Gap detection device and method for automotive drive shaft assembly

Abstract

The present application relates to the technical field of automobile transmission shaft assembly, specifically to a clearance detection device for automobile transmission shaft assembly, which comprises a detection base, the top rear side of which is fixedly connected with a transmission shaft grabbing mechanism; the detection base comprises a mounting bottom plate, the front side of the left and right sides of which is fixedly connected with a side L-shaped connecting frame, the inner front side of the two side L-shaped connecting frames is fixedly connected with a bottom supporting plate, and the top middle part of the mounting bottom plate is fixedly connected with a material conveying table; the transmission shaft grabbing mechanism comprises a driving control assembly, the front side of the outer wall of the driving control assembly is fixedly connected with an array of grabbing execution assemblies in a ring shape, and the front side of the driving control assembly is fixedly connected with a material pushing mechanism; the transmission shaft grabbing mechanism can carry multiple groups of transmission shafts with completed pre-assembly clamps to circulate in and out of the detection station, so that continuous automatic clearance detection can be realized without manual repeated feeding and discharging, and the detection efficiency is greatly improved.

Description

Technical Field

[0001] This invention relates to the field of automotive driveshaft assembly technology, and more specifically, to a clearance detection device and method for automotive driveshaft assemblies. Background Technology

[0002] The core purpose of gap detection in automotive driveshaft assemblies is to find a balance between "necessary clearance" and "harmful clearance" to ensure the vehicle's power transmission efficiency, driving comfort, and safety. Traditionally, dial indicators are used to detect the clearance of automotive driveshaft assemblies, but the error of dial indicators largely depends on the operator. To reduce errors, current technology generally uses laser detection.

[0003] For specific details on existing gap detection equipment for automotive driveshaft assemblies, please refer to Chinese Patent Publication No. CN121677588A, which discloses in detail a laser detection device and method for automotive driveshaft assembly gaps. This invention relates to the field of gap laser detection technology. The device includes a mounting base. The invention manually drives a second worm gear to rotate, which meshes with a second worm wheel fixed on a mounting shaft. This drives the mounting shaft and a movable disc fixed at its end to rotate within an annular slide rail. This allows the vertical slide rail and second gripper mounted on the movable disc to swing at a certain angle in the horizontal plane. Rotating a screw within the vertical slide rail, which is threadedly connected to a slider, drives the slider, along with the connecting seat and second gripper, to slide up and down along the vertical slide rail. By adjusting the height of the clamping point, and after adjusting the position and angle, the second gripper clamps and fixes the other end of the driveshaft. At this point, the two ends of the driveshaft may be in a certain height difference or horizontal angle state, simulating the rotation state of the automotive driveshaft under different working conditions, thus improving the comprehensiveness and accuracy of the detection.

[0004] In the process of inspecting the clearance of automotive driveshaft assemblies, traditional inspection devices typically employ a fixed design in a single position. This involves moving the driveshaft under test to a position directly below the laser inspection head via a conveyor. However, this conventional inspection method has certain limitations. First, most laser inspection systems are equipped with only one laser inspection head, resulting in a limited measurement coverage area and making it difficult to achieve continuous and complete scanning of the entire length of the driveshaft. Second, during the conveying process, the driveshaft's spatial orientation is often difficult to maintain perfectly consistent due to factors such as mechanical transmission errors, the shaft's own weight, and the support method. This can easily lead to slight offsets or tilts, which in turn affect the accuracy of the inspection data. Therefore, in actual inspection, some shaft sections may not be effectively measured, creating blind spots and ultimately causing deviations in the clearance inspection results. This fails to accurately and comprehensively reflect the actual straightness of the automotive driveshaft assembly. Summary of the Invention

[0005] To overcome the aforementioned deficiencies of the prior art, this invention provides a clearance detection device and method for automotive driveshaft assemblies. The technical problem this invention aims to solve is that: laser detection systems are equipped with only one laser detection head, resulting in limited measurement coverage and making it difficult to achieve continuous and complete scanning of the entire length of the driveshaft. Furthermore, during the transport process by the conveyor, the driveshaft's spatial posture is often difficult to maintain in perfect consistency due to factors such as mechanical transmission errors, shaft weight, and support methods, easily leading to slight offsets or tilts. This instability in posture causes the laser beam to be unable to remain perpendicular to the measured shaft surface, thus affecting the accuracy of the detection data. Therefore, in actual testing, some shaft segments may not be effectively measured, forming detection blind spots, ultimately resulting in significant deviations in the straightness evaluation results, failing to truly and comprehensively reflect the actual straightness condition of the automotive driveshaft assembly.

[0006] To solve the above-mentioned technical problems, the technical solution adopted by the present invention is as follows: A clearance detection device for automotive drive shaft assemblies includes a detection base, and a drive shaft gripping mechanism is fixedly connected to the top rear side of the detection base. The detection base includes a mounting base plate, and side L-shaped connecting frames are fixedly connected to the front sides of both the left and right sides of the mounting base plate. Bottom support plates are fixedly connected to the inner front sides of the two side L-shaped connecting frames. A material conveying platform is fixedly connected to the top center of the mounting base plate. The drive shaft gripping mechanism includes a drive control component, and a gripping execution component is fixedly connected to the front annular array of the outer wall of the drive control component. A pushing mechanism is fixedly connected to the front of the drive control component.

[0007] Preferably: an L-shaped guide vertical plate is fixedly connected to the front side of the left side of the mounting base plate; clearance slots are provided on both the left and right sides of the rear top of the material conveying platform; a feeding port is provided on the front side of the right side of the material conveying platform; a feeding conveyor frame is fixedly connected to the right side of the material conveying platform on one side of the feeding port; an L-shaped vertical support plate is fixedly connected to the top of the bottom support plate; and side L-shaped vertical support plates are fixedly connected to the rear sides of both the left and right sides of the material conveying platform.

[0008] Preferably, a main control unit is fixedly connected to the top of the L-shaped vertical support plate, and vertical connecting rods are fixedly connected to the outer wall of the main control unit in a ring array. Laser detection probes are fixedly connected to the outer sides of the multiple vertical connecting rods, and connecting cables are fixedly connected to the rear sides of the multiple laser detection probes. The ends of the multiple connecting cables away from the laser detection probes are all fixedly connected to the rear side of the main control unit in a ring array.

[0009] Preferably, the drive control assembly includes a U-shaped vertical mounting plate, a motor mounting base is fixedly connected to the bottom of the U-shaped vertical mounting plate, the left and right sides of the U-shaped vertical mounting plate are fixedly connected to the inner sides of two L-shaped vertical support plates, a drive motor is fixedly connected to the bottom of the motor mounting base, an active transmission wheel is fixedly connected to the output end of the drive motor, a transmission track is fitted on the outer wall of the active transmission wheel, a driven transmission wheel is fitted on the top of the inner wall of the transmission track, a semi-circular support plate is fixedly connected to the front side of the U-shaped vertical mounting plate, connecting side plates are fixedly connected to the rear sides of the top left and right sides of the semi-circular support plate, and a circular guide wheel is fixedly connected to the front side of the semi-circular support plate.

[0010] Preferably, a transmission gear is rotatably connected to the front side of the inner wall of the circular guide wheel, and a linkage connecting rod is fixedly connected to the rear side of both the left and right sides of the middle of the inner wall of the circular guide wheel. A circular sleeve seat is fixedly connected to the inner side of the two linkage connecting rods. An internal rotating block is rotatably connected to the inner wall of the circular sleeve seat. A columnar rotating rod is fixedly connected to the inner wall of the internal rotating block. A driven transmission gear is fixedly connected to the front side of the internal rotating block, and the rear end of the columnar rotating rod is fixedly connected to the front side of the driven transmission wheel.

[0011] Preferably, a built-in semi-circular plate is fixedly connected to the rear side of the bottom of the inner wall of the circular guide wheel. A columnar transmission crossbar is rotatably connected to the front side of the top right side of the built-in semi-circular plate. Transmission gears are fixedly connected to both ends of the columnar transmission crossbar. The outer wall of the transmission gear on the left meshes with the front side of the driven transmission gear disk, and the outer wall of the transmission gear on the right meshes with the front side of the transmission gear disk. A front end connecting plate is fixedly connected to the front side of the top left side of the built-in semi-circular plate. A sleeve plate is fixedly connected to the front side of the right side of the front end connecting plate. The right side of the inner wall of the sleeve plate is fitted onto the front side of the outer wall of the columnar rotating rod. A bevel gear is fixedly connected to the front end of the columnar rotating rod.

[0012] Preferably, each of the plurality of gripping execution components includes a gripping mechanism base rod; gripping mechanism connecting seats are fixedly connected to the middle of the left and right sides of the plurality of gripping mechanism base rods; the inner sides of the plurality of gripping mechanism connecting seats are fixedly connected to the outer wall of the circular guide wheel; vertical support rods are fixedly connected to the front and rear sides of the top of the plurality of gripping mechanism base rods; top support rods are fixedly connected to the side of the plurality of vertical support rods away from the gripping mechanism base rods; transverse guide rods are fixedly connected to the outer sides of the plurality of vertical support rods; and lifting rods are fixedly connected to the outer sides of the plurality of top support rods. Both the front and rear sides of the inner wall of the lifting rod are fixedly connected with columnar horizontal guide rods. The inner walls of the multiple vertical support rods on the rear side are fixedly connected with linear electric push rods. The middle of the inner side of the multiple top support rods is fixedly connected with a rhomboid rotating plate connecting seat. The inner side of the multiple rhomboid rotating plate connecting seats is rotatably connected with a rhomboid rotating plate. The front and rear sides of the inner side of the multiple rhomboid rotating plates are rotatably connected with linkage shafts. The top of the multiple linkage shafts away from the rhomboid rotating plates is rotatably connected with a retraction drive block. The inner side of the multiple retraction drive blocks on the left side is rotatably connected to the left end of the multiple linear electric push rods.

[0013] Preferably, the outer sides of the multiple sets of retractable drive blocks are fixedly connected to retractable linkage rods, the front and rear sides of the inner walls of the multiple sets of retractable linkage rods are slidably connected to the left and right sides of the outer walls of the multiple sets of columnar transverse guide rods, the front and rear sides of the outer sides of the multiple sets of retractable linkage rods are fixedly connected to clamping claw blocks, and the bottom of the front and rear sides of the multiple sets of clamping claw blocks are slidably connected to the top inner walls of the multiple sets of transverse guide rods.

[0014] Preferably, the pushing mechanism includes a pushing transmission rod connecting seat. The bottom of the pushing transmission rod connecting seat is fixedly connected to the front side of the top of the front end connecting plate. A pushing transmission rod is rotatably connected to the inner wall of the pushing transmission rod connecting seat. A rotating disk is fixedly connected to the left end of the pushing transmission rod. A driven bevel gear is fixedly connected to the right end of the pushing transmission rod. The outer wall of the driven bevel gear meshes with the outer wall of the bevel gear. A limiting abutment block is fixedly connected to the front side of the outer side of the rotating disk. An elliptical sleeve is fitted onto the outer wall of the limiting abutment block. An L-shaped push-pull top plate is fixedly connected to the middle of the front side of the elliptical sleeve. A vertical L-shaped pushing plate is fixedly connected to the right side of the L-shaped push-pull top plate. The bottom of the vertical L-shaped pushing plate is slidably connected to the front side of the inner wall of the feed port. The bottom of the outer wall of the L-shaped push-pull top plate is slidably connected to the top of the L-shaped guide vertical plate.

[0015] Preferred method: A method for detecting the clearance of an automotive driveshaft assembly, the method comprising the following steps: S1: Automatic feeding and clamping of the drive shaft at the head end; S2: Establishment of clamping and detection posture at the torsional end of the drive shaft; S3: Preload torque application and laser zero-position calibration; S4: Synchronous acquisition of bidirectional torque loading and laser displacement; S5: Generation of torque-displacement hysteresis curve and extraction of gap component; S6: Gap value calculation and acceptance judgment; S7: Finished product output and inspection cycle; S8: Multi-probe data fusion and self-calibration.

[0016] Preferably, S1 specifically involves: starting the feeding process, the automotive drive shaft assembly to be tested is fed into the inner side of the material conveying platform via the feeding conveyor frame and the feeding port; the pushing mechanism is activated, driving the vertical L-shaped pushing plate through the rotating disk, the limiting abutment block and the L-shaped push-pull top plate, pushing the drive shaft to directly below the first gripping execution component in the bottom standby position; the linear electric push rod of this component retracts, and the linkage rod is linked to make the two sets of clamping claw blocks close synchronously inward along the transverse guide rod, realizing the stable clamping of the spline sleeve or universal joint fork at one end of the drive shaft, which is regarded as the fixed end; S2 specifically involves: the drive motor in the drive control component starting up, driving the cylindrical rotating rod to rotate via the active transmission wheel, transmission track, and driven transmission wheel. Through the driven transmission gear, transmission gear, and transmission plate, the gripping execution component that has clamped the transmission shaft rotates to a certain position, while the next empty gripping execution component rotates to the bottom; the feeding and clamping actions are repeated, clamping the other end of the transmission shaft through another set of gripping execution components, which is considered the torsional loading end; at this time, the transmission shaft is in a horizontal state, corresponding to the detection light curtain of the multiple surrounding laser detection probes; Specifically, S3 involves the main control unit controlling the linear electric push rod of the fixed-end gripping execution component to remain locked, preventing the fixed end from rotating; for the gripping execution component where the torsional loading end is located, a small unidirectional preload torque is output through the drive motor to eliminate the random contact gaps in the spline and universal joint bearing inside the transmission shaft, so that the transmission shaft is in a consistent unilateral contact state; in the preload state, all laser detection probes emit laser beams to irradiate the preset reflective target ring or precision machined shaft diameter surface on the transmission shaft, collect the displacement signal at this time as the measurement zero point, and record the angular position of the loading end motor; S4 specifically involves: the main control unit controlling the drive motor to apply a slow and continuous positive torque to the torsional loading end, causing the torque to increase linearly to the set detection torque upper limit; then applying torque in the opposite direction to the reverse detection torque upper limit, forming a complete loading-unloading-reverse loading torque cycle; during the entire torque cycle, multiple laser detection probes synchronously trigger to collect the radial displacement change of the drive shaft surface at high frequency, and transmit it to the main control unit in real time via connecting cables; simultaneously, the main control unit synchronously records the real-time torque value of the drive motor or records the actual applied torque through the built-in torque sensor; S5 specifically involves: the main control unit processing the collected data and plotting a torque-displacement hysteresis curve with torque as the abscissa and the average radial displacement measured by each laser probe or the angular displacement converted to a specific cross section as the ordinate; in the curve, the horizontal separation between the rising and falling segments corresponds to the displacement mutation of the drive shaft assembly during the reversing process; by eliminating the elastic deformation trend term in the curve through the built-in algorithm, the rigid displacement step near the torque zero point is separated, and the width of this step is the equivalent displacement caused by the combined circumferential clearance of the drive shaft assembly spline pair, universal joint cross shaft and bearings, etc. Specifically, S6 involves: using a pre-calibrated displacement-clearance conversion model, converting the equivalent displacement step extracted in step S5 into an angular clearance value or a linear clearance value; the main control unit compares the calculated clearance value with a preset inspection tolerance zone: if the clearance value is within the allowable range, the drive shaft assembly is deemed qualified; if it exceeds the upper limit or falls below the lower limit, it is deemed that the clearance is out of tolerance; for non-conforming products, the main control unit immediately triggers an audible and visual alarm, and sprays a mark at a designated position on the drive shaft through a coordinate marking system, while recording the non-conforming product number and the measured clearance value; Specifically, S7 is as follows: After the inspection is completed, the clamping claw is released, and the pushing mechanism, in conjunction with the subsequent unloading mechanism, pushes the inspected transmission shaft out of the inspection station; the transmission shaft gripping mechanism continues to rotate and sends the next set of pre-clamped transmission shafts into the inspection area, repeating steps S3 to S6 to achieve continuous automated gap inspection. Specifically, S8 involves: in each detection cycle, multiple laser detection probes simultaneously measure at different azimuth angles; the main control unit performs weighted fusion of multi-channel displacement data to eliminate interference from the bending of the drive shaft itself or clamping eccentricity on the gap measurement; after each set number of detection cycles is completed, the equipment automatically captures a set of standard sample shafts with known gap values ​​to perform a calibration cycle, updates the zero-position reference and conversion coefficient, and ensures long-term detection accuracy.

[0017] The beneficial effects of this invention are as follows: This invention features a detection base and a drive shaft gripping mechanism. The drive shaft gripping mechanism can rotate and carry multiple pre-clamped drive shafts in and out of the detection station, eliminating the need for repeated manual loading and unloading. This enables continuous automated gap detection, significantly improving detection efficiency while avoiding operational errors caused by manual inspection and ensuring consistent results. Combined with multiple laser detection probes collecting data from different azimuth angles and a data weighting and fusion algorithm from the main control unit, it effectively eliminates interference from drive shaft bending or clamping eccentricity, significantly improving gap detection accuracy. The additional automatic calibration process using standard sample shafts periodically updates the zero-point reference and conversion coefficients, offsetting drift errors generated during long-term operation and ensuring accuracy stability during large-scale, long-term testing. This makes it highly suitable for the batch testing needs of automotive production lines. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the overall three-dimensional separated structure of the present invention; Figure 2 This is a schematic diagram of the overall three-dimensional structure of the present invention; Figure 3 This is a schematic diagram of the three-dimensional structure of the detection base of the present invention; Figure 4 This is a three-dimensional structural diagram of the drive shaft gripping mechanism of the present invention; Figure 5 This is a schematic diagram of the three-dimensional separation structure of the drive shaft gripping mechanism of the present invention; Figure 6 This is a three-dimensional structural diagram of the drive control component of the present invention; Figure 7 This is a three-dimensional structural diagram of the grasping and execution component of the present invention; Figure 8 This is a schematic diagram of the three-dimensional separation structure of the grasping and execution component of the present invention; Figure 9 This is a three-dimensional structural diagram of the feeding mechanism of the present invention; Figure 10 For the present invention Figure 9 Enlarged structural diagram at point A in the middle.

[0019] In the diagram: 1. Detection base; 11. Mounting base plate; 12. Side L-shaped connecting frame; 13. Material conveying platform; 14. Clearance slot; 15. Feed port; 16. Feed conveyor frame; 17. Bottom support plate; 18. L-shaped vertical support plate; 110. Main control unit; 111. Vertical connecting rod; 112. Laser detection probe; 113. Connecting cable; 114. Side L-shaped vertical support plate; 115. L-shaped guide vertical plate; 2. Drive shaft gripping mechanism; 21. Drive control components; 211, U-shaped vertical mounting plate; 212, motor mounting base; 213, drive motor; 214, drive drive wheel; 215, drive track; 216, driven drive wheel; 217, semi-circular support plate; 218, connecting side plate; 219, circular guide wheel; 2110, drive gear plate; 2111, linkage connecting rod; 2112, circular sleeve seat; 2113, built-in rotating block; 2114, driven drive gear plate; 2115, columnar... 2116. Transmission crossbar; 2117. Transmission gear; 2118. Columnar rotating rod; 2119. Built-in semi-circular plate; 2110. Front connecting plate; 21110. Sleeve plate; 21111. Bevel gear; 22. Gripping execution assembly; 221. Gripping mechanism base rod; 222. Vertical support rod; 223. Horizontal guide rod; 224. Top support rod; 225. Lifting rod; 226. Columnar horizontal guide rod; 227. Linear electric push rod; 228. Diamond-shaped rotating plate connection. 229. Seat; 2210. Rhomboid rotating plate; 2211. Linkage rotating shaft; 2212. Retraction and release drive block; 2213. Retraction and release linkage rod; 2214. Clamping claw block; 2215. Gripping mechanism connecting seat; 23. Pushing mechanism; 231. Pushing transmission rod connecting seat; 232. Pushing transmission rod; 233. Driven bevel gear; 234. Limiting abutment block; 235. Rotating disk; 236. Elliptical sleeve; 237. L-shaped push-pull top plate; 238. Vertical L-shaped push plate. Detailed Implementation

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

[0021] Reference Figures 1-10 The present invention provides a clearance detection device and detection method for automotive drive shaft assemblies, including a detection base 1, and a drive shaft gripping mechanism 2 fixedly connected to the top rear side of the detection base 1.

[0022] The testing base 1 includes a mounting base plate 11. L-shaped side connecting brackets 12 are fixedly connected to the front sides of both the left and right sides of the mounting base plate 11. Bottom support plates 17 are fixedly connected to the inner front sides of the two L-shaped side connecting brackets 12. A material conveying platform 13 is fixedly connected to the top center of the mounting base plate 11. An L-shaped guide vertical plate 115 is fixedly connected to the front side of the left side of the mounting base plate 11. Circumvention slots 14 are provided on both the left and right sides of the top rear side of the material conveying platform 13. A feeding port 15 is provided on the front side of the right side of the material conveying platform 13. A feeding conveyor frame 16 is fixedly connected to one side of the feeding port 15 on the right side of the material conveying platform 13. An L-shaped vertical support plate 18 is fixedly connected to the top of the bottom support plate 17. The rear sides of both the left and right sides of the material conveying platform 13 are fixedly connected to… The device includes a side L-shaped vertical support plate 114, a main control unit 110 fixedly connected to the top of the L-shaped vertical support plate 18, vertical connecting rods 111 fixedly connected to the outer wall of the main control unit 110 in a ring array, laser detection probes 112 fixedly connected to the outer sides of the multiple vertical connecting rods 111, connecting cables 113 fixedly connected to the rear sides of the multiple laser detection probes 112, and the ends of the multiple connecting cables 113 away from the laser detection probes 112 fixedly connected to the rear side of the main control unit 110 in a ring array. The drive shaft gripping mechanism 2 includes a drive control component 21, a gripping execution component 22 fixedly connected to the front side of the outer wall of the drive control component 21 in a ring array, and a pushing mechanism 23 fixedly connected to the front side of the drive control component 21. 1 includes a U-shaped vertical mounting plate 211, with a motor mounting base 212 fixedly connected to the bottom of the U-shaped vertical mounting plate 211. The left and right sides of the U-shaped vertical mounting plate 211 are fixedly connected to the inner sides of two L-shaped vertical support plates 114 on the sides. A drive motor 213 is fixedly connected to the bottom of the motor mounting base 212. A drive transmission wheel 214 is fixedly connected to the output end of the drive motor 213. A transmission track 215 is fitted onto the outer wall of the drive transmission wheel 214, and a driven transmission wheel 216 is fitted onto the top of the inner wall of the transmission track 215. A semi-circular support plate 217 is fixedly connected to the front side of the U-shaped vertical mounting plate 211. Connecting side plates 218 are fixedly connected to the rear sides of the top left and right sides of the semi-circular support plate 217. The front side of the semi-circular support plate 217 is fixedly connected to... A circular guide wheel 219 is attached. A transmission gear 2110 is rotatably connected to the front side of the inner wall of the circular guide wheel 219. Linkage connecting rods 2111 are fixedly connected to the rear sides of the left and right sides of the middle of the inner wall of the circular guide wheel 219. A circular sleeve seat 2112 is fixedly connected to the inner side of the two linkage connecting rods 2111. An internal rotating block 2113 is rotatably connected to the inner wall of the circular sleeve seat 2112. A columnar rotating rod 2117 is fixedly connected to the inner wall of the internal rotating block 2113. A driven transmission gear 2114 is fixedly connected to the front side of the internal rotating block 2113. The rear end of the columnar rotating rod 2117 is fixedly connected to the front side of the driven transmission wheel 216. An internal semi-circular plate 2118 is fixedly connected to the rear side of the bottom of the inner wall of the circular guide wheel 219.A columnar transmission crossbar 2115 is rotatably connected to the front side of the top right of the built-in semi-circular plate 2118. Transmission gears 2116 are fixedly connected to both ends of the columnar transmission crossbar 2115. The outer wall of the left transmission gear 2116 meshes with the front side of the driven transmission gear disc 2114, and the outer wall of the right transmission gear 2116 meshes with the front side of the transmission gear disc 2110. A front end connecting plate 2119 is fixedly connected to the front side of the top left of the built-in semi-circular plate 2118. A sleeve plate 21110 is fixedly connected to the front side of the right side of the front end connecting plate 2119. The right side of the inner wall of the sleeve plate 21110 fits onto the front side of the outer wall of the columnar rotating rod 2117. A bevel gear 21111 is fixedly connected to the front end of the columnar rotating rod 2117. Multiple gripping execution components 22 Each gripper includes a gripping mechanism base rod 221. Gripping mechanism connecting seats 2214 are fixedly connected to the middle of both sides of the multiple gripping mechanism base rods 221. The inner sides of the multiple gripping mechanism connecting seats 2214 are fixedly connected to the outer wall of the circular guide wheel 219. Vertical support rods 222 are fixedly connected to the front and rear sides of the top of the multiple gripping mechanism base rods 221. Top support rods 224 are fixedly connected to the side of the multiple vertical support rods 222 away from the gripping mechanism base rods 221. Horizontal guide rods 223 are fixedly connected to the outer sides of the multiple vertical support rods 222. Lifting rods 225 are fixedly connected to the outer sides of the multiple top support rods 224. Columnar horizontal guide rods 226 are fixedly connected to the front and rear sides of the inner walls of the multiple lifting rods 225. Multiple vertical support rods 226 are located at the rear. Linear electric push rods 227 are fixedly connected to the inner walls of each of the multiple top support rods 224. A rhomboid rotating plate connecting seat 228 is fixedly connected to the middle of the inner side of each of the multiple rhomboid rotating plate connecting seats 228. A rhomboid rotating plate 229 is rotatably connected to the inner side of each of the multiple rhomboid rotating plates 229. Linkage shafts 2210 are rotatably connected to the front and rear sides of the inner sides of each of the multiple sets of linkage shafts 2210. A retraction / expansion drive block 2211 is rotatably connected to the side of the top of each of the multiple sets of linkage shafts 2210 away from the rhomboid rotating plate 229. The inner sides of each of the multiple sets of retraction / expansion drive blocks 2211 on the left side are rotatably connected to the left end of each of the multiple linear electric push rods 227. A retraction / expansion linkage rod 2212 is fixedly connected to the outer side of each of the multiple sets of retraction / expansion drive blocks 2211. The front and rear sides of the inner walls of each of the multiple sets of retraction / expansion linkage rods 2212 are slidably connected to each of the multiple sets of linkage rods 2210. On the left and right sides of the outer wall of the columnar transverse guide rod 226, and on the front and rear sides of the outer side of the multiple sets of retraction linkage rods 2212, clamping claw blocks 2213 are fixedly connected. The bottom of the front and rear sides of the multiple sets of clamping claw blocks 2213 are slidably connected to the top inner wall of the multiple sets of transverse guide rods 223. The pushing mechanism 23 includes a pushing transmission rod connecting seat 231. The bottom of the pushing transmission rod connecting seat 231 is fixedly connected to the front side of the top of the front end connecting plate 2119. The inner wall of the pushing transmission rod connecting seat 231 is rotatably connected to a pushing transmission rod 232. The left end of the pushing transmission rod 232 is fixedly connected to a rotating disk 235. The right end of the pushing transmission rod 232 is fixedly connected to a driven bevel gear 233. The outer wall of the driven bevel gear 233 meshes with the outer wall of the bevel gear 21111.A limiting abutment block 234 is fixedly connected to the outer front side of the rotating disk 235. An elliptical sleeve 236 is fitted onto the outer wall of the limiting abutment block 234. An L-shaped push-pull top plate 237 is fixedly connected to the middle of the front side of the elliptical sleeve 236. A vertical L-shaped pusher plate 238 is fixedly connected to the right side of the L-shaped pusher plate 237. The bottom of the vertical L-shaped pusher plate 238 is slidably connected to the front side of the inner wall of the feed port 15. The bottom of the outer wall of the L-shaped pusher plate 237 is slidably connected to the top of the L-shaped guide plate 115. When straightness testing of an automotive driveshaft assembly is required, the driveshaft to be tested is first smoothly transported to the feed port 15 of the material conveying platform 13 via the feed conveyor frame 16. It is then accurately conveyed to the inner space of the material conveying platform 13 via the feed port 15. To ensure the orderly operation of the testing process, when one driveshaft is already present inside the material conveying platform 13, the remaining driveshafts on the top of the feed conveyor frame 16 will be suspended to avoid interference and collision. Subsequently, the drive motor 213 is started, and its output drives the active drive wheel 214 to rotate. The active drive wheel 214 transmits power to the driven drive wheel 216 via the transmission track 215, achieving synchronous rotation of both. The rotation of the driven drive wheel 216 further drives the cylindrical... Rotating rod 2117 rotates, and the bevel gear 21111 at the front end of the columnar rotating rod 2117 rotates accordingly, driving the driven bevel gear 233 that meshes with it to rotate. The rotation of the driven bevel gear 233 causes the push transmission rod 232 to start rotating, which in turn drives the rotating disk 235 fixed on it to rotate. The limiting abutment block 234 set on the outside of the rotating disk 235 makes regular reciprocating motion inside the elliptical sleeve 236, thereby pushing the L-shaped push-pull top plate 237 to move in the front and back directions. The L-shaped push-pull top plate 237 further drives the vertical L-shaped push plate 238 to slide along the front side of the inner wall of the feed port 15, and finally accurately pushes the transmission shaft temporarily stored inside the material conveying table 13 to the position to be clamped directly below the gripping execution component 22. Meanwhile, the rotation of the columnar rotating rod 2117 also drives the driven transmission gear 2114 to rotate through the built-in rotating block 2113 at its end. The driven transmission gear 2114 is driven by the transmission gear 2116 meshing with it, so that the transmission gear 2110 rotates smoothly on the inner wall of the circular guide wheel 219. The rotation of the transmission gear 2110 drives the gripping execution component 22 mounted on it to rotate as a whole, so that one of the gripping execution components 22 rotates accurately to the bottom working position. When the gripping execution component 22 rotates to the bottom, its two sets of symmetrically arranged clamping claw blocks 2213 are exactly located on both sides of the transmission shaft. At this time, the linear electric push rod 227 is activated, and the retraction drive block 2211 is pulled to slide along the set path. The retraction linkage rod 2212 moves inward accordingly, driving the two sets of clamping claw blocks 2213 to slide synchronously along the transverse guide rod 223, and finally clamping the transmission shaft securely and reliably in the gripping execution component 22. Subsequently, the drive motor 213 is started again, causing the gripping execution component 22, which has completed the bottom drive shaft clamping, to rotate one station. At the same time, the feeding conveyor 16 continues to transport the next drive shaft to be inspected to the inside of the material conveying table 13. The next gripping execution component 22 then rotates to the bottom, repeating the above pushing and clamping actions to accurately fix the new drive shaft to the bottom of another set of gripping execution components 22. At this time, the main control unit 110 is started, driving all laser detection probes 112 to synchronously emit high-precision laser beams through the vertical connecting rod 111. The laser beams travel along the drive... The laser beam is scanned axially to form a continuous detection light curtain. When the gripping execution component 22 carries the drive shaft to the detection station, the surface contour of the drive shaft modulates the laser beam. The reflected signal is transmitted in real time to the main control unit 110 via the connecting cable 113 for high-speed data processing. The professional algorithm built into the main control unit 110 analyzes the laser displacement change, calculates the center coordinates of each section of the drive shaft in real time, and generates a high-resolution three-dimensional straightness error curve. If the detected value exceeds the preset tolerance range, the main control unit 110 will immediately trigger an audible and visual alarm device. The system automatically marks the serial number of defective products. Through the continuous rotation of multiple gripping execution components 22, multiple laser detection probes 112 are used to form a multi-angle, full-coverage detection system, ensuring that the overall clearance error of the drive shaft assembly is captured comprehensively and without omission. Each laser detection probe 112 is independently calibrated, and the laser beam emitted by it maintains a precise preset angle with the axis of the drive shaft. Through cross-verification and fusion processing of multiple sets of detection data, blind spots that may be generated by single-view detection are effectively eliminated, significantly improving the reliability and repeatability of measurement results. When the drive shaft rotates through the detection area, the main control unit 110 synchronously collects the reflection signals of all detection heads and uses an advanced three-dimensional reconstruction algorithm to generate a high-precision contour model. After intelligent comparison with the standard shaft type database pre-stored in the system, this model can automatically identify various defect types such as local bending, taper deviation, and out-of-roundness. Throughout the detection process, the rotation speed of the gripping execution components 22 and the laser scanning frequency are dynamically matched to ensure that at least multiple high-density measurement points are collected for each axial section, fully meeting the stringent requirements of the straightness detection resolution of the automotive drive shaft assembly.

[0023] In addition, the present invention also relates to a clearance detection device and method for automotive driveshaft assemblies, comprising the following steps: A method for detecting the clearance of an automotive driveshaft assembly, comprising the following steps: S1: Start the feeding process. The automotive drive shaft assembly to be tested is fed into the inner side of the material conveying table 13 via the feeding conveyor frame 16 and the feeding port 15. The pushing mechanism 23 is activated. Through the rotating disk 235, the limiting abutment block 234 and the L-shaped push-pull top plate 237, the vertical L-shaped pushing plate 238 is driven to push the drive shaft to the bottom of the first gripping execution component 22 which is in the waiting position. The linear electric push rod 227 of this component retracts. The linkage rod 2212 causes the two sets of clamping claw blocks 2213 to close synchronously inward along the transverse guide rod 223, so as to achieve a stable clamping of the spline sleeve or universal joint fork at one end of the drive shaft, which is regarded as the fixed end. S2: The drive motor 213 in the drive control component 21 starts, and drives the columnar rotating rod 2117 to rotate through the active transmission wheel 214, the transmission track 215 and the driven transmission wheel 216. Through the transmission of the driven transmission gear 2114, the transmission gear 2116 and the transmission gear 2110, the gripping execution component 22 that has clamped the transmission shaft rotates to a certain position. At the same time, the next empty gripping execution component 22 rotates to the bottom. The feeding and clamping action is repeated, and the other end of the transmission shaft is clamped by another set of gripping execution components 22. This end is regarded as the torsional loading end. At this time, the transmission shaft is in a horizontal state, corresponding to the detection light curtain of the multiple laser detection probes 112 surrounding it. S3: The main control unit 110 controls the linear electric push rod 227 of the fixed end gripping execution component 22 to remain locked, so that the fixed end cannot rotate; for the gripping execution component 22 where the torsional loading end is located, a small unidirectional preload torque is output through the drive motor 213 to eliminate the random contact gap of the spline and universal joint bearing inside the transmission shaft, so that the transmission shaft is in a consistent unilateral contact state; in the preload state, all laser detection probes 112 emit laser beams to irradiate the preset reflective target ring or precision machined shaft diameter surface on the transmission shaft, collect the displacement signal at this time as the measurement zero point, and record the angular position of the loading end motor; S4: The main control unit 110 controls the drive motor 213 to apply a slow and continuous positive torque to the torsional loading end, so that the torque increases linearly to the set detection torque upper limit; then the torque is applied in the opposite direction to the reverse detection torque upper limit, forming a complete loading-unloading-reverse loading torque cycle; during the entire torque cycle, multiple laser detection probes 112 collect the radial displacement change of the drive shaft surface in a synchronous triggering manner, and transmit it to the main control unit 110 in real time via the connecting cable 113; at the same time, the main control unit synchronously records the real-time torque value of the drive motor 213 or records the actual applied torque through the built-in torque sensor; S5: The main control unit 110 processes the collected data and plots a torque-displacement hysteresis curve with the torque value on the horizontal axis and the average value of the radial displacement measured by each laser probe or the converted value of the angular displacement of a specific section on the vertical axis. In the curve, the horizontal separation between the rising and falling segments corresponds to the displacement change of the drive shaft assembly during the reversing process. By eliminating the elastic deformation trend term in the curve through the built-in algorithm, the rigid displacement step near the torque zero point is separated. The width of this step is the equivalent displacement caused by the comprehensive circumferential clearance of the spline pair, universal joint cross shaft and bearing of the drive shaft assembly. S6: Using a pre-calibrated displacement-clearance conversion model, the equivalent displacement step extracted in step S5 is converted into an angular clearance value or a linear clearance value; the main control unit 110 compares the calculated clearance value with the preset inspection tolerance zone: if the clearance value is within the allowable range, the drive shaft assembly is deemed qualified; if it exceeds the upper limit or is lower than the lower limit, it is deemed that the clearance is out of tolerance; for non-conforming products, the main control unit immediately triggers an audible and visual alarm, and sprays a mark on the designated position of the drive shaft through the coordinate marking system, while recording the non-conforming product number and the measured clearance value; S7: After the inspection is completed, the clamping claw block 2213 is released, and the pushing mechanism 23, together with the subsequent discharge mechanism, pushes the inspected transmission shaft out of the inspection station; the transmission shaft gripping mechanism 2 continues to rotate and sends the next set of pre-clamped transmission shafts into the inspection area, repeating steps S3 to S6 to achieve continuous automated gap inspection. S8: In each detection cycle, multiple laser detection probes 112 measure simultaneously at different azimuth angles. The main control unit 110 performs weighted fusion of multi-channel displacement data to eliminate interference from the bending of the drive shaft itself or clamping eccentricity on the gap measurement. After the equipment completes a set number of detection cycles, it automatically grabs a set of standard sample shafts with known gap values ​​to perform a calibration cycle, updates the zero reference and conversion coefficient, and ensures long-term detection accuracy.

[0024] Working principle of this invention: When it is necessary to inspect the automotive driveshaft assembly, the automotive driveshaft assembly is first conveyed to the inside of the material conveying platform 13 through the feed port 15 opened by the feed conveyor frame 16 and the material conveying platform 13. At this time, when there is one driveshaft inside the material conveying platform 13, the other driveshafts at the top of the feed conveyor frame 16 will no longer continue to convey. Then, the drive motor 213 is started. After the drive motor 213 starts, its output end drives the active drive wheel 214 to start rotating. The active drive wheel 214 drives the driven drive wheel 216 to rotate synchronously through the transmission track 215. The rotation of the driven drive wheel 216 further drives the columnar rotating rod 2117 to rotate. The bevel gear 21111 at the front end of the columnar rotating rod 2117 rotates accordingly, and drives the corresponding gear to rotate. The meshing driven bevel gear 233 rotates, causing the pusher transmission rod 232 to rotate, which in turn drives the rotating disk 235 to rotate. The limiting abutment block 234 on the outer side of the rotating disk 235 reciprocates within the elliptical sleeve 236, pushing the L-shaped push-pull top plate 237 to move back and forth. The L-shaped push-pull top plate 237 drives the vertical L-shaped pusher plate 238 to slide on the front side of the inner wall of the feed port 15, pushing the transmission shaft inside the material conveying table 13 to the bottom of the gripping execution component 22. At the same time, the rotation of the columnar rotating rod 2117 also drives the driven transmission gear disk 2114 to rotate through the built-in rotating block 2113. The driven transmission gear disk 2114 is driven by the transmission gear 2116, causing the transmission gear disk 2110 to rotate on the circular guide wheel 2. 19. The inner wall rotates, and the rotation of the transmission gear plate 2110 drives the entire gripping execution component 22 to rotate, causing one of the gripping execution components 22 to rotate to the bottom. At the bottom, the two sets of gripping claw blocks 2213 of the gripping execution component 22 are positioned on both sides of the transmission shaft. At this time, the linear electric push rod 227 is activated, pulling the retraction drive block 2211 to slide. The retraction linkage rod 2212 moves inward accordingly, causing the gripping claw blocks 2213 to slide on the transverse guide rod 223, ultimately firmly clamping the transmission shaft. Subsequently, the drive motor 213 is activated again, and the gripping execution component 22, having completed clamping the transmission shaft at the bottom, rotates one position. Simultaneously, the feeding conveyor 16 continues to convey the next transmission shaft to the material conveying table 13, and the next gripping execution component 22 rotates to the bottom, repeating the process. The material pushing and clamping actions involve fixing the new drive shaft to the bottom of another set of gripping execution components 22. At this time, the main control unit 110 is activated, driving all laser detection probes 112 to synchronously emit laser beams via the vertical connecting rod 111. The laser beams scan along the drive shaft axis to form a detection light curtain. When the gripping execution component 22 carries the drive shaft to the detection station, the surface contour of the drive shaft modulates the laser beam. The reflected signal is transmitted to the main control unit 110 via the connecting cable 113 for data processing. The main control unit 110's built-in algorithm analyzes the laser displacement change and calculates the center coordinates of each cross-section of the drive shaft in real time, generating a three-dimensional straightness error curve. If the detected value exceeds the preset tolerance range, the main control unit 110 immediately triggers the alarm device and marks the defective product number.The drive shaft undergoes continuous rotation of multiple gripping execution components 22, passing through multiple laser detection probes 112 to form a multi-angle detection coverage. Each laser detection probe 112 is independently calibrated, and its emitted laser beam maintains a precise angle with the drive shaft axis. Through cross-verification of multiple sets of detection data, blind spots that may occur during single-view detection are effectively eliminated. As the drive shaft rotates through the detection area, the main control unit 110 synchronously collects the reflected signals from all detection heads and generates a high-precision contour model using a 3D reconstruction algorithm. After comparing this model with a standard shaft type database, it can automatically identify defect types such as local bending and taper errors. During the detection process, the rotation speed of the gripping execution components 22 is dynamically matched with the laser scanning frequency to ensure that at least multiple measurement points are acquired for each cross-section, meeting the stringent requirements of automotive drive shaft assemblies for detection resolution.

[0025] The foregoing has shown and described the basic principles, main features, and advantages of the present invention. Those skilled in the art should understand that the present invention is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of the invention. Various changes and modifications can be made to the invention without departing from its spirit and scope, and all such changes and modifications fall within the scope of the present invention as claimed. The scope of protection of this invention is defined by the appended claims and their equivalents.

Claims

1. A clearance detection device for automotive driveshaft assemblies, comprising a detection base (1), characterized in that: A drive shaft gripping mechanism (2) is fixedly connected to the top rear side of the detection base (1). The detection base (1) includes a mounting base plate (11). The front sides of the left and right sides of the mounting base plate (11) are fixedly connected to side L-shaped connecting frames (12). The inner front sides of the two side L-shaped connecting frames (12) are fixedly connected to bottom support plates (17). The top center of the mounting base plate (11) is fixedly connected to a material conveying platform (13). The drive shaft gripping mechanism (2) includes a drive control component (21), and a gripping execution component (22) is fixedly connected to the front annular array of the outer wall of the drive control component (21), and a pushing mechanism (23) is fixedly connected to the front of the drive control component (21).

2. The clearance detection device for automotive driveshaft assemblies according to claim 1, characterized in that: An L-shaped guide vertical plate (115) is fixedly connected to the front left side of the mounting base plate (11). Both sides of the rear top of the material conveying platform (13) are provided with clearance slots (14). The front right side of the material conveying platform (13) is provided with a feeding port (15). A feeding conveying frame (16) is fixedly connected to the right side of the material conveying platform (13) on one side of the feeding port (15). An L-shaped vertical support plate (18) is fixedly connected to the top of the bottom support plate (17). Both sides of the material conveying platform (13) are fixedly connected to the rear side of the left and right sides with side L-shaped vertical support plates (114).

3. The clearance detection device for automotive driveshaft assemblies according to claim 2, characterized in that: The top of the L-shaped vertical support plate (18) is fixedly connected to a main control unit (110). The outer wall of the main control unit (110) is fixedly connected to a vertical connecting rod (111) in a ring array. Laser detection probes (112) are fixedly connected to the outer sides of the multiple vertical connecting rods (111). Connecting cables (113) are fixedly connected to the rear side of the multiple laser detection probes (112). The ends of the multiple connecting cables (113) away from the laser detection probes (112) are fixedly connected to the rear side of the main control unit (110) in a ring array.

4. The clearance detection device for automotive driveshaft assemblies according to claim 1, characterized in that: The drive control assembly (21) includes a U-shaped vertical mounting plate (211), with a motor mounting base (212) fixedly connected to the bottom of the U-shaped vertical mounting plate (211). The left and right sides of the U-shaped vertical mounting plate (211) are fixedly connected to the inner sides of two side L-shaped vertical support plates (114). A drive motor (213) is fixedly connected to the bottom of the motor mounting base (212), and a drive transmission wheel (214) is fixedly connected to the output end of the drive motor (213). The outer wall of the active drive wheel (214) is fitted with a drive track (215), the top of the inner wall of the drive track (215) is fitted with a driven drive wheel (216), the front side of the U-shaped vertical mounting plate (211) is fixedly connected with a semi-circular support plate (217), the rear sides of the top left and right sides of the semi-circular support plate (217) are fixedly connected with connecting side plates (218), and the front side of the semi-circular support plate (217) is fixedly connected with a circular guide wheel (219).

5. The clearance detection device for automotive driveshaft assemblies according to claim 4, characterized in that: The inner wall of the circular guide wheel (219) is rotatably connected to a transmission gear (2110). The rear sides of the left and right sides of the middle of the inner wall of the circular guide wheel (219) are fixedly connected to linkage connecting rods (2111). The inner sides of the two linkage connecting rods (2111) are fixedly connected to a circular sleeve seat (2112). The inner wall of the circular sleeve seat (2112) is rotatably connected to an internal rotating block (2113). The inner wall of the internal rotating block (2113) is fixedly connected to a columnar rotating rod (2117). The front side of the internal rotating block (2113) is fixedly connected to a driven transmission gear (2114). The rear end of the columnar rotating rod (2117) is fixedly connected to the front side of the driven transmission wheel (216).

6. The clearance detection device for automotive driveshaft assemblies according to claim 5, characterized in that: An internal semi-circular plate (2118) is fixedly connected to the rear side of the bottom of the inner wall of the circular guide wheel (219). A columnar transmission crossbar (2115) is rotatably connected to the front side of the top right side of the internal semi-circular plate (2118). Transmission gears (2116) are fixedly connected to both ends of the columnar transmission crossbar (2115). The outer wall of the transmission gear (2116) on the left meshes with the front side of the driven transmission gear disc (2114). The transmission gear (2116) on the right meshes with the front side of the driven transmission gear disc (2114). The outer wall of the inner semi-circular plate (2118) meshes with the front side of the transmission gear plate (2110). The front side of the top left side of the inner semi-circular plate (2118) is fixedly connected to the front side of the inner semi-circular plate (2119). The front side of the right side of the front connecting plate (2119) is fixedly connected to the sleeve plate (21110). The right side of the inner wall of the sleeve plate (21110) is sleeved on the front side of the outer wall of the columnar rotating rod (2117). The front end of the columnar rotating rod (2117) is fixedly connected to the bevel gear (21111).

7. The clearance detection device for automotive driveshaft assemblies according to claim 1, characterized in that: Each of the multiple gripping execution components (22) includes a gripping mechanism base rod (221). Gripping mechanism connecting seats (2214) are fixedly connected to the middle of the left and right sides of the multiple gripping mechanism base rods (221). The inner sides of the multiple sets of gripping mechanism connecting seats (2214) are fixedly connected to the outer wall of the circular guide wheel (219). Vertical support rods (222) are fixedly connected to the front and rear sides of the top of the multiple gripping mechanism base rods (221). The multiple sets of vertical support rods (222) are away from the gripping mechanism base rods (221). One side of each of the vertical supports (222) is fixedly connected to a top support rod (224). The outer sides of each of the multiple sets of vertical supports (222) are fixedly connected to a horizontal guide rod (223). The outer sides of each of the multiple top support rods (224) are fixedly connected to a lifting rod (225). The front and rear sides of the inner walls of the multiple lifting rods (225) are fixedly connected to columnar horizontal guide rods (226). The inner walls of the multiple vertical supports (222) on the rear side are fixedly connected to a linear electric push rod (227). The middle part of the inner side of the multiple top support rods (224) Each of the multiple rhomboid rotating plate connecting seats (228) is fixedly connected to a rhomboid rotating plate (229) rotatably connected to the inner side of each of the multiple rhomboid rotating plate connecting seats (228). The front and rear sides of the inner sides of the multiple rhomboid rotating plates (229) are rotatably connected to a linkage rotating shaft (2210). The top of each linkage rotating shaft (2210) away from the rhomboid rotating plate (229) is rotatably connected to a retraction / release driving block (2211). The inner sides of the multiple retraction / release driving blocks (2211) on the left side are rotatably connected to multiple linear electric push rods (…). At the left end of 227), the outer sides of the multiple sets of retracting drive blocks (2211) are fixedly connected with retracting linkage rods (2212). The front and rear sides of the inner walls of the multiple sets of retracting linkage rods (2212) are slidably connected to the left and right sides of the outer walls of the multiple sets of columnar transverse guide rods (226). The front and rear sides of the outer sides of the multiple sets of retracting linkage rods (2212) are fixedly connected with clamping claw blocks (2213). The bottom of the front and rear sides of the multiple sets of clamping claw blocks (2213) are slidably connected to the top inner wall of the multiple sets of transverse guide rods (223).

8. The clearance detection device for automotive driveshaft assemblies according to claim 1, characterized in that: The pushing mechanism (23) includes a pushing transmission rod connecting seat (231). The bottom of the pushing transmission rod connecting seat (231) is fixedly connected to the front side of the top of the front end connecting plate (2119). The inner wall of the pushing transmission rod connecting seat (231) is rotatably connected to a pushing transmission rod (232). The left end of the pushing transmission rod (232) is fixedly connected to a rotating disk (235). The right end of the pushing transmission rod (232) is fixedly connected to a driven bevel gear (233). The outer wall of the driven bevel gear (233) meshes with the outer wall of the bevel gear (21111). The outer front side of the rotating disk (235) is fixedly connected to a limiting abutment block (234). The outer wall of the limiting abutment block (234) is fitted with an elliptical sleeve (236).

9. The clearance detection device for automotive driveshaft assemblies according to claim 8, characterized in that: An L-shaped push-pull top plate (237) is fixedly connected to the middle of the front side of the elliptical sleeve (236). A vertical L-shaped push plate (238) is fixedly connected to the right side of the L-shaped push-pull top plate (237). The bottom of the vertical L-shaped push plate (238) is slidably connected to the front side of the inner wall of the feed port (15). The bottom of the outer wall of the L-shaped push-pull top plate (237) is slidably connected to the top of the L-shaped guide vertical plate (115).

10. A method for detecting the clearance of an automotive driveshaft assembly, applicable to the clearance detection equipment for an automotive driveshaft assembly as described in any one of claims 1-9, characterized in that: The method includes the following steps: S1: Automatic feeding and clamping of the drive shaft at the head end; S2: Establishment of clamping and detection posture at the torsional end of the drive shaft; S3: Preload torque application and laser zero-position calibration; S4: Synchronous acquisition of bidirectional torque loading and laser displacement; S5: Generation of torque-displacement hysteresis curve and extraction of gap component; S6: Gap value calculation and acceptance judgment; S7: Finished product output and inspection cycle; S8: Multi-probe data fusion and self-calibration.

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