Integrated axle part compression resistance detection device

Abstract

The invention relates to an integrated axle part compression resistance detection device, belongs to the technical field of axle performance testing, and aims to solve the problems that existing equipment is single in function and cannot simulate actual working conditions. According to the device, a traditional fixed supporting structure is replaced by a combined structure of an installation mechanism and a jacking mechanism, a simply supported beam testing model with the two ends fixed and the center pressed down is broken through, and a double-cantilever symmetrical loading model with the center fixed and the two ends lifted and a cantilever beam model with the one side fixed and the one side lifted are achieved. Wherein the jacking mechanism adopts a pneumatic driving structure in which a piston cylinder is matched with a piston rod, controllable lifting force can be provided for the axial end of the axle through positive pressure / negative pressure adjustment, and the static load and dynamic impact composite working condition in the actual application of the axle can be accurately simulated by combining the fixed design of the middle section of the axle.

Description

Technical Field

[0001] This invention relates to the field of axle performance testing technology, and in particular to an integrated axle component compressive strength testing device. Background Technology

[0002] As a core component for vehicle load-bearing and transmission, the integrated axle's compressive strength directly affects the vehicle's driving safety and service life. In existing technologies, axle compressive strength testing devices generally employ a simply supported beam test model with "fixed ends and downward pressure at the center" (e.g., ...). Figure 1 As shown in the diagram, a test cylinder positioned at the upper center of the axle applies downward pressure, and fixed support structures are installed on the lower sides of both ends of the axle along its axial direction. The compressive strength limit is determined based on the degree of axle deformation. While this type of device can perform basic compressive strength testing, it has significant limitations: it can only simulate static center load conditions and cannot reproduce the complex stress scenarios faced by the axle in actual applications.

[0003] In actual operation, the mid-section of the axle needs to be fixed to the chassis to ensure stability, while the two ends of the axle connect to the wheels and transmit dynamic loads. It must simultaneously withstand the static load from the vehicle's own weight and the dynamic impact forces caused by uneven road surfaces, acceleration, and braking. Traditional simply supported beam models can only reflect the strength of the mid-span section, while the strength characteristics of the axle ends (such as the wheel flange roots and axle end fillets) are stress concentration areas and cannot be effectively detected by this model. Furthermore, existing equipment has limited functionality and cannot switch test modes to cover the complete mechanical stages, including elastic and plastic deformation, making it difficult to comprehensively assess the axle's ultimate load-bearing capacity under multiple operating conditions.

[0004] With the increasing demands for lightweight and high-load vehicles, the design of integrated axle structures is becoming increasingly complex, placing higher demands on the operational simulation capabilities of testing devices. The functional limitations of existing technologies have become a key bottleneck restricting axle performance optimization and reliability verification. Therefore, there is an urgent need to develop a multi-mode compressive strength testing device that can accurately reproduce actual working conditions. Summary of the Invention

[0005] To address some limitations and shortcomings in current testing technologies, this invention proposes an integrated axle component compressive strength testing device. This device not only supports standardized testing procedures but also provides diverse additional testing methods, thus more flexibly and comprehensively simulating various connection and stress states of integrated axles in real-world applications. By highly simulating load conditions under actual working conditions, this device can accurately measure the compressive strength and structural stability of integrated axles under extreme conditions such as high loads and long-term operation, effectively improving the accuracy and practicality of the testing.

[0006] To achieve the above objectives, the present invention adopts the following technical solution: An integrated axle component compression resistance testing device includes an axle with a test cylinder located in the middle of its upper end. A support structure is located on the lower side of each of the two axial ends of the axle. Each support structure includes a mounting mechanism detachably connected to the axle. A lifting mechanism is located below the mounting mechanism. The lifting mechanism includes a piston cylinder I with a through hole at its upper end. A piston rod I is slidably and sealed within the inner cavity of a piston rod I, and the piston rod I is slidably and sealed to the through hole. The upper end of the piston rod I protrudes from the piston cylinder I and is rotatably connected to the mounting mechanism. An air inlet pipe and an air extraction pipe are connected to the side end of the piston cylinder I. The air inlet pipe communicates with the lower cavity of the piston rod I, and the air extraction pipe communicates with the middle cavity of the piston rod I. A pneumatic control mechanism is located at the end of the air inlet pipe and the air extraction pipe furthest from the piston rod I.

[0007] Preferably, the pneumatic control mechanism includes a piston cylinder II, a piston rod II is slidably connected in the inner cavity of the piston cylinder II, a driving component is fixedly connected to the part of the piston rod II that protrudes from the piston cylinder II, and the sealed cavity formed by the inner wall of the piston cylinder II and the piston rod II is simultaneously connected to the air inlet pipe and the air extraction pipe, and a one-way valve is provided on both the air inlet pipe and the air extraction pipe.

[0008] Preferably, the driving component includes a lead screw coaxial with the piston rod II, a driving member screwed to the outer end of the lead screw, an escapement member between the driving member and the piston rod II, and a compression spring between the lead screw and the piston rod II. The two axial ends of the compression spring abut against the lead screw and the piston rod II, respectively. In the initial stage of the driving member moving away from the piston cylinder II, the piston rod II cooperates with the driving member through the escapement member and moves synchronously with the driving member. When the movement distance of the driving member reaches a preset threshold, the escapement member separates from the driving member, and the compression spring pushes the piston rod II to reset.

[0009] Preferably, the escapement component includes a pull plate rotatably connected to the piston rod II, a through slot is provided at one end of the pull plate near the lead screw, and a mating part is fixedly connected to the drive component for the through slot. The escapement component also includes a trigger, the trigger and the mating part have the same structure, the projection of the trigger and the mating part on the vertical plane is a right-angled triangle structure, and the hypotenuse of the trigger and the mating part is located at the end near the piston cylinder II.

[0010] Preferably, an adjustment component is provided on one side of the trigger, the adjustment component including a screw for changing the position of the trigger and a limiting rod for constraining the position trajectory of the trigger.

[0011] Preferably, the vertical plane projection of the piston rod I is a "tu" shaped structure. A spacer is slidably and sealingly connected between the two horizontal sections in the middle of the piston rod I. The spacer is fixedly connected to the piston cylinder I. The two horizontal sections in the middle of the piston rod I cooperate with the spacer to divide the inner cavity of the piston cylinder I into two negative pressure chambers and two positive pressure chambers. One suction pipe is connected to each of the two negative pressure chambers, and one intake pipe is connected to each of the two positive pressure chambers. Moreover, a pneumatic control mechanism is provided corresponding to each adjacent suction pipe and intake pipe.

[0012] Preferably, the two pneumatic control mechanisms corresponding to a single support structure are arranged front and back. Moreover, a synchronous gear transmission structure is commonly provided between the two pneumatic control mechanisms on the front and back sides.

[0013] Preferably, the synchronous gear transmission structure includes a synchronous gear set and an electromagnetic clutch. Among them, the synchronous gear set is key-connected to the lead screw and the electromagnetic clutch in one of the pneumatic control mechanisms, and the other end of the electromagnetic clutch is key-connected to the lead screw in the other pneumatic control mechanism.

[0014] Preferably, limiting rings are respectively arranged inside the positive pressure chamber and the negative pressure chamber. The limiting rings are fixedly connected to the inner wall of the piston cylinder I. Moreover, the limiting ring in the positive pressure chamber is located above the corresponding intake pipe, and the limiting ring in the negative pressure chamber is located below the corresponding suction pipe. Solenoid valves are provided corresponding to the positive pressure chamber and the negative pressure chamber. The solenoid valves are fixedly connected to the piston cylinder I and are connected to the inner cavity of the piston cylinder I.

[0015] Preferably, the mounting mechanism includes a positioning plate fixedly connected to the piston rod I. The upper end of the positioning plate is hinged with a V-shaped block through a pin shaft along the front and rear axis. The axial end of the axle is embedded in the upper opening of the V-shaped block. Tensile springs with an angle other than zero between the central axis and the horizontal plane are respectively arranged on the front and rear sides at the lower end of the V-shaped block. The two axial ends of the tensile spring are respectively movably connected to the V-shaped block and the positioning plate. Moreover, the two tensile springs corresponding to a single V-shaped block are in a centrosymmetric state.

[0016] Compared with the prior art, the beneficial effects of the present invention are as follows: Breaking through the limitations of traditional test models and realizing multi-condition simulation: By replacing the fixed support rod with a jacking mechanism, this device innovatively constructs a double-cantilever symmetric loading and cantilever beam test model, and for the first time realizes the reproduction of the working condition of "fixed in the center and dynamically stressed at both ends" of the axle. Compared with the defect that the traditional simply supported beam model can only detect the static strength at the mid-span, this device can accurately simulate actual scenarios such as bilateral wheel impact (double-cantilever model) and unilateral wheel impact (cantilever beam model), covering the complete mechanical response process of the axle from elastic deformation to plastic deformation, and the detection dimension is more comprehensive.

[0017] Enhancing the reliability of test data and supporting design optimization: The device employs a pneumatically controlled lifting mechanism, allowing precise adjustment of the lifting force via the air intake / exhaust pipe. Combined with a high-precision displacement sensor and computer vision measurement system, it can capture real-time deformation data of the axle under different loads. Furthermore, the rotating connection design between the piston rod and the mounting mechanism effectively avoids stroke conflicts during axle bending, ensuring a stable and controllable testing process. The ultimate load and stress distribution data obtained through this device can be directly used to verify the rationality of the axle structural design, shortening the development cycle and improving product reliability. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the overall structure of the present invention; Figure 2 This is a schematic diagram showing the positional relationship between the installation mechanism and the lifting mechanism of the present invention; Figure 3 This is a schematic diagram showing the positional relationship between the pneumatic control mechanism and the lifting mechanism of the present invention; Figure 4 This is a schematic diagram of the overall structure of the lifting mechanism of the present invention; Figure 5 This is a schematic diagram of the overall structure of the pneumatic control mechanism of the present invention; Figure 6 This is a schematic diagram showing the cooperation relationship between the driving component and the pull plate of the present invention; Figure 7 This is a schematic diagram showing the mating relationship between the screw and the trigger element of the present invention; Figure 8 This is a schematic diagram of the fixed state of the limiting rod of the present invention; Figure 9 This is a schematic diagram of the internal structure of piston cylinder I of the present invention; Figure 10 This is a schematic diagram showing the cooperation relationship between the synchronous gear set and the electromagnetic clutch of the present invention; Figure 11 This is a schematic diagram of the overall structure of the installation mechanism of the present invention.

[0019] In the diagram: 1. Test cylinder; 2. Axle; 3. Support structure; 301. Mounting mechanism; 3011. Positioning plate; 3012. Tension spring; 3013. V-block; 302. Lifting mechanism; 3021. Piston rod I; 3022. Piston cylinder I; 3023. Suction pipe; 3024. One-way valve; 3025. Intake pipe; 3026. Solenoid valve; 3027. Limiting ring; 3028. Negative pressure chamber; 3029. Positive pressure chamber; 30210. Interval Plate; 303, Pneumatic control mechanism; 3031, Piston cylinder II; 3032, Piston rod II; 3033, Compression spring; 3034, Escapement component; 30341, Pull plate; 30342, Trigger; 3035, Drive component; 30351, Drive component; 30352, Lead screw; 30353, Mating part; 3036, Limit rod; 3037, Screw; 4, Synchronous gear transmission structure; 401, Synchronous gear set; 402, Electromagnetic clutch. Detailed Implementation

[0020] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0021] In the description of this invention, it should be understood that the terms "upper", "lower", "front", "rear", "left", "right", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0022] Please refer to Figure 1 and Figure 2 This invention relates to a device for testing the compressive strength of integrated axle components. It primarily addresses the problem that existing testing equipment has limited functionality and cannot effectively test the specific working conditions faced by integrated axles. By setting different testing modes, this device can comprehensively test the ultimate load of integrated axles under various actual working conditions, thereby more effectively evaluating their compressive strength.

[0023] Please refer to Figure 1The testing equipment in existing technology generally includes a test cylinder 1 located at the middle of the upper end of the axle 2, and a support structure 3 for supporting and limiting the axle 2 is respectively set on the lower side of each of the two axial ends. In actual operation, by continuously increasing the pressure value inside the test cylinder 1, the downward pressure applied to the axle 2 by the moving end of the test cylinder 1 is continuously increased, and then the compressive strength limit of the axle 2 is determined based on the degree of deformation.

[0024] It should be noted that, such as Figure 1 As shown in the figure, for ease of understanding, the suspension and displacement structure of the test cylinder 1 and the mounting bracket attached to the support structure 3 are not shown. Such equipment belongs to the prior art, and it has various forms and high universality, so it will not be described in detail here.

[0025] Accordingly, in the current application of technology and equipment, during the compressive performance testing of axle 2, the axle 2 structure will inevitably undergo a series of complete mechanical deformation stages. This process typically encompasses several key stages, including the initial elastic deformation stage and the subsequent plastic deformation stage. To accurately measure and record the specific deformation data of axle 2 at each deformation stage, modern testing equipment is usually equipped with a high-precision displacement sensor system. Furthermore, with the advancement of computer vision technology, more and more testing equipment is beginning to adopt intelligent measurement systems centered on industrial-grade high-resolution cameras. These intelligent systems, through image processing and algorithm analysis, can achieve real-time monitoring and accurate calculation of the deformation of axle 2, providing a more comprehensive and reliable measurement solution for engineering testing. This type of structure is also a relatively mature existing technology. Therefore, it will not be elaborated upon further here.

[0026] like Figure 2 , Figure 3 As shown, unlike existing devices, in this device, the support structure 3 includes a mounting mechanism 301 that cooperates with the axial end of the axle 2, and a lifting mechanism 302 disposed below the mounting mechanism 301, which can provide additional lifting force to the axial end of the axle 2.

[0027] It is particularly important to emphasize that this device, by replacing the traditional fixed support rod with a lifting mechanism 302, breaks through the traditional "fixed at both ends, downward pressure at the center" simply supported beam test model, and realizes a "fixed at the center, upward pressure at both ends" double cantilever symmetrical loading model and a "fixed on one side, lifted on one side" cantilever beam model. These new modes can accurately simulate the real state of the axle 2 in actual engineering applications: the middle section of the axle 2 (such as...) Figure 1 As shown, the contact area between the connecting seat on the lower side of the test cylinder 1 and the body of the axle 2 needs to be firmly fixed to the frame structure to ensure system stability, while the two ends of the axial direction are connected to the left and right wheels respectively. The wheels directly contact the ground and transmit dynamic loads.

[0028] In actual operation, axle 2 not only bears static gravity loads (basic loads transmitted from the vehicle's own weight through the frame), but also needs to cope with dynamic impact forces. When the vehicle travels on uneven roads or encounters an impact, the ground transmits the force to both ends of axle 2 through the wheels, forming dynamic pressure loads caused by uneven road surfaces, acceleration, braking, or collisions. Traditional simply supported beam models can only simulate static center loads and cannot reproduce the complex scenario of "dynamic forces at both ends." However, the new device's double cantilever symmetrical loading and cantilever beam model can simulate the force state when both sides or one side of the wheels are impacted, thus more realistically reproducing the static and dynamic combined pressure environment faced by axle 2 in actual use, providing a scientific basis for axle 2 design optimization and reliability verification.

[0029] It should be noted that in the "fixed at both ends, downward pressure at the center" (simply supported beam model) test mode, the stress on the upper and lower surfaces of the mid-span section reaches its maximum value, and the deflection in the mid-span region is also at its maximum. The final measured result is the mid-span section strength. In contrast, in the "fixed at the center, upward pressure at both ends" (double cantilever symmetrical loading model) test mode, the stress on the upper and lower surfaces of the loading points at both ends reaches its maximum value, and the deflection at both loading points reaches its maximum value. The final measured result is the structural strength at both loading points (such as the root of the wheel flange and the transition fillet of the shaft head).

[0030] It is worth noting that the "center fixed, both ends raised" (double cantilever symmetrical loading model) test mode differs from the "single-sided fixed, single-sided lifting" (single cantilever beam test model). In the traditional cantilever beam test model, the bending moment at the fixed end section is unidirectionally maximum, and its single-sided free end produces unidirectional deformation.

[0031] Specifically, such as Figure 3 , Figure 4 As shown, the lifting mechanism 302 includes a piston cylinder I 3022. Within the inner cavity of the piston cylinder I 3022, a piston rod I 3021 is connected by a sliding seal, allowing the piston rod I 3021 to be equivalent to an existing cylinder system. When the air pressure below the piston cylinder I 3022 increases, the piston rod I 3021 can apply a larger lifting force to the axle 2 via the mounting mechanism 301.

[0032] In practical applications, to accurately obtain the lifting force provided by piston rod I 3021 to axle 2, two different measurement methods can typically be used: one is to install a high-precision pressure sensor at the contact point between mounting mechanism 301 and axle 2, directly measuring the pressure change at the contact point to provide feedback on the specific lifting force; the other method is to detect the air pressure in the inner cavity of piston cylinder I 3022 in real time, and indirectly calculate the lifting force applied by piston rod I 3021 using the correlation between air pressure and lifting force. Both methods can effectively monitor the lifting force, and can be flexibly selected according to the needs of specific application scenarios.

[0033] Correspondingly, an intake pipe 3025 is connected to the side end of piston cylinder I 3022, and the intake pipe 3025 is located below piston rod I 3021. Through the intake pipe 3025, gas can be continuously injected into the sealed cavity formed by piston rod I 3021 and the inner wall of piston cylinder I 3022, thereby increasing the gas pressure in this area and using the gas pressure to apply an upward thrust to piston rod I 3021.

[0034] Unlike traditional cylinder models, this device features a through-hole at the upper end of piston cylinder I 3022. Piston rod I 3021 is connected to this through-hole via a sliding seal, allowing a sealed cavity to be formed between the upper side of piston rod I 3021 and the inner wall of piston cylinder I 3022. A suction pipe 3023 is connected to the side end of piston cylinder I 3022, positioned above piston rod I 3021, meaning it connects to the sealed cavity above piston rod I 3021. In actual operation, gas can be continuously drawn from this cavity via suction pipe 3023, causing a continuous decrease in pressure. This negative pressure then applies an upward thrust to piston rod I 3021.

[0035] It is particularly noteworthy that the upper end of piston rod I 3021 protrudes from piston cylinder I 3022 and is rotatably connected to mounting mechanism 301. This design better reflects the actual situation in the test modes of "center fixed + both ends rising" and "single-side fixed + single-side lifting", where the two axial ends of the axle 2 bend, thus avoiding stroke conflict between mounting mechanism 301 and lifting mechanism 302 and ensuring the accuracy of test results.

[0036] Specifically, such as Figure 11 As shown, the mounting mechanism 301 includes a positioning plate 3011 fixedly connected to the piston rod I 3021. A V-block 3013 is hinged to the upper end of the positioning plate 3011 via a front-rear axial pin, and the axial end of the axle 2 is embedded in the upper opening of the V-block 3013.

[0037] Furthermore, tension springs 3012 with non-zero angles between their central axes and the horizontal plane are respectively provided on the front and rear sides of the lower end of the V-block 3013. The two axial ends of the tension springs 3012 are movably connected to the V-block 3013 and the positioning plate 3011, respectively, and the two tension springs 3012 corresponding to a single V-block 3013 are centrally symmetrical. This arrangement utilizes the tilting force applied to the V-block 3013 by the tension springs 3012 to counteract the tilt caused by the weight of the V-block 3013, ensuring that the V-shaped opening of the V-block 3013 is directly above it under normal conditions, thereby facilitating the assembly of the axle 2 and the mounting mechanism 301.

[0038] In addition, such as Figure 11 As shown, the upper end of the V-block 3013 can also be fixed with corresponding limit fasteners by bolts. The limit fasteners can realize the fixed connection between the V-block 3013 and the axle 2, and avoid accidents caused by test breakage during the test.

[0039] Specifically, a pneumatic control mechanism 303 is provided at the end of the air intake pipe 3025 and the air extraction pipe 3023 away from the piston rod I 3021 to complete the corresponding air extraction and inflation processes. In practical applications, the pneumatic control mechanism 303 can be implemented with the help of a corresponding air pump, air compressor or similar equipment.

[0040] Please see Figure 4 , Figure 5 To simplify the system and reduce the cost and workload of the pneumatic control mechanism 303, this device constrains the pneumatic control mechanism 303. The pneumatic control mechanism 303 includes a piston cylinder II 3031, and a piston rod II 3032 slidably connected within the inner cavity of the piston cylinder II 3031. The sealed connection between the piston rod II 3032 and the piston cylinder II 3031 creates a corresponding sealed space between them. At this point, it is only necessary to ensure that this sealed space is connected to both the extraction pipe 3023 and the intake pipe 3025, and that both the intake pipe 3025 and the extraction pipe 3023 are equipped with a one-way valve 3024 (the gas flow direction inside the one-way valve 3024 matches the actual function of the intake pipe 3025 and the extraction pipe 3023). By moving the piston rod II 3032, the volume of the sealed space formed by the piston rod II 3032 and the inner wall of the piston cylinder II 3031 can be changed, thereby realizing the extraction and inflation of the inner cavity of the piston cylinder I 3022.

[0041] Specifically, the device has a drive component 3035 fixedly connected to the part of the piston rod II 3032 that protrudes from the piston cylinder II 3031, so as to realize the movement of the piston rod II 3032.

[0042] Specifically, such as Figure 3 , Figure 5As shown, the drive component 3035 includes a lead screw 30352, with a drive member 30351 screwed to the outside of the lead screw 30352, and the drive member 30351 is movably connected to the piston rod II 3032. This allows for the utilization of the high-load transmission characteristics of the lead screw 30352 to achieve changes in the air pressure value inside the piston cylinder I 3022 at a lower cost. Simultaneously, by using the lead screw 30352 to move the piston rod II 3032, the volume change of the sealed cavity inside the piston cylinder II 3031 can be indirectly obtained through the distance the drive block moves, thus determining the change in the air pressure value inside the piston cylinder I 3022, and ultimately, the lifting force applied by the piston rod I 3021 to the axle 2.

[0043] In addition, such as Figure 6 As shown, this device has a limiting plate (vertical plate on the lower side of the driving component 30351) on the lower side. In actual operation, the limiting plate can cooperate with the corresponding mounting bracket to limit the rotation of the driving component 30351, ensuring that the driving component 30351 rotates asynchronously during the rotation of the lead screw 30352, thereby enabling the driving component 30351 to perform horizontal linear motion as the lead screw 30352 rotates. This type of structure is a relatively common limiting structure in the mechanical field (mechanical design manual), and will not be described in detail here.

[0044] It is worth noting that, such as Figure 3 As shown, a gear transmission assembly and a matching drive motor I are specially configured on one side of the lead screw 30352. In practical applications, this structure, through the coordinated operation of drive motor I and external detection equipment such as encoders, can effectively achieve real-time monitoring and feedback of the travel distance of the drive component 30351, thereby making position control more convenient and precise.

[0045] Furthermore, such as Figure 5 , Figure 6As shown, an escapement member 3034 is provided between the drive member 30351 and the piston rod II 3032 in this device. With the help of the escapement member 3034, during the process of the drive member 30351 moving away from the piston cylinder II 3031, initially, the piston rod II 3032 cooperates with the escapement member 3034 and moves synchronously with the drive member 30351. At this time, the volume of the sealed inner cavity of the piston cylinder II 3031 increases, and the suction pipe 3023 draws gas from the inner cavity of the piston cylinder I 3022, thereby creating a negative pressure, and the lifting force applied by the piston rod I 3021 to the axle 2 increases; subsequently, as the moving distance of the drive member 30351 increases until the moving distance of the drive member 30351 reaches a threshold, the escapement member 3034 separates from the drive member 30351. At this time, by utilizing the compression spring 3033 set between the lead screw 30352 and the piston rod II 3032, and by taking advantage of the characteristic that the two axial ends of the compression spring 3033 abut against the lead screw 30352 and the piston rod II 3032 respectively, the piston rod II 3032 can be pushed to reset in coordination with the compression spring 3033.

[0046] It is particularly worth emphasizing that, given the presence of multiple one-way valves 3024, during the process of the compression spring 3033 pushing the piston rod II 3032 to reset, the volume of the sealed inner cavity of the piston cylinder II 3031 decreases, and the piston cylinder II 3031 inflates the inner cavity of the piston cylinder I 3022 through the air intake pipe 3025. This process, combined with the reset characteristics of the compression spring 3033 (which is relatively fast), allows the air intake pipe 3025 to apply an additional short-term impact force to the piston rod I 3021, thereby further simulating the axle 2's compressive strength when subjected to additional impacts (road crossing ditches or bumps) under heavy load conditions (integrated axles are typically used in heavy-load vehicles, such as engineering vehicles and trucks).

[0047] During actual operation, as the lead screw 30352 rotates, the piston rod II 3032 moves synchronously under the drive of the escapement member 3034. The volume of the sealed inner cavity of the piston cylinder II 3031 increases, and air is then drawn from the inner cavity of the piston cylinder I 3022 through the air extraction pipe 3023, causing the air pressure values ​​in the inner cavities of the piston cylinder I 3022 and the piston rod II 3032 to continuously decrease. During this process, the piston rod I 3021 moves upward, and the axle 2 undergoes a slight deformation. The characteristics of the axle 2 determine that the reaction force it applies to the piston rod I 3021 increases rapidly, causing the moving speed of the piston rod I 3021 to continuously decrease. Until the stroke of the drive member 30351 reaches the threshold, the escapement member 3034 separates from the drive member 30351, and the piston rod II 3032 resets under the action of the compression spring 3033 (during the reset process, under the combined action of negative pressure and the elasticity of the compression spring 3033, the speed of the piston rod II 3032 exhibits a state of first accelerating and then decelerating).

[0048] During the resetting movement of piston rod II 3032, the sealed inner cavity of piston cylinder II 3031 is transformed into positive pressure. Under the elastic force of compression spring 3033 and its own inertia, the gas previously drawn from the upper sealed inner cavity of piston cylinder I 3022 is injected into the lower sealed inner cavity of piston cylinder I 3022, providing additional lifting force for piston rod I 3021. Since piston rod I 3021 is subjected to a large reaction force from axle 2 at this time, the lifting force provided by the lower positive pressure can quickly rebalance with it, thereby allowing axle 2 to apply additional short-term impact force.

[0049] Furthermore, during the separation of the escapement component 3034 from the drive component 30351, the one-way valve 3024 ensures that the negative pressure value of the upper sealing space of the piston cylinder I 3022 is balanced with the reaction force of the axle 2. Therefore, regardless of the magnitude of the positive pressure value of the lower sealing space of the piston cylinder I 3022, it can provide additional lifting force to the axle 2.

[0050] It should be noted that in practical applications, the escapement member 3034 can take on various forms, with its core purpose being to achieve different connection states between the drive member 30351 and the piston rod II 3032 at different positions. In practice, the escapement member 3034 can take various forms such as a connecting rod assembly or a ratchet assembly.

[0051] Specifically, such as Figure 5 , Figure 6 As shown, in this application, the escapement member 3034 includes a pull plate 30341 rotatably connected to the piston rod II 3032, and a through slot is formed at one end of the pull plate 30341 near the lead screw 30352. Meanwhile, a mating part 30353 is fixedly connected to the drive member 30351 to the through slot. When the mating part 30353 is inserted into the cavity of the through slot, the position of the piston rod II 3032 can be changed by moving the drive member 30351.

[0052] Correspondingly, the constraint escapement member 3034 of this device also includes a trigger member 30342. The projection of the trigger member 30342 in the vertical plane is a right-angled triangle, and its hypotenuse is located at the end close to the piston cylinder II 3031. This structural form, combined with its position constraint that it is in the same vertical plane as the lead screw 30352 and its lower end face is in the same horizontal plane as the lower end face of the pull plate 30341, allows the pull plate 30341 to rotate relative to the mating part 30353 during the process of the drive member 30351 hitting the trigger member 30342. This rotation is achieved by the hypotenuse of the trigger member 30342, thereby allowing the mating part 30353 to disengage from the through groove and realize the separation of the mating part 30353 (drive member 30351) from the pull plate 30341.

[0053] Furthermore, this device also specifies that the mating part 30353 and the trigger 30342 have the same structure, both being right-angled triangular structures, with the hypotenuse located at the end closest to the piston cylinder II 3031. This allows the mating part 30353 to automatically rotate the pull plate 30341 during the resetting process towards the piston cylinder II 3031, thereby re-inserting the mating part 30353 into the through groove, facilitating subsequent testing.

[0054] It is particularly important to emphasize that, in practical applications, the position of the trigger element 30342 determines the distance that the piston rod II 3032 moves towards the lead screw 30352, and thus determines the lifting force applied to the axle 2 by the piston rod I 3021 at the end of the piston rod II 3032's stroke. This situation represents the load borne by the axle 2 (i.e., the weight loaded on the vehicle body). Correspondingly, the shorter the distance between the trigger element 30342 and the piston cylinder II 3031, the smaller the impact force applied to the piston rod I 3021 (axle 2) during the resetting process of the pull plate 30341 under the influence of the trigger element 30342. This process can intuitively reflect the impact force borne by the axle 2 when the wheel passes over a bumpy road surface under different load conditions.

[0055] Furthermore, such as Figure 5 , Figure 6 As shown, this device limits whether the pull plate 30341 abuts against the piston rod II 3032 at different positions (the relatively forward part of the pull plate 30341 abuts against the outer auxiliary part of the piston rod II 3032, while the relatively rear part of the pull plate 30341 has a certain displacement groove between it and the outer auxiliary part of the piston rod II 3032). This ensures that the end face of the pull plate 30341 near the compression spring 3033 is always parallel to the central axis of the compression spring 3033, thus ensuring that the inclined side of the trigger 30342 and the mating part 30353 can abut against the end face of the pull plate 30341 near the compression spring 3033, thereby correctly performing the function of the inclined side of the trigger 30342 and the mating part 30353.

[0056] Accordingly, such as Figure 6 As shown, this device also provides a tension spring between the pull plate 30341 and the piston rod II 3032 to realize the reset of the pull plate 30341, ensure that the position of the pull plate 30341 is as expected, and ensure that the through groove on the pull plate 30341 can be smoothly fitted onto the outside of the mating part 30353 after the mating part 30353 is reset.

[0057] Specifically, such as Figure 5 , Figure 7 , Figure 8As shown, to test the compressive strength of axle 2 under different load conditions, this device has an adjusting component on one side of the trigger 30342. The adjusting component includes a screw 3037 for changing the position of the trigger 30342 (a positioning element is provided on the outside of the trigger 30342, and the positioning element is threadedly connected to the screw 3037), and a limiting rod 3036 for constraining the position trajectory of the trigger 30342 (the limiting rod 3036 is slidably connected to the positioning element). Figure 8 As shown, by limiting the position of the limiting rod 3036, the positioning member and the trigger member 30342 can only move linearly along the central axis of the limiting rod 3036.

[0058] Furthermore, such as Figure 7 As shown, for the triggers 30342 (positioning elements) corresponding to the multiple pneumatic control mechanisms 303, this device is equipped with corresponding synchronous transmission mechanisms (gears and transmission chains that mesh with the gears). With the help of the synchronous transmission mechanism, it can be ensured that the triggers 30342 on the left and right sides move in opposite directions or towards each other, while the triggers 30342 on the front and rear sides are always in the same vertical plane.

[0059] Accordingly, the device is also equipped with a drive motor II for automatically adjusting the position of the trigger element 30342.

[0060] Furthermore, such as Figure 2 , Figure 3 , Figure 10 As shown, this device incorporates a synchronous gear transmission structure 4 between the pneumatic control mechanisms 303 corresponding to the two support structures 3. This allows the two axial ends of the axle 2 to experience identical lifting forces during testing, thereby obtaining more accurate test results.

[0061] Specifically, such as Figure 10 As shown, the synchronous gear transmission structure 4 includes a synchronous gear set 401, which is composed of multiple meshing bevel gears.

[0062] Furthermore, the synchronous gear transmission structure 4 further includes an electromagnetic clutch 402. Among them, the synchronous gear set 401 is key-connected to the lead screw 30352 in one of the pneumatic control mechanisms 303 and the electromagnetic clutch 402, and the other end of the electromagnetic clutch 402 is key-connected to the lead screw 30352 in the other pneumatic control mechanism 303. By utilizing the characteristics of the electromagnetic clutch 402 (engaging when powered on and disengaging when powered off), it is possible to determine whether to provide a lifting force to the corresponding axial end of the axle 2 for the two support structures 3 according to different test modes. That is, in practical applications, for the test of "center fixed + both ends rising", the electromagnetic clutch 402 is powered on, and the pneumatic control mechanisms 303 on both sides operate synchronously, and the jacking mechanisms 302 on both sides simultaneously provide a lifting force to the axial ends of the axle 2; conversely, for the test of "one side fixed + one side lifting", the electromagnetic clutch 402 is powered off, and at this time, only the jacking mechanism 302 at the end far from the electromagnetic clutch 402 (left side) provides a lifting force to the axle 2, and the jacking mechanism 302 at the other end (right side) provides a supporting force to the axle 2 to prevent the other end (right side) of the axle 2 from moving downwards.

[0063] Furthermore, as Figure 9 shown, to expand the application range of the device and adapt to large-load working conditions, the device adopts the following structural design: The projection of the piston rod I 3021 in the vertical plane is in a "tu" shape configuration. A spacer plate 30210 is slidably and sealingly connected between the two horizontal sections in the middle of the piston rod I 3021, and the spacer plate 30210 is fixedly connected to the piston cylinder. This structure enables the two horizontal sections in the middle of the piston rod I 3021 and the spacer plate 30210 to jointly divide the inner cavity of the piston cylinder into two negative pressure chambers 3028 and two positive pressure chambers 3029. The two negative pressure chambers 3028 are respectively connected to an exhaust pipe 3023, and the two positive pressure chambers 3029 are respectively connected to an intake pipe 3025.

[0064] Correspondingly, an exhaust pipe 3023 and an intake pipe 3025 arranged adjacent to each other are equipped with a pneumatic control mechanism 303. In practical applications, the synchronous movement of the two pneumatic control mechanisms 303 corresponding to a single jacking mechanism 302 can be achieved through a synchronous mechanism (such as a chain or a transmission rod), that is, making the corresponding lead screws 30352 rotate synchronously; it is also possible to adopt Figure 3 the shown scheme, and the two pneumatic control mechanisms 303 corresponding to the same jacking mechanism 302 are respectively controlled by two independent drive motors I. The latter strategy significantly enhances the test adaptability of the device and can cope with the type and specification differences of various engineering vehicles. Different types of engineering vehicles have significant differences in the load conditions, terrain features, and operation intensities faced under actual working conditions, so different requirements are put forward for the compressive performance of the axle 2. For example, in heavy-duty transportation or high-intensity working environments, the axle 2 needs to have higher compressive capacity to ensure driving safety and structural stability, while in conventional or light-load working conditions, it corresponds to lower compressive standards.

[0065] Please see Figure 2 and Figure 4 To achieve the reusability of this device, a solenoid valve 3026 is provided in each positive pressure chamber 3029 and negative pressure chamber 3028. The solenoid valve 3026 is fixedly installed in the piston cylinder and communicates with the inner cavity of the cylinder. By controlling the opening and closing of the solenoid valve 3026, gas exchange between the inner cavity of the cylinder and the external environment can be realized, thereby completing the piston rod reset operation.

[0066] It should be noted that in practical applications, the internal pressure of the positive pressure chamber 3029 does not need to be completely reset to atmospheric pressure. Before conducting a high-load test, a certain pressure can be maintained in the positive pressure chamber 3029 in advance (e.g., by using external equipment such as an air pump, or by keeping the corresponding solenoid valve 3026 of the positive pressure chamber 3029 closed to utilize the residual pressure from the previous test), so that the internal pressure and the weight of the piston rod are balanced, thereby making more effective use of the elastic force of the compression spring 3033.

[0067] Furthermore, to maintain the independent existence of the positive pressure chamber 3029 and the negative pressure chamber 3028 and prevent communication between the chambers due to piston rod displacement, this device is equipped with a limiting ring 3027 in each chamber. The limiting ring 3027 is fixedly connected to the inner wall of the piston cylinder, with the limiting ring 3027 of the positive pressure chamber 3029 located above its air inlet pipe 3025, and the limiting ring 3027 of the negative pressure chamber 3028 located below its air extraction pipe 3023.

[0068] In practical applications, this invention: I. Preparation stage before testing 1. Assembly and fixing of axle 2 The operator inserts the axial end of the integrated axle to be tested into the upper opening of the V-block 3013 of the mounting mechanism 301, ensuring that the middle section of the axle 2 is precisely fitted with the lower connecting seat of the test cylinder 1 to simulate the fixed state of the axle 2 and the frame. Subsequently, bolts are used to fix the limiting fastener to the upper end of the V-block 3013, achieving a rigid connection between the V-block 3013 and the axle 2, preventing the axle 2 from breaking during testing and causing an accident. During this process, the tension spring 3012 at the lower end of the V-block 3013 counteracts its own weight-bearing tilt with its tilting force, ensuring that the V-shaped opening is directly above.

[0069] 2. Equipment initialization and parameter settings Turn on drive motor II and adjust the position of trigger 30342 using the adjusting components. Based on the load conditions of the axle 2 to be simulated (e.g., heavy load, light load), rotate screw 3037 to change the distance between trigger 30342 and piston cylinder II 3031 (the closer the trigger 30342 is, the smaller the ultimate pressure exerted by piston rod I 3021 on axle 2, and the smaller the subsequent impact force). Limit rod 3036 constrains trigger 30342 to move in a straight line, and the synchronous transmission mechanism (gear + transmission chain) ensures that the left and right triggers 30342 move synchronously. In addition, check the connection status of displacement sensor, pressure sensor, and industrial camera, and set the data acquisition frequency; select the test mode (simply supported beam, double cantilever symmetrical loading, cantilever beam) according to the testing requirements, and adjust the state of electromagnetic clutch 402 accordingly (double cantilever mode requires energization for engagement, cantilever beam mode requires de-energization for disengagement).

[0070] II. Test Mode Execution Phase (a) Simply supported beam test mode (traditional "fixed at both ends, pressure applied at the center") 1. Loading and Startup The air pressure regulation system of the control test cylinder 1 continuously increases the internal pressure value of the cylinder, so that the moving end of the cylinder applies a gradually increasing downward pressure to the middle section of the axle 2. During this process, the two axial ends of the axle 2 are fixed and limited by the mounting mechanism 301 of the support structure 3 to maintain a stable position, so as to simulate the stress state of a traditional simply supported beam.

[0071] 2. Data Acquisition and Monitoring Displacement sensors record the deflection changes in the mid-span region of axle 2 in real time, while pressure sensors provide feedback on the downward pressure value of test cylinder 1. An industrial camera uses image processing algorithms to monitor the surface deformation of axle 2, distinguishing between elastic deformation (reversible deformation when pressure increases) and plastic deformation (irreversible deformation after pressure exceeds a threshold). When significant plastic deformation occurs at the mid-span section of axle 2 or the deflection reaches a set limit value, loading stops, and the system automatically records the strength data of the mid-span section.

[0072] (ii) Double cantilever symmetrical loading mode ("fixed at the center, rising at both ends") 1. Synchronous Loading Preparation When the electromagnetic clutch 402 is energized and engaged, the lead screws 30352 of the pneumatic control mechanisms 303 on both sides achieve synchronous transmission through the synchronous gear set 401 (bevel gear); the drive motor I is turned on, and the motor drives the encoder to work, monitoring the movement stroke of the drive component 30351 in real time.

[0073] 2. Negative pressure extraction and initial lifting Drive motor I drives lead screw 30352 to rotate. Drive component 30351 on the outside of lead screw 30352 (constrained by the positioning plate, only performs horizontal linear motion) drives pull plate 30341 of escapement component 3034 to move. Pull plate 30341 drives piston rod II 3032 to move away from piston cylinder II 3031 through mating part 30353 (right-angled triangular structure). At this time, the volume of the sealed space formed by piston cylinder II 3031 and piston rod II 3032 increases. Air is drawn from the negative pressure chamber 3028 on the upper side of piston cylinder I 3022 through air extraction pipe 3023 (with one-way valve 3024), reducing the air pressure in negative pressure chamber 3028. Under the action of negative pressure, piston rod I 3021 moves upward, applying an initial lifting force to both ends of axle 2 through mounting mechanism 301.

[0074] 3. Positive pressure inflation and impact loading When the driving component 30351 moves a distance that reaches the threshold set by the trigger component 30342, the pull plate 30341 strikes the trigger component 30342 (the inclined side guides the pull plate 30341 to rotate), the mating part 30353 disengages from the through slot of the pull plate 30341, and the escapement component 3034 separates from the driving component 30351. At this time, the compression spring 3033 between the lead screw 30352 and the piston rod II 3032 releases its elastic force, pushing the piston rod II 3032 to quickly reset. The volume of the sealed space of the piston cylinder II 3031 decreases, and air is supplied to the positive pressure chamber 3029 on the lower side of the piston cylinder I 3022 through the air intake pipe 3025 (with a one-way valve 3024), forming a short-term positive pressure impact, providing additional lifting force for the piston rod I 3021, simulating the dynamic load of a wheel encountering a road impact.

[0075] 4. Data Acquisition and Limit Determination The lifting force at both ends is obtained in real time by a pressure sensor (at the contact point between the mounting mechanism 301 and the axle 2) or by calculating the air pressure value through piston cylinder I 3022; the displacement sensor focuses on monitoring the deflection at the loading points at both ends of the axle 2 (the root of the wheel flange and the transition fillet of the axle head), and records the maximum stress value at that location. When plastic deformation occurs at the loading points at both ends or the lifting force reaches the upper limit set by the equipment, loading is stopped, and the structural strength data of the loading points at both ends is saved.

[0076] (III) Cantilever beam test mode ("single-sided fixed, single-sided lifting") 1. Preparation for single-sided loading When the electromagnetic clutch 402 is de-energized and disengaged, the lifting mechanism 302 of the right support structure 3 stops outputting power and only serves as a fixed support (to prevent the right end of the axle 2 from moving downward); the pneumatic control mechanism 303 on the left remains in working condition, and the drive motor I and the encoder operate normally.

[0077] 2. Unilateral Lifting and Dynamic Simulation The left-side drive component 30351 moves the piston rod II 3032, repeating the process of "negative pressure suction (piston rod I 3021 initial lifting) - trigger separation - compression spring 3033 reset (positive pressure impact)," applying lifting force and dynamic impact force only to the left end of axle 2 to simulate the impact condition of a single wheel. The pressure sensor of the right-side mounting mechanism 301 monitors the support reaction force to ensure the stability of the right end of axle 2.

[0078] 3. Data Collection and Analysis The displacement sensor records the unidirectional deformation of the free end of the left side of the axle 2, and the industrial camera captures the bending moment distribution of the left end section. The system compares the traditional cantilever beam model (maximum unidirectional bending moment at the fixed end) with the actual test data to determine the compressive strength limit of the axle 2 on one side and saves the data after the test is completed.

[0079] III. Equipment Reset and Subsequent Processing Stage 1. Mechanism reset operation All drive motors I and II and electromagnetic clutch 402 are shut down. The corresponding solenoid valves 3026 of each chamber are opened, allowing the positive pressure chamber 3029 and negative pressure chamber 3028 of piston cylinder I 3022 to connect with the external environment through the solenoid valves 3026, achieving air pressure balance. Piston rod I 3021 resets under its own weight and chamber air pressure. For faster reset, an external air pump can be used to adjust the air pressure. Simultaneously, drive component 30351 returns to its initial position under the reverse rotation of lead screw 30352, pull plate 30341 resets under the tension of a tension spring, and mating part 30353 re-enters the through groove, preparing for the next test.

[0080] 2. Data processing and equipment inspection The system automatically generates this test report, summarizing data such as compressive strength, deformation curve, and stress distribution under different test modes. Operators disassemble axle 2, clean impurities from V-block 3013 and limit fasteners, and inspect the wear of components such as the piston cylinder, lead screw 30352, and sensors. If any abnormalities are detected (e.g., damaged seals or sensor errors exceeding specified standards), timely repair or replacement is necessary to ensure the equipment operates normally in subsequent use.

[0081] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. An integrated axle component compressive strength testing device, comprising an axle with a test cylinder installed in the upper middle section, and a support structure installed on the lower side of each of the two axial ends of the axle, characterized in that: The support structure includes a mounting mechanism detachably connected to the axle, and a jacking mechanism is arranged below the mounting mechanism; The jacking mechanism includes a piston cylinder I with a through hole opened at the upper end. A piston rod I is slidably and sealingly connected in the inner cavity of the piston rod I. The piston rod I is slidably and sealingly connected to the through hole. Moreover, the upper end of the piston rod I protrudes from the piston cylinder I and is rotatably connected to the mounting mechanism; The side end of the piston cylinder I is connected to an air inlet pipe and an air extraction pipe. Among them, the air inlet pipe is communicated with the lower cavity of the piston rod I, and the air extraction pipe is communicated with the middle cavity of the piston rod I. Moreover, a pneumatic control mechanism is arranged at one end of the air inlet pipe and the air extraction pipe far from the piston rod I.

2. The integrated axle component compressive strength testing device according to claim 1, characterized in that: The pneumatic control mechanism includes a piston cylinder II. A piston rod II is sealingly and slidably connected in the inner cavity of the piston cylinder II. A driving member is fixedly connected to the part of the piston rod II protruding from the piston cylinder II; The closed cavity formed by the inner wall of the piston cylinder II and the piston rod II is simultaneously communicated with the air inlet pipe and the air extraction pipe. One-way valves are arranged on both the air inlet pipe and the air extraction pipe.

3. The integrated axle component compressive strength testing device according to claim 2, characterized in that: The driving member includes a lead screw coaxial with the piston rod II. A driving piece is screwed on the outer side end of the lead screw; An escapement member is arranged between the driving piece and the piston rod II. A compression spring is arranged between the lead screw and the piston rod II. The two axial ends of the compression spring respectively abut against the lead screw and the piston rod II. Moreover, at the initial stage when the driving piece moves in the direction away from the piston cylinder II, the piston rod II cooperates with the driving piece through the escapement member and moves synchronously with the driving piece. When the moving distance of the driving piece reaches a preset threshold value, the escapement member is separated from the driving piece, and at the same time, the compression spring pushes the piston rod II to reset.

4. The integrated axle component compressive strength testing device according to claim 3, characterized in that: The escapement member includes a pull plate rotatably connected to the piston rod II. A through slot is opened at one end of the pull plate close to the lead screw. Moreover, a matching part is fixedly connected to the driving piece for the through slot; The escapement member further includes a triggering piece. The triggering piece has the same structure as the matching part. The projections of the triggering piece and the matching part in the vertical plane are right triangle structures, and the hypotenuses of the triggering piece and the matching part are located at one end close to the piston cylinder II.

5. The integrated axle component compressive strength testing device according to claim 4, characterized in that: An adjusting member is arranged on one side of the triggering piece. The adjusting member includes a screw rod for changing the position of the triggering piece and a limiting rod for restricting the position track of the triggering piece.

6. The integrated axle component compressive strength testing device according to claim 3, characterized in that: The projection of the piston rod I in the vertical plane is a "soil" - shaped structure. A spacer plate is slidably and sealingly connected between the two horizontal sections in the middle of the piston rod I. The spacer plate is fixedly connected to the piston cylinder I; The two horizontal sections in the middle of the piston rod I and the spacer plate cooperate to divide the inner cavity of the piston cylinder I into two negative pressure cavities and two positive pressure cavities. One air extraction pipe is respectively connected to the two negative pressure cavities, and one air inlet pipe is respectively connected to the two positive pressure cavities. Moreover, one pneumatic control mechanism is correspondingly arranged for the adjacent air extraction pipe and air inlet pipe.

7. The integrated axle component compressive strength testing device according to claim 6, characterized in that: The two pneumatic control mechanisms corresponding to a single support structure are arranged front and back, and a synchronous gear transmission structure is jointly arranged between the two pneumatic control mechanisms on the front and back sides.

8. The integrated axle component compressive strength testing device according to claim 7, characterized in that: The synchronous gear transmission structure includes a synchronous gear set and an electromagnetic clutch. Among them, the synchronous gear set is key - connected to the lead screw and the electromagnetic clutch in one of the pneumatic control mechanisms, and the other end of the electromagnetic clutch is key - connected to the lead screw in the other pneumatic control mechanism.

9. The integrated axle component compressive strength testing device according to claim 6, characterized in that: Limiting rings are respectively provided inside the positive pressure chamber and the negative pressure chamber. The limiting rings are fixedly connected to the inner wall of piston cylinder I. The limiting ring in the positive pressure chamber is located on the upper side of its corresponding air inlet pipe, and the limiting ring in the negative pressure chamber is located on the lower side of its corresponding air extraction pipe. Both the positive pressure chamber and the negative pressure chamber are equipped with solenoid valves. The solenoid valves are fixedly connected to piston cylinder I and are in communication with the inner cavity of piston cylinder I.

10. The integrated axle component compressive strength testing device according to claim 1, characterized in that: The mounting mechanism includes a positioning plate fixedly connected to piston rod I. A V-block is hinged to the upper end of the positioning plate via a pin on the front and rear axes. The axial end of the axle is embedded in the upper opening of the V-block. The V-shaped block has tension springs on its lower front and rear sides, with the angle between the central axis and the horizontal plane not equal to zero. The two axial ends of the tension springs are movably connected to the V-shaped block and the positioning plate, respectively. Furthermore, the two tension springs corresponding to a single V-shaped block are in a centrally symmetrical state.

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