Electric control protection device for transmission system test bed and control method of electric control protection device

Abstract

The invention discloses an electric control protection device for a transmission system test bed and a control method of the electric control protection device. One end of the driving torque limiter is connected with the output end of the driving mechanism; one end of the tested piece is connected with the other end of the driving motor torque limiter; one end of the load torque limiter is connected with the other end of the tested piece; the output end of the load mechanism is connected with the other end of the load torque limiter; the load torque limiter and the driving torque limiter are the same in structure. And key parts of the transmission system can be prevented from being damaged when overload or overspeed occurs. The invention further provides a control method of the electric control protection device for the transmission system test bed.

Description

Technical Field

[0001] The present invention relates to an electronic control protection device for a drive system test bench and a control method thereof, belonging to the technical field of drive tests. Background Art

[0002] A drive system test bench can be used for various reliability and performance tests of automotive components. During the test process, transmission components may be accompanied by situations such as bearing damage and gear jamming. In order to improve the control accuracy and the accuracy of data acquisition, speed and torque sensors need to be installed closer to the test piece to be tested, but this also increases the risk of damage to key components such as sensors in case of time failure. Currently, the widely adopted protection measure is that when the speed or torque value collected by the sensor exceeds the protection threshold, the motor is powered off and stops. However, this method cannot effectively cut off the connection between the key components and the damaged components. This paper adopts an electronic control protection device including mechanical protection components that can be applied to open or closed test benches, which can more effectively reduce the possibility of damage to key components when overload or overspeed occurs.

[0003] An automotive drive system mainly consists of key components such as a motor, a transmission, a drive axle, a reducer, a drive shaft, and a transfer case. The drive system test can be divided into two parts: reliability and performance tests. For example, tests such as gear fatigue and differential fatigue tests belong to reliability tests. The tests usually load the transmission components according to relevant load spectra to simulate the reliability of the transmission components during long-term operation. Performance tests mainly include transmission efficiency tests, noise tests, temperature rise tests, etc. Performance tests are mainly used to evaluate the capabilities and effectiveness of transmission components during operation.

[0004] Currently, the construction methods of drive test benches can be divided into open test benches and closed test benches. Closed test benches are generally used for gear fatigue tests of drive axles or transmissions. The test bench is driven by one motor, and the input and output of the test bench are connected together to form a closed loop, while the loading mechanism is connected in series in the whole test bench. Its advantages are simple control mode, no need for a power absorption device at the output end, and the energy flow can circulate in the whole system; its disadvantages are large structural limitations and inability to conduct performance tests such as differential. The application of open tests is relatively extensive, generally using multiple motors for closed-loop control. Its advantages are high degrees of freedom, the motors can move freely, and the speed and torque of a single motor can be controlled, which can meet various experimental requirements. Its disadvantages are high requirements for the control system, each motor needs to be equipped with speed and torque sensors, and a device for absorbing power is required at the output end to simulate road loads. Currently, the control mode for drive system test benches often adopts closed-loop control of multiple motors, with the speed controlled by the PID control method, and the torque loading is controlled by changing the phase difference between the input and output motors.

[0005] Whether it is a closed test bench or an open test bench, the currently common protection methods against overload and overspeed are that when the values collected by torque sensors, speed sensors, and acceleration sensors exceed the safety thresholds set by the control system, the control system cuts off the power supply to the motor to implement protection measures. However, the disadvantages of this method are also relatively obvious. Although there is a certain protection mechanism, when the failure forms of the test pieces are different, the test bench will produce different feedbacks due to the action of the control system, and the key components of the test bench will be damaged during this process.

[0006] For example, when conducting fatigue or performance tests using gear transmission, situations such as gear fracture, input shaft fracture, and transmission shaft fracture may occur. When the gear fractures, the torque may increase or even jam. At this time, the torque value of the test bench will increase instantaneously, and components such as torque sensors connected in series in the test bench will be damaged. When the shaft components fracture, the torque disappears instantaneously. In an open test bench, the torque is often maintained by adjusting the speed of the motor. Therefore, at the moment when the load disappears, the motor will increase its speed rapidly to maintain the torque. This leads to the situation of "stall and runaway" of the motor. Although the overspeed protection system of the motor will cut off the power supply and stop the motor at this time, the motor will still operate at a relatively high speed during the coasting process. At this time, the damaged components will drive the connected weak components and are easily thrown out of the test bench together. This situation is very dangerous.

[0007] Therefore, there are relatively large hidden dangers in this protection device that compares the measured values of sensors with thresholds and then cuts off the power supply to the motor. Therefore, a protection device with a mechanical structure is needed to make up for this shortcoming.

[0008] This protection device consists of two parts: a mechanical device and an electronic control system. The mechanical device is a torque limiter. Its function is to be connected in series in the test bench and limit the system torque when the torque exceeds the limit. There are many forms of torque limiters, and the common structures and working principles are also different.

[0009] The friction disc of the friction disc type torque limiter can control the torque limiter without an electronic control device. Its working principle is similar to that of the friction disc type clutch of an automobile. Torque transmission depends on the friction between the friction disc and the driven disc between the input end and the output end of the limiter. The magnitude of torque transmission can be adjusted according to the pressure of the compression spring. When the area of the friction disc is the same, the pressure of the compression spring is proportional to the transmissible torque. When the torque exceeds the limit torque, the friction disc slips with the driven disc and the torque does not increase. The friction disc type torque limiter is characterized by simple structure and low cost, and has a wide range of applications. It can still transmit effective torque when torque is overloaded. The disadvantage is that the torque limit accuracy is low and the error is large, and the error range is about 10%. When overloads often occur, during impact performance tests and the like, overloads often occur, and at this time, the life and heat dissipation of the friction disc will be affected.

[0010] The steel ball type torque limiter uses the movement of steel balls in the wedge-shaped groove to transmit torque. When the torque exceeds the set value, the steel balls disengage from the wedge-shaped groove to achieve torque limitation. This type of torque limiter has relatively high torque limit accuracy and rapid response. The disadvantage is that when torque is overloaded, the connection will be completely disconnected and torque cannot be transmitted continuously, and a reset operation is required.

[0011] For traditional torque limiters, their control method mainly limits the transmitted torque through a mechanical structure, and other protections such as excessive speed cannot be achieved. Therefore, a mechanical protection device with electronic control functions can be designed to limit multiple parameters such as torque and speed when overloaded, and protect the test bench more effectively and comprehensively. Summary of the Invention

[0012] The present invention designs and develops an electronic control protection device for a drive system test bench, which can prevent damage to key components of the drive system when overload or overspeed occurs.

[0013] The present invention also designs and develops a control method for an electronic control protection device for a drive system test bench. The electronic control system can control the motor and the torque limiter simultaneously to prevent the drive system from being overloaded and improve the reliability of the test bench operation.

[0014] The technical solution provided by the present invention is as follows:

[0015] An electronic control protection device for a drive system test bench and its control method, comprising:

[0016] A driving mechanism;

[0017] A driving torque limiter, which comprises:

[0018] An input shaft, which is arranged at one end of the driving torque limiter and is connected to the output end of the driving mechanism;

[0019] An input shaft bearing, which is tightly sleeved on one end of the input shaft;

[0020] An electromagnet, which is tightly sleeved on the input shaft and located on one side of the input shaft bearing;

[0021] A support ring, which is loosely sleeved on the input shaft. One side of the support ring is fixed to the electromagnet, and a plurality of springs are arranged circumferentially on the other side of the support ring;

[0022] A coupling gear, which is arranged on the input shaft and can move axially along the input shaft. The coupling gear is located on one side of the support ring, so that one end of the plurality of springs abuts against the coupling gear;

[0023] An output shaft, one end of which is provided with coupling teeth and is arranged in a matching manner with the coupling gear, and the other end is an output end;

[0024] An intermediate bearing, which is tightly sleeved on the output end of the output shaft;

[0025] A driving friction disk, which is fixedly sleeved on the output end of the output shaft and is located on one side of the intermediate bearing;

[0026] A driven friction disk, which is in surface contact with the friction surface of the driving friction disk. One end of the driven friction disk extends outward along the middle position to form a circular ring portion, and a plurality of pressure springs are arranged circumferentially along the circular ring portion at one end of the driven friction disk;

[0027] A driven friction disk bearing, which is fixedly sleeved on the circular ring portion.

[0028] Preferably, it further includes:

[0029] A test piece, one end of which is connected to the other end of the driving motor torque limiter;

[0030] A load torque limiter, one end of which is connected to the other end of the test piece;

[0031] A load mechanism, the output end of which is connected to the other end of the load torque limiter;

[0032] The load torque limiter and the driving torque limiter have the same structure.

[0033] Preferably, the driving mechanism includes:

[0034] A driving motor;

[0035] A driving motor transmission shaft, one end of which is connected to the output end of the driving motor;

[0036] The following are sequentially arranged on the transmission shaft:

[0037] The drive motor sensor, the bearing housing, and the drive motor torque limiter.

[0038] Preferably, the load mechanism includes:

[0039] The load motor transmission shaft, one end of which is connected to the other end of the test piece;

[0040] The load motor, the output end of which is connected to the other end of the load motor transmission shaft;

[0041] On the load motor transmission shaft, there are sequentially arranged:

[0042] The load motor sensor, the load motor bearing housing, and the load motor torque limiter.

[0043] Preferably, it further includes:

[0044] The drive motor support, which is supported and arranged at the bottom of the drive motor and the drive motor bearing housing;

[0045] The load motor bracket, which is supported and arranged at the bottom of the load motor and the load motor bearing housing.

[0046] Preferably, it further includes:

[0047] The power supply, which is electrically connected to the drive motor and the load motor;

[0048] The control system, the input end of which is electrically connected to the output end of the power supply, and the output end is simultaneously electrically connected to the drive motor sensor, the drive motor torque limiter, the load motor torque limiter, and the load motor sensor.

[0049] Preferably, it further includes:

[0050] The housing, which is arranged outside the drive motor torque limiter and the load motor torque limiter;

[0051] The input end cover and the output end cover, which are respectively fixedly arranged at both ends of the housing;

[0052] The pressure adjustment screw, which is arranged on the output end cover.

[0053] Preferably, the coupling gear is connected to the input shaft through a spline.

[0054] A control method for an electric control protection device of a transmission system test bench, using the electric control protection device for a transmission system test bench, includes:

[0055] Measuring the torque value of the transmission system through a sensor;

[0056] Set the normal torque value of the drive system as T, and the threshold value as T n ;

[0057] When T < T n , the drive system transmits power normally, the electromagnet is de-energized, and a pre-tightening force is maintained on the spring support ring, pressing the coupling gear against the coupling teeth of the output shaft to form power transmission;

[0058] When T ≥ T n , the control system controls the drive motor and the load motor to cut off power respectively, and controls the electromagnets in the drive motor torque limiter and the load motor torque limiter to be energized;

[0059] When the electromagnet is energized, a magnetic force is generated. The magnetic force overcomes the elastic force on the spring support ring to disengage the coupling gear from the coupling teeth of the output shaft, interrupting power transmission; Power is transmitted between the driving friction disc and the driven friction disc through friction, and the friction force is proportional to the pressure of the pressure adjusting spring;

[0060] When a fault occurs in the control system and the coupling gear cannot be separated from the output shaft, the driving friction disc and the driven friction disc prevent the system from overloading by slipping.

[0061] The beneficial effects of the present invention: The electric control protection device for the drive system test bench provided by the present invention greatly reduces the possibility of damage to the motor, sensor, and test piece caused by torque and speed overload of the test bench. In the initial stage of test piece damage, it can cut off the connection between the damaged part and the test bench more timely and effectively, and is easy to analyze the failure position and failure form in the initial stage of failure. When a fault such as a circuit occurs in the system, the threshold value of the protected torque can be adjusted through the pressure adjustment system between the friction plates. When the control system fails and cannot effectively perform cut-off protection, the increase of torque can be limited by the slipping of the friction plates, preventing and reducing the possibility of damage to the drive system when the electric control system fails. Brief Description of the Drawings

[0062] Figure 1 It is a schematic structural diagram of the electric control protection device for the drive system test bench of the present invention.

[0063] Figure 2 It is a schematic external structure diagram of the torque limiter of the present invention.

[0064] Figure 3 It is a schematic internal structure diagram of the torque limiter of the present invention.

[0065] Figure 4 It is an exploded view of the torque limiter of the present invention.

[0066] Figure 5 It is a control principle diagram of the electric control protection device of the present invention. Detailed Implementation Modes

[0067] The following further elaborates on the present invention with reference to the attached drawings, enabling those skilled in the art to implement it based on the description in the specification.

[0068] As Figures 1-5 shown, the present invention provides an electric control protection device for a drive system test bench, including: a power supply 1, a control system 2, a drive motor 3, a drive motor support 4, a drive motor sensor 5, a drive motor bearing seat 6, a drive motor torque limiter 7, a test piece 8, a load motor torque limiter 9, a load motor bearing seat 10, a load motor sensor 11, a load motor support 12, and a load motor 13.

[0069] The drive motor support 4 is horizontally arranged. At one end of the drive motor support 4, the drive motor 3 is fixedly arranged. The output end of the drive motor 3 is connected to one end of the drive motor transmission shaft, and the other end of the drive motor transmission shaft is connected to one end of the test piece 8. On the drive motor transmission shaft, between the drive motor 3 and the test piece 8, the drive motor sensor 5, the drive motor bearing seat 6, and the drive motor torque limiter 7 are sequentially arranged. Among them, the bearing seat 6 is supported on the drive motor support 4 and is used to support the drive motor transmission shaft. The other end of the test piece 8 is connected to one end of the load motor transmission shaft. The load motor support 12 is horizontally arranged. The load motor 13 is supported on the load motor support 12, and the output end of the load motor 13 is connected to the other end of the load motor transmission shaft. On the load motor transmission shaft, between the test piece 8 and the load motor 13, the load motor torque limiter 9, the load motor bearing seat 10, and the load motor sensor 11 are sequentially arranged; among them, the load motor bearing seat 10 is supported on the load motor support and is used to support the load motor transmission shaft. The power supply 1 is electrically connected to the drive motor 3 and the load motor 13; the input end of the control system 2 is electrically connected to the output end of the power supply 1, and the output end of the control system 2 is simultaneously electrically connected to the drive motor sensor 5, the drive motor torque limiter 7, the load motor torque limiter 9, and the load motor sensor 11.

[0070] In the present invention, preferably, both the drive motor sensor 5 and the load motor sensor 13 are speed-torque sensors, which are used to measure the speed and torque of the motor.

[0071] The function of power supply 1 is to supply power to electrical equipment such as drive motor 3 and load motor 13. When the power supply is disconnected, drive motor 3 and load motor 13 stop working. The control system can compare the rotational speed and torque data collected by drive motor sensor 5 and load motor sensor 13 with the set safety thresholds. When the measured values exceed the thresholds, the control system cuts off the power supply to drive motor 3 and load motor 13 simultaneously. Drive motor 3 provides power for the test piece 8, while load motor 13 simulates the road load and reconverts the power output by test piece 8 back into electrical energy.

[0072] Drive motor bracket 4 fixedly connects drive motor 3, drive motor sensor 5, and drive motor bearing housing 6 together. Drive motor support 4 can be fixed to the floor iron. When installing different test pieces, it is necessary to move components such as drive motor 3 and bearing housing 6. Therefore, to ensure the concentricity requirements of the components after movement, moving drive motor 3, drive motor sensor 5, drive motor bearing housing 6, and drive motor support 5 simultaneously can solve this problem. Alternatively, a guide rail can be used instead of the support. The function of drive motor bearing housing 6 is to isolate and protect between drive motor sensor 5 and test piece 8. When test piece 8 fails and shakes violently or even breaks and is thrown out, since drive motor sensor 5 and load motor sensor 13 are connected in series in the transmission system, without an intermediate support mechanism, it is very likely to cause damage or even tearing of the sensors. Drive motor bearing housing 6 and load motor bearing housing 10 can also shorten the length of the drive shaft between the motor and the test piece, so that a drive shaft with a small length and light weight can be used for connection, ensuring the dynamic balance of the drive shaft at high rotational speeds. The function of the torque limiter is to limit the system torque when the torque value exceeds the set value of the limiter to prevent overloading. Test piece 8 is the test piece to be tested, such as a drive shaft, drive axle, transmission, etc. The functions of torque limiter 9, load motor bearing housing 10, load motor sensor 5, and load motor bracket 12 of the load motor are the same as those of the corresponding components of the drive motor. Load motor 13 converts the remaining power into electrical energy for consumption to simulate the road load, and the number of load motors 13 can be adjusted according to the number of output terminals to which the test piece needs to be connected.

[0073] Such as Figure 3 And 4As shown, the drive motor torque limiter 7 and the load motor torque limiter 9 have the same structure, both including: a housing 216 and input end cover screws 201, an input end cover 202, an output end cover 213, pressure adjustment screws 214, output end cover screws 215 provided at both ends thereof, and an input shaft bearing 203, an electromagnet 204, a spring support ring 205, an input shaft 206, a coupling gear 207, an output shaft 208, an intermediate bearing 209, a driving friction disk 210, a driven friction disk 211, and a driven friction disk bearing 212 provided inside the housing 216. The input end cover 202 is fixed to one end of the housing 216 by a plurality of input end cover screws 201, and the output end cover 213 is fixed to the other end of the housing 216 by a plurality of output end cover screws 215. The plurality of input end cover screws 201 and the plurality of output end cover screws 215 are respectively arranged circumferentially along the input end cover 202 and the output end cover 213. On the output end cover 213, the plurality of output screws 215 are located on the outer ring of the output end cover 213, and the plurality of pressure adjustment screws 214 are located on the inner ring of the output end cover 213.

[0074] On the input shaft 206, an input shaft bearing 203, an electromagnet 204, a spring support ring 205, and a coupling gear 207 are sequentially arranged from one end to the other end. The inner ring of the input shaft bearing 203 is tightly sleeved on the input shaft, the electromagnet 204 is tightly sleeved on the input shaft, and the spring support ring 205 is loosely sleeved on the input shaft and fixed to the electromagnet 204. On the spring support ring 205, a plurality of springs are arranged circumferentially on the side facing the coupling gear 207 for pressing the coupling gear 207 against the coupling teeth of the output shaft 208. One end of the output shaft 208 is provided with coupling teeth that can match the coupling gear 207. On the output shaft 208, an intermediate bearing 209, a driving friction disk 210, a driven friction disk 211, and a driven friction disk bearing 212 are sequentially arranged from one end to the other end. The inner ring of the intermediate bearing 209 is tightly sleeved on the output shaft 208, the driving friction disk 210 is fixedly sleeved on the output shaft 208, the driven friction disk 211 is in surface contact with the friction surface of the driving friction disk 211, and one end of the driven friction disk 211 extends outward to form an extension portion, and the extension portion is used as the output end of the driven friction disk 211. The driven friction disk bearing 212 is tightly sleeved on the output end of the driven friction disk 211. At the same time, on the driven friction disk 211, a plurality of pressure adjustment springs are arranged circumferentially along the extension portion. One end of each of the plurality of pressure adjustment screws 214 is fixedly arranged circumferentially on the output end cover 202, and the pressure adjustment screws 214 are arranged in one-to-one correspondence with the pressure adjustment springs, so that one end of the pressure adjustment spring is arranged inside the other end of the pressure adjustment screw 214. By adjusting the length of the pressure adjustment spring screwed into the pressure adjustment screw 214, the elastic force of the pressure adjustment spring can be adjusted, thereby adjusting the pressure between the driving friction disk 210 and the driven friction disk 211, and further adjusting the torque limit value between the driving friction disk 210 and the driven friction disk 211.

[0075] The engagement gear 207 is connected to the input shaft 206 through splines, enabling the engagement gear 207 to reciprocate axially on the input shaft 203. When the electromagnet 204 is de-energized, the spring on the spring support ring 205 has a pre-tension force, pushing the engagement gear 207 against the engagement teeth of the output shaft 208 to form power transmission. When the electromagnet 204 is energized, the magnetic force overcomes the spring force to disengage the engagement gear 207 from the engagement teeth of the output shaft, interrupting power transmission. The active friction disk 210 and the driven friction disk 211 are transmitted through friction, and the friction is proportional to the pressure of the pressure adjustment spring, and its magnitude can be adjusted by the pressure adjustment spring. The function of the friction disk mechanism is to prevent the system from overloading by slipping when the control system fails and the engagement gear cannot be separated.

[0076] The present invention also provides a control method for an electronic control protection device for a transmission test bench, including:

[0077] Measuring the torque value of the transmission system through a sensor;

[0078] When T < T n , the transmission system is normally transmitting, the electromagnet is de-energized, and the spring support ring maintains a pre-tension force, pushing the engagement gear against the engagement teeth of the output shaft to form power transmission;

[0079] When T ≥ T n , the control system controls the driving motor and the load motor to cut off power respectively, and controls the electromagnets in the driving motor torque limiter and the load motor torque limiter to be energized;

[0080] When the electromagnet is energized, a magnetic force is generated. The magnetic force overcomes the elastic force on the spring support ring to disengage the engagement gear from the engagement teeth of the output shaft, interrupting power transmission; the active friction disk and the driven friction disk are transmitted through friction, and the friction is proportional to the pressure of the pressure adjustment spring;

[0081] When the control system fails and the engagement gear cannot be separated from the output shaft, the active friction disk and the driven friction disk prevent the system from overloading by slipping.

[0082] Among them, the maximum torque value that can be transmitted between the friction disks should be higher than the system set threshold to prevent the friction plates from slipping under non-overloaded conditions and reducing the life of the friction disks. When the two motors stop, the cause of the overload can be checked, and after eliminating the cause of the overload, a reset can be performed to continue the experiment.

[0083] The control principle is as follows: During normal transmission, the torque value measured by the sensor does not exceed the threshold, the electromagnet is not energized, and the spring on the support plate has a certain pre-tightening force to push the engaging gear to engage. When the measured value of the sensor is higher than the set safety threshold, the controller will separately control the driving motor and the load motor to cut off the power supply and the electromagnet of the torque limiter to be energized. Controlling the driving motor to cut off the power supply is to prevent the torque and speed from further increasing, while the energized electromagnet is to disconnect the engaging gear from the output shaft to form a power interruption to prevent instantaneous overload or overspeed. If the system fails and the gear cannot be disengaged, the active friction plate and the driven friction plate can prevent the system from overloading by slipping. The maximum torque value that can be transmitted between the friction plates should be slightly higher than the system set threshold to prevent the friction plates from slipping under non-overloaded conditions and reducing the service life of the friction plates. When the motor stops, the cause of the overload can be checked, and after eliminating the cause of the overload, a reset can be performed to continue the test.

[0084] During the transmission test, the test piece may break or the gear may jam. This will cause the torque of the transmission system to increase instantaneously or the motor to stall, which will damage important components such as sensors and cause unnecessary losses. At the same time, it also increases the safety risk of the test personnel. Traditional protection devices have disadvantages such as untimely power interruption and inability to establish contact with sensors. The electronically controlled protection device can simultaneously control the motor and the torque limiting device to prevent the system from overloading, making the operation of the test bench more stable and reliable.

[0085] Although the embodiments of the present invention have been disclosed as above, it is not limited to the applications listed in the specification and the embodiments. It can be fully applied to various fields suitable for the present invention. For those familiar with the field, additional modifications can be easily achieved. Therefore, without departing from the general concept defined by the claims and the equivalent scope, the present invention is not limited to the specific details and the illustrated and described examples here.

Claims

1. An electronic control protection device for a drive system test bench, characterized in that, Comprising: A drive mechanism; A drive torque limiter, which includes: An input shaft, which is arranged at one end of the drive torque limiter and is connected to the output end of the drive mechanism; An input shaft bearing, which is tightly sleeved on one end of the input shaft; An electromagnet, which is tightly sleeved on the input shaft and is located on one side of the input shaft bearing; A support ring, which is sleeved on the input shaft loosely, one side of the support ring is fixed to the electromagnet, and a plurality of springs are arranged circumferentially on the other side of the support ring; A coupling gear, which is arranged on the input shaft and can move axially along the input shaft, the coupling gear is located on one side of the support ring, so that one end of the plurality of springs abuts against the coupling gear; An output shaft, one end of which is provided with coupling teeth and is arranged in a matching manner with the coupling gear, and the other end is the output end; An intermediate bearing, which is tightly sleeved on the output end of the output shaft; A driving friction disc, which is fixedly sleeved on the output end of the output shaft and is located on one side of the intermediate bearing; A driven friction disc, which is in surface contact with the friction surface of the driving friction disc, one end of the driven friction disc extends outward along the middle position to form an annular part, and a plurality of pressure springs are arranged circumferentially along the annular part at one end of the driven friction disc; A driven friction disc bearing, which is fixedly sleeved on the annular part.

2. The electronic control protection device for the drive system test bench according to claim 1, characterized in that, Also comprising: A test piece, one end of which is connected to the other end of the drive motor torque limiter; A load torque limiter, one end of which is connected to the other end of the test piece; A load mechanism, the output end of which is connected to the other end of the load torque limiter; The load torque limiter and the drive torque limiter have the same structure.

3. The electric control protection device for the drive system test bench according to claim 2, characterized in that, The drive mechanism includes: A drive motor; A drive motor transmission shaft, one end of which is connected to the output end of the drive motor; Successively arranged on the transmission shaft are: A drive motor sensor, a bearing seat and a drive motor torque limiter.

4. The electric control protection device for a drive system test bench according to claim 3, characterized in that, The load mechanism includes: A load motor transmission shaft, one end of which is connected to the other end of the test piece; A load motor, the output end of which is connected to the other end of the load motor transmission shaft; Successively arranged on the load motor transmission shaft are: A load motor sensor, a load motor bearing seat and a load motor torque limiter.

5. The electronic control protection device for the drive system test bench according to claim 4, characterized in that, Also comprising: A drive motor support, which is supported and arranged at the bottom of the drive motor and the drive motor bearing seat; A load motor support, which is supported and arranged at the bottom of the load motor and the load motor bearing seat.

6. The electric control protection device for a drive system test bench according to claim 5, characterized in that, Also comprising: A power supply, which is electrically connected to the drive motor and the load motor; A control system, the input end of which is electrically connected to the output end of the power supply, and the output end is simultaneously electrically connected to the drive motor sensor, the drive motor torque limiter, the load motor torque limiter and the load motor sensor.

7. The electronic control protection device for the drive system test bench according to claim 6, characterized in that, Also comprising: A housing, which is arranged outside the drive motor torque limiter and the load motor torque limiter; An input end cover and an output end cover, which are respectively fixedly arranged at both ends of the housing; A pressure adjustment screw, which is arranged on the output end cover.

8. The electronic control protection device for the drive system test bench according to claim 7, characterized in that, The coupling gear is connected to the input shaft through a spline.

9. A control method for an electronic control protection device of a drive system test bench, using the electronic control protection device for a drive system test bench according to any one of claims 1-8, characterized in that, Comprising: Measuring the torque value of the transmission system through a sensor; Set the normal torque value of the drive system to T, and the threshold value to T n ; When T < T n When this occurs, the transmission system operates normally, the electromagnet is de-energized, and the spring support ring maintains a pre-tightening force, pressing the engaging gear against the engaging teeth of the output shaft to form power transmission; When T ≥ T n , the control system controls the drive motor and the load motor to cut off power respectively, and controls the electromagnets in the drive motor torque limiter and the load motor torque limiter to be energized; When the electromagnet is energized, it generates a magnetic force. The magnetic force overcomes the elastic force on the spring support ring and disengages the coupling gear from the coupling teeth of the output shaft, interrupting the power transmission. The power is transmitted between the driving friction disc and the driven friction disc through friction, and the friction is proportional to the pressure of the pressure adjustment spring. When a fault occurs in the control system and causes the coupling gear to be unable to disengage from the output shaft, the driving friction disc and the driven friction disc prevent the system from overloading by slipping.

Images