Endurance test system for thrust shoe of engine

Abstract

The invention discloses an engine thrust shoe endurance test system, which comprises a driving unit, a simulation engine unit, a simulation shaft assembly and an engine oil control unit, and is characterized in that the driving unit comprises a driving motor and a driving assembly, and the driving assembly can transmit the torque of the driving motor and provide an axial play gap; the simulation engine unit comprises a simulation cylinder body, a crankshaft and a flywheel, the simulation cylinder body is provided with an oil inlet channel and an oil outlet channel, and the crankshaft is connected with the driving assembly and the flywheel; the first simulation shaft assembly comprises a first simulation shaft and a clutch, and the clutch transmits axial movement to the crankshaft through the first simulation shaft. The engine oil control unit comprises an engine oil condition control device and a driving device, and the engine oil condition control device communicates with the oil inlet channel and the oil outlet channel through the driving device. Compared with the prior art, the engine thrust shoe endurance test system provided by the invention can control the engine oil condition and simulate the engine oil degradation condition in a real use scene, so that more accurate thrust shoe endurance life data can be obtained.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of automobile engine testing, in particular to an engine thrust pad durability test system. BACKGROUND

[0002] The automobile engine thrust pad is a reliable component for bearing the axial force of the rotating crankshaft and preventing movement. The working environment condition boundary of the thrust pad of a heavy engine is a thrust of 12000N and a rotation friction of 2400r / min. Therefore, the carrying capacity and lubrication condition of the thrust pad are crucial to the working reliability. Poor design may cause the thrust pad to be pulled off or broken, resulting in a serious failure of the engine shutdown.

[0003] At present, a large amount of water vapor generated by the in-cylinder combustion of new energy (such as methanol and natural gas) of the engine can be dissolved in the lubricating oil. In addition, the automobile AMT system (automatic transmission) has a relatively frequent clutch action strategy. These will make the design requirements of the working condition of the thrust pad more severe. Therefore, the reliable and durable examination and verification are essential. The verification period is long and the cost is huge by relying on the whole machine durability and the whole vehicle durability. Moreover, once the reliable and durable problem occurs, the engine product will be seriously affected by the serious consequences of unsalable. Therefore, the thrust pad durability verification work is very crucial. SUMMARY

[0004] The present application aims to overcome the above technical deficiencies and provide an engine thrust pad durability test system to solve the technical problem of lacking a device for verifying the durability of the thrust pad in the prior art.

[0005] To achieve the above technical purpose, the present application adopts the following technical scheme: The present application provides an engine thrust pad durability test system, comprising: a driving unit, a simulated engine unit, a simulated one-shaft assembly and an oil control unit, The driving unit comprises a driving motor and a driving assembly, the driving motor is connected with one end of the driving assembly, and the driving assembly can transmit the torque of the driving motor and provide an axial movement gap; The simulated engine unit comprises a simulated cylinder block, a crankshaft and a flywheel, the simulated cylinder block has an oil inlet channel located above the crankshaft and an oil outlet channel located at the bottom of the simulated cylinder block, the crankshaft is arranged in the simulated cylinder block and is rotationally connected with the simulated cylinder block, one end of the crankshaft is connected with the end of the driving assembly away from the driving motor, and the other end of the crankshaft is fixedly connected with the flywheel; The simulated one-shaft assembly comprises a simulated one-shaft and a clutch, one end of the simulated one-shaft is rotationally connected with the flywheel, the other end of the simulated one-shaft is connected with the clutch, and the clutch transmits the axial movement to the crankshaft via the simulated one-shaft; The oil control unit includes an oil condition control device and a drive device. The oil condition control device is connected to the oil inlet passage and the oil outlet passage via the drive device to drive the oil in the oil condition control device into the oil inlet passage and to drive the oil in the simulated cylinder block back into the oil condition control device.

[0006] In some embodiments, the drive assembly includes an intermediate flange, a rear drive flange, and a plurality of nylon pins. The rear drive flange is connected to the drive motor, the intermediate flange is connected to the crankshaft, the intermediate flange and the rear drive flange are arranged opposite to each other to form the axial clearance, and the intermediate flange and the rear drive flange have a plurality of corresponding insertion holes. The two ends of the nylon pins are slidably inserted into the insertion holes of the intermediate flange and the rear drive flange, respectively.

[0007] In some embodiments, the drive assembly further includes a diaphragm flange and a diaphragm, the drive motor is connected to the diaphragm flange via the diaphragm, and the diaphragm flange is fixedly connected to the rear drive flange.

[0008] In some embodiments, the drive assembly further includes a front drive flange and two cover rings, the intermediate flange being fixedly connected to the crankshaft via the front drive flange, and the two cover rings being respectively disposed on the intermediate flange and the rear drive flange for sealing the insertion hole.

[0009] In some embodiments, the simulated cylinder body includes a cover plate, an oil sump, and a cylinder head gasket. The cover plate and the oil sump are detachably connected to form the simulated cylinder body. A cylinder head gasket is provided between the cover plate and the oil sump for sealing. The cover plate has the oil inlet passage, and the oil sump has the oil outlet passage.

[0010] In some embodiments, the simulated cylinder block further includes a spraying device disposed at the oil outlet end of the oil inlet passage and arranged toward the thrust bearing.

[0011] In some embodiments, the simulated axle assembly further includes a housing fixedly connected to the simulated cylinder block. The simulated axle includes a first segment and a second segment. One end of the first segment is connected to one side of the clutch, and the other end is rotatably connected to the flywheel. One end of the second segment is connected to the other side of the clutch, and the other end is rotatably connected to the housing.

[0012] In some embodiments, the simulated one-shaft assembly further includes an air source and a solenoid valve, the air source being connected to the clutch via the solenoid valve to control the engagement or disengagement of the clutch.

[0013] In some embodiments, the oil condition control device includes an oil reservoir and a metering water dispenser, the metering water dispenser being used to add a certain amount of water to the oil reservoir.

[0014] In some embodiments, the oil condition control device further includes a constant temperature heater connected to the oil box to maintain the oil in the oil box at a certain temperature.

[0015] Compared with existing technologies, the engine thrust bearing durability testing system provided by this invention can control the conditions of the engine oil and simulate the oil deterioration under real-world usage scenarios, thereby simulating the real working environment of the thrust bearing in the engine and obtaining more accurate thrust bearing durability life data. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the engine thrust bearing durability testing system provided in an embodiment of the present invention; Figure 2 yes Figure 1 Exploded view of the driving component; Figure 3 yes Figure 1 A schematic diagram of the structure of a simulated one-axis component. Detailed Implementation

[0017] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention.

[0018] To address the technical problem of the lack of equipment for verifying the durability of thrust bearings in the existing technology, this invention provides an engine thrust bearing durability testing system that can better simulate the real working environment of thrust bearings, thereby obtaining more accurate durability life data.

[0019] Please see Figure 1 , Figure 1 This is a schematic diagram of the engine thrust bearing durability testing system provided in an embodiment of the present invention. The engine thrust bearing durability testing system includes a drive unit 1, a simulated engine unit 2, a simulated shaft assembly 3, and an oil control unit 4.

[0020] The drive unit 1 includes a drive motor 11 and a drive assembly 12. The drive motor 11 is connected to one end of the drive assembly 12. The drive assembly 12 can transmit the torque of the drive motor 11 and provide axial clearance. That is, the drive assembly 12 has axial freedom but no circumferential freedom. While transmitting torque, the drive assembly 12 allows the crankshaft to have a certain amount of axial movement to simulate the axial movement of the crankshaft in a real engine.

[0021] The simulated engine unit 2 includes a simulated cylinder block 21, a crankshaft 22, and a flywheel 23. The simulated cylinder block 21 has an oil inlet passage located above the crankshaft 22 and an oil outlet passage located at the bottom of the simulated cylinder block 21. The crankshaft 22 is disposed inside the simulated cylinder block 21 and rotatably connected to it. One end of the crankshaft 22 extends out of the simulated cylinder block 21 and is connected to the end of the drive assembly 12 away from the drive motor. The other end of the crankshaft 22 also extends out of the simulated cylinder block 21 and is fixedly connected to the flywheel 23. The thrust bearing 5 under test is mounted on the crankshaft 22.

[0022] The simulated input shaft assembly 3 includes a simulated input shaft 31 and a clutch 32. One end of the simulated input shaft 31 is rotatably connected to the flywheel 23, and the other end is connected to the clutch 32. When the clutch 32 is working, it can generate axial movement, which is transmitted to the crankshaft 22 via the simulated input shaft 31. The engine input shaft usually refers to the input shaft, which is located inside the gearbox and connected to the clutch. Its main function is to transmit engine power to the gearbox through the clutch.

[0023] The oil control unit 4 includes an oil condition control device 41 and a drive device 42. The oil condition control device 41 is connected to the oil inlet passage and the oil outlet passage via the drive device 42, so as to drive the oil in the oil condition control device 41 to flow into the oil inlet passage and drive the oil in the simulated cylinder block 21 to flow back into the oil condition control device 41.

[0024] The oil condition control device 41 can control the actual state of the oil, such as temperature, pressure, water content, aging state, etc., to provide oil in various different states for the crankshaft 22 and thrust bearing 5, so as to simulate the actual working state of the thrust bearing 5.

[0025] This engine thrust bearing durability testing system can effectively simulate the engine oil degradation process under different operating conditions by precisely controlling various oil parameters. This simulation not only considers changes in oil temperature but also includes factors such as increased oil water content and fluctuations in oil pressure, thus comprehensively reproducing the working environment faced by thrust bearings in a real engine. Under this environment, the durability performance of the thrust bearings is tested more realistically and accurately, providing reliable data support for assessing their service life.

[0026] See also Figures 1 to 3 , Figure 2 yes Figure 1 Exploded view of the driving component; Figure 3 yes Figure 1 A schematic diagram of the structure of a simulated one-axis component.

[0027] In some embodiments, the drive assembly includes an intermediate flange 121, a rear drive flange 122, and multiple nylon pins 123. The rear drive flange 122 is connected to the drive motor 11, and the intermediate flange 121 is used to connect the crankshaft 22. The intermediate flange 121 and the rear drive flange 122 are arranged opposite to each other and form a lateral clearance, which provides space for the axial movement of the crankshaft 22. The lateral clearance is approximately 2 mm. The intermediate flange 121 and the rear drive flange 122 have corresponding insertion holes, and the two ends of the nylon pins 123 are slidably inserted into the insertion holes of the intermediate flange 121 and the rear drive flange 122, respectively. The nylon pins 123 not only transmit torque but also restrict the relative rotation between the intermediate flange 121 and the rear drive flange 122, ensuring the stable operation of the drive assembly 12. At the same time, the sliding design of the nylon pins 123 also allows the intermediate flange 121 and the rear drive flange 122 to move relative to each other in the axial direction, thereby simulating the axial movement of the crankshaft 22.

[0028] In some embodiments, the drive assembly 12 further includes a diaphragm flange 124 and a diaphragm 125. The drive motor 11 is connected to the diaphragm flange 124 via the diaphragm 125. The diaphragm 125 is made of spring steel, which has good elasticity and fatigue resistance, and can effectively buffer and absorb vibration during torque transmission, reducing the impact on the drive motor 11 and subsequent transmission components. The diaphragm flange 124 is fixedly connected to the rear drive flange 122. This connection method is stable and reliable, ensuring the integrity of the overall structure of the drive assembly 12, so that the torque of the drive motor 11 can be accurately transmitted to the rear drive flange 122, thereby driving the entire drive assembly 12 to operate, providing a stable power input for simulating the real working state of an engine.

[0029] In some embodiments, the drive assembly 12 further includes a front drive flange 126 and two cover rings 127. The intermediate flange 121 is fixedly connected to the crankshaft 22 via the front drive flange 126. This connection method ensures a stable connection between the crankshaft 22 and the drive assembly 12, enabling the drive assembly 12 to accurately transmit torque to the crankshaft 22, thereby driving the crankshaft 22 to rotate within the simulated cylinder block 21. The two cover rings 127 are respectively disposed on the intermediate flange 121 and the rear drive flange 122 to seal the insertion hole, preventing the nylon pin 123 from falling out of the insertion hole during operation, thus ensuring the stability and reliability of the drive assembly 12. At the same time, the design of the cover rings 127 also facilitates the maintenance and repair of the drive assembly 12. When it is necessary to replace the nylon pin 123 or perform other maintenance operations, only the cover rings 127 need to be removed, improving maintenance efficiency.

[0030] In some embodiments, the simulated cylinder block 21 includes a cover plate 211, an oil sump 212, and a cylinder head gasket. The cover plate 211 and the oil sump 212 are detachably connected, and together they form the overall structure of the simulated cylinder block 21. A cylinder head gasket is provided between the cover plate 211 and the oil sump 212, providing a good seal and effectively preventing oil leakage within the simulated cylinder block 21. This ensures that the oil flows within the simulated cylinder block 21 along a predetermined circulation path, providing a stable lubrication environment for the crankshaft 22 and the thrust bearing 5. The cover plate 211 has an oil inlet channel, and the oil sump 212 has an oil outlet channel. The rational arrangement of the oil inlet and outlet channels allows the oil to flow smoothly from the oil condition control device 41 into the simulated cylinder block 21 and then back from the simulated cylinder block 21 to the oil condition control device 41, forming a complete oil circulation system.

[0031] In some embodiments, the simulated cylinder block 21 further includes a spraying device 213, which is disposed at the oil outlet end of the oil inlet passage and arranged towards the thrust bearing 5. During the test, when engine oil flows into the simulated cylinder block 21 from the oil inlet passage, the spraying device 213 sprays the engine oil onto the thrust bearing 5 in a mist form. This spraying method can more evenly distribute the engine oil on the surface of the thrust bearing 5, simulating the lubrication and cooling effect of engine oil on the thrust bearing 5 in a real engine. Compared with the traditional method of directly injecting engine oil, the spraying device 213 can better control the flow and distribution of engine oil, making the lubrication conditions of the thrust bearing 5 in different parts closer to the actual situation, thereby improving the accuracy and reliability of the test data.

[0032] In some embodiments, the simulated crankshaft assembly 3 further includes a housing 33, which is fixedly connected to the simulated cylinder block 21, providing a stable mounting base for the simulated crankshaft assembly 3. The simulated crankshaft 31 includes a first section 311 and a second section 312. One end of the first section 311 is connected to one side of the clutch 32, and the other end is connected to the flywheel 23 via a ball bearing, allowing the simulated crankshaft 31 to rotate under the drive of the flywheel 23, while simultaneously transmitting the axial movement generated by the clutch 32 to the crankshaft 22. One end of the second section 312 is connected to the other side of the clutch 32, the middle part is rotatably connected to the housing 33 via a tapered bearing, and the other end is connected to the housing 33 via an end face bearing. This connection method not only ensures the stable operation of the simulated crankshaft 31 but also limits the axial and circumferential displacement of the simulated crankshaft 31, ensuring that the simulated crankshaft 31 can only rotate and transmit axial force within a specified range, thereby more accurately simulating the working state of the crankshaft in a real engine.

[0033] In some embodiments, the simulated shaft assembly 3 further includes an air source and a solenoid valve 34, with the air source connected to the clutch 32 via the solenoid valve 34. During the test, by controlling the on / off state of the solenoid valve 34, the timing and flow rate of the air source supplying gas to the clutch 32 can be precisely controlled, thereby controlling the engagement or disengagement of the clutch 32. When simulating the clutch engagement condition of an engine, the solenoid valve 34 opens, the air source supplies gas to the clutch 32, engaging the clutch and transmitting power to the simulated shaft 31 and crankshaft 22; when simulating the clutch disengagement condition of an engine, the solenoid valve 34 closes, the air source stops supplying gas to the clutch 32, the clutch 32 disengages, and the power transmission is cut off. This precise control method can simulate the clutch operation of a real engine under different operating conditions, providing a more realistic axial surging load for the thrust bearing 5, thereby improving the accuracy and reliability of the test.

[0034] In a preferred embodiment, a pressure sensor 35 can also be connected to the pipeline between the solenoid valve 34 and the clutch 22. The pressure sensor 35 can monitor the gas pressure delivered to the clutch 32 in real time and feed the pressure data back to the control system. In this way, the test personnel can accurately grasp the actual air pressure state of the clutch 32 under different operating conditions, ensuring that the engagement and disengagement actions of the clutch 32 are accurately performed within the set pressure range. When the pressure sensor 35 detects an abnormal air pressure, the control system can issue an alarm in a timely manner, prompting the test personnel to check and adjust, avoiding test errors or equipment damage caused by unstable air pressure. At the same time, the pressure data can also be recorded for subsequent test analysis and data comparison, further optimizing test parameters and improving the reliability and repeatability of test results.

[0035] In some embodiments, the oil condition control device 41 includes an oil box 411 and a metering water injector 412, which is used to add a certain amount of water to the oil box 411. During actual engine operation, a large amount of water vapor generated by combustion in the cylinder will dissolve into the lubricating oil, changing the oil's performance and lubrication effect. To simulate this situation, this test system adds a certain amount of water to the oil box 411 through the metering water injector 412 to control the water content in the oil. By precisely controlling the amount of water added, the water content of the oil under different operating conditions can be simulated, thereby studying the impact of the oil's water content on the durability of the thrust bearing 5. This simulation method can more realistically reflect the changes in the state of the oil during actual engine use, providing more accurate data support for the durability assessment of the thrust bearing 5. At the same time, the metering water injector 412 can also be used to replenish water to the oil box 411 to ensure the replenishment of water evaporation during the test.

[0036] The metering water dispenser 412 can be a graduated cylinder with a valve, through which a metered amount of water is added to the oil container 411. Alternatively, an electronically controlled micro-injection pump can be used. The electronically controlled micro-injection pump can precisely control the amount of water added according to a preset program, offering higher precision and better meeting the experimental requirements for accurate control of the water content in the oil. It is important to note that the oil needs to circulate for 30 minutes after water addition to ensure proper mixing of the oil and water.

[0037] In some embodiments, the oil condition control device 41 further includes a constant-temperature heater connected to the oil reservoir 411. During actual engine operation, the oil temperature changes with the engine's operating state and ambient temperature, and these temperature variations significantly affect the oil's viscosity, lubrication performance, and other properties. To simulate the impact of oil on the thrust bearing 5 at different temperatures, this test system uses a constant-temperature heater to heat or cool the oil in the oil reservoir 411, maintaining it within a set temperature range. By precisely controlling the oil temperature, the temperature changes of the oil under different engine operating conditions can be simulated, thereby studying the impact of oil temperature on the durability of the thrust bearing 5. This simulation method can more comprehensively consider the impact of various oil parameter changes on the thrust bearing 5, improving the accuracy and reliability of the test data.

[0038] The constant temperature heater can be made by wrapping an electric heating wire around the outside of the oil box 411 and precisely controlling the heating temperature through a temperature control system; or it can be made by using a built-in heating rod, which is placed directly into the oil box 411 to heat the oil, while a temperature sensor monitors the oil temperature in real time to ensure that the oil temperature is stable at the set value.

[0039] In one embodiment, the oil condition control device provides oil at 40°C-110°C and 0 kPa-4 kPa.

[0040] The drive unit 42 can be an oil pipeline with an oil pump, which drives the flow of engine oil.

[0041] This engine thrust bearing durability testing system not only possesses the ability to highly simulate the working environment of a real engine, but also provides a comprehensive and accurate solution for thrust bearing durability testing through the meticulous design and coordinated operation of its various components. The drive unit 1 in the system, through its unique drive component 12 design, transmits torque while allowing axial movement of the crankshaft, simulating the dynamic characteristics of the crankshaft in a real engine. The simulated engine unit 2, by simulating the combination of cylinder block 21, crankshaft 22, and flywheel 23, reproduces the basic structure and working principle of the engine's internal structure, especially the oil circulation path and lubrication method, providing a stable lubrication environment for testing.

[0042] The introduction of the simulated primary shaft assembly 3 further enhances the system's simulation capabilities. By simulating the axial movement of the clutch 32 and the complex connection between the primary shaft 31, flywheel 23, and housing 33, the system can accurately simulate the working state of the primary shaft in the engine, providing a realistic axial movement load for the thrust bearing 5. This simulation method not only improves the accuracy of the test but also makes the test results closer to actual usage conditions.

[0043] As the core component of the system, the oil control unit 4, through the coordinated operation of the oil condition control device 41 and the drive device 42, achieves precise control over various parameters of the oil. Whether it's the oil's temperature, pressure, water content, or aging state, all can be accurately simulated and regulated. This comprehensive oil condition simulation capability allows the system to simulate the oil degradation process under different engine operating conditions, providing a more realistic and comprehensive environment for the durability testing of the thrust bearing 5.

[0044] Furthermore, the system further improves the accuracy and reliability of the test through a series of detailed design features, such as the setting of the spray device 213, the introduction of the pressure sensor 35, the application of the metering water dispenser 412 and the constant temperature heater. These designs not only make the oil distribution more uniform and the lubrication effect closer to the actual situation, but also enable the system to monitor and adjust various parameters in real time, ensuring the stability and controllability of the test process.

[0045] The specific embodiments of the present invention described above do not constitute a limitation on the scope of protection of the present invention. Any other corresponding changes and modifications made in accordance with the technical concept of the present invention should be included within the scope of protection of the claims of the present invention.

Claims

1. A durability testing system for engine thrust bearings, characterized in that, include: A drive unit includes a drive motor and a drive assembly, wherein the drive motor is connected to one end of the drive assembly, and the drive assembly is capable of transmitting the torque of the drive motor and providing axial clearance. A simulated engine unit includes a simulated cylinder block, a crankshaft, and a flywheel. The simulated cylinder block has an oil inlet passage located above the crankshaft and an oil outlet passage located at the bottom of the simulated cylinder block. The crankshaft is disposed in the simulated cylinder block and rotatably connected to the simulated cylinder block. One end of the crankshaft is connected to the end of the drive assembly away from the drive motor, and the other end of the crankshaft is fixedly connected to the flywheel. A simulated shaft assembly includes a simulated shaft and a clutch. One end of the simulated shaft is rotatably connected to the flywheel, and the other end is connected to the clutch. The clutch transmits axial movement to the crankshaft via the simulated shaft. An oil control unit includes an oil condition control device and a drive device. The oil condition control device is connected to the oil inlet passage and the oil outlet passage via the drive device to drive the oil in the oil condition control device into the oil inlet passage and to drive the oil in the simulated cylinder block back into the oil condition control device.

2. The engine thrust bearing durability testing system according to claim 1, characterized in that, The drive assembly includes an intermediate flange, a rear drive flange, and multiple nylon pins. The rear drive flange is connected to the drive motor, and the intermediate flange is connected to the crankshaft. The intermediate flange and the rear drive flange are arranged opposite to each other and form the axial clearance. The intermediate flange and the rear drive flange have multiple corresponding insertion holes. The two ends of the nylon pins are slidably inserted into the insertion holes of the intermediate flange and the rear drive flange, respectively.

3. The engine thrust bearing durability testing system according to claim 2, characterized in that, The drive assembly also includes a diaphragm flange and a diaphragm. The drive motor is connected to the diaphragm flange via the diaphragm, and the diaphragm flange is fixedly connected to the rear drive flange.

4. The engine thrust bearing durability testing system according to claim 2, characterized in that, The drive assembly also includes a front drive flange and two cover rings. The intermediate flange is fixedly connected to the crankshaft via the front drive flange. The two cover rings are respectively disposed on the intermediate flange and the rear drive flange to close the insertion hole.

5. The engine thrust bearing durability testing system according to claim 1, characterized in that, The simulated cylinder includes a cover plate, an oil sump, and a cylinder head gasket. The cover plate and the oil sump are detachably connected to form the simulated cylinder. A cylinder head gasket is provided between the cover plate and the oil sump for sealing. The cover plate has the oil inlet passage, and the oil sump has the oil outlet passage.

6. The engine thrust bearing durability testing system according to claim 5, characterized in that, The simulated cylinder block also includes a spraying device, which is located at the oil outlet end of the oil inlet and is arranged toward the thrust bearing.

7. The engine thrust bearing durability testing system according to claim 1, characterized in that, The simulated axle assembly also includes a housing, which is fixedly connected to the simulated cylinder block. The simulated axle includes a first section and a second section. One end of the first section is connected to one side of the clutch, and the other end is rotatably connected to the flywheel. One end of the second section is connected to the other side of the clutch, and the other end is rotatably connected to the housing.

8. The engine thrust bearing durability testing system according to claim 1, characterized in that, The simulated one-axis assembly also includes an air source and a solenoid valve. The air source is connected to the clutch via the solenoid valve to control the engagement or disengagement of the clutch.

9. The engine thrust bearing durability testing system according to claim 1, characterized in that, The oil condition control device includes an oil box and a metering water dispenser, the metering water dispenser being used to add a certain amount of water to the oil box.

10. The engine thrust bearing durability testing system according to claim 9, characterized in that, The oil condition control device also includes a constant temperature heater, which is connected to the oil box to maintain the oil in the oil box at a certain temperature.

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