Heavy-duty universal joint coupling gasket friction and wear testing machine and testing method

Abstract

The present application relates to the technical field of coupling friction and wear test, in particular to heavy load universal coupling gasket friction and wear testing machine and test method. The testing machine comprises a base plate, a driving system, a variable speed gear system, a screw nut inclination adjusting system and two sets of cross shaft type universal coupling test systems, and the two sets of cross shaft type universal coupling test systems are arranged on the two sides of the variable speed gear system. The axial contact load is applied to the end face wear-resistant gasket through the curved groove ball loading system, the variable speed gear system outputs two different rotating speeds to drive the two sets of cross shaft type universal coupling test systems, and the friction and wear test under two different rotating speeds can be completed in one test. The present application can accurately simulate the heavy load working condition with variable inclination, and solves the problem of low test precision of the existing equipment, providing a reliable means for gasket wear performance detection.

Description

Technical Field

[0001] This invention relates to the field of coupling friction and wear testing technology, specifically to a heavy-duty universal coupling gasket friction and wear testing machine and testing method. Background Technology

[0002] Heavy-duty universal joints are widely used in metallurgy, mining, engineering machinery, heavy equipment and other fields. In actual service, the wear-resistant shims on the inner end face of the universal joint are subjected to axial load, variable angle, alternating speed and heavy impact for a long time. They are prone to wear, fatigue failure and increased clearance, which directly affect the operating stability and service life of the transmission system.

[0003] Currently, existing testing equipment of this type has many technical defects. Although existing related patent technologies attempt to solve the testing and inspection problems of coupling components, there are still obvious shortcomings. Representative examples include: a sliding friction and wear testing device and method for heavy-duty drive shafts disclosed in patent CN116952764A. This device cannot accurately simulate the shaft tilt angle change condition during the actual operation of universal couplings, and it lacks a dedicated axial loading structure, making it difficult to apply a stable and controllable axial contact load to the end face wear-resistant shims. The test conditions deviate significantly from the actual service conditions of the universal coupling end face shims. Another example is a low-speed heavy-duty end face friction and wear testing machine disclosed in patent CN215218423U. This equipment is only suitable for low-speed conditions and cannot adapt to the alternating speed requirements of universal couplings during actual service. Moreover, its transmission gear set has a fixed installation position. If the tilt angle is adjusted, it will cause the gear meshing center distance to shift, resulting in transmission vibration and distorted test data. At the same time, the equipment has low integration and loose layout of each module, which cannot meet the long-term and long-term testing requirements under heavy-duty conditions.

[0004] In addition to the two patents mentioned above, other existing similar testing equipment and related patents generally suffer from the following common problems: First, they cannot accurately simulate the actual working conditions of the universal coupling's shaft tilt angle. The tilt angle adjustment structure is rudimentary, with low adjustment accuracy and no adaptive position compensation. Second, they lack a dedicated curved groove ball axial loading structure, making it difficult to apply a stable and controllable axial contact load to the end face wear-resistant pads. The test loading conditions deviate significantly from the actual service conditions. Third, the transmission gear sets in conventional testing equipment and existing patents have fixed installation positions. After tilt angle adjustment, the gear meshing center distance is prone to shift, causing abnormal meshing clearance and transmission vibration, which in turn leads to distorted friction and wear test data. Fourth, existing equipment and related patent products have low integration. The structural layout of each transmission, loading, and adjustment module is unreasonable, the component assembly and connection relationships are loose, and the operational stability is poor, failing to meet the testing requirements for long-term and long-term friction and wear tests under heavy load conditions. Fifth, existing equipment can only perform single-group, single-speed tests and cannot achieve synchronous comparative testing of two groups at different speeds in one test, resulting in low testing efficiency and poor data consistency.

[0005] Therefore, there is an urgent need to develop a heavy-duty universal coupling gasket friction and wear testing machine and testing method to solve the technical problems of low tilt angle adjustment accuracy, distorted loading conditions, gear meshing misalignment, poor test data accuracy, insufficient adaptability, and low test efficiency in the existing technology. Summary of the Invention

[0006] The purpose of this invention is to provide a heavy-duty universal coupling gasket friction and wear testing machine and testing method to solve the above-mentioned defects in the prior art.

[0007] To achieve the above objectives, the present invention provides the following technical solution:

[0008] The heavy-duty universal joint gasket friction and wear testing machine proposed in this invention includes a base plate, a drive system, a cross-shaft universal joint testing system, a speed-changing gear system, an output shaft, and a lead screw and nut tilt angle adjustment system. The cross-shaft universal joint testing system is provided in two sets. The drive system is fixedly mounted on the base plate, and its output end is drivenly connected to the input end of the first set of cross-shaft universal joint testing systems to provide rotational power. The speed-changing gear system is fixedly mounted on the base plate. The output end of the first set of cross-shaft universal joint testing systems is drivenly connected to the input end of the speed-changing gear system, and the output end of the speed-changing gear system is drivenly connected to the input end of the second set of cross-shaft universal joint testing systems. The output end of the second set of cross-shaft universal joint testing systems is also drivenly connected to the input end of the second set of cross-shaft universal joint testing systems. The shaft drive connection is used; the speed-changing gear system can adjust and output two different speeds, respectively driving two sets of cross-shaft universal coupling test systems on both sides; each set of cross-shaft universal coupling test systems is equipped with end-face wear-resistant pads and a groove ball loading system. The groove ball loading system is used to apply axial contact load to the end-face wear-resistant pads; the screw nut tilt angle adjustment system is fixed to the base plate through the screw nut tilt angle adjustment system bracket, and the slide of the screw nut tilt angle adjustment system is fixedly connected to the output shaft bracket. The slide drives the output shaft bracket and the output shaft installed on the output shaft bracket to change position, thereby synchronously adjusting the shaft tilt angle between the two sets of cross-shaft universal coupling test systems, so that the two sets of end-face wear-resistant pads can simultaneously undergo friction and wear tests under the set tilt angle and different speed conditions.

[0009] Preferably, the drive system includes a motor bracket, a motor, a coupling, an input shaft bracket, an input shaft, and an input shaft bearing; the motor bracket and the input shaft bracket are both fixedly connected to the upper end face of the base plate; the motor is fixedly mounted on the motor bracket, the output shaft of the motor is fixedly connected to one end of the coupling, and the other end of the coupling is fixedly connected to the input shaft; the input shaft is rotatably supported on the input shaft bracket through the input shaft bearing, and the end of the input shaft away from the coupling is fixedly connected to the cross-shaft universal coupling test system.

[0010] Preferably, the universal joint testing system includes an input shaft fork, a cross-shaped assembly, and an intermediate shaft fork. The cross-shaped assembly is integrally embedded between the input shaft fork and the intermediate shaft fork, and the three components are assembled to form an integrated universal transmission load-bearing structure. The input shaft fork includes an input shaft bearing positioning shoulder, an input shaft fork base, an input shaft fork body, and a cross-shaped mounting hole for the input shaft fork body. The input shaft bearing positioning shoulder is installed on the overhanging part of the input shaft fork base for bearing positioning and installation, and is fixedly connected to the end of the input shaft away from the coupling. Two input shaft fork bodies are provided and symmetrically fixed on the input shaft fork base. The cross-shaped mounting hole for the input shaft fork body is formed through the input shaft fork body to accommodate... The intermediate shaft fork includes an intermediate shaft fork base, an intermediate shaft disc fixing threaded hole, a detachable intermediate shaft fork body, a detachable intermediate shaft fork body threaded hole, a detachable intermediate shaft fork body flange, and an intermediate shaft fork body cross-shaped mounting hole. The intermediate shaft disc fixing threaded hole is located on the intermediate shaft fork base. Two detachable intermediate shaft fork bodies are provided and symmetrically fixed to the intermediate shaft fork base by bolts passing through the detachable intermediate shaft fork body threaded holes. Each detachable intermediate shaft fork body is provided with an intermediate shaft fork body cross-shaped mounting hole. The detachable intermediate shaft fork body flange is assembled inside the intermediate shaft fork body cross-shaped mounting hole, and the intermediate shaft fork body cross-shaped mounting hole is used to adapt to the installation of the other side support component of the cross-shaped assembly.

[0011] Preferably, the cross-shaped assembly is arranged in a cross shape and includes a self-aligning bearing, an assembly test end, a ball bearing loading system, a paired loading shaft pair, and end-face wear-resistant gaskets. Two test ends are provided and arranged symmetrically from left to right. Both test ends are respectively engaged with the two intermediate shaft fork body cross-shaped mounting holes of the intermediate shaft fork via self-aligning bearings. The ball bearing loading system and the paired loading shaft pair are arranged symmetrically from top to bottom at the connection between the two test ends, and both are respectively engaged with the two input shaft fork body cross-shaped mounting holes of the input shaft fork via self-aligning bearings. The assembly test end consists of a flange end cover and an inner spline shaft. The test assembly consists of an external splined shaft at the experimental end, an internal splined shaft at the experimental end that mates with the inner ring of a self-aligning bearing, and an axial sliding fit between the internal splined shaft at the experimental end and the external splined shaft at the experimental end. A flange end cap is located at the outer end of the external splined shaft at the experimental end and is fixedly connected to the detachable intermediate shaft fork flange inside the cross-shaped mounting hole of the intermediate shaft fork. The center of the flange end cap is in contact with one end face of a wear-resistant gasket, and the other end face of the wear-resistant gasket is aligned and in contact with the external splined shaft at the experimental end. The self-aligning bearing is used for angle compensation and rotational support. The curved groove ball loading system is used to apply axial load to the test ends of the two assemblies. The paired loading shaft pair is symmetrically arranged with the curved groove ball loading system to balance the axial force.

[0012] Preferably, the curved ball loading system includes a loading end dovetail wedge, an end face thread fixing wrench, a self-centering three-jaw chuck, jaws, rollers, a loading end inner spline shaft, and a loading end outer spline shaft; one end of the loading end dovetail wedge is engaged in a dovetail groove provided on the inner end of the test end outer spline shaft of the two assembly test ends, and the other end of the loading end dovetail wedge is installed on one end of the loading end outer spline shaft, and the loading end dovetail wedge is slidably assembled through a smooth shaft provided at the center of the two; the journal of the loading end inner spline shaft is interference-fitted with the inner ring of the corresponding self-aligning bearing, and the loading end inner spline shaft and the loading end outer spline shaft form an axial sliding assembly through the spline structure; a loading end outer spline shaft near the loading end dovetail wedge is provided with The roller is rotatably positioned within the cylindrical curved groove, which has a cylindrical curved groove. A threaded end-face wrench is mounted on one end of a self-centering three-jaw chuck to form a rotating pair. The jaws are mounted within radial grooves on the self-centering three-jaw chuck. The end face of the threaded end-face wrench is machined with an end-face thread that engages with the jaws. The threaded end-face wrench, the self-centering three-jaw chuck, and the jaws form a single unit mounted on the cylindrical surface of the external spline shaft at the loading end, covering the cylindrical curved groove, thus providing axial positioning and anti-disengagement constraints for the roller. The curved groove ball loading system, through axial sliding and pushing action, sequentially transfers the load to the external spline shaft at the experimental end and the end-face wear-resistant pad, achieving stable and controllable axial pressure on the end-face wear-resistant pad.

[0013] Preferably, the paired loading shafts are arranged in a mirror image symmetrically with the curved groove ball loading system. The paired loading shaft pair includes a limiting end cap, a paired loading end external splined shaft, a paired loading end optical shaft, a paired loading end dovetail wedge, and a paired loading end internal splined shaft. The paired loading end internal splined shaft is fixedly assembled with the inner ring of the corresponding self-aligning bearing, and the paired loading end internal splined shaft and the paired loading end external splined shaft are in a spline sliding fit. The paired loading end optical shaft and the paired loading end external splined shaft are coaxially fixedly connected, and the paired loading end dovetail wedge is slidably assembled with the paired loading end optical shaft. The dovetail groove position is preset on the outer side of the shaft, and the dovetail wedges of the paired loading end are correspondingly engaged and assembled in the dovetail grooves set in the inner end of the outer spline shaft of the test end of the two assemblies; the limiting end cover is fixedly assembled on the outer spline shaft of the paired loading end away from the optical axis of the paired loading end, and is used to axially limit the dovetail wedges of the paired loading end to prevent them from sliding off; the paired loading shaft only rotates synchronously with the cross-shaped assembly, without applying additional active load, and is used to counteract the overturning moment and axial component force generated by the curved groove ball loading system, and maintain the balance of the cross-shaped assembly's operating posture.

[0014] Preferably, the transmission gear system includes an input end shaft disc, an input end bracket, an input end gear, an input end intermediate gear, an intermediate bracket, an intermediate shaft, a steering wheel, a longitudinal dovetail groove, a transverse dovetail groove, an output end shaft disc, an output end bracket, an output end gear, and an output end intermediate gear; the transverse dovetail groove is fixedly laid on the upper surface of the base plate, the longitudinal dovetail groove is slidably mounted on the transverse dovetail groove, and the steering wheel is positioned above the longitudinal dovetail groove and can slide synchronously with the longitudinal dovetail groove. The input end bracket, intermediate bracket, and output end bracket are sequentially fixedly installed on the upper surface of the steering wheel. The input end shaft disk of the transmission gear system is rotatably supported on the input end bracket through the input end bearing. The input end gear is coaxially fixed with the input end shaft disk of the transmission gear system. The output end of the first set of the cross-shaft universal coupling test system is connected to the intermediate shaft disk. The intermediate shaft disk is sequentially connected to the internal spline intermediate shaft disk through the external spline intermediate shaft and the internal spline intermediate shaft. The internal spline intermediate shaft disk is connected to the transmission gear. The system's input shaft disk is driven by a variable speed gear system. The intermediate shaft is rotatably supported on the intermediate support via an intermediate shaft bearing. The input intermediate gear and output intermediate gear are coaxially fixed at both ends of the intermediate shaft, and the input intermediate gear meshes with the input gear. The output shaft disk of the variable speed gear system is rotatably supported on the output support via an output bearing. The output gear is coaxially fixed with the output shaft disk of the variable speed gear system and meshes with the output intermediate gear. The output shaft disk of the variable speed gear system is connected to the input end of the second set of cross-shaft universal coupling test system. Through the variable speed transmission of the variable speed gear system, the input shaft disk and the output shaft disk rotate at different speeds, driving the two sets of cross-shaft universal coupling test systems on both sides respectively, realizing the completion of friction and wear tests at two different speeds in a single test. The steering wheel can drive the input support, intermediate support, and output support to slide along the transverse dovetail groove along the longitudinal dovetail groove, compensating for the gear meshing center distance in real time and adapting to the transmission position deviation caused by the overall machine tilt angle adjustment.

[0015] Preferably, the lead screw and nut tilt angle adjustment system includes an aluminum profile guide rail, a lead screw, a slide table, a slide table side groove, a nut fixing block, a nut fixing block baffle, a lead screw fixing block, a lead screw fixing block flange, a lead screw bearing, a lead screw wrench, and a nut; the aluminum profile guide rail is horizontally fixedly installed on the upper end face of the lead screw and nut tilt angle adjustment system bracket; the lead screw fixing blocks are fixedly arranged in pairs at the left and right ends of the aluminum profile guide rail, and the lead screw fixing block flange is fixedly assembled on the outer end face of the lead screw fixing block; the lead screw bearings are respectively embedded in the inside of the two lead screw fixing blocks, and the two ends of the lead screw are respectively interference-fitted with the inner ring of the corresponding lead screw bearing, so that the lead screw rotates between the two sets of lead screw fixing blocks; the bottom of the slide table has a slide table side groove, and the slide table passes through the slide table side groove. The side groove and the aluminum profile guide rail form a snap-fit ​​sliding fit, allowing the slide table to slide linearly along the aluminum profile guide rail; the nut fixing block is fixedly installed at the middle position of the bottom of the slide table, the nut is limited and placed inside the nut fixing block, and the nut fixing block baffle is fixedly sealed at the end of the nut fixing block to limit the nut axially and prevent it from falling off; the lead screw body and the nut form a threaded meshing transmission fit, and the lead screw wrench is fixedly installed at the extended end of the lead screw; rotating the lead screw wrench can drive the lead screw to rotate synchronously, and through the threaded transmission between the lead screw and the nut, the rotary motion is converted into the linear sliding of the slide table along the aluminum profile guide rail, and the slide table drives the output shaft bracket and the output shaft as a whole to move, thereby synchronously and accurately adjusting the inter-shaft tilt angle of the two sets of cross-shaft universal coupling test systems.

[0016] Preferably, a method for testing the friction and wear of heavy-duty universal coupling gaskets, applied to the aforementioned heavy-duty universal coupling gasket friction and wear testing machine, includes the following steps:

[0017] S1. Specimen assembly and preload: The end face wear-resistant shims are neatly assembled into the corresponding installation positions inside the two sets of cross shaft universal coupling test systems. The end face thread fixing wrench of the groove ball loading system is operated to complete the axial limit locking of the roller. The set axial preload is applied to the end face wear-resistant shims by sliding and pushing the groove ball inclined surface.

[0018] S2. Gear meshing alignment: Select and match the corresponding transmission gears according to the required speed ratio of the test. Adjust the overall position of the steering wheel by sliding the longitudinal dovetail groove and the transverse dovetail groove, and fine-tune the meshing center distance of each gear so that the input end gear and the input end intermediate gear, and the output end intermediate gear and the output end gear are in the best meshing state.

[0019] S3. Setting the inter-shaft tilt angle: Manually turn the screw wrench of the screw nut tilt angle adjustment system to drive the screw to rotate and drive the nut and slide table to slide linearly along the aluminum profile guide rail. The slide table linkage output shaft bracket and output shaft will produce position changes, and synchronously and accurately set the inter-shaft tilt angle of the two sets of cross shaft universal coupling test systems.

[0020] S4. Simulated Operating Conditions: Start the motor, and the power is sequentially input to the first set of cross-shaft universal coupling test systems via the coupling and input shaft. Then, it is transmitted to the speed-changing gear system through various intermediate transmission components. After speed adjustment by the speed-changing gear system, it is input to the second set of cross-shaft universal coupling test systems, and finally output by the output shaft. The speed-changing gear system outputs two different speeds to drive the two sets of cross-shaft universal coupling test systems to operate synchronously, simulating the actual service transmission conditions of heavy-duty universal couplings.

[0021] S5. Friction and Wear Test: Under steady-state conditions of constant axial load, set rotation speed and fixed shaft inclination angle, the system is continuously operated for a long time. The wear amount and friction parameters of the end face wear-resistant shims in the two sets of cross-shaft universal coupling test systems are collected to complete the test and analysis of the shim friction and wear performance.

[0022] Preferably, during the test tilt adjustment and continuous operation of the equipment, the steering wheel slides in conjunction with the longitudinal and transverse dovetail grooves to adaptively correct the gear meshing clearance and center distance in real time, ensuring the stable rotation speed of the two sets of cross-shaft universal coupling test systems and the accurate and reliable test data of the end face wear-resistant gaskets.

[0023] The beneficial effects of this invention are as follows:

[0024] (1) The screw nut tilt adjustment system is fixedly connected to the output shaft bracket. The slide table can drive the output shaft to move, thereby accurately adjusting the shaft tilt angle of the cross shaft universal coupling test system. It is suitable for the actual tilt angle service conditions of the universal coupling. At the same time, the speed change gear system can avoid gear meshing offset after tilt angle adjustment, thus solving the problem of low tilt angle adjustment accuracy.

[0025] (2) By using the built-in curved ball loading system of the cross shaft universal coupling test system, a stable and controllable axial contact load can be applied directly to the end face wear-resistant gasket, accurately simulating the axial pressure on the gasket under actual working conditions, and reducing the deviation between the test conditions and the actual service conditions.

[0026] (3) The test system and the output shaft are connected through the speed change gear system to the cross shaft universal coupling test system. The gear meshing center distance can be self-compensated by its own structure to avoid gear meshing offset and transmission vibration caused by tilt angle adjustment, and ensure the accuracy of test data.

[0027] (4) By integrating and fixing the drive system, cross-shaft universal coupling test system, speed change gear system and screw nut tilt angle adjustment system on the base plate, the structure layout is reasonable and the assembly is compact. The modules work together to improve the stability of the whole machine operation. It can meet the requirements of long-term friction and wear test under heavy load conditions, and can also adapt to alternating speed conditions, making up for the shortcomings of the existing technology that is only suitable for low-speed conditions.

[0028] (5) By setting up a set of cross-shaft universal coupling test systems with the same structure on both sides of the speed-changing gear system, and using the speed-changing gear system to output two different speeds, the end face wear-resistant pad friction and wear test at two different speeds can be completed simultaneously in a single test, which significantly improves the test efficiency and enhances the consistency and reliability of performance comparison data at different speeds. Attached Figure Description

[0029] Figure 1 This is a schematic diagram of the overall structure of the present invention;

[0030] Figure 2 This is a schematic diagram of the experimental system for the cross-shaped universal coupling of the present invention;

[0031] Figure 3 This is a schematic diagram of the input shaft fork of the present invention;

[0032] Figure 4 This is a schematic diagram of the cross-shaped package assembly of the present invention;

[0033] Figure 5 This is a schematic diagram of the structure of the paired loading shaft pair of the present invention;

[0034] Figure 6 This is a schematic diagram of the overall structure of the mating loading end external spline shaft of the present invention;

[0035] Figure 7 This is a schematic diagram of the structure of the spline shaft inside the mating loading end of the present invention;

[0036] Figure 8 This is a schematic diagram of the curved groove ball loading system of the present invention;

[0037] Figure 9 This is a partial structural schematic diagram of the curved groove ball loading system of the present invention;

[0038] Figure 10 This is a schematic diagram of the overall structure of the three-jaw chuck of the present invention;

[0039] Figure 11 This is a schematic diagram of the structure of the intermediate shaft fork of the present invention;

[0040] Figure 12 This is a schematic diagram of the variable speed gear system of the present invention;

[0041] Figure 13 This is a schematic diagram of the screw nut tilt angle adjustment system of the present invention;

[0042] Figure 14 This is a partial structural schematic diagram of the lead screw and nut tilt angle adjustment system of the present invention.

[0043] The corresponding markings in the diagram are as follows: 1. Base plate, 2. Motor bracket, 3. Motor, 4. Coupling, 5. Input shaft bracket, 6. Input shaft, 7. Input shaft bearing, 8. Universal joint test system, 81. Input shaft fork, 811. Input shaft bearing positioning shoulder, 812. Input shaft fork base, 813. Input shaft fork body, 814. Input shaft fork body cross-shaped mounting hole, 82. Cross-shaped assembly, 821. Flange end cover, 822. Self-aligning bearing, 823. Test end internal spline shaft, 824. Test end external spline shaft, 825. Curved groove ball loading system, 8251. Loading end dovetail wedge, 82 52. End face thread fixing wrench; 8253. Self-centering three-jaw chuck; 8254. Jaw; 8255. Roller; 8256. Loading end internal splined shaft; 8257. Loading end external splined shaft; 826. Paired loading shaft pair; 8261. Limiting end cover; 8262. Paired loading end external splined shaft; 8263. Paired loading end smooth shaft; 8264. Paired loading end dovetail wedge; 8265. Paired loading end internal splined shaft; 827. End face wear-resistant gasket; 83. Intermediate shaft fork; 831. Intermediate shaft fork base; 832. Intermediate shaft disc fixing threaded hole; 833. Detachable intermediate shaft fork body; 834. Detachable... 835. Removable intermediate shaft fork body threaded hole; 836. Intermediate shaft fork body cross-shaped mounting hole; 9. Intermediate shaft disc; 10. External spline intermediate shaft; 11. Internal spline intermediate shaft; 12. Internal spline intermediate shaft disc; 13. Transmission gear system; 131. Transmission gear system input end disc; 132. Input end bearing; 133. Input end bracket; 134. Input end gear; 135. Input end intermediate gear; 136. Intermediate bracket; 137. Intermediate shaft; 138. Intermediate shaft bearing; 139. Steering wheel; 1310. Longitudinal dovetail groove; 1311. Transverse dovetail groove; 1 312. Output end shaft disc of the speed change gear system; 1313. Output end bracket; 1314. Output end bearing; 1315. Output end gear; 1316. Output end intermediate gear; 14. Output shaft; 16. Output shaft bracket; 17. Screw and nut tilt adjustment system; 18. Screw and nut tilt adjustment system bracket; 171. Aluminum profile guide rail; 172. Screw; 173. Slide table; 174. Slide table side groove; 175. Nut fixing block; 176. Nut fixing block baffle; 177. Screw fixing block; 178. Screw fixing block flange; 179. Screw bearing; 1710. Screw wrench; 1711. Nut. Detailed Implementation

[0044] The present invention will be further described below with reference to the embodiments. It should be noted that these are merely examples and descriptions of the inventive concept. Those skilled in the art can make various modifications or additions to the specific embodiments described or use similar methods to replace them, as long as they do not deviate from the inventive concept or exceed the scope defined in the claims, they should all be considered to fall within the protection scope of the present invention.

[0045] Example 1:

[0046] like Figures 1-14 As shown, the heavy-duty universal coupling gasket friction and wear testing machine of the present invention has a core structure including a base plate 1, a drive system, a speed change gear system 13, an output shaft 14, a lead screw and nut tilt angle adjustment system 17, and two sets of cross-shaft universal coupling testing systems 8. The connection relationship, function, and effect of each component are as follows:

[0047] The drive system, transmission gear system 13, and lead screw nut tilt adjustment system 17 are all bolted to the upper surface of the base plate 1. The base plate 1 serves as the mounting reference base for the entire machine, providing stable support for each module. The output end of the drive system is connected to the input end of the first set of cross-shaft universal coupling test system 8 to ensure stable power transmission. The output end of the first set of cross-shaft universal coupling test system 8 is connected to the input end of the transmission gear system 13; the output end of the transmission gear system 13 is connected to the input end of the second set of cross-shaft universal coupling test system 8; and the output end of the second set of cross-shaft universal coupling test system 8 is connected to the output shaft 14, forming a continuous and complete power transmission link.

[0048] The two sets of cross-shaft universal joint test systems 8 are respectively equipped with end face wear-resistant shims 827 and groove ball loading systems 825. The groove ball loading systems 825 can apply stable and controllable axial contact loads to the end face wear-resistant shims 827 in the two sets of test systems, so as to truly simulate the actual service conditions.

[0049] The variable speed gear system 13 can adjust and output two different speeds through gear ratio, respectively driving two sets of cross-shaft universal coupling test systems 8 located on both sides, so that the two sets of test systems can run synchronously at different speeds, and realize the friction and wear test under two different speed conditions in a single test.

[0050] The lead screw and nut tilt angle adjustment system 17 is fixed to the base plate 1 by a bracket, and its slide 173 is fixedly connected to the output shaft bracket 16. The slide 173 can drive the output shaft bracket 16 and the output shaft 14 to move synchronously, and synchronously adjust the shaft tilt angle of the two sets of cross-shaft universal coupling test systems 8, so that the two sets of end face wear-resistant pads 827 can simultaneously carry out friction and wear tests under the same tilt angle and different speed conditions.

[0051] This embodiment can accurately simulate heavy load, variable tilt angle, and variable speed working conditions, and realize synchronous comparative testing of two sets of gaskets. The test efficiency is higher and the data is more reliable. It can effectively solve the technical problems of low test efficiency, distorted working condition simulation, and poor data consistency of existing equipment, and meet the testing requirements of friction and wear performance of wear-resistant gaskets on the end face of heavy-duty universal couplings.

[0052] Example 2:

[0053] like Figures 1-14 As shown, the heavy-duty universal coupling gasket friction and wear testing machine of this embodiment, with the base plate 1 as the installation reference, sequentially integrates a drive system, two sets of cross-shaft universal coupling testing systems 8, a speed change gear system 13, a lead screw nut tilt angle adjustment system 17, and an output shaft assembly. Specific component descriptions are as follows:

[0054] I. Base plate.

[0055] like Figure 1 , Figure 2 As shown, the base plate 1 is the reference bearing component of the entire machine. Multiple sets of evenly distributed threaded mounting holes are pre-drilled on its upper surface for fixing the drive system, two sets of cross-shaft universal coupling test systems 8, the speed change gear system 13, and the screw and nut tilt angle adjustment system bracket 18. The core function of the base plate 1 is to bear the weight of each module, as well as the axial load and rotational torque during the test, disperse the impact force of the test, prevent vibration and displacement during the operation of the entire machine, and provide a stable installation reference for the coordinated operation of each system.

[0056] II. Drive System.

[0057] like Figure 1 , Figure 2 As shown, the drive system, as the power source of the entire machine, consists of a motor bracket 2, a motor 3, a coupling 4, an input shaft bracket 5, an input shaft 6, and an input shaft bearing 7. The structure and connection relationship of each component are as follows:

[0058] The motor bracket 2 is bolted to the upper left side of the base plate 1 to support the motor 3. The motor 3 has stepless speed adjustment to accommodate the alternating speed requirements of the universal coupling during actual service. The output shaft of the motor 3 faces right and precisely aligns with the left end of the coupling 4, with the output shaft center coinciding with the coupling 4 center. The coupling 4 is a flexible coupling, with both ends connected to the left ends of the motor 3 output shaft and input shaft 6 via key connections and set screws. This buffers the impact of the motor 3's output power, ensuring smooth power transmission and preventing torque fluctuations from affecting test accuracy. The input shaft bracket 5 is fixed to the left end of the base plate 1 and the right side of the motor bracket 2. The upper end of the bracket has bearing mounting holes adapted to the input shaft bearing 7 for mounting the input shaft bearing 7, providing rotational support for the input shaft 6. The input shaft 6 has a stepped shaft structure. The left end is connected to the output shaft of the motor 3 through the coupling 4, and the right end passes through the input shaft bearing 7 and is interference-fitted with the input shaft fork 81 of the first set of cross shaft universal coupling test system 8. It is used to transmit the rotational power of the motor 3. The shaft body is hardened to improve wear resistance and torque resistance.

[0059] Working principle of the drive system: After the motor 3 starts, it outputs rotational power, which is buffered by the coupling 4 and then transmitted to the input shaft 6. The input shaft 6 rotates smoothly under the support of the input shaft bearing 7, and accurately transmits the power to the first set of cross shaft universal coupling test system 8, providing a stable and controllable rotational power source for the test.

[0060] III. Test system for cross-type universal couplings.

[0061] like Figure 1 , Figure 2 , Figure 3 , Figure 4 , Figure 5 As shown, this testing machine is equipped with two sets of identical cross-shaft universal joint testing systems 8, respectively arranged on the input and output sides of the transmission gear system 13. The first set of cross-shaft universal joint testing systems 8 is connected between the input shaft 6 and the transmission gear system 13, and the second set of cross-shaft universal joint testing systems 8 is connected between the transmission gear system 13 and the output shaft 14. Both sets of cross-shaft universal joint testing systems 8 consist of an input shaft fork 81, a cross-shaped assembly 82, and an intermediate shaft fork 83. After assembly, they form a cross-shaped universal transmission structure, which can achieve an inter-shaft tilt angle adjustment of 0°-15°, accurately replicating the actual service state of heavy-duty universal joints.

[0062] (a) Input shaft fork.

[0063] like Figure 3 , Figure 4 , Figure 6As shown, the input shaft fork 81 is the left-side transmission component of the cross-shaft universal coupling. Its specific structure includes an input shaft bearing positioning shoulder 811, an input shaft fork base 812, an input shaft fork body 813, and a cross-shaped mounting hole 814 for the input shaft fork body. All parts are integrally formed, resulting in a robust structure.

[0064] The input shaft bearing positioning shoulder 811 is integrally formed on the left overhang of the input shaft fork base 812, ensuring the coaxiality of the input shaft 6 and the input shaft fork 81. The input shaft fork base 812 has a disc-shaped structure, with its right end symmetrically welded to two input shaft fork bodies 813. The center of the base coincides with the axis of the input shaft 6, and it is used to connect the input shaft 6 and the input shaft fork bodies 813. The input shaft fork bodies 813 have a plate-shaped structure, with two fork bodies symmetrically arranged and parallel to each other. They are adapted to the width of the cross-shaped assembly 82, providing stable support for the cross-shaped assembly 82. The input shaft fork body cross-shaped mounting hole 814 is formed through the end of the input shaft fork body 813, and is adapted to the outer ring of the self-aligning bearing 822. It is used to install the support component on one side of the cross-shaped assembly 82, ensuring that the cross-shaped assembly 82 can rotate flexibly.

[0065] The input shaft bearing positioning shoulder 811 is interference-fitted with the right end of the input shaft 6, achieving a fixed connection between the input shaft fork 81 and the input shaft 6, ensuring synchronous power transmission. A self-aligning bearing 822 is embedded in the cross-shaped mounting hole 814 of the input shaft fork body, correspondingly connecting to the loading end of the cross-shaped assembly 82 and the paired loading shaft pair 826, achieving left-side limiting support for the cross-shaped assembly 82. Its function is to transmit the rotational power of the input shaft 6, provide stable left-side support for the cross-shaped assembly 82, ensure stable rotation of the cross-shaped assembly 82 under varying tilt angle conditions, and simultaneously bear the axial load and torque transmitted by the cross-shaped assembly 82.

[0066] (ii) Intermediate shaft fork.

[0067] like Figure 3 , Figure 4 , Figure 7 As shown, the intermediate shaft fork 83 is the right-side transmission component of the cross-shaft universal coupling. It is structurally symmetrical to the input shaft fork 81 and features a detachable design, facilitating the disassembly and maintenance of the cross-shaft assembly 82 and the replacement of the end-face wear-resistant gasket 827. The specific structure includes an intermediate shaft fork base 831, an intermediate shaft disc fixing threaded hole 832, a detachable intermediate shaft fork body 833, a detachable intermediate shaft fork body threaded hole 834, a detachable intermediate shaft fork body flange 835, and an intermediate shaft fork body cross-shaft mounting hole 836.

[0068] The intermediate shaft fork base 831 has a disc-shaped structure, with its right end fitting against the intermediate shaft disc 9, used to connect the intermediate shaft disc 9 and the detachable intermediate shaft fork body 833. The intermediate shaft disc fixing threaded hole 832 is located on the edge of the intermediate shaft fork base 831, and the intermediate shaft fork base 831 is fixed to the intermediate shaft disc 9 with bolts, ensuring reliable power transmission. The detachable intermediate shaft fork body 833 has a plate-like structure, with two forks symmetrically arranged on the left end of the intermediate shaft fork base 812. The detachable intermediate shaft fork body threaded hole 834 is located at the root of the detachable intermediate shaft fork body 833, and the detachable intermediate shaft fork body 833 is fixed to the intermediate shaft fork base 831 with bolts, facilitating easy disassembly. The intermediate shaft fork body cross-shaped mounting hole 836 is penetrating at the end of the detachable intermediate shaft fork body 833, and a self-aligning bearing 822 is embedded therein, used to install the support component on the other side of the cross-shaped assembly 82. The detachable intermediate shaft fork flange 835 is welded and fixed inside the cross-shaped mounting hole 836 of the intermediate shaft fork body to fix the flange end cover 821 and achieve end sealing of the cross-shaped assembly 82.

[0069] The detachable intermediate shaft fork body 833 is fixed to the intermediate shaft fork base 831 by bolts. A self-aligning bearing 822 is embedded in the cross-shaped mounting hole 836 of the intermediate shaft fork body, corresponding to the test end of the cross-shaped assembly 82. The flange end cap 821 is fixed to the detachable intermediate shaft fork body flange 835 by bolts, achieving end sealing and limiting of the cross-shaped assembly 82 to prevent dust and lubricating oil leakage. Its function is to provide stable support on the right side of the cross-shaped assembly 82, transmit the rotational power of the cross-shaped assembly 82 to the intermediate shaft disc 9, and improve the convenience of specimen replacement and equipment maintenance through the detachable structure, reducing maintenance costs.

[0070] (iii) Cross-shaped package assembly.

[0071] like Figure 3 , Figure 4 , Figure 5 , Figure 8 As shown, the cross-shaped universal coupling test systems 8 of the two sets of cross-shaped universal coupling test systems 8 have the same cross-shaped assembly 82 structure. Both are the core carriers for carrying out friction and wear tests on the end face wear-resistant gaskets 827. The whole system is arranged in a cross shape and consists of a self-aligning bearing 822, an assembly test end, a curved groove ball loading system 825, a paired loading shaft pair 826, and end face wear-resistant gaskets 827. All components work together to achieve precise loading and friction and wear testing of the gaskets. Both sets of cross-shaped universal coupling test systems 8 can independently complete the installation, loading, and testing of the end face wear-resistant gaskets 827. In one test, two sets of wear data at different speeds can be obtained simultaneously.

[0072] (1) The self-aligning bearing 822 is a self-aligning roller bearing, with a total of 4 bearings, which are respectively installed in the cross-shaped mounting hole 814 of the input shaft fork and the cross-shaped mounting hole 836 of the intermediate shaft fork. It is interference-fitted with the mounting hole of the shaft fork, which can achieve self-adaptive compensation of a certain angle, adapt to the variable tilt angle transmission characteristics of the universal coupling, and ensure smooth transmission during the test.

[0073] (2) Assembly test end: Two are provided, arranged symmetrically on the left and right, and are respectively installed in the two cross-shaped mounting holes 836 of the intermediate shaft fork 83, providing a mounting and testing carrier for the end face wear-resistant gasket 827, such as Figure 5 , Figure 8 As shown, each assembly test end consists of a flange end cover 821, an inner splined shaft 823, and an outer splined shaft 824.

[0074] The flange end cover 821 is a circular cover plate with a through hole in the center, which fits tightly against one end face of the wear-resistant gasket 827 to transmit the axial load applied by the curved ball loading system 825, ensuring that the load is evenly distributed on the gasket. The inner spline shaft 823 of the test end is a spline shaft structure, with the journal interference fit with the inner ring of the self-aligning bearing 822 to achieve rotational support and ensure smooth rotation of the test end of the assembly. The outer spline shaft 824 of the test end is a hollow spline shaft with spline specifications matching the inner spline shaft 823 of the test end, forming an axial sliding fit with the inner spline shaft 823 of the test end. This allows it to adapt to slight displacement changes under axial load, preventing damage to components due to excessive load. The outer end is fixed to the flange end cover 821 by bolts, and the inner end has a dovetail groove for engaging with the dovetail wedge 8251 of the loading end and the mating dovetail wedge 8264 of the matching loading end, realizing power transmission and load conduction.

[0075] The wear-resistant gasket 827 is a thin sheet structure. One end face is in contact with the center of the flange end cover 821, and the other end face is in contact with the center of the end face of the external spline shaft 824 of the test end. This ensures that the gasket is subjected to uniform force and ensures the accuracy of the test data. It is the core specimen of this friction and wear test.

[0076] (3) Curved groove ball loading system 825: such as Figure 8 , Figure 9 As shown, the components are symmetrically arranged vertically at the connection between the two test ends of the assembly, and installed in the cross-shaped mounting holes 814 of the two input shaft forks 81. They are used to apply a stable and controllable axial load to the end face wear-resistant gasket 827. Specifically, they include a loading end dovetail wedge 8251, an end face thread fixing wrench 8252, a self-centering three-jaw chuck 8253, jaws 8254, rollers 8255, a loading end internal spline shaft 8256, and a loading end external spline shaft 8257.

[0077] The loading end dovetail wedge 8251 has a wedge-shaped structure. One end engages in the dovetail groove at the inner end of the two experimental end external spline shafts 824, while the other end slides with one end of the loading end external spline shaft 8257, used to transmit axial loads. The loading end inner spline shaft 8256 is a spline shaft with an interference fit between its journal and the inner ring of the self-aligning bearing 822, forming an axial sliding fit with the loading end external spline shaft 8257, balancing torque transmission and axial displacement adaptation to accommodate displacement changes under varying tilt angle conditions. One end of the loading end external spline shaft 8257 is provided with a cylindrical curved groove for housing rollers 8255. The axial force is converted and smoothly loaded through the rolling of the rollers, avoiding load fluctuations. The rollers 8255 are rolled within the cylindrical curved groove, allowing them to roll flexibly along the groove to transmit axial loads. A self-centering three-jaw chuck 8253 is fitted onto the cylindrical surface of the external spline shaft 8257 at the loading end. Jaws 8254 are installed in the radial groove of the chuck to limit the movement of rollers 8255. A threaded end-face wrench 8252 forms a rotating pair with the self-centering three-jaw chuck 8253. The threaded end-face wrench engages with the jaws 8254. Rotating the wrench drives the jaws 8254 to retract or open, pushing the rollers 8255 to roll along the curved groove, thereby adjusting the axial load.

[0078] Working principle of the grooved ball loading system 825: Rotating the end face threaded fixing wrench 8252 drives the pawl 8254 to retract, pushing the roller 8255 to roll along the cylindrical groove of the loading end external spline shaft 8257, causing the loading end external spline shaft 8257 and the loading end dovetail wedge 8251 to slide axially, thereby pushing the experimental end external spline shaft 824, applying a stable and controllable axial load to the end face wear-resistant gasket 827. Unlike existing patents, this loading system has high loading accuracy and strong stability, and can accurately simulate the stress state of the gasket under actual working conditions.

[0079] (4) Paired loading axis pair 826: such as Figure 8 , Figure 10 As shown, the overall structure is mirror-symmetrical to the curved ball loading system 825, and is installed in the cross-shaped mounting holes 814 of the two input shaft forks 81. It does not apply active load, but is only used to counteract the overturning moment and axial component force generated by the curved ball loading system 825, ensuring the smooth operation of the cross-shaped assembly 82. Specifically, it includes a limiting end cover 8261, a mating loading end external spline shaft 8262, a mating loading end optical shaft 8263, a mating loading end dovetail wedge 8264, and a mating loading end internal spline shaft 8265.

[0080] The limiting end cover 8261 is a circular cover plate, fixed to the end of the mating loading end outer splined shaft 8262, limiting the mating loading end dovetail wedge 8264 and preventing its axial movement. The mating loading end outer splined shaft 8262 is coaxially fixed with the mating loading end optical shaft 8263, used to install the mating loading end dovetail wedge 8264. The mating loading end dovetail wedge 8264 has the same structure as the loading end dovetail wedge 8251, used to transmit torque, and rotates synchronously with the cross-shaped assembly 82. The shaft body of the mating loading end optical shaft 8263 has a dovetail groove, and the mating loading end dovetail wedge 8264 is slidably assembled in the dovetail groove, and simultaneously engaged in the dovetail groove of the experimental end outer splined shaft 824, realizing linkage with the experimental end. The mating loading end inner splined shaft 8265 is interference-fitted with the inner ring of the self-aligning bearing 822, and has a spline sliding fit with the mating loading end outer splined shaft 8262, realizing torque transmission and displacement adaptation.

[0081] IV. Gear Variable System.

[0082] like Figure 1 , Figure 2 , Figure 11 , Figure 12 As shown, the transmission gear system 13 is used to adjust the overall transmission speed, simulating different speed ratios during actual service of a heavy-duty universal coupling. It consists of the input end shaft disc 131, input end bearing 132, input end bracket 133, input end gear 134, input end intermediate gear 135, intermediate bracket 136, intermediate shaft 137, intermediate shaft bearing 138, steering wheel 139, longitudinal dovetail groove 1310, transverse dovetail groove 1311, output end shaft disc 1312, output end bracket 1313, output end bearing 1314, output end gear 1315, and output end intermediate gear 1316. The structure, position, and connection relationship of each component are as follows:

[0083] The transverse dovetail groove 1311 is a long strip-shaped dovetail groove structure, fixed to the upper right end of the base plate 1 by bolts. Its surface is precision-treated and serves as the sliding reference track for the longitudinal dovetail groove 1310, ensuring smooth sliding. The longitudinal dovetail groove 1310 is a dovetail block structure adapted to the transverse dovetail groove 1311, slidingly assembled on the transverse dovetail groove 1311, allowing for high-precision linear sliding along the transverse dovetail groove 1311. The steering wheel 139 is a flat plate structure, fixed to the upper end of the longitudinal dovetail groove 1310 by bolts. It slides synchronously with the longitudinal dovetail groove 1310, without rotating, only achieving translational displacement, and is used to install and fix the gear supports. The gear support assembly includes an input end support 133, an intermediate support 136, and an output end support 1313, which are sequentially fixed to the upper end of the steering wheel 139 and evenly arranged along the length of the steering wheel 139, used to install the bearings and gears, ensuring the coaxiality of the gears. The bearing assembly includes an input bearing 132, an intermediate shaft bearing 138, and an output bearing 1314, all of which are deep groove ball bearings. They are respectively fitted into the bearing mounting holes of the corresponding brackets to support the shafts and gears and ensure their smooth rotation. The shaft assembly includes an intermediate shaft 137 that is rotatably supported on an intermediate bracket 136 via the intermediate shaft bearing 138. The input intermediate gear 135 and the output intermediate gear 1316 are fixed at both ends, and rotate synchronously with the gears. The gear assembly includes an input gear 134, an input intermediate gear 135, an output intermediate gear 1316, and an output gear 1315, all of which are spur gears. The input gear 134 is coaxially fixed to the input shaft 131 of the transmission gear system. The input intermediate gear 135 is fixed to the left end of the intermediate shaft 137 and meshes with the input gear 134 to achieve primary speed change. The output intermediate gear 1316 is fixed to the right end of the intermediate shaft 137 and meshes with the output gear 1315 to achieve secondary speed change. The output gear 1315 is coaxially fixed to the output shaft 1312 of the transmission gear system to achieve power output. The shaft assembly includes the input shaft 131 and the output shaft 1312 of the transmission gear system, both of which are disc-shaped structures. They are rotatably supported on the input bracket 133 and the output bracket 1313 respectively via corresponding bearings, and are used to connect the intermediate transmission components and the gear assembly.

[0084] like Figure 1 , Figure 2 , Figure 11 , Figure 12As shown, the intermediate shaft fork 83 and intermediate shaft disc 9 of the first set of cross-shaft universal coupling test system 8 are fixed with bolts. The intermediate shaft disc 9 is keyed to the external spline intermediate shaft 10. The external spline intermediate shaft 10 is splined to the internal spline intermediate shaft 11. The internal spline intermediate shaft 11 is keyed to the internal spline intermediate shaft disc 12. The internal spline intermediate shaft disc 12 is fixed with the input end disc 131 of the speed-changing gear system with bolts. The output end disc 1312 of the speed-changing gear system is connected to the input end of the second set of cross-shaft universal coupling test system 8. The output end of the second set of cross-shaft universal coupling test system 8 is then connected to the output shaft 14, forming a complete power link. The speed-changing gear system 13 can generate two different speeds, input and output, respectively driving the two sets of cross-shaft universal coupling test systems 8, realizing synchronous testing of two sets of different speed conditions in a single test.

[0085] When the lead screw nut tilt angle adjustment system 17 adjusts the tilt angle between shafts, the steering wheel 139 slides with the longitudinal dovetail slide 1310 and the transverse dovetail slide 1311, driving the overall displacement of each gear bracket, compensating for the gear meshing center distance in real time, ensuring precise gear meshing, avoiding transmission vibration, and solving the problem of easy deviation of the gear meshing center distance in existing patents.

[0086] V. Screw and nut tilt angle adjustment system.

[0087] like Figure 1 , Figure 2 , Figure 13 , Figure 14 As shown, the screw and nut tilt angle adjustment system 17 is used to synchronously adjust the shaft tilt angle of the cross-shaft universal coupling test system 8, simulating the variable tilt angle working condition of the heavy-duty universal coupling in actual service. It consists of an aluminum profile guide rail 171, a screw 172, a slide table 173, a slide table side groove 174, a nut fixing block 175, a nut fixing block baffle 176, a screw fixing block 177, a screw fixing block flange 178, a screw bearing 179, a screw wrench 1710, and a nut 1711. The structure and connection relationship of each component are as follows:

[0088] The screw nut tilt adjustment system bracket 18 is fixed to the right end of the base plate 1 by bolts. It is used to install and fix the various components of the screw nut tilt adjustment system 17. The bottom of the bracket fits tightly with the base plate 1 to ensure structural stability during the adjustment process.

[0089] The aluminum profile guide rail 171 is horizontally fixed to the upper end face of the screw nut tilt adjustment system bracket 18 by bolts. The surface is provided with precision guide rail grooves to provide a high-precision linear sliding reference, ensuring the sliding accuracy of the slide table 173. The screw fixing block 177 is a cuboid block structure, fixed in pairs at the left and right ends of the aluminum profile guide rail 171, forming a two-end support structure to improve the installation stability of the screw 172. The screw fixing block flange 178 is an annular structure, fixed to the outer end face of the screw fixing block 177 by bolts, achieving end sealing and structural reinforcement to prevent dust and impurities from entering the mating parts. The screw bearing 179 is a deep groove ball bearing, embedded inside the screw fixing blocks 177 on both sides. The two ends of the screw 172 are respectively interference-fitted with the inner rings of the corresponding screw bearings 179, rotatably mounted between the two sets of screw fixing blocks 177, used to transmit rotary motion and convert it into linear motion. The slide table 173 is a rectangular slider with a side groove 174 at the bottom, which engages with the guide rail groove of the aluminum profile guide rail 171, allowing for high-precision linear sliding along the aluminum profile guide rail 171 without jamming or offset. The slide table 173 is welded and fixed to the output shaft bracket 16, driving the output shaft bracket 16 and output shaft 14 to move synchronously. The nut assembly includes a nut 1711, a nut fixing block 175, and a nut fixing block baffle 176. The nut 1711 is a trapezoidal nut that engages with the lead screw 172 and is fixed inside the nut fixing block 175. The nut fixing block 175 is fixed at the middle position of the bottom of the slide table 173. The nut fixing block baffle 176 is fixed at the end of the nut fixing block 175, providing axial limit and preventing the nut 1711 from slipping or shifting during operation. The lead screw wrench 1710 is an L-shaped wrench, which is fixed to the extended end of the lead screw 172 by a set screw, making it easy to manually adjust the rotation of the lead screw 172 and convenient to operate.

[0090] Manually turning the lead screw wrench 1710 causes the lead screw 172 to rotate synchronously. Through the threaded transmission between the lead screw 172 and the nut 1711, the rotary motion is converted into the high-precision linear sliding of the slide table 173 along the aluminum profile guide rail 171. The slide table 173 drives the output shaft bracket 16 and the output shaft 14 to move as a whole, thereby synchronously changing the shaft tilt angle between the two sets of cross-shaft universal coupling test systems 8. It can accurately simulate the variable tilt angle working condition, which is different from the defects of existing patents that cannot accurately adjust the tilt angle. It can truly restore the variable tilt angle working condition of the universal coupling in actual service.

[0091] VI. Output shaft and output shaft bracket.

[0092] like Figure 1 , Figure 2As shown, one end of the output shaft 14 is connected to the output end of the second set of cross-shaft universal coupling test system 8, and the other end is rotatably supported on the output shaft bracket 16 through a deep groove ball bearing to ensure that the output shaft 14 rotates smoothly; the bottom of the output shaft bracket 16 is welded and fixed to the slide table 173, and can move synchronously with the slide table 173, and cooperate with the screw nut tilt angle adjustment system 17 to complete the shaft tilt angle adjustment of the two sets of cross-shaft universal coupling test systems 8.

[0093] The heavy-duty universal coupling gasket friction and wear testing machine of this embodiment has all components working together to realize synchronous friction and wear tests on the end face wear-resistant gaskets 827 of two sets of cross-shaft universal coupling test systems 8 under the same tilt angle and different speeds. Compared with the prior art, this equipment can accurately simulate the actual service conditions such as variable tilt angle, alternating speed, and stable axial load, and solves the defects of poor adaptability and inaccurate test data of the existing equipment, providing a reliable test basis for the performance optimization and service life evaluation of the end face wear-resistant gaskets.

[0094] Example 3:

[0095] like Figures 1-14 As shown in this embodiment, a method for testing the friction and wear of heavy-duty universal coupling gaskets is specifically applied to the heavy-duty universal coupling gasket friction and wear testing machine described in Embodiment 2. Utilizing the synergistic effect of the machine's drive system, two sets of cross-shaft universal coupling testing systems 8, a speed-changing gear system 13, a lead screw and nut tilt angle adjustment system 17, and an output shaft assembly, the method accurately simulates the actual service conditions of heavy-duty universal couplings, enabling the testing of the friction and wear performance of two sets of end-face wear-resistant gaskets 827. This allows for the accurate acquisition of gasket wear performance parameters, providing a reliable test basis for gasket performance optimization and life assessment. The specific steps are as follows:

[0096] S1. Specimen Assembly and Preloading: Select end-face wear-resistant gaskets 827 that are consistent with the actual service specifications. After pretreatment, assemble them neatly in the corresponding positions inside the two sets of cross-shaft universal coupling test systems 8 to ensure that the end-face wear-resistant gaskets 827 are aligned and fitted with the flange end cover 821 and the test end external spline shaft 824. Fix the flange end cover 821 with bolts and seal it. Operate the end-face thread fixing wrench 8252 of the groove ball loading system 825 of the two sets of cross-shaft universal coupling test systems 8, retract the pawl 8254 to lock the roller 8255, and push the roller 8255 to slide along the cylindrical surface groove. Push the test end external spline shaft 8257 and the loading end dovetail wedge 8251 to push the test end external spline shaft 824, and apply the set axial preload to the two sets of end-face wear-resistant gaskets 827 respectively. The paired loading shaft couple 826 synchronously counteracts the overturning moment to ensure that the two sets of cross-shaft assemblies 82 are stable.

[0097] S2. Gear meshing alignment: Based on the required dual speed ratio for the test, select input end gear 134, input end intermediate gear 135, output end intermediate gear 1316, and output end gear 1315, and fix them to the input end shaft disk 131, intermediate shaft 137, and output end shaft disk 1312 of the transmission gear system, respectively; push the steering wheel 139 to drive the longitudinal dovetail slide 1310 to slide along the transverse dovetail slide 1311, fine-tune the positions of the input end bracket 133, intermediate bracket 136, and output end bracket 1313, correct the gear meshing center distance, and ensure that the input end gear 134 and input end intermediate gear 135, and the output end intermediate gear 1316 and output end gear 1315 are in the best meshing state and fixed.

[0098] S3. Setting the inter-shaft tilt angle: Check all components of the lead screw and nut tilt angle adjustment system 17 to ensure that the aluminum profile guide rail 171, lead screw 172, nut 1711, and slide 173 are properly matched; manually turn the lead screw wrench 1710 to drive the lead screw 172 to rotate, which will cause the nut 1711 and slide 173 to slide along the aluminum profile guide rail 171. The slide 173 is linked with the output shaft bracket 16 and the output shaft 14, and the inter-shaft tilt angle of the cross shaft universal coupling test system 8 is adjusted to the set value through the intermediate transmission component. Lock the lead screw wrench 1710 and slide 173 to ensure that the tilt angle is stable.

[0099] S4. Simulated Operating Conditions: After verifying that the status of each component is correct, start motor 3. Power is transmitted to the first set of cross-shaft universal coupling test system 8 via coupling 4 and input shaft 6, driving the intermediate shaft disc 9 to rotate. Then, it is transmitted to the speed change gear system 13 via external spline intermediate shaft 10, internal spline intermediate shaft 11, and internal spline intermediate shaft disc 12. The speed change gear system 13 outputs two different speeds, which drive the two sets of cross-shaft universal coupling test systems 8 to operate synchronously. Finally, the output shaft 14 rotates and outputs, simulating the actual service transmission conditions of the heavy-duty universal couplings at two different speeds.

[0100] S5. Friction and Wear Test: Maintain a constant axial load, dual speed settings, and a fixed shaft inclination angle under steady-state conditions for a long period of continuous operation; during the test inclination angle adjustment and continuous operation of the equipment, the steering wheel 139 slides in conjunction with the longitudinal dovetail groove 1310 and the transverse dovetail groove 1311, correcting the gear meshing clearance and center distance in real time to ensure smooth meshing; the wear amount, friction temperature, friction coefficient, and equipment operating parameters of the two sets of end face wear-resistant pads 827 are collected synchronously in real time; after the test, the two sets of end face wear-resistant pads 827 are taken out for inspection and comparison, the test data are analyzed, a report is generated, and it is determined whether their friction and wear performance meets the requirements.

[0101] The above is an exemplary description of the invention. Obviously, the specific implementation of the invention is not limited to the above-described manner. Any non-substantial improvement made using the inventive concept and technical solution of the invention, or the direct application of the inventive concept and technical solution to other situations without modification, is within the protection scope of the invention.

Claims

1. A heavy-duty universal coupling gasket friction and wear testing machine, characterized in that, It includes a base plate (1), a drive system, a cross-shaft universal coupling test system (8), a speed change gear system (13), an output shaft (14), and a screw nut tilt adjustment system (17). The cross-shaft universal joint test system (8) is provided in two sets. The drive system is fixedly installed on the base plate (1), and the output end of the drive system is connected to the input end of the first set of cross-shaft universal joint test system (8) for providing rotational power. The gear system (13) is fixedly installed on the base plate (1). The output end of the first set of cross-shaft universal joint test system (8) is connected to the input end of the gear system (13). The output end of the gear system (13) is connected to the input end of the second set of cross-shaft universal joint test system (8). The output end of the second set of cross-shaft universal joint test system (8) is connected to the output shaft (14). The gear system (13) can adjust and output two different speeds to drive the two sets of cross-shaft universal joint test systems (8) on both sides respectively. Both sets of cross-shaft universal joint test systems (8) are equipped with end face wear-resistant gaskets (827) and curved groove ball loading systems (825). The curved groove ball loading systems (825) are used to apply axial contact loads to the end face wear-resistant gaskets (827). The screw nut tilt angle adjustment system (17) is fixed on the base plate (1) by the screw nut tilt angle adjustment system bracket (18), and the slide (173) of the screw nut tilt angle adjustment system (17) is fixedly connected to the output shaft bracket (16). The slide (173) drives the output shaft bracket (16) and the output shaft (14) installed on the output shaft bracket (16) to change position, thereby synchronously adjusting the shaft tilt angle of the two sets of cross shaft universal coupling test systems (8), so that the two sets of end face wear-resistant pads (827) can simultaneously carry out friction and wear tests under the set tilt angle and different speed conditions.

2. The heavy-duty universal coupling gasket friction and wear testing machine according to claim 1, characterized in that, The drive system includes a motor bracket (2), a motor (3), a coupling (4), an input shaft bracket (5), an input shaft (6), and an input shaft bearing (7). The motor bracket (2) and the input shaft bracket (5) are both fixedly connected to the upper surface of the base plate (1). The motor (3) is fixedly mounted on the motor bracket (2), and the output shaft of the motor (3) is fixedly connected to one end of the coupling (4), while the other end of the coupling (4) is fixedly connected to the input shaft (6). The input shaft (6) is rotatably supported on the input shaft bracket (5) through the input shaft bearing (7), and the end of the input shaft (6) away from the coupling (4) is fixedly connected to the cross-shaft universal coupling test system (8).

3. The heavy-duty universal coupling gasket friction and wear testing machine according to claim 2, characterized in that, The cross-shaft universal coupling test system (8) includes an input shaft fork (81), a cross-shaped assembly (82), and an intermediate shaft fork (83). The cross-shaped assembly (82) is integrally embedded between the input shaft fork (81) and the intermediate shaft fork (83). The three components are assembled to form an integrated universal transmission load-bearing structure. The input shaft fork (81) includes an input shaft bearing positioning shoulder (811), an input shaft fork base (812), an input shaft fork body (813), and an input shaft fork body cross-shaped mounting hole (814). The input shaft bearing positioning shoulder (811) is installed on the overhang of the input shaft fork base (812) for bearing positioning and installation, and the input shaft bearing positioning shoulder (811) is fixedly connected to the end of the input shaft (6) away from the coupling (4). Two input shaft fork bodies (813) are provided and symmetrically fixed on the input shaft fork base (812). The input shaft fork body cross-shaped mounting hole (814) is opened through the input shaft fork body (813) for accommodating and installing the support component on one side of the cross-shaped assembly (82). The intermediate shaft fork (83) includes an intermediate shaft fork base (831), an intermediate shaft disc fixing threaded hole (832), a detachable intermediate shaft fork body (833), a detachable intermediate shaft fork body threaded hole (834), a detachable intermediate shaft fork body flange (835), and an intermediate shaft fork body cross-shaped mounting hole (836). The intermediate shaft disc fixing threaded hole (832) is formed on the intermediate shaft fork base (831), and the detachable intermediate shaft fork body (833) has two parallel... All are symmetrically fixed on the intermediate shaft fork base (831) by bolts passing through the threaded holes (834) of the detachable intermediate shaft fork body; each of the detachable intermediate shaft fork bodies (833) is provided with an intermediate shaft fork body cross-shaped mounting hole (836), the detachable intermediate shaft fork body flange (835) is assembled inside the intermediate shaft fork body cross-shaped mounting hole (836), and the intermediate shaft fork body cross-shaped mounting hole (836) is used to adapt to the installation of the support component on the other side of the cross-shaped assembly (82).

4. The heavy-duty universal coupling gasket friction and wear testing machine according to claim 3, characterized in that, The cross-shaped assembly (82) is arranged in a cross shape and includes a self-aligning bearing (822), an assembly test end, a curved groove ball loading system (825), a paired loading shaft pair (826), and an end face wear-resistant gasket (827). The assembly test end is provided in two symmetrical arrangements, and the two assembly test ends are respectively engaged and installed in the cross-shaped mounting holes (836) of the two intermediate shaft forks of the intermediate shaft fork (83) through the self-aligning bearing (822). The curved ball loading system (825) and the paired loading shaft pair (826) are arranged symmetrically at the connection of the test ends of the two assemblies. The curved ball loading system (825) and the paired loading shaft pair (826) are respectively engaged and installed in the two cross-shaped mounting holes (814) of the input shaft fork (81) through self-aligning bearings (822). The test end of the assembly consists of a flange end cover (821), an inner spline shaft (823) of the test end, and an outer spline shaft (824) of the test end. The inner spline shaft (823) of the test end is fitted with the inner ring of the self-aligning bearing (822), and the inner spline shaft (823) of the test end and the outer spline shaft (824) of the test end are axially slidingly fitted. The flange end cover (821) is located at the outer end of the outer spline shaft (824) of the test end and is fixedly connected to the detachable intermediate shaft fork flange (835) inside the cross-shaped mounting hole (836) of the intermediate shaft fork. The center of the flange end cover (821) is in contact with one end face of the end face wear-resistant gasket (827), and the other end face of the end face wear-resistant gasket (827) is aligned and in contact with the outer spline shaft (824) of the test end. The self-aligning bearing (822) is used for angle compensation and rotational support. The curved ball loading system (825) is used to apply axial load to the test ends of the two assemblies. The paired loading shaft pair (826) is symmetrically arranged with the curved ball loading system (825) to balance the axial force.

5. The heavy-duty universal coupling gasket friction and wear testing machine according to claim 4, characterized in that, The curved groove ball loading system (825) includes a loading end dovetail wedge (8251), an end face thread fixing wrench (8252), a self-centering three-jaw chuck (8253), a jaw (8254), a roller (8255), a loading end inner spline shaft (8256), and a loading end outer spline shaft (8257). One end of the loading end dovetail wedge (8251) is engaged in the dovetail groove provided on the inner end of the test end outer spline shaft (824) of the two assembly test ends, and the other end of the loading end dovetail wedge (8251) is installed on one end of the loading end outer spline shaft (8257), and the loading end dovetail wedge (8251) is slidably assembled through the smooth shaft provided at the center of the two. The journal of the inner spline shaft (8256) of the loading end is interference-fitted with the inner ring of the corresponding self-aligning bearing (822). The inner spline shaft (8256) of the loading end and the outer spline shaft (8257) of the loading end form an axial sliding assembly through the spline structure. The outer spline shaft (8257) of the loading end near the dovetail wedge (8251) of the loading end is provided with a cylindrical curved groove, and the roller (8255) is rolled and placed inside the cylindrical curved groove. The end-face thread fixing wrench (8252) is installed at one end of the self-centering three-jaw chuck (8253) to form a rotating pair. The jaw (8254) is installed in the radial groove opened on the self-centering three-jaw chuck (8253). The end face of the end-face thread fixing wrench (8252) is machined with an end-face thread and forms a threaded engagement with the jaw (8254). The end-face thread fixing wrench (8252), the self-centering three-jaw chuck (8253) and the jaw (8254) form an integral installation on the cylindrical surface of the loading end external spline shaft (8257) and cover the cylindrical curved groove, forming an axial limit and anti-disengagement constraint for the roller (8255). The groove ball loading system (825) transmits the load sequentially to the outer spline shaft (824) and the end face wear-resistant pad (827) at the experimental end through axial sliding and pushing action, thereby achieving stable and controllable axial pressure on the end face wear-resistant pad (827).

6. The heavy-duty universal coupling gasket friction and wear testing machine according to claim 4, characterized in that, The overall structure of the paired loading shaft pair (826) is mirror-symmetrically arranged with the curved groove ball loading system (825) from top to bottom. The paired loading shaft pair (826) includes a limiting end cap (8261), a paired loading end external spline shaft (8262), a paired loading end optical shaft (8263), a paired loading end dovetail wedge (8264), and a paired loading end internal spline shaft (8265). The inner spline shaft (8265) of the paired loading end is fixedly assembled with the inner ring of the corresponding self-aligning bearing (822), and the inner spline shaft (8265) of the paired loading end is in spline sliding fit with the outer spline shaft (8262) of the paired loading end; The paired loading end optical shaft (8263) and the paired loading end external spline shaft (8262) are coaxially and fixedly connected. The paired loading end dovetail wedge (8264) is slidably assembled in the dovetail groove position preset on the outside of the paired loading end optical shaft (8263), and the paired loading end dovetail wedge (8264) is correspondingly engaged in the dovetail groove provided in the inner end of the test end external spline shaft (824) of the two assembly test ends. The limiting end cap (8261) is fixedly assembled on the end of the paired loading end external spline shaft (8262) away from the paired loading end optical shaft (8263) to axially limit the paired loading end dovetail wedge (8264) and prevent it from sliding off. The paired loading shaft pair (826) rotates synchronously with the cross-shaped assembly (82) without applying additional active load. It is used to counteract the overturning moment and axial component force generated by the curved groove ball loading system (825) and maintain the balance of the cross-shaped assembly (82) in operation.

7. The heavy-duty universal coupling gasket friction and wear testing machine according to claim 1, characterized in that, The transmission gear system (13) includes a transmission gear system input end shaft disk (131), an input end bracket (133), an input end gear (134), an input end intermediate gear (135), an intermediate bracket (136), an intermediate shaft (137), a steering wheel (139), a longitudinal dovetail slide (1310), a transverse dovetail slide (1311), a transmission gear system output end shaft disk (1312), an output end bracket (1313), an output end gear (1315), and an output end intermediate gear (1316). The transverse dovetail slide (1311) is fixedly laid on the upper surface of the base plate (1), the longitudinal dovetail slide (1310) is slidably assembled on the transverse dovetail slide (1311), and the steering wheel (139) is placed above the longitudinal dovetail slide (1310) and can slide synchronously with the longitudinal dovetail slide (1310). The input end bracket (133), intermediate bracket (136), and output end bracket (1313) are sequentially fixedly installed on the upper surface of the steering wheel (139). The input end shaft disk (131) of the transmission gear system is rotatably supported on the input end bracket (133) through the input end bearing (132). The input end gear (134) is coaxially fixed with the input end shaft disk (131) of the transmission gear system. The output end of the first set of cross shaft universal coupling test system (8) is connected to the intermediate shaft disk (9) through transmission. The intermediate shaft disk (9) is sequentially connected to the internal spline intermediate shaft disk (12) through the external spline intermediate shaft (10), the internal spline intermediate shaft (11), and the internal spline intermediate shaft disk (12). The internal spline intermediate shaft disk (12) is in transmission cooperation with the transmission gear system input end shaft disk (131) of the transmission gear system (13). The intermediate shaft (137) is rotatably supported on the intermediate bracket (136) by the intermediate shaft bearing (138). The input intermediate gear (135) and the output intermediate gear (1316) are coaxially fixed at both ends of the intermediate shaft (137). The input intermediate gear (135) meshes with the input gear (134). The output shaft disk (1312) of the transmission gear system is rotatably supported on the output bracket (1313) by the output bearing (1314). The output gear (1315) is coaxially fixed with the output shaft disk (1312) of the transmission gear system and meshes with the output intermediate gear (1316). The output shaft disk (1312) of the variable speed gear system is connected to the input end of the second set of cross shaft universal coupling test system (8). Through the variable speed transmission of the variable speed gear system (13), the input shaft disk and the output shaft disk form different speeds, respectively driving the two sets of cross shaft universal coupling test systems (8) on both sides, so as to complete the friction and wear test of two sets of different speeds in a single test. The steering wheel (139) can drive the input end bracket (133), the intermediate bracket (136), and the output end bracket (1313) to slide along the longitudinal dovetail groove (1310) and the transverse dovetail groove (1311) to compensate for the gear meshing center distance in real time and adapt to the transmission position deviation caused by the overall tilt angle adjustment.

8. The heavy-duty universal coupling gasket friction and wear testing machine according to claim 1, characterized in that, The lead screw and nut tilt adjustment system (17) includes an aluminum profile guide rail (171), a lead screw (172), a slide table (173), a slide table side groove (174), a nut fixing block (175), a nut fixing block baffle (176), a lead screw fixing block (177), a lead screw fixing block flange (178), a lead screw bearing (179), a lead screw wrench (1710), and a nut (1711). The aluminum profile guide rail (171) is horizontally fixedly installed on the upper end face of the screw nut tilt angle adjustment system bracket (18); the screw fixing blocks (177) are fixedly arranged in pairs at the left and right ends of the aluminum profile guide rail (171), and the screw fixing block flange (178) is fixedly assembled on the outer end face of the screw fixing block (177). The lead screw bearings (179) are respectively embedded in the lead screw fixing blocks (177) on both sides. The two ends of the lead screw (172) are respectively interference-fitted with the inner ring of the corresponding lead screw bearing (179), so that the lead screw (172) is rotatably mounted between the two sets of lead screw fixing blocks (177). The bottom of the slide table (173) is provided with a slide table side groove (174). The slide table (173) forms a snap-fit ​​sliding fit with the aluminum profile guide rail (171) through the slide table side groove (174), so that the slide table (173) can slide linearly along the aluminum profile guide rail (171). The nut fixing block (175) is fixedly installed at the middle position of the bottom of the slide (173). The nut (1711) is limited and placed inside the nut fixing block (175). The nut fixing block baffle (176) is fixedly sealed at the end of the nut fixing block (175) to axially limit and prevent the nut (1711) from falling off. The rod body of the screw (172) and the nut (1711) form a threaded meshing transmission cooperation. The screw wrench (1710) is fixedly installed at the extended end of the screw (172). Rotating the screw wrench (1710) can drive the screw (172) to rotate synchronously. Through the thread transmission between the screw (172) and the nut (1711), the rotary motion is converted into the linear sliding of the slide (173) along the aluminum profile guide rail (171). The slide (173) drives the output shaft bracket (16) and the output shaft (14) to move as a whole, thereby synchronously and accurately adjusting the shaft inclination angle of the two sets of cross-shaft universal coupling test systems (8).

9. A method for testing the friction and wear of shims in heavy-duty universal couplings, characterized in that, The heavy-duty universal coupling gasket friction and wear testing machine according to any one of claims 1 to 8 includes the following steps: S1. Specimen assembly and preload: The end face wear-resistant gasket (827) is neatly assembled in the corresponding installation position inside the two sets of cross shaft universal coupling test systems (8). The end face thread fixing wrench (8252) of the groove ball loading system (825) is operated to complete the axial limit locking of the roller (8255). The set axial preload is applied to the end face wear-resistant gasket (827) by sliding and pushing the groove ball inclined surface. S2. Gear meshing alignment: Select and match the corresponding transmission gears according to the required speed ratio of the test. Adjust the overall position of the steering wheel (139) by sliding the longitudinal dovetail groove (1310) and the transverse dovetail groove (1311). Fine-tune the meshing center distance of each gear so that the input end gear (134) and the input end intermediate gear (135), and the output end intermediate gear (1316) and the output end gear (1315) are in the best meshing state. S3, Setting the inter-shaft tilt angle: Manually rotate the screw wrench (1710) of the screw nut tilt angle adjustment system (17) to drive the screw (172) to rotate and drive the nut (1711) and slide (173) to slide linearly along the aluminum profile guide rail (171). The slide (173) is linked to the output shaft bracket (16) and the output shaft (14) to produce position changes, and synchronously and accurately set the inter-shaft tilt angle of the two sets of cross shaft universal coupling test systems (8); S4. Simulated working condition operation: Start the motor (3), and the power is input to the first set of cross shaft universal coupling test system (8) through the coupling (4) and input shaft (6) in sequence. Then it is transmitted to the speed change gear system (13) through the intermediate transmission components of each stage. After the speed change gear system (13) adjusts the speed, it is input to the second set of cross shaft universal coupling test system (8) and finally output by the output shaft (14). The speed change gear system (13) outputs two different speeds to drive the two sets of cross shaft universal coupling test systems (8) to run synchronously, simulating the actual service transmission condition of the heavy-duty universal coupling. S5. Friction and wear test: Under steady-state conditions with constant axial load, set rotation speed and fixed shaft inclination angle, the system is continuously operated for a long time. The wear amount and friction parameters of the end face wear-resistant pads (827) in the two sets of cross shaft universal coupling test systems (8) are collected to complete the test and analysis of the pad friction and wear performance.

10. The method for testing the friction and wear of shims in heavy-duty universal couplings according to claim 9, characterized in that, During the test tilt adjustment and continuous operation of the equipment, the steering wheel (139) slides in conjunction with the longitudinal dovetail groove (1310) and the transverse dovetail groove (1311) to adaptively correct the gear meshing clearance and center distance in real time, ensuring the stable speed of the two sets of cross shaft universal coupling test systems (8) and the accurate and reliable test data of the end face wear-resistant pads (827).

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