A bearing capacity detection device for automobile transmission shaft

Abstract

This invention relates to the field of transmission bearing load testing, specifically to a load-bearing capacity testing device for automotive transmission shafts. The device includes a bearing testing platform and a bearing rod movably fitted onto the outer surface of the top of the testing platform. An engine gearbox is fixedly mounted on the surface of the testing platform. A limiting plate is provided on the top surface of the testing platform. The two ends of the bearing rod are respectively located on the outer surfaces of the engine gearbox and the limiting plate. A counterweight plate is detachably mounted on the outer surface of the limiting plate. Four sets of docking grooves are formed on one side surface of the counterweight plate. When the docking cylinder is inserted into the docking groove, a built-in hydraulic pump inside the docking cylinder pushes the pushing plate, which in turn pushes the swing arm two and the trapezoidal block at the gap on the surface of the docking cylinder. Under the traction of the trapezoidal block, the swing arm two expands outward, causing the anti-slip silicone block on the outer surface of the swing arm two to adhere and press against the inner wall of the docking groove.

Description

Technical Field

[0001] This invention belongs to the field of transmission bearing load testing technology, specifically a load-bearing capacity testing device for automotive transmission shafts. Background Technology

[0002] The drive shaft torsion testing machine is a specialized device used for static torsional strength and dynamic torsional fatigue testing of automotive drive shafts, couplings, steering columns, connecting parts, connecting rods, mandrels, mandrels, tensioners, clutches, shock absorbers, bolts, and vehicle tools.

[0003] A patent with publication number CN116577092B discloses a load-bearing capacity testing device and method based on an automotive driveshaft. The device includes a connecting base with fixed frames at both ends of its upper side. An automotive driveshaft is placed on the upper end of each of the two fixed frames. Cylinders are fixedly connected to the top of each of the two fixed frames, and pressure frames are connected to the bottom of each of the two cylinders. A hydraulic cylinder is located at the top center of the connecting base, and a pressure-applying component is connected to the bottom of the hydraulic cylinder. This invention relates to the field of load-bearing capacity testing technology for automotive driveshafts. In this load-bearing capacity testing device and method based on an automotive driveshaft, when the driveshaft deforms, the deformed portion at the upper end of the driveshaft pushes a rotating frame to rotate. The rotating end of the rotating frame drives a pointer to rotate. The load is released when the user closes the hydraulic cylinder.

[0004] In current technology, bearings, as the core component of the automotive transmission system, are responsible for transmitting engine power to the rear wheels to drive the vehicle. However, for heavy-duty trucks, the greater the load, the higher the torque generated by the engine when starting, and the greater the torsional force and pressure on the bearings. At the same time, when the truck stops, decelerates, or brakes suddenly, the huge impact load can cause indentations, cracks, or even breakage of the bearing raceways and rolling elements. Long-term high-load operation can lead to deformation, bending, and wear of the bearings. However, the torque changes applied by existing testing equipment during testing are too gradual and cannot simulate the instantaneous high-pressure load limit that the bearings bear when the truck starts and stops.

[0005] Therefore, the present invention provides a load-bearing capacity testing device for automotive drive shafts. Summary of the Invention

[0006] In order to overcome the shortcomings of the prior art, at least one technical problem raised in the background art is solved.

[0007] The technical solution adopted by this invention to solve its technical problem is as follows: A bearing load testing device for an automotive driveshaft, comprising a bearing testing platform and a bearing rod movably sleeved on the outer surface of the top of the bearing testing platform. An engine gearbox is fixedly mounted on the surface of the bearing testing platform. A limit plate is provided on the top surface of the bearing testing platform. The two ends of the bearing rod are respectively located on the outer surfaces of the engine gearbox and the limit plate. A counterweight plate is detachably mounted on the outer surface of the limit plate. Four sets of mating grooves are formed on one side surface of the counterweight plate. The other side surface of the counterweight plate... Four sets of docking cylinders are arranged symmetrically at the docking groove. The outer surface of the docking cylinder is provided with a docking limit ring. Multiple sets of slits are opened on the outer surface of the docking cylinder. The inner wall of the slit is swayably connected to a swing arm. The outer surface of the swing arm is fixedly connected to an anti-slip silicone block. The inner wall of the swing arm is fixedly connected to a trapezoidal block. A built-in hydraulic pump is installed inside the docking cylinder. The output end of the built-in hydraulic pump is fixedly connected to a push plate that movably overlaps the outer surface of the trapezoidal block. Multiple counterweights are installed inside the counterweight plate.

[0008] Preferably, a limiting rail is fixedly installed on the top surface of the bearing testing platform, and two sets of locking limiting blocks are movably sleeved on the outer surface of the limiting rail. A support frame two is fixedly connected to the top surface of the bearing testing platform and located at one edge of the limiting rail. The outer surface of the limiting plate is movably sleeved on the inner wall of the support frame two. The output end of the engine gearbox and the outer surface of the limiting plate are respectively provided with locking joints installed on the outer surface of the bearing rod. A control panel is provided on the surface of the bearing testing platform and located at one edge of the engine gearbox. Two sets of swing arms one are provided on the top surface of the bearing testing platform and located at the bottom edge of the bearing rod. An explosion-proof cover is provided on the outer surface of the swing arms one, which is wrapped around the outer surface of the bearing rod.

[0009] Preferably, multiple sets of support frames are symmetrically installed on the top surface of the bearing testing platform and at the two side edges. Each support frame has a threaded rod and a limiting rod inside. A motor is fixedly installed on the top surface of the bearing testing platform at one end of each of the two threaded rods.

[0010] Preferably, a threaded slider is threadedly fitted onto the outer surface of the threaded rod, and the other edge of the threaded slider is movably fitted onto the outer surface of the limiting rod one. A snap-fit ​​arm is oscillatingly connected to the top surface of the threaded slider, and two sets of limiting rod two are fixedly installed on the top surface of the bearing testing table.

[0011] Preferably, the top surface of the bearing testing platform is movably fitted with multiple sets of limiting sliders, the outer surface of the limiting sliders is provided with limiting grooves, and the inner surface of the limiting grooves is movably fitted with the outer surface of two sets of limiting rods. The inner wall of the limiting sliders is provided with three sets of semi-circular grooves.

[0012] Preferably, a support limiting shaft is movably sleeved on the inner wall of the semi-circular groove, an anti-slip block is provided on the inner wall of the limiting slider, two sets of snap-fit ​​blocks are fixedly installed on both sides of the limiting slider, and the outer surface of the snap-fit ​​arm is movably sleeved on the inner wall of the snap-fit ​​block.

[0013] Preferably, the outer surface of the supporting limiting shaft is provided with three sets of transmission toothed discs, and the transmission toothed discs are provided with locking and limiting grooves between them.

[0014] Preferably, the counterweight disc has a hollow groove inside, a cavity is provided between the two sets of counterweight discs, the hollow groove is filled with water, and a rectangular groove is provided inside the counterweight disc at the position where the hollow grooves are connected.

[0015] Preferably, the inner wall of the rectangular groove is fixedly connected with an elastic wire, the outer surfaces of multiple sets of counterweights are movably overlapped on one end surface of the rectangular groove, and a heat-conducting aluminum plate is provided inside the hollow groove, with the other end of the heat-conducting aluminum plate extending through the counterweight plate into the cavity.

[0016] Preferably, the outer surface of the counterweight disc is provided with staggered toothed rings and friction blocks, the outer surface of the friction block is sleeved on the inner wall of the locking and limiting groove, the outer surface of the friction block is movably overlapped on the outer surface of the anti-slip block, and the outer surface of the toothed ring is movably sleeved on the outer surface of the transmission toothed disc.

[0017] The beneficial effects of this invention are as follows: 1. The load-bearing capacity testing device for automotive drive shafts of the present invention, wherein after the docking cylinder is docked into the docking groove, the built-in hydraulic pump inside the docking cylinder pushes the push plate and pushes the swing arm two and trapezoidal block at the gap on the surface of the docking cylinder. Under the traction of the trapezoidal block, the swing arm two expands outward, and the anti-slip silicone block on the outer surface of the swing arm two adheres and presses against the inner wall of the docking groove. While the docking cylinder is docked in the docking groove, the anti-slip silicone block increases the friction between the docking cylinder and the docking groove, preventing excessive shaking when the two sets of counterweight discs rotate. 2. The load-bearing capacity testing device for automotive drive shafts described in this invention utilizes a counterweight disc made of iron. Taking advantage of the metal's thermal conductivity, the counterweight disc rotates, causing surrounding air to flow. This airflow carries away heat from the counterweight disc surface, dissipating it. Since only the outermost edge of the counterweight disc contacts the friction block, heat is preferentially concentrated at the outermost edge. This area has the longest and largest travel distance during rotation, experiencing the greatest airflow force and thus the greatest heat dissipation. This allows the counterweight disc to quickly dissipate heat under the airflow. Furthermore, only during rapid starts, prolonged load rotation, and sudden braking deceleration tests, and during prolonged load rotation tests, will a small amount of heat be diverted through the drive disc into the clean water inside the hollow groove. This small amount of heat is absorbed by the water, and the absorbed heat is then dissipated through the heat-conducting aluminum plate, further cooling the water. 3. The load-bearing capacity testing device for automotive drive shafts described in this invention, as the number of counterweights increases, the friction block on the outer surface of the counterweights slides rapidly against the anti-sliding block on the inner wall of the limiting slider, thereby increasing the torque load on the bearing rod. This allows the bearing rod to change from stationary to rotating, and the device can be used to check whether the bearing rod will deform, bend, or wear under this high torque load. 4. The load-bearing capacity testing device for automotive drive shafts described in this invention generates a large amount of heat on the surface of the counterweight plate as the friction block and anti-slip block continuously rub against each other. This heat source enters the hollow groove through the counterweight plate and is absorbed by the water inside the hollow groove. As the water temperature inside the hollow groove increases, excess heat is transferred through the heat-conducting aluminum plate. After the bearing rod and engine gearbox rotate at high speed, the heat-conducting aluminum plate exposed on the outer surface of the counterweight plate and located inside the cavity rotates in the external space. At this time, the airflow inside the cavity flows rapidly on the surface of the heat-conducting aluminum plate, thereby carrying away the heat source on the surface of the heat-conducting aluminum plate for rapid heat dissipation. Utilizing the temperature difference between the two ends of the heat-conducting aluminum plate and its thermal conductivity, the water inside the hollow groove is rapidly cooled. Attached Figure Description

[0018] The invention will now be further described with reference to the accompanying drawings.

[0019] Figure 1 This is a perspective view of the present invention; Figure 2 This is a perspective view of the bearing testing platform in this invention; Figure 3 This is a three-dimensional cross-sectional view of the counterweight disc in this invention; Figure 4 This is a three-dimensional cross-sectional view of the counterweight disc docking in this invention; Figure 5 This is a three-dimensional cross-sectional view of the internal structure of the counterweight disc in this invention; Figure 6 This is a three-dimensional cross-sectional view of the limiting slider in this invention; Figure 7 This is a three-dimensional sectional view of the support and limiting axis in this invention.

[0020] In the diagram: 11. Bearing testing platform; a1. Support frame one; a2. Motor; a3. Threaded rod; a4. Limiting rod one; a5. Threaded slider; a6. Snap-fit ​​arm; a7. Limiting rod two; 111. Control panel; 112. Engine and gearbox; 113. Snap-fit ​​connector; 114. Swing arm one; 115. Explosion-proof cover; 116. Limiting rail; 117. Snap-fit ​​limiting block; 118. Support frame two; 119. Limiting plate; 12. Bearing rod; 13. Limiting slider; 131. Snap-fit ​​block; 132. Limiting groove; 133. Semi-circular groove; 134. Anti-slip block; 135. Support and limit shaft; 1351. Transmission toothed disc; 1352. Snap-fit ​​limit groove; 136. Counterweight disc; c1. Hollow groove; c2. Rectangular groove; c3. Elastic wire; c4. Counterweight block; c5. Heat-conducting aluminum plate; c6. Cavity; c7. Toothed ring; c8. Friction block; 137. Docking groove; 138. Docking cylinder; 139. Built-in hydraulic pump; 1310. Push disc; 1311. Swing arm II; 1312. Trapezoidal block; 1313. Anti-slip silicone block; 1314. Docking limit ring. Detailed Implementation

[0021] To make the technical means, creative features, objectives and effects of this invention easier to understand, the invention will be further described below in conjunction with specific embodiments.

[0022] like Figures 2 to 5As shown, an embodiment of the present invention provides a load-bearing capacity testing device for an automotive driveshaft, comprising a bearing testing platform 11 and a bearing rod 12 movably sleeved on the outer surface of the top of the bearing testing platform 11. An engine gearbox 112 is fixedly mounted on the surface of the bearing testing platform 11. A limiting plate 119 is provided on the top surface of the bearing testing platform 11. The two ends of the bearing rod 12 are respectively provided on the outer surfaces of the engine gearbox 112 and the limiting plate 119. A counterweight plate 136 is detachably mounted on the outer surface of the limiting plate 119. Four sets of docking grooves 137 are formed on one side surface of the counterweight plate 136, and the other side surface of the counterweight plate 136 is symmetrically positioned with respect to the docking grooves 137. The device is equipped with four sets of docking cylinders 138. The outer surface of the docking cylinder 138 is provided with docking limit rings 1314. Multiple sets of slots are opened on the outer surface of the docking cylinder 138. The inner wall of the slots is swayably connected to a swing arm 1311. The outer surface of the swing arm 1311 is fixedly connected to an anti-slip silicone block 1313. The inner wall of the swing arm 1311 is fixedly connected to a trapezoidal block 1312. The docking cylinder 138 is equipped with a built-in hydraulic pump 139. The output end of the built-in hydraulic pump 139 is fixedly connected to a push plate 1310 that is movably overlapped on the outer surface of the trapezoidal block 1312. The counterweight plate 136 is equipped with multiple counterweights c4. The built-in hydraulic pump 139 completely immerses the hydraulic pump, drive motor, and transmission components inside the hydraulic oil tank, and allows the hydraulic rod to extend outside the hydraulic oil tank. This built-in hydraulic pump 139 greatly reduces the size of the entire power unit, allowing it to be used flexibly in very confined spaces. At the same time, the oil can cool and lubricate the pump and motor.

[0023] After multiple counterweight discs 136 are aligned with the surface of the limiting disc 119, four sets of docking cylinders 138 on the surface of one counterweight disc 136 are aligned with four sets of docking grooves 137 on the back of another counterweight disc 136. The docking depth of the docking cylinders 138 is controlled by the docking limiting ring 1314. When the docking cylinders 138 are aligned into the docking grooves 137, the built-in hydraulic pump 139 inside the docking cylinders 138 pushes the pushing disc 1310 and moves the swing arm 13 at the gap on the surface of the docking cylinders 138. 11 and trapezoidal block 1312 push each other, and under the traction of trapezoidal block 1312, swing arm 2 1311 expands outward, and the anti-slip silicone block 1313 on the outer surface of swing arm 2 1311 adheres and presses against the inner wall of docking groove 137, so that docking cylinder 138 docks inside docking groove 137. At the same time, the friction between docking cylinder 138 and docking groove 137 can be increased by anti-slip silicone block 1313, so as to prevent excessive shaking when the two sets of counterweight plates 136 rotate. Furthermore, when the counterweight disc 136 rotates at high speed, the multiple counterweight blocks c4 inside the counterweight disc 136 will be located at the outermost edge of the counterweight disc 136. At this time, the center of gravity of the counterweight disc 136 will be on the outermost side. At this time, in conjunction with the engine and gearbox 112, the rotation speed of the bearing rod 12 is reduced. However, the rotation center of gravity of the counterweight disc 136 is biased to the outer side. Under the action of inertia, it will continue to rotate, increasing the braking time of the bearing rod 12. This prevents the counterweight disc 136 from reducing its rotation speed due to the bearing rod 12. The centrifugal kinetic energy generated on the surface of the counterweight disc 136 will increase and be transferred to the surface of the bearing rod 12, thereby effectively increasing the kinetic energy load of the bearing rod 12. This simulates the situation where a heavy-duty truck continues to rotate and move forward due to the inertia of the truck after emergency braking, thus detecting the load limit of the bearing rod 12.

[0024] like Figures 1 to 2 As shown, a limiting rail 116 is fixedly installed on the top surface of the bearing testing platform 11. Two sets of locking limiting blocks 117 are movably sleeved on the outer surface of the limiting rail 116. A support frame 118 is fixedly connected to the top surface of the bearing testing platform 11 and at one edge of the limiting rail 116. The outer surface of the limiting plate 119 is movably sleeved on the inner wall of the support frame 118. The output end of the engine gearbox 112 and the outer surface of the limiting plate 119 are respectively provided with locking connectors 113 installed on the outer surface of the bearing rod 12. A control panel 111 is provided on the surface of the bearing testing platform 11 and at one edge of the engine gearbox 112. Two locking blocks 117 are provided on the top surface of the bearing testing platform 11 and at the bottom edge of the bearing rod 12. A set of swing arms 114 is provided, and an explosion-proof cover 115 is provided on the outer surface of the swing arm 114, which is wrapped around the outer surface of the bearing rod 12. Multiple sets of support frames 1a1 are symmetrically installed on the top surface of the bearing testing table 11 and at the two side edges. The support frame 1a1 is provided with threaded rods 13 and limit rods 1a4 respectively. One end of the two threaded rods 1a3 is fixedly installed with a motor 2 located on the top surface of the bearing testing table 11. The outer surface of the threaded rod 1a3 is threadedly movably sleeved with a threaded slider 15. The other side edge of the threaded slider 1a5 is movably sleeved on the outer surface of the limit rod 1a4. The top surface of the threaded slider 1a5 is oscillatingly connected with a snap-fit ​​arm 16. Two sets of limit rods 2a7 are fixedly installed on the top surface of the bearing testing table 11.

[0025] The two ends of the bearing rod 12 are respectively engaged and fixed with the snap-fit ​​connectors 113 on the outer surface of the engine gearbox 112 and the limiting plate 119. At this time, the swing arm 114 swings so that the explosion-proof cover 115 on one end surface wraps around the outer surface of the bearing rod 12. At this time, the engine gearbox 112 is started to rotate the bearing rod 12 quickly, and the bearing rod 12 drives the limiting plate 119 on the other end surface to rotate inside the support frame 118. This simulates the load generated by the engine on the bearing rod 12 when the truck is unloaded and the vehicle is started. The control panel 111 controls the load force and pressure that the bearing rod 12 will bear when it is on a single limiting plate 119. After the limit plate 119 has been tested, the engine gearbox 112 stops rotating against the bearing rod 12. At this time, the locking limit block 117 will move on the surface of the limit track 116 and wrap the two locking limit blocks 117 around the protruding position on the outer surface of the locking head 113, thereby limiting the position of the limit plate 119. At this time, the locking arm a6 is locked onto the outer surface of the locking block 131, and the threaded rod a3 is rotated in conjunction with the limit track 116. This causes the limit rod a4 and the threaded slider a5 on the outer surface of the threaded rod a3 to move towards the limit plate 119. This causes a set of counterweight plates 136 on the top surface of the bearing test bench 11 to adhere to the outer surface of the limit plate 119, and the outer surface of the limit plate 119 is fixedly sleeved on the surface of the counterweight plate 136 and locked in place. The limit plate 119 and a limit slider 13 are used to increase the rotational load of the bearing rod 12. After the single counterweight plate 136 is attached to the surface of the limiting plate 119 for counterweighting, it is used in conjunction with the bearing rod 12 to rapidly start, rotate under prolonged load, and brake suddenly. This is to test the bearing rod 12's operating load and abnormal data when facing the single counterweight plate 136. After the single counterweight plate 136 is tested, another limiting slider 13 is moved and attached to the surface of the previous limiting slider 13 for limiting treatment. The pressure limit of the bearing rod 12 is tested with the counterweight of the two limiting sliders 13. After each test, the pressure limit of the bearing rod 12 is tested layer by layer with the single limiting slider 13 as the base, so that the bearing rod 12 can be tested under different base values.

[0026] like Figure 7As shown, three sets of transmission toothed discs 1351 are provided on the outer surface of the support limiting shaft 135, and a locking limiting groove 1352 is provided between the transmission toothed discs 1351. The outer surface of the counterweight disc 136 is provided with a toothed ring c7 and a friction block c8 in an alternating manner. The outer surface of the friction block c8 is sleeved on the inner wall of the locking limiting groove 1352, and the outer surface of the friction block c8 is movably overlapped on the outer surface of the anti-slip block 134. The outer surface of the toothed ring c7 is movably sleeved on the outer surface of the transmission toothed disc 1351.

[0027] When the counterweight disk 136 rotates, it drives the toothed ring c7 on the outer surface of the counterweight disk 136 to push the transmission toothed disc 1351 on the outer surface of the support limiting shaft 135, and causes multiple support limiting shafts 135 to support the counterweight disk 136. The gap between the two transmission toothed discs 1351 will support and limit the position of the friction block c8 to prevent the counterweight disk 136 from rotating at high speed and causing it to tilt.

[0028] like Figures 4 to 6 As shown, the top surface of the bearing testing platform 11 is movably fitted with multiple sets of limiting sliders 13. The outer surface of the limiting slider 13 has a limiting groove 132, and the inner surface of the limiting groove 132 is movably fitted onto the outer surface of two sets of limiting rods a7. The inner wall of the limiting slider 13 has three sets of semi-circular grooves 133, and the inner wall of the semi-circular grooves 133 is movably fitted with a supporting limiting shaft 135. The inner wall of the limiting slider 13 has an anti-slip block 134. Two sets of locking blocks 131 are fixedly installed on both sides of the limiting slider 13. The outer surface of the locking arm a6 is movably fitted onto the locking arm a7. The inner wall of the connecting block 131 and the interior of the counterweight plate 136 are provided with a hollow groove c1. A cavity c6 is provided between the two sets of counterweight plates 136. The interior of the hollow groove c1 is filled with water. A rectangular groove c2 is provided inside the counterweight plate 136 at the position where the hollow groove c1 is connected. An elastic wire c3 is fixedly connected to the inner wall of the rectangular groove c2. The outer surfaces of multiple sets of counterweight blocks c4 are movably overlapped on one end surface of the rectangular groove c2. A heat-conducting aluminum plate c5 is provided inside the hollow groove c1. The other end of the heat-conducting aluminum plate c5 extends through the counterweight plate 136 into the interior of the cavity c6.

[0029] As the number of counterweight discs 136 increases, the friction blocks c8 on the outer surface of the counterweight discs 136 rapidly rub against the anti-sliding blocks 134 on the inner wall of the limiting slider 13, thereby increasing the load on the bearing rod 12 during rotation. With the continuous friction between the friction blocks c8 and the anti-sliding blocks 134, a large amount of heat is generated on the surface of the counterweight discs 136. This heat enters the hollow groove c1 through the counterweight discs 136, and the water inside the hollow groove c1 absorbs the heat from the counterweight discs 136. As the temperature continues to increase, excess heat will be transferred and processed through the heat-conducting aluminum plate c5. After the counterweight plate 136 rotates at high speed with the bearing rod 12 and the engine gearbox 112, the heat-conducting aluminum plate c5, which is exposed on the outer surface of the counterweight plate 136 and located inside the cavity c6, will rotate in the external space. At this time, the airflow inside the cavity c6 will flow rapidly on the surface of the heat-conducting aluminum plate c5, thereby carrying away the heat source on the surface of the heat-conducting aluminum plate c5 for rapid heat dissipation. By utilizing the temperature difference between the two ends of the heat-conducting aluminum plate c5 and its thermal conductivity, the water source inside the hollow groove c1 can be rapidly cooled. The counterweight plate 136 is made of iron. Utilizing the thermal conductivity of the metal, the rotation of the counterweight plate 136 causes the surrounding air to flow. Under the traction of the air, the heat source on the surface of the counterweight plate 136 is carried away and dissipated. Moreover, only the outermost edge of the counterweight plate 136 contacts the friction block c8. The heat source will preferentially accumulate at the outermost edge of the counterweight plate. This area moves the longest and largest distance during rotation, and bears the greatest airflow force, thus achieving the greatest heat dissipation. This allows the counterweight plate 136 to dissipate heat quickly under the blowing of the airflow. Furthermore, only during three tests—rapid start-up, long-term load rotation, and sudden braking deceleration—will a small amount of heat be diverted through the transmission plate into the clean water inside the hollow groove c1. This small amount of heat will be absorbed by the clean water, and the absorbed heat will be dissipated through the heat-conducting aluminum plate c5, thereby cooling the clean water. After the multiple counterweight discs 136 are connected, the bearing rod 12 is rotated in conjunction with the engine and gearbox 112. The excessive friction of the multiple counterweight discs 136 will effectively increase the rotational load of the bearing rod 12. At this time, the kinetic energy load that drives the counterweight discs 136 to rotate will be directly transmitted in the opposite direction to the surface of the bearing rod 12, thereby increasing the maximum pressure that the bearing rod 12 can bear when it goes from rest to rotation. When the counterweight disk 136 starts rotating, its rotation speed will increase, generating outward centrifugal force. Under this centrifugal force, the counterweight block c4 inside the rectangular groove c2 will swing outwards along the rectangular groove c2, centered on the counterweight disk 136. The sliding counterweight block c4 will compress the elastic wire c3 inside the rectangular groove c2, and water will fill the cavity between the counterweight block c4 and the elastic wire c3. When the elastic wire c3 is compressed by external force, it will further compress the water inside, forcing the water to pass through the gap between the counterweight block c4 and the rectangular groove c2. The water inside the rectangular groove c2 is squeezed and pushed out under pressure, and mixed with the water inside the hollow groove c1. When the elastic wire c3 is also squeezed, it will push the counterweight c4 in the opposite direction due to its own elasticity. When the counterweight c4 moves away from the elastic wire c3, the cavity around the elastic wire c3 will expand, absorbing the water from the hollow groove c1 into the cavity around the elastic wire c3, thus filling the internal space. When the counterweight c4 slides, it will suck and push the water, causing the water to flow repeatedly, thus allowing the hot and cold water to interact. The heat inside the water is dissipated through the heat-conducting aluminum plate c5.

[0030] Working principle: The two ends of the bearing rod 12 are respectively engaged and fixed with the snap-fit ​​connectors 113 on the outer surface of the engine gearbox 112 and the limiting plate 119. At this time, the engine gearbox 112 is started to rotate the bearing rod 12 quickly, which causes the bearing rod 12 to drive the limiting plate 119 on the other end surface to rotate inside the support frame 118. This simulates the load generated by the engine on the bearing rod 12 when the truck is unloaded and the vehicle is started. The control panel 111 controls the load force and pressure that the bearing rod 12 will bear when it is on a single limiting plate 119. After the limit plate 119 has been tested, the engine gearbox 112 stops rotating against the bearing rod 12, causing a set of counterweight plates 136 on the top surface of the bearing test bench 11 to fit against the outer surface of the limit plate 119, so that the outer surface of the limit plate 119 is fixedly sleeved on the surface of the counterweight plate 136 and a snap-fit ​​limiting treatment is performed. The above operation is repeated to increase the rotational load of the bearing rod 12 by using the limit plate 119 and a limit slider 13. After the single counterweight plate 136 is engaged with the surface of the limiting plate 119 for counterweighting, the bearing rod 12 performs rapid start-up, prolonged load rotation, and sudden braking on the single counterweight plate 136. This is to test the bearing rod 12's operating load and abnormal data when facing the single counterweight plate 136. After the single counterweight plate 136 is tested, in conjunction with the above steps, another limiting slider 13 is moved and engaged with the surface of the previous limiting slider 13 for limitation. The pressure limit of the bearing rod 12 is tested using the counterweight of the two limiting sliders 13. Each test... After completion, each layer is stacked based on a single limiting slider 13, allowing the bearing rod 12 to undergo pressure limit testing under different base values. This checks whether the bearing rod 12 will deform, bend, or wear under such high torque load. As the friction block c8 and the anti-slip slider 134 continue to rub against each other, a large amount of heat will be generated on the surface of the counterweight plate 136. Since the counterweight plate 136 is made of iron, the thermal conductivity of the metal itself will cause the surrounding gas to flow as the counterweight plate 136 rotates. Under the traction of the gas, the heat source on the surface of the counterweight plate 136 will be dissipated.

[0031] The foregoing has shown and described the basic principles, main features, and advantages of the present invention. Those skilled in the art should understand that the present invention is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of the invention. Various changes and modifications can be made to the invention without departing from its spirit and scope, and all such changes and modifications fall within the scope of the present invention as claimed. The scope of protection of the present invention is defined by the appended claims and their equivalents.

Claims

1. A kind of automobile transmission axle bearing capacity detection equipment, including bearing detection table (11) and the bearing bar (12) of movable sleeve connection in the top outer side surface of bearing detection table (11), it is characterized by: An engine gearbox (112) is fixedly mounted on the surface of the bearing testing platform (11). A limiting plate (119) is provided on the top surface of the bearing testing platform (11). The two ends of the bearing rod (12) are respectively located on the outer surfaces of the engine gearbox (112) and the limiting plate (119). A counterweight plate (136) is detachably mounted on the outer surface of the limiting plate (119). Four sets of docking grooves (137) are opened on one side surface of the counterweight plate (136). Four sets of docking cylinders (138) are provided on the other side surface of the counterweight plate (136) at symmetrical positions to the docking grooves (137). The outer surface of the docking cylinders (138) is provided with docking grooves. The limiting ring (1314) has multiple sets of slots on the outer surface of the docking cylinder (138). The inner wall of the slot is sway-connected to a second swing arm (1311). The outer surface of the second swing arm (1311) is fixedly connected to an anti-slip silicone block (1313). The inner wall of the second swing arm (1311) is fixedly connected to a trapezoidal block (1312). The docking cylinder (138) is equipped with a built-in hydraulic pump (139). The output end of the built-in hydraulic pump (139) is fixedly connected to a push plate (1310) that is movably overlapped on the outer surface of the trapezoidal block (1312). The counterweight plate (136) is equipped with multiple counterweight blocks (c4). The counterweight plate (136) has a hollow groove (c1) inside, and a cavity (c6) is provided between the two sets of counterweight plates (136). The hollow groove (c1) is filled with water. A rectangular groove (c2) is provided inside the counterweight plate (136) at the position where the hollow groove (c1) is connected. The inner wall of the rectangular groove (c2) is fixedly connected with an elastic wire (c3), and the outer surfaces of multiple sets of counterweights (c4) are movably overlapped on one end surface of the rectangular groove (c2). A heat-conducting aluminum plate (c5) is provided inside the hollow groove (c1), and the other end of the heat-conducting aluminum plate (c5) extends through the counterweight plate (136) into the cavity (c6). The outer surface of the counterweight disc (136) is provided with staggered toothed rings (c7) and friction blocks (c8). The outer surface of the friction block (c8) is sleeved on the inner wall of the locking and limiting groove (1352). The outer surface of the friction block (c8) is movably overlapped on the outer surface of the anti-slip block (134). The outer surface of the toothed ring (c7) is movably sleeved on the outer surface of the transmission toothed disc (1351).

2. The load-bearing capacity testing device for an automotive driveshaft according to claim 1, characterized in that: A limiting rail (116) is fixedly installed on the top surface of the bearing testing platform (11). Two sets of locking limiting blocks (117) are movably sleeved on the outer surface of the limiting rail (116). A support frame two (118) is fixedly connected to the top surface of the bearing testing platform (11) and at one edge of the limiting rail (116). The outer surface of the limiting plate (119) is movably sleeved on the inner wall of the support frame two (118). The output end of the engine gearbox (112) and the limiting plate (119) are connected to the limiting plate (118). 19) is provided with snap connectors (113) installed on the outer surface of the bearing rod (12). The bearing test bench (11) is provided with a control panel (111) on the surface and at one side edge of the engine gearbox (112). The bearing test bench (11) is provided with two sets of swing arms (114) on the top surface and at the bottom edge of the bearing rod (12). The outer surface of the swing arms (114) is provided with an explosion-proof cover (115) wrapped around the outer surface of the bearing rod (12).

3. The load-bearing capacity testing device for an automotive driveshaft according to claim 1, characterized in that: On the top surface of the bearing testing platform (11) and at the two side edges, multiple sets of support frames (a1) are symmetrically installed. The support frames (a1) are respectively provided with threaded rods (a3) ​​and limiting rods (a4). One end of the two threaded rods (a3) ​​is fixedly installed with a motor (a2) on the top surface of the bearing testing platform (11).

4. The load-bearing capacity testing device for an automotive driveshaft according to claim 3, characterized in that: The outer surface of the threaded rod (a3) ​​is threadedly fitted with a threaded slider (a5), and the other edge of the threaded slider (a5) is movably fitted with the outer surface of the limiting rod (a4). The top surface of the threaded slider (a5) is oscillatingly connected with a snap-fit ​​arm (a6), and the top surface of the bearing testing table (11) is fixedly installed with two sets of limiting rods (a7).

5. The load-bearing capacity testing device for an automotive driveshaft according to claim 4, characterized in that: The top surface of the bearing testing platform (11) is movably fitted with multiple sets of limiting sliders (13). The outer surface of the limiting slider (13) is provided with a limiting groove (132), and the inner surface of the limiting groove (132) is movably fitted on the outer surface of two sets of limiting rods (a7). The inner wall of the limiting slider (13) is provided with three sets of semi-circular grooves (133).

6. The load-bearing capacity testing device for an automotive driveshaft according to claim 5, characterized in that: The inner wall of the semi-circular groove (133) is movably fitted with a support limiting shaft (135), the inner wall of the limiting slider (13) is provided with an anti-sliding block (134), and two sets of snap-fit ​​blocks (131) are fixedly installed on both sides of the limiting slider (13). The outer surface of the snap-fit ​​arm (a6) is movably fitted onto the inner wall of the snap-fit ​​block (131).

7. The load-bearing capacity testing device for an automotive driveshaft according to claim 6, characterized in that: The outer surface of the support limiting shaft (135) is provided with three sets of transmission toothed discs (1351), and a locking limiting groove (1352) is provided between the transmission toothed discs (1351).

Images