 2 drives the universal joint C of the drive shaft through the U-shaped frame 40, the two No. 3 active right-angle conductive contacts 440 will contact the surface of the universal joint C. It should be noted that the structure of the universal joint C is stepped. After the two No. 3 active right-angle conductive contacts 440 contact the surface of the universal joint C, the No. 3 active right-angle conductive contacts 440 and the No. 3 passive right-angle conductive contacts 441 will quickly contact and then separate (the contact time is constant), indicating that the size of the conveyed universal joint C is just right. At this time, the No. 3 alarm 442 will not be triggered.

[0081] If the two active right-angle conductive contacts 440 and the two passive right-angle conductive contacts 441 make contact for too long, exceeding the preset time, it indicates that the size of the universal joint C is too large, and an alarm will be triggered.

[0082] If one of the two active right-angle conductive contacts 440 and the two passive right-angle conductive contacts 441 makes contact while the other does not, the universal joint C may be inverted. In this case, all three alarm devices 442 will trigger an alarm.

[0083] If no electrical signal is detected, it indicates that no component is passing directly below it, or that the component size is incorrect, and an alarm will be triggered immediately.

[0084] See Figure 8 and Figure 9 The diagram shown is a schematic diagram of the structure for centering various components of the drive shaft in this application; the dynamic centering compensation component 5 includes several dynamic centering columns 50 mounted on the C-shaped frame 31, the dynamic centering columns 50 slidingly passing through the vertical side wall of the C-shaped frame 31, and a dynamic centering spring 51 installed between the dynamic centering columns 50 and the C-shaped frame 31.

[0085] Two dynamic centering columns 50 of the same C-shaped frame 31 are each equipped with a centering rod 52 on the side away from the C-shaped frame 31. The opposite side of the two centering rods 52 has a sawtooth structure, and the opposite sides of the two centering rods 52 are meshed with a centering gear 53.

[0086] A control guide rod 70 is installed on the assembly table 1. A guide block 71 is installed on the control guide rod 70. A telescopic push rod 72 is provided inside the guide block 71. A guide plate 73 is installed at the bottom of the guide block 71. The telescopic push rod 72 controls the extension and retraction of the guide plate 73. Two centering correction blocks 74 are slidably installed on the guide plate 73. A bidirectional electric push rod 76 is installed between the two centering correction blocks 74 at the top of the guide block 71.

[0087] It should be noted that the guide block 71 is equipped with a known telescopic push rod 72 on its inner side, and the guide plate 73 is controlled to extend and retract in the height direction by means of the electric telescopic push rod 72.

[0088] Subsequently, the conveying mechanism 2 continues to start, and the conveying mechanism 2 controls the bearing frame 3 to continue to move forward, so that the bearing frame 3 is directly below the control guide rod 70. At this time, the telescopic push rod 72 starts, and the output end of the telescopic push rod 72 controls the guide plate 73 and the centering correction block 74 sliding on its upper end to move downward, so that the two centering correction blocks 74 are located on both sides of the bearing frame 3. Then, the output end of the bidirectional electric push rod 76 retracts and drives the two centering correction blocks 74 to squeeze the dynamic centering column 50 on the C-shaped frame 31, so that the dynamic centering column 50 squeezes the various components of the transmission shaft placed in the C-shaped frame 31, thereby achieving the clamping of the various components of the transmission shaft.

[0089] Once all components of the drive shaft are clamped, they can be assembled as follows:

[0090] Reference Figure 10 and Figure 11 As shown, an assembly threaded rod 10 is installed on the assembly table 1. The assembly threaded rod 10 has a bidirectional thread structure and two symmetrical assembly posts 11 are screwed onto the assembly threaded rod 10. The assembly posts 11 apply pressure to the components of the heavy truck drive shaft, causing the bearing frame 3 to shrink. During the shrinkage process, the bearing frame 3 controls the assembly of the components of the heavy truck drive shaft.

[0091] In practice, the known motor on the assembly threaded rod 10 is started, and the motor controls the assembly threaded rod 10 to rotate. The assembly threaded rod 10 controls the two assembly columns 11 to move closer to each other. The two assembly columns 11 squeeze each component, so that the components can be assembled together. During this process, multiple C-shaped frames 31 extend and retract through the scissor assembly 30.

[0092] Reference Figure 12 As shown, the assembly method for the integrated heavy-duty truck drive shaft is as follows:

[0093] S1. Preparation: First, clean all the components of the heavy truck drive shaft and place them in the designated positions.

[0094] S2, Loading Operation: Place each component of the heavy truck drive shaft into the load-bearing frame 3. Then, the conveying mechanism 2 controls the load-bearing frame 3 to move along its motion trajectory until the load-bearing frame 3 and each component of the heavy truck drive shaft in the load-bearing frame 3 move to the designated processing area.

[0095] S3. Inspection Operation: The inspection component 4 inspects each component of the heavy truck drive shaft in the load-bearing frame 3 to ensure that there are no incorrect placements or inversions of the components. If any component is found to be misplaced, an alarm is triggered and its position is adjusted.

[0096] S4. Centering Operation: Subsequently, the dynamic centering compensation component 5 is activated to center each component of the heavy truck drive shaft placed in the bearing frame 3, so that each component of the heavy truck drive shaft is located in the center of the bearing frame 3.

[0097] S5. Assembly Operation: Then, the assembly operation is carried out on each component that has been centered and located on the same central axis, and the assembly of the heavy truck drive shaft is finally completed.

[0098] The embodiments described herein are preferred embodiments of the present invention and are not intended to limit the scope of protection of the present invention. Therefore, all equivalent changes made in accordance with the structure, shape, and principle of the present invention should be covered within the scope of protection of the present invention.

Claims

1. An integrated heavy-duty truck drive shaft assembly platform, characterized in that, include: Assembly table, with a conveyor mechanism inside; The conveying mechanism is equipped with several load-bearing frames that support the drive shafts of heavy-duty trucks along the direction of the movement trajectory; The assembly table is also equipped with a detection component, which includes a C-shaped frame on the assembly table. Several sliding blocks are slidably installed on the C-shaped frame, and the sliding blocks are respectively equipped with a first identification unit, a second identification unit, and a third identification unit. The support frame is also equipped with a dynamic centering compensation component; The load-bearing frame includes several equally spaced C-shaped frames, and scissor assemblies are installed between the C-shaped frames; The dynamic centering compensation component includes several dynamic centering columns installed on the U-shaped frame. The dynamic centering columns slide through the vertical sidewall of the U-shaped frame, and a dynamic centering spring is installed between the dynamic centering columns and the U-shaped frame. Two dynamic centering columns of the same zigzag frame are each equipped with a centering rod on the side away from the zigzag frame. The opposite sides of the two centering rods have a sawtooth structure, and the opposite sides of the two centering rods are meshed with a centering gear. A control guide rod is installed on the assembly table, and a guide block is installed on the control guide rod. A telescopic push rod is installed inside the guide block, and a guide plate is installed at the bottom of the guide block. The telescopic push rod controls the extension and retraction of the guide plate. Two centering correction blocks are slidably installed on the guide plate, and a bidirectional electric push rod is installed between the two centering correction blocks at the top of the guide block. An assembly threaded rod is installed on the assembly table. The assembly threaded rod has a two-way thread structure and two symmetrical assembly posts are screwed onto it.

2. The integrated heavy-duty truck drive shaft assembly platform according to claim 1, characterized in that: The sliding block is a telescopic structure, and the telescopic part of the sliding block is equipped with a telescopic screw to control its telescopic distance.

3. The integrated heavy-duty truck drive shaft assembly platform according to claim 1, characterized in that: The No. 1 identification unit includes two symmetrical No. 1 active right-angle conductive contacts installed at the bottom of the sliding block. A No. 1 passive right-angle conductive contact is installed on the corresponding side wall of the sliding block. The No. 1 passive right-angle conductive contact is located directly above the No. 1 active right-angle conductive contact. A live No. 1 alarm is connected between the No. 1 active right-angle conductive contact and the No. 1 passive right-angle conductive contact via a wire.

4. The integrated heavy-duty truck drive shaft assembly platform according to claim 1, characterized in that: The second identification unit includes a second active right-angle conductive contact plate installed on the corresponding sliding block, and several conical columns arranged in a row are installed at the bottom of the second active right-angle conductive contact plate. A second passive right-angle conductive contact plate is installed on the side wall of the corresponding sliding block. The second passive right-angle conductive contact plate is located directly above the second active right-angle conductive contact plate. A live second alarm device is connected between the second active right-angle conductive contact plate and the second passive right-angle conductive contact plate through a wire.

5. The integrated heavy-duty truck drive shaft assembly platform according to claim 1, characterized in that: The No. 3 identification unit includes two sets of No. 3 active right-angle conductive contacts installed on the corresponding sliding block. The two sets of No. 3 active right-angle conductive contacts are staggered and form a height difference between them. A No. 3 passive right-angle conductive contact is installed on the side wall of the corresponding sliding block. The No. 3 passive right-angle conductive contact is located directly above the No. 3 active right-angle conductive contact. A live No. 3 alarm is connected between the No. 3 active right-angle conductive contact and the No. 3 passive right-angle conductive contact via a wire.

6. An integrated heavy-duty truck driveshaft assembly method, using the integrated heavy-duty truck driveshaft assembly platform as described in any one of claims 1-5, characterized in that: The assembly method includes the following steps: S1. Preparation: First, clean all the components of the heavy truck drive shaft and place them in the designated positions. S2, Loading Operation: Place each component of the heavy truck drive shaft into the load-bearing frame, and then the conveying mechanism controls the load-bearing frame to move along its movement trajectory until the load-bearing frame and each component of the heavy truck drive shaft in the load-bearing frame move to the designated processing area. S3. Inspection Operation: The inspection components are used to inspect each component of the heavy truck drive shaft in the load-bearing frame to ensure that there are no incorrect placements or inversions of the components. If any component is found to be incorrectly positioned, an alarm will be triggered and the position will be adjusted. S4. Centering Operation: Subsequently, the dynamic centering compensation component is activated to center each component of the heavy truck drive shaft placed in the load-bearing frame, so that each component of the heavy truck drive shaft is located in the center of the load-bearing frame. S5. Assembly Operation: Then, the assembly operation is carried out on each component that has been centered and located on the same central axis, and the assembly of the heavy truck drive shaft is finally completed.

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