CN110017996B

CN110017996B - Vehicle wheel hub bumps stress test equipment

Info

Publication number: CN110017996B
Application number: CN201811241428.XA
Authority: CN
Inventors: 潘唯锡
Original assignee: Individual
Current assignee: Pan Weixi
Priority date: 2018-10-24
Filing date: 2018-10-24
Publication date: 2021-07-16
Anticipated expiration: 2038-10-24
Also published as: CN110017996A

Abstract

The invention provides a vehicle hub impact stress testing device, and belongs to the technical field of vehicle hub impact stress testing devices. The device solves the technical problem that simulation test and the like are difficult to be carried out on the collision stress of the vehicle hub in the prior art. The invention discloses a vehicle hub collision stress testing device which comprises a testing rack system, a chain wheel system, a hub mounting rack, a hammer body, a clamping jaw system for clamping or loosening the hammer body, a transmission system for enabling the clamping jaw system to ascend or descend and a secondary collision prevention system. The wheel hub mounting bracket sets up on test rack system, the chain passes through the sprocket system and is connected with transmission system, the hammer block is connected with the chain. The vehicle hub impact stress testing equipment can simulate the real impact physical conditions of the hub to test the impact stress of the hub.

Description

Vehicle wheel hub bumps stress test equipment

Technical Field

The invention belongs to the technical field of vehicle hub impact stress testing equipment, and relates to vehicle hub impact stress testing equipment.

Background

The collision stress test equipment is designed for simulating the real collision condition of the vehicle, wherein the collision stress test equipment is designed for the vehicle hub;

the collision of the hubs of the electric vehicle and the motorcycle under the condition of installing the tires is the collision under the real condition, and the equipment is designed according to the simulation collision state;

the device lifts a heavy hammer to a certain height and then releases the heavy hammer, the hammer body freely falls down and then impacts a wheel hub which is vertically arranged on a workbench and is provided with a tire according to standard air pressure, and the real physical quantity of the electric vehicle during impact is simulated to detect the impact resistance physical strength of the wheel hub.

However, in the prior art, there is no such stress testing arrangement.

Disclosure of Invention

The invention provides a vehicle hub collision stress testing device aiming at the problems in the prior art, and the technical problems to be solved by the invention are as follows: how to simulate the real collision condition of the hub to test the collision stress of the hub.

The invention can be realized by the following technical scheme:

a vehicle hub collision stress testing device comprises a testing rack system, a chain wheel system, a hub mounting rack, a hammer body, a clamping jaw system used for clamping or loosening the hammer body, a transmission system used for enabling the clamping jaw system to ascend or descend, and a secondary collision prevention system. The wheel hub mounting bracket sets up on test rack system, the chain passes through the sprocket system and is connected with transmission system, the hammer block is connected with the chain.

The vehicle hub impact stress testing equipment can simulate the real impact physical conditions of the hub to test the impact stress of the hub.

Drawings

FIG. 1 is a position view of a hub mount traction system and integral mechanism;

FIG. 2 is a front view of the drum in one rotation;

FIG. 3 is an enlarged view of a portion of FIG. 2;

FIG. 4 is a top view of the latch lifting mechanism;

FIG. 5 is a partial enlarged view of B in FIG. 4;

FIG. 6 is a top view of the latch mechanism;

FIG. 7 is an enlarged view of a portion C of FIG. 6;

FIG. 8 is a top view of the hub clamping and traction table;

FIG. 9 is a schematic view of a standard and an adjustment rolling linear guide pair with the bolt inserted into the bottom of the hammer;

FIG. 10 is a schematic view of an adjustable rolling linear guide pair with the bolt removed from the bottom of the hammer;

FIG. 11 is a chain travel switch installation position view;

FIG. 12 is an enlarged view of a portion D of FIG. 11;

fig. 13 is a partial enlarged view of E in fig. 11;

FIG. 14 is a schematic high level view of the drop hammer being lifted during four revolutions of the drum of the travel switch motion bump guard mounted on the chain for upward motion of the hammer block;

FIG. 15 is a view showing the position of the hammer block;

FIG. 16 is a schematic view of the hub in the installed position and in the operating position;

FIG. 17 is a left side view of the latch electromagnet and integral mechanism;

FIG. 18 is an enlarged view of a portion F of FIG. 17;

FIG. 19 is a front view of the drive train drum in one rotation;

FIG. 20 is a top plan view of the drive train drum during one revolution;

FIG. 21 is an enlarged view of a portion G of FIG. 20;

FIG. 22 is a left side elevational view of the drive train drum during one revolution;

FIG. 23 is a view showing a state in which the ratchet pawl is engaged;

FIG. 24 is a state view of the ratchet-pawl being disengaged;

FIG. 25 is a top plan view of the torque sensor of the status transmission system with four rotations of the spool;

fig. 26 is a partial enlarged view of H in fig. 25;

FIG. 27 is a left side view of the motor, reducer and slidable base, guide;

FIG. 28 is a left side view P- - -P of the torque sensor of the transmission system for four rotations of the spool;

FIG. 29 is a left side view H- -H of the torsion sensor with the spool rotated four revolutions;

FIG. 30 is a left side view J-J of the torsion sensor with the spool rotated four revolutions;

FIG. 31 is a left side view of the bearing pulley system of the drum clamping rail and bearing pulley system holding two sides;

FIG. 32 is a front view of a bearing pulley system for drum gripping rail travel and bearing pulley system for holding two sides;

FIG. 33 is a diagram of a bearing pulley system for the drum clamping rail and a bearing pulley system for holding two sides;

FIG. 34 is a left side view of the bearing pulley against two sides;

FIG. 35 is a front view of a bearing pulley holding two sides;

FIG. 36 is a left side view of the clamp rail running bearing pulley;

FIG. 37 is a front view of a clamp rail running bearing pulley;

FIG. 38 is a structural display view of the chain end mounted on the drum;

FIG. 39 is an enlarged partial view of I of FIG. 38;

FIG. 40 is a state diagram of the drive train rotated four revolutions from the top view;

figures 41 to 43 are front views of the jaws;

figures 44 and 45 are right jaw views;

figures 46 and 47 are front views of the jaw clamping arm, electromagnet, compression spring clamping condition;

FIG. 48 is a front elevational view of the jaw clamping arm, electromagnet, and compression spring in a released condition;

FIG. 49 is a jaw clamping right side view;

FIG. 50 is a top view of the jaws;

FIG. 51 is a front view of the hammer block;

FIG. 52 is a top view of the ram;

FIG. 53 is a left side view of the hammer block;

FIG. 54 is a front view of the hammer block and shutter plate;

FIG. 55 is a top view of the hammer block and shutter plate;

FIG. 56 is a left side view of the hammer block and shutter;

FIG. 57 is a schematic view of a photosensor launcher mounting bracket and a visor;

FIG. 58 is a front view of an outer safety shield and photosensor holder;

FIG. 59 is a left side view of the outer safety shield and photosensor holder;

FIG. 60 is a front view of the safety shield and hammer block in a lifted position;

FIG. 61 is a front view of the safety shield with mounted photoelectric sensors and mounted photoelectric receivers in position;

FIG. 62 is a top view of the safety shield with mounted photosensor and mounted photoreceptor positions;

FIG. 63 is a front view of the frame, the safty shield and the position of the mounted photosensor and the mounted photoreceptor;

FIG. 64 is a left side view of the safety shield with mounted photosensor and mounted photoreceptor positions;

FIG. 65 is a front view of the lower end sprocket and sprocket carrier;

FIG. 66 is a top view of the lower end sprocket and sprocket carrier;

FIG. 67 is a left side view of the lower end sprocket and sprocket carrier;

FIG. 68 is a front view of the sprocket carrier;

FIG. 69 is a right side elevational view of the upper end sprocket and sprocket carrier;

FIG. 70 is a front view of the upper end sprocket and sprocket carrier;

FIG. 71 is a top plan view of the upper end sprocket and sprocket carrier;

FIG. 72 is a front view of the gantry frame;

FIG. 73 is a top view of the gantry frame;

FIG. 74 is a left side view of the gantry frame;

FIG. 75 is a front view of the hub mounting bracket pneumatic clamping assembly;

FIG. 76 is a top plan view of the hub mounting bracket pneumatic clamping assembly;

FIG. 77 is a left side elevational view of the hub mounting bracket pneumatic clamping assembly in a clamped condition;

FIG. 78 is a left side elevational view of the hub mounting bracket pneumatic clamping arrangement in a relaxed condition;

FIG. 79 is a front elevational view of the cylinder positioning at the hub mounting bracket mounting location;

FIG. 80 is a front view of the hub mounting frame traction system;

FIG. 81 is a top view of the hub mounting bracket traction system.

In the figure, 1, a chain, 2, an upper end chain wheel system, 3, an inner upright upper end lock nut, 4, an inner upright, 5, an inner upright upper top plate, an outer upright upper end lock nut, 7, an outer upright, 8, a clamping jaw, 9, a hammer body, 10, a mounting photoelectric sensor frame, 11, a hub mounting frame pneumatic clamping device, 12, an outer upright, a lower end big bag frame, 13, a hub tire, 14, a hub mounting frame, 15, a guide rail, a square guide rail, a V-shaped guide rail 16, a testing machine frame, 17, a ground hook, 18, a photoelectric sensor, 19, a hammer body, 20, a lower end chain wheel system, 21, a hub mounting frame stopping cylinder, 22, a hub mounting frame traction system, 23, a motor, a speed reducer, a winding drum upper bottom plate, 24, a square equal-load type rolling linear guide rail pair, 25, a square equal-load type rolling linear guide rail pair bottom plate, 26, a square equal-load type rolling linear guide rail pair bottom plate, 27. a bolt lifting adjusting screw 28, a bolt compression spring rear top plate 29, a split four-bolt positive sliding bearing seat bottom plate lifting guide column 30, a ball guide sleeve 31, a split four-bolt positive sliding bearing seat bottom plate 32, a split four-bolt positive sliding bearing seat bottom plate mounting bracket 33, a bolt lifting adjusting screw nut 34, a bolt lifting adjusting screw nut tapered roller bearing support upper press plate 35, a tapered roller bearing assembly support 36, a tapered roller bearing assembly middle partition plate 37, a tapered roller bearing 38, a thrust ball bearing 39, a tapered roller bearing and a bolt lifting adjusting screw lower support 40, a split four-bolt positive sliding bearing seat bottom plate lifting guide column lower fixing seat 41, guide rails (two square guide rails, two V-shaped guide rails), 42, an upper bottom plate 43, an I-steel beam 44, a bolt lifting adjusting alternating current servo motor, 45. a bolt lifting adjusting AC servo motor annular bracket, 46, an AC servo motor upper yoke plate, 47(31), a split four-bolt positive sliding bearing seat bottom plate, 48, a push-pull bolt compression spring, 49, a bolt compression spring rear top plate, 50, a push-pull bolt electromagnet, 51, a split four-bolt positive sliding bearing seat, 52, a bolt, 53, an armature guide positioning pin, 54, an armature, 55, a bolt holding electromagnet, 56, a left upper limit stop for preventing the clamping jaw from ascending, 57, a right upper limit stop for preventing the clamping jaw from ascending, 58, a left travel switch, 59, a right travel switch, 60(58, 59), an ascending limit travel switch, 61, a descending limit travel switch, 62, a descending limit stop, 63, a reducer and torque sensor coupler, 64, a torque sensor, 65, a torque sensor and a transmission screw rod coupler, 66. a fixed seat nut 67, a fixed seat nut and screw slide seat coupling bolt 68, a fixed seat nut and screw slide seat coupling plate 69, a drive

screw slide seat

1, 69A, a drive screw slide seat 2, 70, a drive screw 70A, a drive screw polish rod 70B, a drive nut 71, a brake clasper 72, a reel rotation brake clasper 73, a reel rotation brake clasping drum 74, a reel movement anti-roll bearing seat 75, a reel movement anti-roll shaft 76, a reel movement anti-roll bearing 77, a reel front and back beam coupling plate 78, a reel clamping operation rail 79, a reel clamping operation rail bearing plate 80, a reel clamping operation rail shaft 81, a reel clamping operation rail bearing outer cover plate 82, a reel clamping operation rail bearing outer ring 83, a reel clamping operation rail bearing 84, a reel clamping operation rail bearing inner cover plate, 85. a bearing support of a bearing of a winding drum clamping operation track, 86, a winding drum motor, 87, a winding drum speed reducer, 88 motor and speed reducer counterweight, 89, a rear end travel switch, 90, a bearing beam of a rear end of a winding drum, 91, a bearing beam of a rear end of a winding drum, 92, a rear end cover of a winding drum, 93, a winding drum body, 94, a cover plate of a front end of a winding drum, 95, a bearing pair of conical rollers of a front end support beam, 96, a bearing pressing plate pair of conical rollers of a front end support beam, 97, a shaft for coupling a disc encoder and the front end of a winding drum, 98, a shaft coupling coupler for coupling a disc encoder and the front end of a winding drum, 99, a disc encoder, 100, a cap of a front end of a winding drum, 101, a left end travel switch, 102, a bearing beam of a front end of a winding drum, 103, a right end travel switch, 104, an elastic positioning pin of a winding drum clamping operation guide rail, 105, a, 107. roll-gripping running rail bearing plate and bottom plate coupling resilient locating pins 108, roll-gripping running rail resilient locating pins 109, (82, 83, 84, 85, 86) gripping rail bearing systems 110, (76, 77, 78) roll-running anti-roll bearing systems 111, roll-gripping guide rails 112, roll-gripping guide rail bearing plates 113, roll-gripping guide rail bearing plate and bottom plate coupling screws 114, roll-gripping guide rail resilient locating pins 115, chain end mounted position on roll 116, chain end mounted screw on roll 117, chain joint curved rule base 118, jaw and chain coupling head 119, jaw and chain coupling head bolt 120, jaw outer plate 121, jaw inner plate 122, jaw inner and outer side plate coupling shaft rotation shaft 123, jaw travel switch 124, jaw front end coupling, shaft 125, shaft, jaw travel switch, A clamping jaw front end connecting shaft bolt 126, a clamping jaw travel switch 127, a clamping jaw outer side plate connecting bolt 128, a clamping jaw inner side plate rotating clamping seat 129, a clamping jaw inner side plate rotating clamping pin shaft 130, an electromagnet bottom plate and inner side plate connecting screw 131, an electromagnet bottom plate 132, a bearing outer pressure plate 133, a bearing tapered roller 134, a bearing inner pressure plate 135, a clamping jaw inner side plate rotating clamping seat screw 136, a clamping jaw clamping compression spring 137, a clamping jaw clamping compression spring seat 138, a clamping jaw clamping compression spring pressure plate 139, a clamping jaw electromagnet 140, a clamping jaw body left arm 141, a clamping jaw armature 142, a clamping jaw body right arm 143, a hammer body handle seat 144, a hammer body handle 145, a hammer body main body, a 14, 6 hammer body and auxiliary beam connecting screw 147, a hammer body and auxiliary beam connecting plate 148, a hammer body longitudinal beam auxiliary, 149, a hammer body and inner column rolling pulley, 150. hammer and inner column rolling pulley shaft, 151, hammer auxiliary beam, 152, light screen, 153, photoelectric sensor mounting rack, 154, photoelectric sensor, 155, light blocking board, 156, photoelectric sensor receiver, 157, photoelectric sensor receiver mounting rack, 158 door (iron plate), 159, wire netting, 160, protective cover rack, 161, group pair of tapered roller bearings, 162, group pair of tapered roller bearing end cover plate sealing board, right 163, group pair of tapered roller bearing end cover plate sealing felt, 164, lower end sprocket upper cover cap, 165, lower end sprocket shaft, 166, lower end sprocket support rack, 167, lower end sprocket, 168 group pair of tapered roller bearing end cover sealing board, 169, group pair of tapered roller bearing end cover felt, 170, lower end sprocket support rack and upper cover cap connecting screw, 171, lower end sprocket shaft nut, 172, lower end sprocket support rack and upper bottom board elastic positioning pin, 173. lower end sprocket support bracket and upper bottom, plate coupling bolt, 174, upper top plate, 175, upper end sprocket bracket and upper top plate coupling bolt, 176, upper end sprocket bracket, 177, upper end sprocket paired tapered roller bearing end cover seal plate right, 178, upper end sprocket bracket paired tapered roller bearing inner ring top ring, 179, upper end sprocket bracket and upper cap coupling bolt, 180, upper end sprocket bracket lower cap, 181, paired tapered roller bearing spacer ring, 182, upper end sprocket bearing nut, 183, upper end sprocket shaft, 184, paired tapered roller bearing, 185, upper end sprocket paired tapered roller bearing end cover seal plate left, 186, upper end sprocket, 187, upper end sprocket bracket and upper top plate elastic locating pin, 188, upper end sprocket bracket and upper top plate coupling bolt, 189, i-steel, 190, hub mounting bracket left, 191, hub, 192, hub mounting bracket right, 189, hub mounting bracket left, 191, hub, 193, hub mounting bracket right, hub mounting bracket left, and hub mounting bracket right, Hub-mount clamping head set 194, hub-mount clamping arm 195, hub-mount pivot axis 196, self-adjusting plain rod knuckle bearing JK series 197, bolt 198, self-adjusting plain rod knuckle bearing JK series and hub-mount clamping arm pivot center 199, self-adjusting plain rod knuckle bearing JK series 200, low profile air cylinder 201, V-track left 202, square track left 203, travel switch left 204, hub-mount upper bearing plate 205, travel switch right 206, square track right 207, hub-mount lower bearing plate 208, V-track right 209, V-track and upper bearing plate hook plate 210, hub-mount in-place stop 211, V-track screw 212, V-track spring retainer pin 213, anti-backup low profile air cylinder 214, traction hub-mount front end bolt 215, traction hub-mount rear end bolt, 216. rear end travel switch 217, rear end traction cable 218, rear end guide upper drum 219, rear end guide upper drum support 220, rear end guide lower drum support 221, rear end guide lower drum 222, hub mounting table rear end guide motor 223, rear end hub mounting table traction cable take-up reel 224, hub mounting table front end guide motor 225, front end hub mounting table traction cable take-up reel 226, front end guide lower drum 227, front end guide lower drum frame 228, front end guide upper drum 229, front end guide upper drum frame 230, front end travel switch 231, front end positioning block 232, (21) backstop cylinder 233, front end hub mounting table traction reducer 234, rear end hub mounting table traction reducer 235, hub mounting table traction drum bearing and series bearings 236, grease nipple 237, ratchet, 238. the pawl, 239, the pawl leaving limit stop, 240, the pawl system support, 241, the extension spring upper hanging rack, 242, the extension spring upper hanging rack, 243, the extension spring, 244, the pawl rotating shaft, 245, the pawl electromagnet, 246, the pawl electromagnet support, 247, the pawl rotating shaft support, 248, the pawl electromagnet support and the pawl rotating shaft support connecting plate, Q, the electromagnet, W, the compression spring upper seat, R, the compression spring lower seat, E, the compression spring, T, the clamping jaw clamping strip, K, the clamping jaw clamping strip guide column.

Detailed Description

The following are specific embodiments of the present invention and are further described with reference to the drawings, but the present invention is not limited to these embodiments.

The utility model provides a vehicle wheel hub bumps stress test equipment, includes test rack system, chain, sprocket system, wheel hub mounting bracket, hammer block, be used for with the clamping jaw system that the hammer block was cliied or was loosened, be used for making the ascending transmission system that perhaps descends of clamping jaw system, the wheel hub mounting bracket sets up on test rack system, the chain passes through sprocket system and is connected with transmission system, the hammer block is connected with the chain.

As shown in fig. 1 to 40, the transmission system includes a drum 93, a chain 1, an upper end sprocket system 2, a lower end sprocket system 20, a reducer and torque sensor coupling 63, a torque sensor 64, a torque sensor and drive screw coupling 65, a fixing seat nut 66, a fixing seat nut and screw sliding seat coupling bolt 67, a fixing seat nut and screw sliding seat coupling plate 68, a drive screw sliding seat 69, a drive screw sliding seat 169A, a drive screw 270, a drive screw polished rod 70A, a drive nut 70B, a brake clasper 71, a drum rotating brake clasp 72, a drum rotating brake clasper drum 73, a drum movement anti-roll bearing seat 74, a drum movement anti-roll shaft 75, a drum movement anti-roll bearing 76, a drum front and rear beam coupling plate 77, a drum clamping operation track 78, a drum clamping operation track bearing plate 79, A drum clamping operation track shaft 80, a drum clamping operation track bearing outer cover plate 81, a drum clamping operation track bearing outer ring 82, a drum clamping operation track bearing 83, a drum clamping operation track bearing inner cover plate 84, a drum clamping operation track bearing support 85, a drum motor 86, a drum speed reducer 87, a motor and speed reducer counterweight 88, a rear end travel switch 89, a drum rear end support beam 90, a drum rear end support beam bearing 91, a drum rear end cover 92, a drum body 93, a drum front end cover plate 94, a drum front end support beam tapered roller paired bearing 95, a drum front end support beam tapered roller paired bearing pressing plate 96, a disc encoder and drum front end shaft coupling shaft 97, a disc encoder and drum front end shaft coupling 98, a disc encoder 99, a drum front end 100, a front end travel switch left 101, a drum front end support beam 102, a drum front end shaft coupling device, The right side of the front end travel switch 103, a reel clamping operation guide rail elastic positioning pin 104, a reel clamping operation guide rail screw 105, a reel clamping operation guide rail bearing plate and bottom plate connecting screw 106, a reel clamping operation guide rail bearing plate and bottom plate connecting elastic positioning pin 107, a reel clamping operation guide rail elastic positioning pin 108, a clamping guide rail bearing system 109, a reel operation anti-roll bearing system 110, a reel clamping guide rail 111, a reel clamping guide rail bearing plate 112, a reel clamping guide rail bearing plate and bottom plate connecting screw 113 and a reel clamping guide rail elastic positioning pin 114.

The winding drum is rotatably connected to the bottom of the test rack, an output shaft of the winding drum motor 86 is connected with an input shaft of the speed reducer 87, an output shaft of the speed reducer 87 is connected with an inner end part of the winding drum rotating shaft 93, two ends of the transmission screw rod 70 are fixedly connected with the output shaft of the winding drum motor 86 and the winding drum rear end cover 92 respectively, and the fixed seat nut 66 is in threaded transmission connection with the transmission screw rod 70.

Chain 1, upper end sprocket system 2, lower extreme sprocket system 20 rotate respectively to be connected the bottom and the top of test frame, two interior chain links of chain 1 with clamping jaw 118 is connected, the inside and outside chain link of chain 1 with the outside bobbin face of reel is connected, the middle part meshing articulate of chain 1 on last sprocket and the lower sprocket.

An input shaft of the disc encoder is fixed at the outer end part of the winding drum rotating shaft 11, an object of the encoder is fixed on a winding drum front end cap 100, and the winding drum front end cap is fixed on a winding drum front end support beam 102; a torque sensor 64 is coupled between the output shaft of the spool motor 86 and the spool ratchet shaft 73.

The driving screw shaft 70A is connected with a brake enclasping drum 72, and the driving system is also provided with a drum rotary brake enclasping device 71 used for braking and enclasping the drum rotary brake enclasping drum 72.

The fixed seat nut 66 is fixed on the transmission system bottom plate 73A, the ratchet 237 is sleeved and fixed on the transmission screw 70, the pawl 238 is connected with the pawl rotating shaft bracket 247, the pawl rotating shaft bracket 247 is fixed with the transmission system bottom plate 73A, the pawl is engaged and separated with the ratchet, the upper end of the extension spring 243 is fixedly connected with the top of the pawl system bracket 240, the lower end of the extension spring 243 is connected with the middle part of the pawl 238, and the pawl electromagnet 245 is fixed on the frame and is positioned below the middle part of the pawl 238; a limit stopper 239 is fixed to one side of the pawl system bracket 240, and an outer end portion of the limit stopper 239 extends above the other end portion of the pawl 238.

The roll rear end bearing beam 90 is engaged with the screw shaft 70A by coupling with a roll rear end bearing beam bearing 90A, the roll front end bearing beam 102 is engaged with the roll rear end shaft 95A by coupling with a roll front end bearing beam tapered roller pair bearing 95, the rear end bearing beam is coupled with a roll front and rear beam coupling plate 77 which is coupled with a roll nip travel rail bearing support 85, and six pairs of

rollers

77A, 77B, 80, 83 are mounted on the two coupling plates to nip travel on a nip rail 77C.

The winding drum movement anti-roll bearing seat 74, the winding drum movement anti-roll shaft 75 and the winding drum movement anti-roll bearing 76 are arranged on the winding drum front and rear beam connecting plate 77 and the winding drum clamping operation track bearing seat 85, and support the winding drum clamping guide rail bearing plate 112, and three pairs of winding drum movement anti-roll bearings 76 are provided; the clamping rail 77C is pinned to the spool clamping rail support plate 112 by a spool clamping rail spring dowel 114.

As shown in fig. 41 to 50, the jaw system includes a jaw and chain coupling head 118, a jaw and chain coupling head bolt 119, a jaw outer plate 120, a jaw inner plate 121, a jaw inner and outer plate coupling shaft rotating shaft 122, a jaw travel switch hanger 123, a jaw front end coupling shaft 124, a jaw front end coupling shaft bolt 125, a jaw travel switch 126, a jaw outer plate coupling bolt 127, a jaw inner plate rotation blocking seat 128, a jaw inner plate rotation blocking pin 129, an electromagnet bottom plate and inner plate coupling screw 130, an electromagnet bottom plate 131, a bearing outer pressure plate 132, a bearing tapered roller 133, a bearing inner pressure plate 134, a jaw inner plate rotation blocking seat screw 135, a jaw clamping compression spring 136, a jaw clamping compression spring seat 137, a jaw clamping compression spring pressure plate 138, an electromagnet 139, a jaw body left arm 140, a jaw armature 141, a jaw body right arm 142, a jaw body left arm, The device comprises an electromagnet Q, a compression spring upper seat W, a compression spring lower seat R, a compression spring E, a clamping jaw clamping strip T and a clamping jaw clamping strip guide column K.

The clamping jaw system chain coupling head 118 is connected with a clamping jaw upper coupling plate 127A through a clamping jaw outer side plate coupling bolt 127, the clamping jaw upper coupling plate is connected with a clamping jaw outer side plate 120, a clamping jaw travel switch hanging frame 123 is connected with a clamping jaw outer side plate, and a clamping jaw travel switch 126 is connected with the clamping jaw outer side plate;

the clamping jaw inner side plate 121 is rotationally connected with the clamping jaw outer side plate 120 through a clamping jaw inner side plate and clamping jaw outer side plate connecting shaft rotating shaft 122, and the clamping jaw front end connecting shaft 124 is connected with the clamping jaw inner side plate 121 through a clamping jaw front end connecting shaft bolt 125;

the clamping jaw inner side plate rotation clamping pin shaft 129 is connected with the clamping jaw inner side plate 121;

the clamping jaw inner side plate 121 is connected with an electromagnet bottom plate 131 through an electromagnet bottom plate and inner side plate connecting screw 130;

the bearing tapered roller 133 is connected with the clamping jaw inner side plate 121, the inner diameter of the bearing tapered roller is sleeved on the clamping jaw inner side plate and outer side plate connecting shaft rotating shaft 122, and a bearing outer pressing plate 132 and a bearing inner pressing plate 134 are pressed at two sides of the bearing tapered roller;

the clamping jaw inner side plate rotary clamping seat screw 135 is connected with the clamping jaw inner side plate rotary clamping seat 128;

the clamping jaw clamping compression spring pressing plate 138 is connected with a clamping jaw body left arm 140 and a clamping jaw body right arm 142 through a clamping jaw clamping compression spring seat 137;

the clamping jaw electromagnet 139 is connected with a clamping jaw body left arm 140, and the clamping jaw armature 141 is connected with a clamping jaw body right arm 142;

the electromagnet Q is connected with the clamping jaw upper connecting plate 127A, the compression spring upper seat W is connected with the electromagnet seat, the clamping jaw clamping strip guide column K is fixedly connected with the compression spring lower seat R, the clamping jaw clamping strip guide column is in sliding connection with the electromagnet seat, the compression spring E is sleeved between the compression spring upper seat and the compression spring lower seat, and the clamping jaw clamping strip T is connected with the clamping jaw clamping strip guide column.

In this embodiment, the clamping jaw 118 is connected to the chain at the top of the chain connector, the bottom of the chain connector is connected to the clamping jaw outer plate 120, the clamping jaw outer plate is connected to the clamping jaw inner plate 121 through the clamping jaw front end connecting shaft 124, the outer plate is fixed, tapered roller bearings 133 are mounted on both plates of the inner plate, so that the inner plate rotates around the clamping jaw inner and outer plate connecting shaft rotating shaft 122, the clamping jaw inner plate rotating blocking pin 129 is mounted on the top of the inner plate, the pin is blocked in the clamping jaw inner plate rotating blocking seat 128 on the inner side of the outer plate, the pin rotates around the rotating shaft in the seat, so that the strength of the inner plate is enhanced, because the 122 rotating shaft is located at a position above the midpoint of the clamping jaw inner plate, so that the gravity center of the clamping jaw is located at the bottom of the rotating shaft, the clamping jaw cannot tip over, and the bottom of the clamping jaw is kept at a.

As shown in fig. 51 to 74, the testing apparatus for vehicle hub impact stress of the present invention further comprises a secondary impact prevention system, wherein the secondary impact prevention system comprises a frame 10 for mounting the photoelectric sensor, a photoelectric sensor 18, a bolt elevation adjusting screw 27, a bolt compression spring rear top plate 28, a split four-bolt positive sliding bearing seat bottom plate elevation guide column 29, a ball guide sleeve 30, a split four-bolt positive sliding bearing seat bottom plate 31, a split four-bolt positive sliding bearing seat bottom plate mounting bracket 32, a bolt elevation adjusting screw nut 33, a bolt elevation adjusting screw nut tapered roller bearing seat upper pressure plate 34, a tapered roller bearing seat 35, a tapered roller bearing assembly middle partition plate 36, a tapered roller bearing 37, a thrust ball bearing 38, a tapered roller bearing and bolt elevation adjusting screw lower seat 39, a split four-bolt positive sliding bearing seat bottom plate elevation guide column lower fixing seat 40, a split four-bolt positive sliding bearing seat bottom plate elevation guide column lower fixing seat, Guide rails (two square guide rails and two V-shaped guide rails) 41, an upper bottom plate 42, an I-steel beam 43, a bolt lifting adjusting alternating current servo motor 44, a bolt lifting adjusting alternating current servo motor annular bracket 45, an alternating current servo motor upper yoke plate 46, a split four-bolt positive sliding bearing seat bottom plate 31, a push-pull bolt compression spring 48, a bolt compression spring rear top plate 49, a push-pull bolt electromagnet 50, a split four-bolt positive sliding bearing seat 51, a bolt 52, an armature guiding positioning pin 35, an armature 54 and a bolt holding electromagnet 55.

The mounting photosensor bracket 10 is mounted on the upper base plate 42 and the photosensor 18 is mounted on the photosensor bracket.

The conical roller bearing assembly support 35 is connected with an upper bottom plate 42, a conical roller bearing assembly middle partition plate 36 and a conical roller bearing 37 are installed in the conical roller bearing assembly support, a bolt lifting adjusting screw lower support 39 is installed at the lower part of the conical roller bearing assembly support, a thrust ball bearing 38 is installed on the bolt lifting adjusting screw lower support, and a bolt lifting adjusting screw 27 is installed in the two bearings in series;

the bolt lifting adjusting screw nut 33 is in threaded connection with the bolt lifting adjusting screw 27 and is connected with the split four-bolt positive sliding bearing seat bottom plate 31;

the lower end part of the bolt lifting adjusting screw 27 is connected with a bolt lifting adjusting alternating current servo motor 44 which is connected with an alternating current servo motor upper yoke plate 46 which is connected with a lower bottom plate 42A;

the iron holding bolt tightly-holding electromagnet seat 31A is connected with a split four-bolt positive sliding bearing seat bottom plate 31;

the armature 54 and the bolt clasping electromagnet 55 are installed in an armature bolt clasping electromagnet seat 31A, a split four-bolt positive sliding bearing seat bottom plate 4731 is connected with a split four-bolt positive sliding bearing seat 51, a bolt 52 is inserted into the split four-bolt positive sliding bearing seats, and six split four-bolt positive sliding bearing seats and four bolts are provided;

the push-pull bolt electromagnet 50 is connected with the bottom plate 47 of the open four-bolt positive sliding bearing seat, the rear top plate 49 of the bolt compression spring is connected with the bolt 52, and the push-pull bolt compression spring 48 is sleeved on the bolt.

As shown in FIGS. 75-81, the vehicle hub impact stress testing apparatus of the present invention further comprises a traction system comprising a hub tire 13, a hub mounting bracket 14, a guide rail, a square guide rail, a V-shaped guide rail 15, a hub mounting bracket backstop cylinder 21, a hub mounting bracket traction system 22, a traction hub mounting bracket front end bolt 214, a traction hub mounting bracket rear end bolt 215, a rear end travel switch 216, a rear end traction cable 217, a rear end guide upper roller 218, a rear end guide upper roller support 219, a rear end guide lower roller support 220, a rear end guide lower roller 221, a hub mounting bracket rear end guide motor 222, a rear end hub mounting bracket traction cable take-up roller 223, a hub mounting bracket front end guide motor 224, a front end hub mounting bracket traction cable take-up roller 225, a front end guide lower roller 226, a front end guide lower roller support 227, a front end guide upper roller 228, A front end guide upper roller frame 229, a front end travel switch 230, a front end positioning block 231, a backstop cylinder 232, a front end hub mounting frame traction reducer 233, a rear end hub mounting frame traction reducer 234, a hub mounting frame traction drum bearing and a support seat series 235.

The rear hub mounting table pull cable take-up reel 223 is coupled to the hub mounting table rear end guide motor 222, the rear end pull cable 217 is wound around the rear end hub mounting table pull cable take-up reel 223, the rear end pull cable passes through the rear end guide lower drum 221, the rear end guide lower drum support 220, the rear end guide upper drum 218, and the rear end guide upper drum support 219 is coupled to the hub mounting frame 214A through the hub mounting frame front end bolt 214.

The front end hub mount pull cable take-up drum 225 is coupled to the hub mount front end guide motor 224, the front end pull cable 229A is wound on the front end hub mount pull cable take-up drum 225, the front end pull cable is coupled to the hub mount 214A via the front end guide lower drum 226, the front end guide lower drum frame 227, the front end guide upper drum 228, and the front end guide upper drum frame 229 via the hub mount front end bolt 214.

The front positioning block 231 limits the front position of the hub mount 14, the backstop cylinder 232 limits the rear position of the hub mount 14, the front hub mount drag reducer 233 is coupled to the front guide upper roller 228 via a shaft, the rear hub mount drag reducer 234 is coupled to the rear guide upper roller 218 via a shaft, and the hub mount drag roller bearing and bearing mount series 235.

The working principle of the vehicle hub collision stress testing device is as follows:

as shown in fig. 15, in this embodiment, before the collision test is started, the hammer body is installed, the hammer body has a certain weight, and the hammer body cannot be lifted up by manpower.

As shown in fig. 80, a tow hub mount front end bolt 214, a tow hub mount rear end bolt 215, a rear end travel switch 216, a rear end tow cable 217, a rear end guide upper drum 218, a rear end guide upper drum support 219, a rear end guide lower drum support 220, a rear end guide lower drum 221, a hub mount rear end guide motor 222, a rear end hub mount traction cable take-up drum 223, a hub mount front end guide motor 224, a front end hub mount cable take-up drum 225, a front end guide lower drum 226, a front end guide lower drum support 227, a front end guide upper drum 228, a front end guide upper drum support 229, and a front end travel switch 230.

The traction system, in this embodiment, starts the front end traction motor 224 of the hub mounting bracket to drive the front end hub mounting bracket traction cable take-up drum 225, which, when rotating counterclockwise, guides the two upper rollers 228 at the front end of the traction cable, the mounting bracket advances to touch the front end in-place travel switch 230, and the hub mounting bracket touches the front end in-place stop block 231 of the hub mounting bracket, at which time the travel switch gives a signal to the front end traction motor 224 of the hub mounting bracket, the motor stops running, and the anti-retreat thin cylinder 213 extends out of the cylinder arm to form a positioning pin, preventing the hub mounting bracket from retreating, at which time the hammer reaches the gripping and lifting position, the jaws 8 descend, and when the jaw travel switch 126 on the jaws touches the upper surface of the hammer, the upper part of the jaws is located 2mm below the handle of the hammer (fig. 44), the jaw travel switch 126 gives a signal to the drum motor 86, the drum motor stops rotating immediately, the clamping jaw stops descending, the clamping jaw release electromagnet 139 is powered off and released, the compression spring 136 at the upper end of the clamping jaw acts, the front end of the clamping jaw is folded, and the hammer body handle is clamped.

After the mechanism completes the hub collision test, the starting hub mounting table rear end guiding motor 222 drives the rear hub mounting table traction cable winding drum 223, when the winding drum rotates clockwise, the number of the winding cable rear end traction cables 217 is two, the two cables pass through the rear end guiding lower roller 221 and the rear end guiding upper roller 218, and the hub mounting frame is dragged to the hub dismounting position through the traction hub mounting frame rear end bolt 215.

As shown in fig. 81, the hub is provided with a front end positioning block 231 of the traction system, a retaining cylinder 232(21), a front end hub mounting traction reducer 233, a rear end hub mounting traction reducer 234, a hub mounting traction reel bearing and a support seat series 235.

As shown in fig. 1, in this embodiment, when performing a test, the clamping jaws 8 clamp the hammer 9, then the clamping jaws are lifted by the traction of the hoisting mechanism to lift the hammer to a set height, then the hub is mounted on the hub mounting frame 14, the tire is mounted on the hub, the hub is located below the hammer and is opposite to the hammer, finally the clamping jaws are loosened, the hammer falls freely to hit the tire of the hub, and when the hammer bounces after colliding, the hammer is clasped to prevent the hammer from impacting the hub for a second time, at this time, the whole process completes the test on the collision of the hub.

As shown in fig. 1, in the above-mentioned vehicle hub collision stress testing apparatus, the hoisting mechanism includes a chain 1, an upper-end chain wheel system 2, an inner-column upper-end lock nut 3, an inner column 4, an inner-column upper top plate 5, an outer-column upper-end lock nut 6, an outer column 7, a clamping jaw 8, a hammer 9, a mounting photoelectric sensor frame 10, a hub-mounting-frame pneumatic clamping device 11, an outer-column lower-end bale frame 12, a hub tire 13, a hub mounting frame 14, a guide rail (a square guide rail, a V-shaped guide rail) 15, a tester frame 16, a ground hook 17, a photoelectric sensor 18, a hammer 19, a lower-end chain wheel system 20, a hub-mounting-frame stopping cylinder 21, a hub-mounting-frame traction system 22, a motor 23, a speed reducer, a drum upper bottom plate, a four-direction equal-load type rolling linear guide rail pair 24, a four-direction, Four-direction equal load type rolling linear guide rail sub-base plate backing plate 26.

As shown in fig. 25 and 1, in the above-mentioned vehicle hub collision stress testing device, the hoisting mechanism includes a drum motor 86, which is mounted on the motor 23, the speed reducer, and the drum upper base plate, the four-direction equal-load type rolling linear guide rail pair 24 is mounted on the lower surface of the base plate, the guide rail pair is mounted on the four-direction equal-load type rolling linear guide rail pair base plate 25, the base plate is mounted on the four-direction equal-load type rolling linear guide rail pair base plate pad 26, and the pad is mounted on the testing machine frame 16.

As shown in fig. 25, in the above-mentioned vehicle hub collision stress testing apparatus, the winding mechanism includes a drum motor 86, a drum reducer 87, a motor and reducer counterweight 88, a rear end travel switch 89, a drum rear end support beam 90, a drum rear end support beam bearing 91, a drum rear end cover 92, a drum body 93, a drum front end cover plate 94, a drum front end support beam tapered roller pair bearing 95, a drum front end support beam tapered roller pair bearing pressing plate 96, a disc encoder and drum front end shaft coupling shaft 97, a disc encoder and drum front end shaft coupling 98, a disc encoder 99, a drum front end cap 100, a front end travel switch left 101, a drum front end support beam 102, a front end travel switch right 103, a drum clamp travel rail elastic positioning pin 104, a drum clamp travel rail screw 105, a drum clamp travel rail bearing plate and floor coupling screw 106, the reel clamping running guide bearing plate is connected with the bottom plate through an elastic positioning pin 107.

The drum motor 86 is fixed on the output shaft 68 of the drum motor power and connected with the drum speed reducer 87, the output shaft of the drum speed reducer 87 is connected with the transmission screw polish rod 70A, the transmission screw polish rod is connected with the drum rear end cover 92, and the power is transmitted to the drum body 93.

As shown in fig. 25, in the above-mentioned vehicle hub collision stress testing device, the winding mechanism includes a front end travel switch right 103, a reel clamping operation guide rail elastic positioning pin 104, a reel clamping operation guide rail screw 105, a reel clamping operation guide rail bearing plate and bottom plate coupling screw 106, and a reel clamping operation guide rail bearing plate and bottom plate coupling elastic positioning pin 107.

The spool clamp travel rail resilient locating pins 104 couple the spool clamp travel rail 78 and the spool clamp travel rail bearer plate 79 together.

The spool clamping operation rail bearing plate and the base plate coupling screw and the spool clamping operation rail bearing plate 106 and the base plate coupling elastic positioning pin 107 couple the spool clamping operation rail bearing plate 79 together.

In the above-mentioned apparatus for testing impact stress on a vehicle hub, the winding mechanism further includes a disc encoder 99, an input shaft of which is fixed to an outer end portion of a rotating shaft at a front end of the drum and is coupled to the drum body 93 through a cover plate 94 at the front end of the drum, the disc encoder being fixed to a cap 100 at the front end of the drum, the cap being fixed to a support beam 102 at the front end of the drum, the support beam being in rolling contact with the shaft at the front end of the drum through a pair of bearings 95 of tapered rollers at the front end of the drum.

In the vehicle hub collision stress testing device, the rear end travel switch 89 and the front end travel switch 103 are arranged on the right side.

The rear end travel switch 89 limits the position of the spool holding travel rail bearing support 85 moving to the rear end, which is the limit position of the lifting of the clamping jaw 8 when the spool body 93 winds four cycles of chains, as shown in fig. 12, the left bump upper limit stop 56 is prevented from touching the left travel switch 57 when the clamping jaw is lifted, and the upper bump upper limit stop 58 is prevented from touching the right travel switch 59 when the clamping jaw is lifted. At this time, as shown in fig. 10, the down limit switch 61 and the down limit stopper 62 function as a second layer of safety for preventing the mechanism from being broken after the rear end limit switch 89 fails.

In the above vehicle hub collision stress testing apparatus, the motor and the reducer weight are used to balance an imbalance caused by the weight of the drum motor with the transmission shaft as an axis.

The front end travel switch right 103 limits the position of the reel holding travel track bearing support 85 moving towards the front end, and in this position, as shown in fig. 10, the descending limit travel switch 61 will rise until the clamping jaw 8 grabs the hammer body 9, and will not touch the upper end sprocket system 2.

As shown in fig. 28, in the above vehicle hub collision stress testing device, the winding mechanism further includes a spool clamping operation track 78, a spool clamping operation track bearing plate 79, a spool clamping operation track shaft 80, a spool clamping operation track bearing outer cover plate 81, a spool clamping operation track bearing outer ring 82, a spool clamping operation track bearing 83, a spool clamping operation track bearing inner cover plate 84, and a spool clamping operation track bearing support 85.

The winding drum clamping operation track 78 is arranged on a winding drum clamping operation track bearing plate 79, the winding drum clamping operation track shaft 80 is arranged on a winding drum clamping operation track bearing support 85, a winding drum clamping operation track bearing outer ring 82, a winding drum clamping operation track bearing 83, a winding drum clamping operation track bearing inner cover plate 84 are arranged on the winding drum clamping operation track shaft, and clamping operation is carried out on the winding drum clamping operation track 78, so that the winding drum body 93 is prevented from overturning.

As shown in fig. 29, in the above-described vehicle hub collision stress testing apparatus, the spool rail bearing support 85 is coupled to the spool front-rear beam coupling plate 77.

As shown in fig. 30, in the vehicle hub crash stress testing apparatus described above, the spool movement roll prevention bearing holder 74, the spool movement roll prevention shaft 75, and the spool movement roll prevention bearing 76 are provided.

The winding drum movement anti-roll bearing seat 74 is arranged on the winding drum clamping operation track bearing seat 85, the winding drum movement anti-roll shaft 75 is arranged on the winding drum movement anti-roll bearing seat, the winding drum movement anti-roll bearing 76 is arranged on the winding drum movement anti-roll shaft, and the winding drum movement anti-roll bearing is supported on the winding drum clamping operation track bearing plate 79, so that the roll of the winding drum is prevented.

As shown in fig. 33, in the vehicle hub collision stress testing device, the clamping rail bearing systems 109, (82, 83, 84, 85, 86), the roll operation roll preventing bearing systems 110, (76, 77, 78), the roll clamping rail 111, the roll clamping rail bearing plate 112(79), the roll clamping rail bearing plate and bottom plate coupling screws 113(106), and the roll clamping rail elastic positioning pin 114.

The clamping guide rail bearing system 109, (82, 83, 84, 85, 86) clamps the reel clamping operation rail 78, the reel operation anti-roll bearing system 110(78) supports the reel clamping guide rail bearing plate 112(79), and the reel clamping guide rail bearing plate and the bottom plate coupling screw 113(106) fixes the reel clamping operation rail bearing plate 79 on the four-direction equal-load type rolling linear guide auxiliary bottom plate 25.

The disc encoder 99 is used for measuring the number of turns of the rotation of the winding drum, determining the number of turns of the winding of the chain, conveniently and accurately determining that the clamping jaws lift the hammer body to the proper height according to the required physical quantity of collision, sending a level signal to the winding drum motor 86 at the set height, and stopping the motor after the motor rotates.

The zero point of the potential of the disc encoder 99 is located between the chain fixing point and the winding drum by a quarter turn, the height is converted into the number of turns of rotation, and the number of the turns can be measured to determine the height.

For example: the diameter phi of the inner ring of the winding drum is multiplied by pi to form a circumference of one circle, and the pulling height is H, then:

H＝Х×Φ×π

as shown in fig. 19, in the vehicle hub collision stress testing device, the motion mode is explained as follows: the output shaft of the drum motor 86 is connected with one end of the torque sensor 64 through the reducer and torque sensor coupler 63 and transmits rotary power, the other end of the torque sensor is connected with the transmission screw coupler 65 and the transmission screw 70 through the torque sensor and transmits rotary power, the transmission screw polish rod 70 is fixedly connected with the transmission screw 70C, the transmission screw rotates when the transmission screw polish rod rotates, the transmission screw 70C is in threaded connection with the transmission nut 70B, the transmission screw rotates, the transmission nut does not rotate, the transmission screw 70 and the transmission screw polish rod 70A rotate and move forward and backward, the drum rotating brake holding drum 72 and the drum body 93 are driven to rotate and move forward and backward without overlapping, and accordingly, the chain is wound and released.

As shown in fig. 19, in the vehicle hub collision stress testing device, the speed reducer and torque sensor coupler 63, the torque sensor 64, the torque sensor and drive screw coupler 65, the fixing seat nut 66, the fixing seat nut and screw sliding seat 67, the fixing seat nut and screw sliding seat 68, the drive screw sliding seat 69, the drive screw polish rod 70A, the drive nut 70B, the drive screw 70C, the brake clasper 71 and the drum rotating brake clasping drum 72 are connected through bolts.

The transmission screw polish rod 70A is connected with one end of a torque sensor 64 through a transmission screw coupler 65, an output shaft of a reel speed reducer 87 is connected with the other end of the torque sensor 64 through a torque sensor coupler 63, so that the torque value of the torque sensor is set to be slightly larger than the torque generated when a reel lifts a heavy hammer, when the torque of the reel is increased to reach or exceed the designed strength due to chain deviation or other mechanical faults, the torque value is larger than the torque generated when the heavy hammer is lifted, the torque sensor 64 gives a level signal to a reel motor 86, and the motor stops rotating, so that the safety of the whole mechanism can be protected, and the damage of a winding mechanism and the reel can be prevented.

In the above testing apparatus for testing vehicle hub impact stress, the hoisting mechanism further comprises a driving screw and a driving nut fixed on the testing frame 70B, two ends of the driving screw are respectively fixedly connected with the torque sensor 64 and the winding drum rotation brake tightening device 72, the driving nut is sleeved on the driving screw and is in threaded transmission connection with the driving screw and the winding drum rotation brake tightening device. In this structure, drive screw and drive nut constitute first screw pair, and the nut is fixed on the bottom plate of test frame, and the screw rod can enough rotate the advancing and also can rotate the backspacing under the ordering about of reel motor like this, at the in-process of reel roll-up chain, avoids the chain to roll up together.

As shown in fig. 19 and 25, in the above-mentioned vehicle hub collision stress testing apparatus, the drum body 93 is sleeved and fixed with the drum rotating brake clasper 72, the testing frame is further provided with the brake clasper for clasping the brake clasper drum 71, the drum motor is an electromagnetic braking three-phase asynchronous motor, the motor can perform electromagnetic braking, and the sequence of the disc encoder when sending the level signal is as follows: firstly, a reel motor 86 is given for braking, a second brake holding device 71 is given for braking, the brake holding device immediately holds the brake holding drum 72, when the transmission shaft is flexibly held, as shown in fig. 23, a third electromagnet of a ratchet pawl 245 is given for energizing, the pawl 238 engages with a ratchet 237, and the braking action of the reel body 93 is completed.

As shown in fig. 21, in the above-mentioned vehicle hub collision stress testing apparatus, the total length of the (F ═ 390) ratchet wheel of the mechanism that rotates and feeds the transmission system is the stroke of four turns of the winding drum plus a margin of 20 mm, (G ═ 250) ratchet wheel is the stroke of three turns of the winding drum plus a margin of 10 mm, (W ═ 630) straight rod is the stroke of four turns of the winding drum plus a margin of 40 mm, (H ═ 340) straight rod is the stroke of three turns of the winding drum plus a margin of 20 mm, (N ═ 480) screw is the total length of four turns of the winding drum plus a margin of 80 mm, (U ═ 460) straight rod is the stroke of four turns of the winding drum plus a margin of 40 mm, (M ═ 260) screw is the stroke of three turns of the winding drum minus a margin of 20 mm, (R ═ 100) straight rod is one turn of the stroke of one turn plus a margin of 20 mm, the length of the straight rod is equal to the stroke of three turns of the winding drum plus 20 mm allowance, (J equal to 1570) the total length of the screw is equal to the stroke of four turns of the winding drum plus the width of the nut plus 160 mm allowance, (K equal to 420) the length of the brake drum is equal to the radial stroke of four turns of the winding drum plus 200 mm allowance.

As shown in fig. 23, in the above-mentioned vehicle hub collision stress testing apparatus, the ratchet wheel 237, the pawl 238, the pawl departing limit stopper 239, the pawl system bracket 240, the tension spring hanging bracket 241, the tension spring hanging bracket 242, the tension spring 243, the pawl rotating shaft 244, the pawl electromagnet 245, the pawl electromagnet bracket 246, the pawl rotating shaft bracket 247, and the pawl electromagnet bracket and pawl rotating shaft bracket coupling plate 248 are arranged.

The bottom of the test rack is fixed with a pawl system support 240, the test equipment further comprises a pawl 238, a ratchet 237, an extension spring 243 and a pawl electromagnet 245, the ratchet is sleeved and fixed on the transmission screw 70, the shaft of the pawl is connected with the pawl system support, the claw tip part of the pawl abuts against the ratchet, the upper end part of the extension spring is connected with the top of the pawl system support through an extension spring upper hanging frame 241 and an extension spring upper hanging frame 242, the lower end part of the extension spring is connected with the middle part of the pawl, the pawl electromagnet is fixed on a pawl rotating shaft support 247, and the pawl electromagnet support is connected with a pawl rotating shaft support connecting plate 248 and is positioned below the middle part of the pawl.

In the structure, the support, the pawl, the ratchet wheel, the extension spring and the pawl electromagnet form a braking mechanism, when the winding drum motor stops and the brake enclasping device immediately enclasping the brake enclasping drum, the pawl is meshed with the ratchet wheel, and the ratchet wheel is connected with the transmission screw rod through a key, so that the ratchet wheel and the pawl form rigid braking, the transmission screw rod is firmly clamped, the winding drum is kept still, the hammer body does not fall down, and rigid collision is avoided during the pawl braking because of the electromagnetic braking of the winding drum motor and the braking of the brake enclasping device, and the mechanism is prevented from being damaged. Thus, the hammer body is braked and does not fall down at a set height, and triple braking is guaranteed.

When the hammer needs to be dropped, the clamping jaw descends to grab the hammer body, firstly, the pawl electromagnet is powered off, the extension spring pulls the pawl, the pawl leaves the ratchet wheel, the brake locking device is loosened, and at the moment, the clamping jaw descends.

In the vehicle hub collision stress testing device, a 239 pawl leaving limit stop is fixed on one side of the bracket, and the outer end part of the limit stop plate extends out of the upper part of the outer end part of the pawl. In this embodiment, the distance of the pawl tip from the ratchet point is twice the height of the ratchet teeth so that the pawl will quickly engage the ratchet when the jaw electromagnet is engaged, which height can be defined by 239 the installed position of the pawl from the limit stop.

As shown in fig. 38, the chain 1 is mounted at a position 115 where the chain end is mounted on the drum by a screw 116 and a chain joint bent rule base 117, which are mounted on the drum at the chain end.

As shown in fig. 1, the chain 1 passes through the lower end sprocket system 20 and the upper end sprocket system 2, and the other end of the chain after twice turning is connected with the clamping jaw 8.

In the above vehicle hub collision stress testing device, the upper chain wheel system 2 and the lower chain wheel system 20 are respectively and rotatably connected to the upper top plate 5 and the bottom of the inner and outer columns of the testing frame, as shown in fig. 25, the drum motor 86 drives the drum body 93 to rotate clockwise, the chain is wound on the drum, and at this time, the chain lifts the clamping jaws to a set height; and the spool body 93 rotates counterclockwise and the chain is disengaged from the spool and the chain is lowered.

As shown in fig. 2, in the above vehicle hub impact stress testing apparatus, the testing apparatus further includes a pin lifting mechanism, the pin lifting mechanism includes a pin lifting adjusting screw 27, a lower end portion of the adjusting screw is connected to a pin lifting adjusting ac servo motor 44 through a coupler 43A, an upper portion of the pin lifting adjusting screw is in threaded connection with a pin lifting adjusting screw nut 33, a top portion of the pin lifting adjusting screw nut is fixed to a split four-bolt positive sliding bearing seat bottom plate 31, the bottom plate is provided with a split four-bolt positive sliding bearing seat bottom plate mounting bracket 32, and a ball guide sleeve 30 is mounted in the bracket, and the ball guide sleeve and the split four-bolt positive sliding bearing seat bottom plate lifting guide column 29 form a rolling kinematic pair.

The bolt lifting adjusting screw 27 and the bolt lifting adjusting screw nut 33 form a screw pair, the servo motor drives the adjusting screw to rotate, the adjusting screw enables the bolt lifting adjusting screw nut to rotate to ascend or rotate to descend, the bolt lifting adjusting screw nut drives the bottom plate to ascend or descend, the structure can preset the height of the bolt according to the possible bouncing height of the hammer body, so that the bolt can be inserted into the bottom of the hammer body at the fastest speed, when the hammer body is located at the highest position, the bolt can be as close to the bottom of the hammer body as possible, after the hammer body falls behind and touches the bolt, the impact force received by the bolt is minimum, so that the hammer body can be more easily blocked to descend, and the bolt can be well prevented from being damaged.

In foretell vehicle wheel hub bumps stress test equipment, test equipment still includes 31 and is fixed with four and embraces the electro-magnet on the positive sliding bearing seat bottom plate of open four-bolt, each electro-magnet is located 29 one side of the positive sliding bearing seat bottom plate lift of open four-bolt that corresponds respectively and leads the post, the opposite side sliding connection of each leading the post has 54 to embrace armature, when 55 bolt armful electro-magnets circular telegrams, it can hold tightly armature and hold, the two holds tightly with the leading post that corresponds, when the bolt was strikeed to the hammer block, this structure can be relatively flexible hold tightly lead the post, be favorable to alleviateing the rigid collision to 27 bolt lift adjusting screw, make the bolt have better effect of blockking to the hammer block.

As shown in fig. 4, when the hammer body impacts the wheel hub tire, the hammer body may be bounced higher to reach or exceed the original height of the tire, and in the structure, when the push-pull bolt electromagnet 50 is powered off, the push-pull bolt compression spring 48 is released to extend, so that the bolt is retracted; when the push-pull bolt electromagnet 50 is electrified, the push-pull bolt compression spring 48 is compressed to eject the bolt, the impact force of the hammer body on the outer end part of the bolt is transmitted to the bolt lifting adjusting screw 27, the hammer body can be stopped from falling at the moment, and the structure can prevent the hammer body from carrying out secondary collision on the hub tire.

When the hub tire is collided by the drop hammer, the drop hammer conditions are approximately controlled;

as shown in fig. 4, when the drop hammer enters the drop procedure, the first action is to cut off the power of the push-pull bolt electromagnet 50, the push-pull bolt compression spring 48 is acted, the bolt 52 is retracted, the bolt is guided by three split four-bolt positive sliding bearing seats 51 to ensure that the bolt bears the impact force generated by the drop hammer body and is not broken, and in total, four bolts are provided, twelve split four-bolt positive sliding bearing seats 51 are used for guiding to ensure that the hammer body is clamped and the bolt is not turned over by the impact force generated by the drop hammer body. The split four-bolt positive slide bearing holder 51 is mounted on the bottom plate of the split four-bolt positive slide bearing holder 47, as shown in fig. 2, the bottom plate is mounted on a split four-bolt positive slide bearing holder bottom plate mounting bracket 32, the bracket and the bottom plate mount a ball guide sleeve 30, the ball guide sleeve guides the split four-bolt positive slide bearing holder bottom plate lifting guide post 29, the bottom plate and the bracket are further connected with a bolt lifting adjusting screw nut 33, the nut and the bolt lifting adjusting screw 33 form a screw pair, the screw rotates, the nut rises and falls, and the bottom plate and the bracket rise and fall immediately. The jaw electromagnet 139 is de-energized, the jaws are released, the hammer body falls, and there are three conditions at this time:

1. when the rigidity of the wheel hub is enough and the drop hammer impacts the wheel hub tire, the drop hammer is bounced to be higher and reaches or exceeds the original height of the tire;

2. when the rigidity of the hub is not enough, and the drop hammer impacts the tire, the hammer body is not bounced to reach or exceed the original height of the tire;

3. when the rigidity of the wheel hub is poor, the wheel hub is directly smashed when the drop hammer impacts the tire, and the hammer body directly falls down;

for the three cases, the position matching and the action matching of the photoelectric sensor and the bolt are discussed;

as shown in fig. 1, the photoelectric sensor 18 is mounted on a frame 10 for mounting the photoelectric sensor, and is mounted at a position slightly higher than 3 to 10 mm from the upper part of a tire or a detected object to be dropped, so that the light emitted by the photoelectric sensor is shielded at the high position of the drop, the photoelectric sensor is started first, a time difference (blocking response time) exists when the photoelectric sensor is started, and the time difference enables an electromagnet of a plug to start when the drop hammer hits the tire, and the time difference exists, so that the front fork of the plug is inserted into the bottom of the drop hammer, and the head of the plug has an arc which is easy to insert into the bottom of the drop hammer.

In the first case, the drop hammer bounces, the shading part with the height replaced by the drop hammer is completely removed, the photoelectric sensor is closed without shading, the plug pin is inserted into the bottom of the drop hammer, and the insertion depth is larger than the radius of the round through head of the plug pin, so that secondary collision is prevented.

In the second case, the drop weight does not bounce, so that the bolt is not functional and does not have to prevent a secondary impact.

In the third case, too, it is not necessary to prevent the secondary collision.

The diameters of the different tires have a difference, so that eight photoelectric sensors (12 inches, 14 inches, 16 inches, 18 inches, 20 inches, 22 inches, 24 inches and 26 inches) are installed, and assuming that the diameter of the hub plus 60 millimeters is the maximum diameter of the tire, the installation positions of the photoelectric sensors are required to be suitable for the tires with the hubs of different diameters and different heights, and when the hubs of specific sizes are tested, the rest of the photoelectric sensors are stopped.

Referring to fig. 9, the bolt is inserted into the bottom of the hammer body, i.e., the standard and adjustable linear guide rail pairs.

According to the hub with different sizes, before the hub is collided and tested, the accurate radius (half diameter) of the hub tire is measured, the data is input to a disc encoder arranged in a 44 bolt lifting adjusting servo alternating current motor, the disc encoder sends a rotating circle number signal to the 44 servo motor, the servo motor adjusts the diameter upper part of a bolt rod to a position slightly higher than 2mm to 3mm of the upper part of a collision surface of the hub tire, and therefore when the hammer body bounces after colliding with the hub tire, the time for the bolt to ascend to the bottom of the hammer body is relatively fast. The zero position of the disc encoder is set on the center axis of the hub axle.

The reaction time of the photoelectric sensor is 0.1 second, the revolution of the servo motor is 3000 revolutions per second, and the following steps are provided: 1. the time of jumping to falling after the collision of the hammer body is 1 second, and the screw pitch of the bolt lifting adjusting screw 27 and the bolt lifting adjusting screw nut 33 is 3 millimeters, then:

1-0.1 ═ 0.9 (sec)

0.9 × 3000 ═ 2700 (turn)

2700 x 3 ═ 8100 (mm)

Conclusion 1: the height of the lifting adjusting screw 27 which can be lifted or lowered within 1 second is 8100 mm, and the reaction time margin of the servo motor is large.

2. For example, when the time from the jump to the fall of the hammer body after the collision is 0.2 seconds:

0.2-0.1 ═ 0.1 (sec)

0.1 × 3000 ═ 300 (turn)

300 x 3 ═ 900 (mm)

Conclusion 2: the height at which the pin-lifting adjusting screw 27 can be raised or lowered within 0.2 second is 900 mm, and the response time of the servo motor is sufficient.

3. Solving the following steps: if the height of the bolt lifting adjusting screw 27 is enough to be 150 mm, the time for the hammer to fall after being lifted after collision is equal to?

Setting: the time from the bounce to the fall of the hammer body after the collision is equal to x

Solution: x-0.1 is equal to the working time of the servo motor left after the photoelectric sensor reacts

(x-0.1) × 3000 equal to the number of revolutions of the shaft during operation of the servomotor

(x-0.1) × 3000 × 3 ═ 150 (mm)

X is 0.1167 seconds

Conclusion 3, when the rising height of the bolt lifting adjusting screw 27 is 150 mm, the time from the jumping to the falling of the hammer body after the collision is equal to 0.1167 second.

That is to say: when the time from the jump to the fall of the hammer body after the collision is 0.1167 second, the height of the bolt lifting adjusting screw 27 can reach 150 mm.

And (4) conclusion: the response speed of this servomotor is sufficient.

When the photoelectric sensor is arranged at a position 3-10 mm higher than the tire (the distance is determined according to the type of the photoelectric sensor), the light is turned off at ordinary times, (light is ON), the bolt holding electromagnet 55 does not work, the bolt 52 does not work, the hammer body is lifted to a set height, then the clamping jaws are loosened, the hammer body falls freely, the distance from the bottom of the hammer body to the top surface of the tire is set as H1, the photoelectric sensor is arranged at a position 3-10 mm higher than the tire (the light limit position at the lower part of the light beam of the photoelectric sensor is 3-10 mm higher than the light limit position), the light source is intercepted, the light source is reflected, the time when the falling hammer falls 3-10 mm and touches the tire is T1, the time when the hammer body bounces upwards after impacting the tire is T2, the light source returns to light (light is ON), the time of the T1+ T2 is added to be set, at this time, when T1 occurs, as shown in fig. 2, a signal is given to the latch lifting adjustment ac servomotor 44, at this time, the latch lifting adjustment screw 33 rotates, the latch lifting adjustment nut 33 moves up and down, and at this time, it rises, as shown in fig. 4, the split four-bolt forward sliding bearing housing bottom plate 47 coupled thereto lifts the latch assembly up, until T1+ T2 is inserted into the bottom of the hammer body, before the latch is inserted into the bottom of the hammer body (short instant), the latch clasping electromagnet 55 receives a power-on signal, the armature 54 is attracted by the latch clasping electromagnet 55, as shown in fig. 1, clasping the split four-bolt forward sliding bearing housing bottom plate lifting guide post 29, which should not be greasy, at this time, the electromagnet clasping guide post is only a relatively rigid clasping post, because the height of the hammer body that will be rebounded is not known in advance, and if it is high, the impact force of the hammer body will be transmitted to the latch lifting adjustment screw 27 by a large impact on the latch, the distance of bolt and electro-magnet is fixed, hold tightly and go on earlier, follow the bolt and insert the hammer block bottom, this is gone on immediately, it is the integration to hold tightly and the bolt is blocked, it sets up to the dual fail-safe, be unlikely to the rigid collision of hammer to the bolt, because bolt lift adjusting screw 27 is relative more rigid, at this moment, the hammer block will collide a bit to the bolt, the electro-magnet is held tightly, the bolt inserts, the quilt that has alleviateed bolt lift adjusting screw 27 is strikeed, this is held tightly and is inserted and bolt lift adjusting screw 27 forms three insurances together, the hammer block is blocked this moment, the secondary that the hammer block was to wheel hub has been prevented and has collided.

The AC servo motor 44 is installed on a bolt lifting adjusting AC servo motor annular bracket 45 which is connected with the upper bottom plate 42, the AC servo motor can only rotate but can not move up and down, so that the bolt lifting nut 33 moves up and down, the nut is connected with the split four-bolt positive sliding bearing seat bottom plate 31, so that the whole bolt assembly is driven to move up and down, and the AC servo motor is provided with a brake and a disc encoder, so that the lifting height can be accurately positioned and controlled.

As shown in fig. 5 and fig. 25, in this embodiment, after the hammer body is dropped and impacts the hub, the jaw lowering button can be pressed, the reel motor is started to perform jaw lowering operation, the jaws are lowered, when the jaw travel switches 126 mounted on the jaws touch the upper plane of the hammer body, the reel motor 86 is stopped, the upper portions of the jaws are stopped at a position 2mm away from the lower portion of the handle of the hammer body, at this time, the jaw electromagnets are powered off, the jaws are "engaged", and after the engagement action is completed, the latch holding electromagnet 55 is powered off and released, the push-pull latch electromagnet 50 is powered off and released, the latch 52 is retracted, the reel motor 86 rotates clockwise, the hammer body is lifted and stops at a set height, the height is set by the reel front end disc encoder 99, when the set height is reached, the reel motor 86 stops and brakes, and the reel rotation braking clasper 71 acts, the drum is tightly held, the drum rotating brake tightly holding drum 72 is tightly held, and the drum is braked, so that the double-insurance safety function that the hammer body does not fall is realized.

In the above-described apparatus for testing impact stress on a vehicle hub as shown in fig. 41, the clamping jaw 118 is coupled to the chain at the upper portion of the chain coupling head, and the lower portion is coupled to the clamping jaw outer plate 120, which is coupled to the clamping jaw inner plate 121 via the clamping jaw front end coupling shaft 124, the outer plate is stationary, and tapered roller bearings 133 are mounted on both inner plates, so that the inner plate rotates around the clamping jaw inner and outer plate coupling shaft rotation shaft 122, the upper part of the inner side plate is provided with a clamping jaw inner side plate rotation blocking pin shaft 129 which is blocked in a clamping jaw inner side plate rotation blocking seat 128 at the inner side of the outer side plate, the pin shaft rotates around a rotating shaft in the seat, thus the strength of the inner side plate is enhanced, because the axis of rotation is above the midpoint of the jaw inner side plates 122, and thus the center of gravity of the jaws is below the axis of rotation, the jaws do not tip over, but remain in a position with the jaw body bottom down.

The jaws 8 are moved downward, when the jaws are lowered to the point where the contacts of the jaw travel switches 126 touch the upper plane of the hammer body, the upper part of the jaw body of the jaws is located 2mm below the handle (fig. 41) of the hammer body, (fig. 44) the jaw travel switches 126 send a signal to the reel motor 86, the reel motor stops rotating immediately, the jaws stop lowering, (fig. 46) the jaw release electromagnet 139 is de-energized and released, the upper end compression spring 136 of the jaws acts, the front ends of the jaws are closed, the hammer body handle is clamped, the reel motor starts immediately, and the hammer body rises upward.

As shown in fig. 42, 46 and 41, in this embodiment, the power-off electromagnet Q sucks upward, and the jaw clamping strip T moves downward under the action of the compression spring E to clamp the upper ends of the electromagnet bottom plates 131 of the left arm 140 and the right arm 142 of the jaw body, so that the jaws lock the handle of the hammer body when gripping the hammer body, and the hammer body cannot fall down due to the fact that the jaws are not firmly gripped due to gravity.

As shown in FIG. 76, in one of the above-described vehicle hub impact stress testing apparatus, hub-mount bracket left 190, hub 191, hub-mount bracket right 192, hub-mount clamping head set 193, hub-mount clamping arm 194, hub-mount pivot axis 195, self-adjusting strut knuckle bearing JK series 196, bolt 197, self-adjusting strut knuckle bearing JK series and hub-mount clamping arm pivot center 198, self-adjusting strut knuckle bearing JK series 199, low profile cylinder 200, V-track left 201, square track left 202, travel switch left 203, hub-mount upper bearing plate 204, travel switch right 205, square track right 206, hub-mount table lower bearing plate 207, V-track right 208, V-track and upper hook plate linkage 209.

The bottom of test rack is fixed with two concave V type guide rail left 201 that parallel, concave V type guide rail right 208, has all seted up the V-arrangement recess on each guide rail, the bottom of wheel hub mounting bracket is fixed with wheel hub installation upper carrier plate 204, wheel hub installation upper carrier plate slidable mounting be in on the V type guide rail, the bottom of wheel hub installation upper carrier plate has two protruding V type guide rails, and unsmooth the matching, concave V type guide rail left 201, there is a little step in the outside of concave V type guide rail right 208, and V type guide rail and upper carrier plate collude link plate 209 have been installed in the outside of wheel hub installation upper carrier plate 204, and this board and concave V type guide rail left 201, concave V type guide rail right 208 are gapped so as to do benefit to the operation, and just be unlikely to shift under the effect of offeing and topple, wheel hub installation upper carrier plate 207 under the wheel hub installation platform has been installed to the bottom of.

In the above-mentioned one vehicle hub impact stress test apparatus, the test apparatus further comprises a clamping mechanism comprising a hub-mount clamping head set 193, a hub-mount clamping arm 194, a hub-mount bearing point rotation axis 195, a self-adjusting slide knuckle bearing JK series 196, a bolt 197, a self-adjusting slide knuckle bearing JK series and hub-mount clamping arm rotation center 198, a self-adjusting slide knuckle bearing JK series 199, a slim cylinder 200, the hub-mount clamping head set 193 being mounted on the hub-mount clamping arm 194 with its lever bearing point on the hub-mount bearing point rotation axis 195, the lower supports of the bearing points being the self-adjusting slide knuckle bearing JK series 196 and the bolt 197, the power point of the clamping arm being in the self-adjusting slide knuckle bearing JK series and hub-mount clamping arm rotation center 198 supported as the self-adjusting slide knuckle bearing JK series 199, the power source is a thin cylinder 200, air intake of the thin cylinder is clamping action, and air exhaust of the thin cylinder is releasing action.

In the above vehicle hub collision stress testing device, the two clamping mechanisms are respectively located at two sides of the hub mounting frame. Two clamping mechanism can carry out better clamp to the wheel hub mounting bracket, make wheel hub mounting bracket atress balanced, prevent that the wheel hub mounting bracket from inclining.

As shown in fig. 51, in the above vehicle hub collision stress testing apparatus, the hammer body includes a hammer body holder 143, a hammer body holder 144, a hammer body 145, a hammer body-to-auxiliary beam coupling screw 146, a hammer body-to-auxiliary beam coupling plate 147, a hammer body-to-auxiliary beam 148, a hammer body-to-inner post rolling pulley 149, a hammer body-to-inner post rolling pulley shaft 150, a hammer body-to-auxiliary beam 151, and a light shielding plate 152 as shown in fig. 54.

The hammer body and auxiliary beam connecting plate 147, the hammer body auxiliary longitudinal beam 148 and the hammer body auxiliary cross beam 151 are connected with the hammer body main body 145 through the hammer body and auxiliary beam connecting screw 146, the hammer body and the inner column rolling pulley 149 are connected with the hammer body auxiliary cross beam through the hammer body and inner column rolling pulley shaft 150, the hammer body lifting handle seat 143 is connected with the hammer body main body through a bolt, and the hammer body lifting handle 144 is connected with the hammer body lifting handle seat, so that the lifting handle can lift the hammer body.

The shutter plate 152 is coupled to the hammer body 145.

In the above-mentioned vehicle hub crash stress testing apparatus, the bottom of the testing frame is provided with a shield door (iron plate) 158, a wire mesh 159, and a shield frame 160.

And the top of the protective cover is provided with a skylight for the hammer body to pass through. When the door of protection casing is opened, the main power supply disconnection, only when relevant the last door, the power is the switch-on, has prevented that the accidental injury from the personal safety of the people who works in the protection net, and the protection casing is the material and is the steel sheet, and there is a skylight on the upper portion of protection casing to hoist and mount the hammer block.

In foretell vehicle wheel hub bumps stress test equipment, the protection casing includes the steel sheet door, be provided with the wire net on the steel sheet door, be provided with switch on the steel sheet door, power disconnection when opening the door, power connects when closing the door to ensure to get into the personal safety of the personnel of work or maintenance in the safety guard.

As shown in fig. 25, 19 and 23, in this embodiment, the drum motor 86 is activated immediately, the hammer body is lifted upwards, so that the jaw body is safely lifted when clamping the hammer body, the height of the lifted hammer body is set according to the physical quantity of the hub to be collided, the height is converted into the number of rotation turns of the disc encoder 99, the disc encoder gives a level signal to the drum motor 86 to stop lifting the hammer body at the set height, the drum motor is an electromagnetic braking three-phase asynchronous motor, the motor performs electromagnetic braking, a signal is given to the drum rotating brake clasping unit 71, the brake clasping unit clasps the drum rotating brake clasping unit 72 immediately, when the motor and the brake are activated, the motor and the brake are flexible braking in nature, and the pawl 238 engages with the ratchet 237, the ratchet shaft is in turn coupled with the drive screw 70 by a key, therefore, the ratchet wheel and the pawl form rigid braking, the hammer body is firmly clamped and cannot fall down, and the mechanism is not damaged because of rigid collision when the pawl brakes due to the electromagnetic braking of the motor and the braking of the brake. Thus, the hammer body can be braked at a set height without falling, and triple braking is guaranteed.

As shown in fig. 42, in this embodiment, before the hammer body is ready to be released, the holding jaw clamping strip Q is first powered up to attract the electromagnet, the electromagnet attracts, the T holding jaw clamping strip is then pulled out of the upper end of the electromagnet bottom plate 131, at this time, the electromagnet 139 is powered up to attract again, and the hammer body falls down.

In the present embodiment, as shown in fig. 38, the zero point of the disc encoder is located between the chain fixing point and the winding drum for a quarter of a turn, and the height is converted into the number of turns of the rotation, and the number of the turns can be measured to determine the height.

H＝Х×Φ×π

piper-f number

As shown in fig. 1 and 77, in the present embodiment, the hub mounting bracket 14 runs on four tracks, wherein two

square guide rails

202 and 206, two V-shaped

guide rails

201 and 208, which can be guided and positioned, can receive the impact force from the impact of the upper hammer body to the hub, and the four guide rails are installed with a V-shaped guide rail and a deck plate hooking plate 209, and are installed in bilateral symmetry, in order to prevent the hub from tilting.

As shown in fig. 52, in the present embodiment, the hammer structure is composed of: the top view of the hammer body is that a hammer body handle seat 143 and a hammer body handle 144 are installed on the hammer body 145, and in order to install eight hammer bodies and eight inner column rolling pulleys 149, a hammer body and auxiliary beam connecting screw 146, a hammer body and auxiliary beam connecting plate 147, a hammer body auxiliary longitudinal beam 148, a hammer body and inner column rolling pulley 149, a hammer body and inner column rolling pulley shaft 150 and a hammer body auxiliary transverse beam 151 are installed.

In the embodiment, as shown in fig. 1 and 52, the hammer body moves up and down under the guidance of the inner column 4 under the lifting traction of the clamping jaws, and cannot fall off, so that the upper plane of the hammer body can be kept in a vertical state (horizontal state) with the inner column after the hammer body impacts the hub.

As shown in fig. 73, 74, 75, 76 and 77, in this embodiment, the hub mounting pneumatic clamping assembly is provided with a double acting thin cylinder 210 which moves up and down by the intake and exhaust air, and a self adjusting rod end knuckle bearing 199 is attached to the upper portion of the thin cylinder and is connected to a hub mounting clamping arm 194, the power rotation center of the hub mounting clamping arm is the power point of the clamping arm, the clamping arm rotates around a hub mounting central rotation axis 198, and the head of the hub mounting clamping bolt clamps and loosens the hub mounting platform.

As shown in fig. 1 and 2, in the present embodiment, the frame structure of the hub and tire impact testing apparatus is as follows: the frame is provided with four upright posts 8, the inner upright post and the outer upright post are respectively provided with four inner upright posts, the inner upright post is connected with an upper top plate 5 of the inner upright post and an upper top plate 5 of the outer upright post through a locking nut 3 at the upper end of the inner upright post and is connected with an upper bottom plate 42 through a locking nut, the outer upright post is also connected with an upper top plate 6 through a locking nut and is connected with the upper bottom plate 42, the lower ends of the four outer upright posts are provided with four outer upright post lower end large wrapping frames 12 which are used as injection feet to play a role in stabilizing the outer upright post, an equipment frame 16 can be seen in figures 70, 71 and 72, and an I-shaped steel cross beam 189 is added for.

As shown in fig. 25, in the present embodiment, the drum motor 86 outputs power to the drum reducer 87, the reducer output shaft is coupled to the torque sensor 64 through the reducer and torque sensor coupling 63, the torque sensor is coupled to the drive screw 70 through the torque sensor and drive screw coupling 65, the drive screw forms a screw pair together with the nut 66, and the nut is fixed to the base plate so that the screw rotates again by the motor and moves forward and backward.

As shown in fig. 1, 19 and 25, in this embodiment, for the purpose of balancing the forces applied to the drive screw 70, a driveline retarder motor counterweight 88 is intentionally mounted to the base plate on which the reel motor 86 and the reel retarder 87 are mounted, thus balancing the forces applied to the drive screw 70. When the transmission screw rotates to advance and retreat, the winding drum motor and the winding drum speed reducer are also driven to advance and retreat together, because the motor and the speed reducer are arranged on an upper bottom plate 23 of the motor speed reducer, and the bottom plate is arranged on two rolling linear guide rail pairs 24 with equal load in four directions and moves along the guide rails.

The drum rotating brake drum 72 travels a length equal to the number of turns of the chain pin length wound around the drum plus the spacing distance and equal to the length traveled by the drive screw 70.

The rear end of the roll is provided with a roll rear end support beam 90, both ends of the beam are respectively provided with a pair of roll holding operation track shafts 80, an outer roll holding operation track bearing cover plate 81, an outer roll holding operation track bearing ring 82, a roll holding operation track bearing 83 and an inner roll holding operation track bearing cover plate 84, the two pairs of bearings are held and operated on a roll holding operation guide rail 78, the roll holding operation track shafts 80 of the bearings are arranged on a roll holding operation guide rail bearing support 85 which is connected with the roll rear end support beam 90, and the beam is connected with the roll shafts through roll rear end support beam bearings 91, so that the rear part of the roll is supported.

The front end of the winding drum is provided with a winding drum front supporting beam 102, two pairs of winding drum clamping operation track shafts 80 are respectively arranged at the two ends of the beam, an outer cover plate 81 of a winding drum clamping operation track bearing, an outer ring 82 of the winding drum clamping operation track bearing, an 83 of the winding drum clamping operation track bearing and an inner cover plate 84 of the winding drum clamping operation track bearing are also clamped on a winding drum clamping operation guide rail 78 to operate, and one end of the beam is connected with the winding drum front end shaft through a pair of conical roller bearings 95 of the winding drum front supporting beam to bear the front part of the winding drum.

As shown in fig. 30, in the present embodiment, in order to resist the roll force generated by the roll take-up chain, two roll-motion roll-preventing bearing holders 74, a roll-motion roll-preventing shaft 75, and a roll-motion roll-preventing bearing 76 are installed on one side to prevent the roll of the roll.

As shown in fig. 25, in the present embodiment, a front end cap 100 of the spool is mounted on a front support beam of the spool, a disc encoder 99 is mounted on the cap, an input shaft of the encoder is connected to a front end shaft of the spool via a disc encoder and a spool front end shaft coupling 98 and a disc encoder and spool front end shaft coupling 97, so that the disc encoder moves forward and backward with the spool without rotating and forms slip with the rotation of the spool, and the number of rotations of the spool can be measured; a front end travel switch 101 and a front end travel switch 103 are installed at the front end of the winding drum, and the contact of the travel switches is positioned 2mm before the forward running limit position of the front beam and rear beam connecting plate 77 of the winding drum so as to leave a little margin and ensure the safety of the travel; a rear end travel switch 89 is mounted at the rear end of the drum, and the contact is also mounted 2mm behind the limit position to leave a little margin and ensure travel safety.

As shown in fig. 19, in the present embodiment, the driving screw sliding seat 69 plays a role of lifting the driving screw 70, the driving screw can rotate and slide forward and backward in the sliding seat, in order to increase the stability of the nut seat 66 and the driving screw sliding seat, a connecting plate of the nut seat and the screw sliding seat 68 is additionally arranged, and is fastened and connected by the bolt 67; function of the torque sensor 64:

the torque sensor 64 is mounted between the drum reducer 87 and the drive screw 70.

The motor is started in a planetary triangle mode, the motor is started in a star shape when being started, and the motor is converted into a triangle mode to run after being started, so that the starting torque is small, and the torque value of the torque sensor is set to be slightly larger than the torque generated when the heavy hammer is lifted by the winding drum; in principle, the set value of the torque sensor can be set to be 2 times (depending on the output revolution of the speed reducer, the fast point of the revolution is the fast point of the rising speed of the hammer body, and the large point of the torque value) or so as to obtain the maximum weight value of the hammer body.

Thus, the relationship between the speed of the speed reducer and the torque can be calculated.

When the chain is deviated or other mechanical faults cause the torque of the winding drum to increase beyond the designed strength and damage the mechanism, the torque sensor gives a level signal to the winding drum motor 86, and the motor stops rotating, so that the safety of the whole mechanism is protected and the damage is prevented.

An overload protection circuit is also provided in the motor circuit when the torque sensor 64 is not active. The protection torque value of the torque sensor 64 may be smaller than the overload torque value of the overload protection circuit.

As shown in fig. 38, in this embodiment, the chain is mounted on the drum at 115, in order to receive the pulling force of the hammer, 6 screws 116 are specially used, which are mounted on the drum at the chain ends, a recess is made on the drum body to achieve the effect of the cross section "W-W", and in consideration of the strength of the joint, the chain is mounted on the drum at 116, and the chain joint curved ruler base 117 is adapted to the circular curved surface of the drum.

As shown in fig. 69, in this embodiment, an upper end sprocket system is coupled to the inner and outer post upper top plates 174, and dual sprockets are provided for mechanical considerations.

As shown in fig. 11 and 14, in the present embodiment, for the safety of chain lifting, a travel switch right 59, a lifting limit travel switch 60, a lowering limit travel switch 61, a left 56 for preventing the clamping jaw from striking an upper limit stopper when the clamping jaw is lifted, and a right 57 for preventing the clamping jaw from striking an upper limit stopper when the clamping jaw is lifted are provided, and the positions are positions where the hammer body is lifted to the upper limit of the device; for the safety of the chain descent, a descent limit travel switch 61, a descent limit stop 62, is provided, this position being the position in which the hammer block descends to the lower limit of the apparatus.

In this embodiment, as shown in fig. 2, a sprocket system 20 is mounted on the upper base plate 42 to change the guide chain from horizontal travel to vertical travel.

As shown in fig. 1 and 80, in this embodiment, the hub mounting frame rear end traction motor 222 is started to pull the hub mounting frame 14 to the external mounting and dismounting position, and at this time, the mounting table is stopped by touching 216 the rear end travel switch, and the collided hub tire is dismounted, and a new hub tire to be tested is mounted.

As shown in fig. 3 and 72, in this embodiment, it is a frame diagram, and an i-beam 189 is installed at the lower part of the upper bottom plate 42 to enhance the rigidity of the bottom plate and to receive the downward impact force of the drop hammer.

As shown in fig. 57, in the present embodiment, the external safety protection cover: the photo sensor frame, in this embodiment, the photo sensor mounting bracket 152, this frame is installed on the upper base plate 42, the photo sensor 154 is installed on the frame and is 3 to 10 mm away from the upper portion of the wheel hub tire replacement height (the light limit distance of the lower light beam of the photo sensor replaces 3 to 10 mm) and the light blocking plate 155 is installed on the upper plane of the hammer body, the blocking plate surface is 8 mm away from the photo sensor plane and the top of the light blocking plate is 3 to 10 mm away from the lowest light beam portion, when testing tires with different sizes, in order to adapt to different diameters, the light blocking plates with different sizes are replaced (quick change structure), and the condition that the top of the light blocking plate is 3 to 10 mm away from the lowest light beam portion is maintained.

As shown in fig. 52, 54 and 59, in the present embodiment, the light shielding plate 155(152) is mounted on the hammer body 145, the distance from the end face of the photosensor 154 mounted on the photosensor mounting bracket 153 is controlled to be 8 mm, and the top of the light shielding plate 155(152) is the center of the beam of the photosensor at the top 5 mm contacting the hub.

The photosensor receiver 156 is mounted on a photosensor receiver mount 157 in a position corresponding to the photosensor 154.

As shown in fig. 58, in this embodiment, the steel plate door 158 and the steel wire mesh 159 are convenient for access, observation and maintenance, the door is a front protection part, when the door is opened, the main power supply is off, and only when the door is opened, the power supply is on, so that personal safety of people working in the protection net is prevented from being hurt by mistake, the steel plate is used as the material, the upper part of the steel plate is provided with a skylight for hoisting the hammer body, the frame is composed of angle steel and is a pentahedron, and the bottom surface of the steel plate is connected with the lower floor.

As shown in fig. 76, in the present embodiment, a top view of the hub mounting bracket pneumatic clamping device, a hub mounting platform positioning stop 210, a V-shaped guide screw 211, a V-shaped guide elastic positioning pin 212, and a retaining thin cylinder 213; the hub mount stop in place 210 acts to stop and limit the position of the hub mount.

The V-shaped guide rail screw 211 and the V-shaped guide rail elastic positioning pin 212 play roles in positioning and fastening the V-shaped guide rail.

The backstop thin cylinder 213 serves to stop and limit the position of the hub mounting table.

As shown in fig. 38, in the present embodiment, the oil nozzle: for lubrication of bearings and the like, oil nozzles 236 are installed, and oil nozzles are installed at all bearings.

As shown in fig. 21, the top view of the state of the transmission system drum rotating once in this embodiment shows the length of the whole transmission system and the positional relationship of the components.

Impact on the test object:

various objects to be tested can be tested only by manufacturing the workbench by the objects to be tested, for example, the function of the bolt can be stopped without the test of bolt action.

In summary, the invention has the following advantages:

1. the vehicle hub collision stress test equipment can simulate the real collision condition of a hub to test the collision stress of the hub.

2. This vehicle wheel hub collides pawl, ratchet, extension spring and the pawl electro-magnet of stress test equipment and constitutes arrestment mechanism, and this mechanism can avoid damaging test equipment to the secondary of wheel hub.

3. This vehicle wheel hub collides bolt elevating system of stress test equipment can prevent that the hammer block from colliding the secondary that the wheel hub tire goes on.

4. The brake tightening device of the vehicle hub collision stress testing device can tightly hold the brake tightening drum, and flexible braking of the winding mechanism is realized.

5. The chain winding mechanism of the vehicle hub collision stress testing device realizes non-overlapping winding and unwinding.

6. The chain winding drum of the vehicle hub collision stress testing device realizes the purposes of winding under clamping and moving back and forth.

7. This vehicle wheel hub bumps stress test equipment clamping jaw has realized controllably snatching and has released the hammer block.

8. This vehicle wheel hub bumps stress test equipment has realized the even running of reel under the centre gripping.

9. The vehicle hub collision stress testing equipment realizes that the lifting height of the hammer body is positioned by the disc encoder.

10. The vehicle hub collision stress testing device realizes the limit standard of controlling the hoisting force by the torque sensor so as to protect the safety of the hoisting mechanism from being damaged by excessive hoisting force.

11. The vehicle hub collision stress testing equipment realizes the action that the photoelectric sensor sends out level signals to insert the bolt into the bottom of the hammer body after measuring the bounce height of the hammer body.

12. The vehicle hub collision stress test equipment realizes the forward and backward movement of the hub mounting rack drawn by the drawing mechanism.

13. The vehicle hub collision stress testing device realizes synchronous forward and backward movement of a power system of the chain hoisting mechanism and the hoisting mechanism.

The above-mentioned embodiments only express several embodiments of the present invention, and the description thereof is more specific and detailed, but not construed as limiting the scope of the present invention. It should be noted that, for a person skilled in the art, several variations and modifications can be made without departing from the inventive concept, which falls within the scope of the present invention. Therefore, the protection scope of the present patent shall be subject to the appended claims.

Claims

1. The vehicle hub collision stress testing device is characterized by comprising a testing rack, a chain wheel system, a hub mounting rack, a hammer body, a clamping jaw system for clamping or loosening the hammer body, a transmission system for enabling the clamping jaw system to ascend or descend and a secondary collision prevention system, wherein the hub mounting rack is arranged on the testing rack, the chain is connected with the transmission system through the chain wheel system, and the hammer body is connected with the chain;

the secondary collision prevention system comprises a push-pull bolt electromagnet and a bolt driven by the push-pull bolt electromagnet to be inserted into the bottom of the hammer body;

the test equipment also comprises a bolt lifting mechanism;

the bolt lifting mechanism comprises a bolt lifting adjusting screw rod, the lower end part of the bolt lifting adjusting screw rod is connected with a bolt lifting adjusting alternating current servo motor through a coupler, the upper part of the bolt lifting adjusting screw rod is in threaded connection with a bolt lifting adjusting screw nut, the top part of the bolt lifting adjusting screw nut is fixed on a split four-bolt positive sliding bearing seat bottom plate, the split four-bolt positive sliding bearing seat bottom plate (31) is installed above a split four-bolt positive sliding bearing seat bottom plate installation bracket (32), a ball guide sleeve is installed in the split four-bolt positive sliding bearing seat bottom plate installation bracket, and the ball guide sleeve and a split four-bolt positive sliding bearing seat bottom plate lifting guide column form a rolling motion pair;

the test equipment further comprises four bolts tightly holding electromagnets fixed on the split four-bolt positive sliding bearing seat bottom plate, each bolt tightly holding electromagnet is respectively located at one side of the corresponding split four-bolt positive sliding bearing seat bottom plate lifting guide post, the other side of each guide post is slidably connected with a tightly holding armature, when the bolts tightly holding electromagnets are switched on, the bolts tightly holding electromagnets can hold the tightly holding armatures, the two guide posts correspondingly tightly hold the bolts, and the rigid collision of the plug pin lifting adjusting screw is favorably reduced.

2. The vehicle hub impact stress testing device according to claim 1, wherein the transmission system comprises a winding drum (93), a winding drum motor (86) for driving the winding drum (93) to rotate, a winding drum speed reducer (87), a motor and speed reducer counterweight (88), a rear end travel switch (89), a winding drum rear end supporting beam (90), a winding drum rear end supporting beam bearing (91), a winding drum rear end cover (92), a winding drum front end cover plate (94), a winding drum front end supporting beam conical roller paired bearing (95), a winding drum front end supporting beam conical roller paired bearing pressing plate (96), a disc encoder and winding drum front end shaft coupling shaft (97), a disc encoder and winding drum front end shaft coupling shaft coupler (98), a disc encoder (99), a winding drum front end cap (100), a front end travel switch left side (101), a winding drum front end supporting beam (102), The testing device comprises a front end travel switch right side (103), a winding drum clamping operation guide rail elastic positioning pin (104), a winding drum clamping operation guide rail screw (105), a winding drum clamping operation guide rail bearing plate and bottom plate connecting screw (106), and a winding drum clamping operation guide rail bearing plate and bottom plate connecting elastic positioning pin (107), wherein the winding drum is rotatably connected to the bottom of a testing rack, an upper end chain wheel system (2) is rotatably connected to the top of the testing rack, a lower end chain wheel system (20) is rotatably connected to the bottom of the testing rack, two inner chain links of a chain (1) are connected with clamping jaws (118) of the clamping jaw system, inner and outer chain links of the chain (1) are connected with an outer cylindrical surface of the winding drum, and the middle part of the chain (1) is meshed and hung on an upper chain wheel of the upper end chain wheel system and a lower chain;

the transmission system further comprises a reel speed reducer and torque sensor coupler (63), a torque sensor (64), a torque sensor and transmission screw coupler (65), a fixed seat nut (66), a fixed seat nut and transmission screw sliding seat coupling bolt (67), a fixed seat nut and transmission screw sliding seat coupling plate (68), a transmission screw sliding seat (69) and a transmission screw (70), wherein an output shaft of the reel motor (86) is connected with an input shaft of the reel speed reducer (87), an output shaft of the reel speed reducer (87) is connected with the inner end part of the reel (93), and the fixed seat nut (66) is in threaded transmission connection with the transmission screw (70).

3. A vehicle hub crash stress testing device according to claim 2, wherein the input shaft of the disc encoder is fixed to the outer end of the drum (93) and the housing of the disc encoder is fixed to a drum front end cap (100) fixed to a drum front end support beam (102).

4. A vehicle hub crash stress testing device according to claim 2, wherein a drive screw polish rod (70A) of said drive screw is coupled with a drum rotating brake catcher (72), and said drive system is further provided with a brake catcher (71) for brake clasping said drum rotating brake catcher (72).

5. The vehicle hub impact stress testing device according to claim 2, wherein the fixing seat nut (66) is fixed on a transmission system bottom plate, the testing device further comprises a ratchet wheel (237), a pawl (238), a pawl departing limit stop (239), a pawl system bracket (240), a tension spring upper hanging bracket (241), a tension spring upper hanging bracket (242), a tension spring (243), a pawl rotating shaft (244), a pawl electromagnet (245), a pawl electromagnet bracket (246), a pawl rotating shaft bracket (247), a pawl electromagnet bracket and pawl rotating shaft bracket coupling plate (248), the ratchet wheel (237) is sleeved and fixed on the transmission screw (70), the pawl (238) is coupled with the pawl rotating shaft bracket (247), and the pawl rotating shaft bracket (247) is fixed with the transmission system bottom plate (73A), the pawl is meshed with and separated from the ratchet wheel, the upper end part of the extension spring (243) is fixedly connected with the top of the pawl system bracket (240), the lower end part of the extension spring (243) is connected with the middle part of the pawl (238), and the pawl electromagnet (245) is fixed on the rack and is positioned below the middle part of the pawl (238);

a pawl leaving limit stop (239) is fixed on one side of the pawl system bracket (240).

6. The vehicle hub collision stress testing device according to claim 2, wherein the transmission system comprises a winding drum clamping operation track (78), a winding drum clamping operation track bearing plate (79), a winding drum clamping operation track shaft (80), a winding drum clamping operation track bearing outer cover plate (81), a winding drum clamping operation track bearing outer ring (82), a winding drum clamping operation track bearing (83), a winding drum clamping operation track bearing inner cover plate (84) and a winding drum clamping operation track bearing support seat (85);

the device is characterized in that a drum rear end supporting beam (90) is connected with a transmission screw polished rod (70A) to be connected with a drum rear end supporting beam bearing, a drum front end supporting beam (102) is connected with a drum rear end bearing through a drum front end supporting beam tapered roller pair bearing (95), the drum rear end supporting beam and the drum front end supporting beam are connected with a drum front and rear beam connecting plate (77) together, the drum front and rear beam connecting plate (77) is connected with a drum clamping operation track bearing support (85), and six pairs of rollers are arranged on the drum front and rear beam connecting plate (77) to clamp a drum clamping operation track (78).