Method and system for life detection of a transmission mechanism of a vehicle retarder

Abstract

This invention provides a method and system for life testing of a transmission mechanism in a vehicle reducer. The method includes: assembling the transmission mechanism under test with a braking mechanism; placing a load on a track, such that the load can be subjected to force by the braking mechanism in a braking state, wherein the load simulates a vehicle, and the load's velocity relative to the track along the track's extension direction is 0 when placed on the track; controlling the transmission mechanism under test to drive the braking mechanism to move, causing the braking mechanism to continuously switch between a braking state and a releasing state; collecting state data of the transmission mechanism under test when it drives the braking mechanism; and determining the lifespan of the transmission mechanism under test based on the state data. The method provided by this invention can relatively accurately simulate the actual working state of the transmission mechanism under test, obtain state data of the transmission mechanism under test, and, by analyzing the state data, can relatively accurately detect the lifespan of the transmission mechanism.

Description

Technical Field

[0001] The embodiments of the present invention relate to the field of railway marshalling yards, and specifically to a method and system for life testing of the transmission mechanism of a vehicle reducer. Background Technology

[0002] Vehicle speed reducers are crucial equipment in railway marshalling yards. During train marshalling, vehicles located at the top of the hump are shunted, converting gravitational potential energy into kinetic energy to move them to their designated positions. During this movement, the speed reducer ensures the vehicles' speed remains within a specified range—neither too fast nor too slow.

[0003] The transmission mechanism is fundamental to the normal operation of a vehicle's speed reducer. It enables the braking mechanism of the speed reducer to reach its designated position and provides effective braking force against a rolling vehicle. Over time, the transmission mechanism wears down and eventually fails to provide effective braking force, affecting the normal operation of the speed reducer. Therefore, knowing the lifespan of the transmission mechanism is necessary to determine its service life, but currently, there is a lack of effective methods to detect its lifespan. Summary of the Invention

[0004] In view of the above problems, embodiments of the present invention provide a method for life testing of the transmission mechanism of a vehicle reducer. The vehicle reducer is used to decelerate a vehicle moving on a track. The vehicle reducer includes a transmission mechanism and a braking mechanism. The transmission mechanism drives the braking mechanism to move, so that the braking mechanism is in a braking state that brakes the vehicle or in a released state that does not brake the vehicle. The method includes: assembling the transmission mechanism to be tested with the braking mechanism; setting a load on the track so that the load can be subjected to a force by the braking mechanism in the braking state, wherein the load is used to simulate a vehicle, and when the load is set on the track, the speed of the load relative to the track along the track extension direction is 0; controlling the transmission mechanism to be tested to drive the braking mechanism to move, so that the braking mechanism continuously switches between the braking state and the released state; collecting the state data of the transmission mechanism to be tested when the transmission mechanism to be tested drives the braking mechanism to move; and determining the life of the transmission mechanism to be tested based on the state data.

[0005] The method provided by the embodiments of the present invention, by setting a load on the track and using the transmission mechanism under test to drive the braking mechanism to apply force to the load, can more accurately simulate the real state of the transmission mechanism under test when it is working, obtain the state data of the transmission mechanism under test, and by analyzing the state data, the life of the transmission mechanism can be detected more accurately. Attached Figure Description

[0006] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0007] Figure 1 This is a flowchart illustrating a method for life testing of a vehicle reducer's transmission mechanism according to an embodiment of the present invention.

[0008] Figure 2 This is a schematic diagram of a system for life detection of the transmission mechanism of a vehicle reducer according to an embodiment of the present invention;

[0009] Figure 3 This is a schematic diagram of a system for life detection of the transmission mechanism of a vehicle reducer according to an embodiment of the present invention;

[0010] Figure 4 This is a schematic diagram of the process for determining the lifespan of a transmission mechanism under test based on state data, according to an embodiment of the present invention.

[0011] It should be noted that the accompanying drawings are not necessarily drawn to scale, but are shown only in a schematic manner that does not affect the understanding of those skilled in the art. Detailed Implementation

[0012] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0013] It should be noted that, unless otherwise defined, the technical or scientific terms used in this application should have the ordinary meaning understood by a person with ordinary skill in the art to which this application pertains. Where the terms "first," "second," etc., are used throughout the text, they are used only to distinguish similar objects and should not be construed as indicating or implying their relative importance, order of precedence, or implicitly specifying the number of technical features indicated. It should be understood that the data described by "first," "second," etc., can be interchanged where appropriate. Where "and / or" appears throughout the text, it means including three parallel solutions. Taking "A and / or B" as an example, it includes solution A, solution B, or a solution that satisfies both A and B. Furthermore, for ease of description, spatial relative terms such as "above," "below," "top," and "bottom" may be used here, only to describe the spatial positional relationship between one device or feature as shown in the figure and other devices or features. It should be understood that this also includes different orientations in use or operation besides those shown in the figure.

[0014] The following is combined Figure 1 and Figure 2 The embodiments of the present invention will now be described in more detail.

[0015] This invention provides a method for life testing of the transmission mechanism of a vehicle reducer. The vehicle reducer is used to decelerate a vehicle moving on a track 10. The vehicle reducer includes a transmission mechanism and a braking mechanism 20. The transmission mechanism drives the braking mechanism 20 to move, so that the braking mechanism 20 is in a braking state that brakes the vehicle or in a released state that does not brake the vehicle. The method includes: assembling the transmission mechanism 30 to be tested with the braking mechanism 20; placing a load 40 on the track 10 so that the load 40 can be subjected to a force by the braking mechanism 20 in the braking state, wherein the load 40 is used to simulate a vehicle, and when the load 40 is placed on the track 10, the speed of the load 40 relative to the track 10 along the extension direction of the track 10 is 0; controlling the transmission mechanism 30 to drive the braking mechanism 20 to move, so that the braking mechanism 20 continuously switches between the braking state and the released state; collecting state data of the transmission mechanism 30 to be tested when it drives the braking mechanism 20; and determining the life of the transmission mechanism 30 to be tested based on the state data.

[0016] Figure 1 This is a flowchart illustrating a method for life testing of the transmission mechanism of a vehicle reducer according to an embodiment of the present invention.

[0017] Step S101: Assemble the transmission mechanism 30 to be tested and the braking mechanism 20.

[0018] The vehicle reducer may include a transmission mechanism and a braking mechanism 20. The transmission mechanism drives the braking mechanism 20 to move, so that the braking mechanism 20 is in a braking state that brakes the vehicle or in a released state that does not brake the vehicle.

[0019] The vehicles involved in the embodiments of the present invention can be shunting vehicles during train formation, specifically one or more train carriages.

[0020] This invention does not limit the structure of the braking mechanism 20. The braking mechanism 20 can be a gravity-type vehicle reducer braking mechanism 20, a non-gravity-type vehicle reducer braking mechanism 20, or any other type of braking mechanism 20 that requires a transmission mechanism to brake the vehicle. Taking the braking mechanism 20 of a gravity-type vehicle reducer as an example, the braking state can be that the rail support of the braking mechanism 20 lifts the rail 10. At this time, the lifted rail 10 further lifts the vehicle wheels set on the rail 10, and due to the lever structure of the braking mechanism 20, the brake rail of the braking mechanism 20 is in a state that can clamp the vehicle wheel hub from the side. At this time, the vehicle can be braked by the friction between the brake rail and the wheel hub. The release state can be that when the transmission mechanism retracts, the distance between the brake rails of the braking mechanism 20 increases, and the vehicle wheel hub is no longer clamped.

[0021] The transmission mechanism 30 under test can be a transmission mechanism that requires life testing, such as an improved transmission mechanism, a newly developed transmission mechanism, or other transmission mechanisms lacking long-term usage data. The type of transmission mechanism 30 under test can be an electro-pneumatic transmission mechanism, an electro-hydraulic transmission mechanism, or an electric transmission mechanism, etc.

[0022] exist Figure 2 In the illustrated embodiment, the transmission mechanism 30 under test is an electro-hydraulic transmission mechanism. The electro-hydraulic transmission mechanism in this embodiment may include a hydraulic station and a working cylinder. The hydraulic station and the working cylinder are connected by pipelines. Multiple sets of working cylinders in the electro-hydraulic transmission mechanism can share the same hydraulic station. The hydraulic station alternately supplies oil to the rodless or rod-side chamber of the working cylinder, driving the working cylinder to complete extension and retraction actions respectively. The working cylinder drives the braking mechanism 20 to move. The hydraulic station may include an oil reservoir and an accumulator. The accumulator is used to pump oil to the working cylinder. When the oil level in the accumulator is insufficient, the oil reservoir supplies oil to the accumulator to ensure the normal operation of the vehicle reducer.

[0023] S102, set the load 40 on the track 10.

[0024] The load 40 can be used to simulate a vehicle being decelerated. The load 40 has a certain weight, and the weight of the load 40 can be adjusted to simulate a vehicle of a corresponding weight being decelerated. The load 40 may include a carrier and a counterweight. The counterweight is detachably connected to the carrier. The weight of the load 40 can be adjusted by setting different weights or different numbers of counterweights on the carrier.

[0025] It should be noted that although the vehicle reducer is used to decelerate a moving vehicle, the load 40 in this embodiment of the invention does not move along the track 10; that is, the speed of the load 40 relative to the track 10 along its extension direction is 0. Because the object of detection in this embodiment of the invention is the transmission mechanism of the vehicle reducer, and the transmission mechanism does not directly interact with the load 40, whether the load 40 moves along the track 10 or not has little impact on the working state of the transmission mechanism. This arrangement eliminates the need to move the load 40 along the track 10 before each test, saving manpower and resources, and allows the transmission mechanism 30 under test to be continuously in working condition, enabling continuous testing of the transmission mechanism 30, completing acceleration experiments, and improving testing efficiency.

[0026] S103 controls the transmission mechanism 30 under test to drive the braking mechanism 20 to move.

[0027] The transmission mechanism 30 under test drives the braking mechanism 20 to move, causing the braking mechanism 20 to continuously switch between braking and releasing states.

[0028] When the load 40 is placed on the track 10, the load 40 can be subjected to a force directly or indirectly by the braking mechanism 20, and at the same time, the load 40 can also exert a reaction force directly or indirectly on the braking mechanism 20. By placing the load 40 on the track 10, the transmission mechanism 30 under test drives the braking mechanism 20 to move, and the braking mechanism 20 interacts with the load 40 to simulate the working state of the transmission mechanism 30 under test when the vehicle is decelerated by the vehicle decelerator.

[0029] Taking the assembly of the transmission mechanism 30 and the braking mechanism 20 into a gravity-type vehicle reducer as an example: the load 40 applies a force along the direction of gravity to the track 10, causing the track 10 to press down and drive the lever structure of the rail support of the braking mechanism 20, so that the brake rail of the braking mechanism 20 clamps the load 40, thereby simulating the working state of the transmission mechanism 30 under test in the braking state; the transmission mechanism 30 under test drives the lever structure of the rail support of the braking mechanism 20 to move, so that the brake rail of the braking mechanism 20 releases the load 40, thereby simulating the working state of the transmission mechanism 30 under test in the release state; the transmission mechanism 30 under test reciprocates, while driving the braking mechanism 20 to continuously switch between the braking state and the release state, thereby simulating the continuous working state of the transmission mechanism 30 under test.

[0030] S104, collect the status data of the transmission mechanism 30 under test.

[0031] The state data of the transmission mechanism under test 30 when it drives the braking mechanism 20 is collected. This state data can be collected using one or more sensors installed on the transmission mechanism under test 30. The state data reflects the main performance parameters of the transmission mechanism under test 30 during vehicle deceleration. Different types of state data are collected using different types of sensors for different types of transmission mechanisms under test 30. For example, for electro-pneumatic transmission mechanisms, state data such as air pressure can be collected; for electro-hydraulic transmission mechanisms, state data such as hydraulic pressure and flow rate can be collected; and for electric transmission mechanisms, state data such as voltage and current can be collected.

[0032] S105, determine the lifespan of the transmission mechanism 30 under test.

[0033] The state data can be analyzed to establish a mathematical model, and the lifespan of the transmission mechanism 30 under test can be determined through the mathematical model. The specific process will be described later.

[0034] The method provided by the embodiments of the present invention, by setting a load 40 on the track 10 and using the transmission mechanism under test 30 to drive the braking mechanism 20 to apply force to the load 40, can more accurately simulate the real state of the transmission mechanism under test 30 when it is working, obtain the state data of the transmission mechanism under test 30, and by analyzing the state data, the life of the transmission mechanism can be detected more accurately.

[0035] See Figure 3 In some embodiments, the load 40 includes a support portion, which allows the load 40 to be mounted on the track 10. In the step of controlling the transmission mechanism 30 to drive the braking mechanism 20 to move, and continuously switching the braking mechanism 20 between a braking state and a release state, the braking mechanism 20 applies a force to the support portion of the load 40.

[0036] It is understood that when the vehicle moves on the track 10, the vehicle contacts the track 10 through its wheels, and the vehicle decelerator interacts with the vehicle's wheels through the braking mechanism 20. Therefore, the support portion in the embodiment of the present invention is used to simulate the vehicle's wheels, and the support portion can be set at the bottom of the load 40's carrier. By applying a force to the support portion of the load 40 through the braking mechanism 20, the actual working condition of the transmission mechanism 30 under test can be simulated more accurately.

[0037] In some embodiments, the braking mechanism 20 applies force to the support portion including: clamping the support portion when the braking mechanism 20 is in a braking state, and lifting the rail 10 and thus lifting the support portion disposed on the rail 10. Gravity-type vehicle reducers are currently widely used vehicle reducers, and the above-described force application method can simulate the working mode of a gravity-type vehicle reducer.

[0038] In some embodiments, multiple sets of transmission mechanisms 30 to be tested are evenly arranged along the extension direction of the track 10, and each set of transmission mechanisms 30 to be tested corresponds to a position on the track 10; the number of support parts is four, and the four support parts are evenly divided into two groups along the extension direction of the track 10; wherein, when the load 40 is set on the track 10, the support parts are set such that: one set of support parts is set on the track 10 at the position corresponding to the transmission mechanism 30 to be tested, and the other set of support parts is set on the track 10 at the exact middle of the two positions corresponding to the two adjacent transmission mechanisms 30 to be tested.

[0039] When a vehicle is decelerated by a vehicle reducer, multiple transmission mechanisms typically need to work together. In this embodiment of the invention, multiple sets of transmission mechanisms 30 to be tested are evenly arranged along the extension direction of the track 10. Each set of transmission mechanisms to be tested includes two transmission structures to be tested, which are respectively arranged on both sides of the track 10. Each set of transmission mechanisms to be tested 30 can correspond to a position on the track 10. Specifically, when a set of transmission mechanisms to be tested 30 is arranged on both sides of a certain position on the track 10, that position can be considered as the position corresponding to that set of transmission structures to be tested.

[0040] The load 40 can have four support sections at its bottom, positioned symmetrically at the front left, front right, rear left, and rear right directions to simulate the four wheels of a bogie. The four support sections are evenly divided into two groups along the extension direction of the track 10: the support sections at the front left and front right directions form one group, simulating the front wheel assembly of the bogie; the support sections at the rear left and rear right directions form another group, simulating the rear wheel assembly of the bogie.

[0041] When the load 40 is placed on the track 10, the support parts are configured such that: one set of support parts is placed on the track 10 at the position corresponding to the transmission mechanism 30 under test, and another set of support parts is placed on the track 10 at the exact midpoint between the two positions corresponding to two adjacent transmission mechanisms 30 under test. In other words, one set of support parts is placed at the position corresponding to a certain set of transmission mechanisms 30 under test, and the other set of support parts is placed at the exact midpoint between the two positions corresponding to two adjacent sets of transmission mechanisms 30 under test.

[0042] It is understood that the braking mechanism 20 includes multiple sets of brake calipers for clamping the brake rail, each set of brake calipers being driven by a corresponding set of transmission mechanisms 30 under test. When the support is positioned at a location corresponding to a set of transmission mechanisms 30 under test, a support is provided between the parts of the brake rail clamped by the brake calipers, and the support is closest to the parts clamped by the brake calipers. However, when the support is positioned at the exact midpoint between two locations corresponding to adjacent sets of transmission mechanisms 30 under test, no support is provided between the parts of the brake rail clamped by the brake calipers, and the support is furthest from the parts clamped by the brake calipers. In these two cases, the braking mechanism 20 will provide different forces to the transmission mechanism 30 under test. These two cases represent the extreme cases of the support position, and the force conditions in other cases fall between these two cases. Therefore, in the embodiments of the present invention, by setting the support at these two extreme positions, it is possible to obtain more comprehensive state data of the transmission mechanism 30 under test during operation and to verify the operation of the transmission mechanism 30 under test under different force conditions of the vehicle reducer.

[0043] In some embodiments, after the load 40 is set on the track 10, the weight of the load 40 is adjusted to simulate a vehicle of a corresponding weight.

[0044] The lifespan of the transmission mechanism 30 under test is affected by the weight of the decelerated vehicle. Therefore, in the embodiments of the present invention, the weight of the load 40 is adjusted to simulate vehicles with different loads in order to detect the lifespan of the transmission mechanism 30 under different load weights.

[0045] In some embodiments, the braking mechanism 20 is manually controlled to switch between braking and releasing states before it is continuously switched between braking and releasing states.

[0046] After assembling the transmission mechanism 30 under test with the braking structure, the transmission mechanism 30 under test may not work properly. Therefore, the transmission mechanism 30 under test can be manually controlled to drive the braking mechanism 20 to move, so as to detect the gradual movement of the transmission mechanism 30 under test and promptly identify and resolve any problems such as jamming, interference, or abnormal connection that may occur in the transmission mechanism 30 under test.

[0047] See Figure 4 In some embodiments, determining the lifespan of the transmission mechanism 30 under test based on state data includes: filtering the state data; fitting the filtered state data to obtain a final mathematical model; and determining the lifespan of the transmission mechanism 30 under test based on the final mathematical model.

[0048] The following is combined Figure 4 The process of state data processing will be explained using an electro-hydraulic transmission mechanism as an example.

[0049] S201, Filter the status data.

[0050] In some embodiments, filtering the status data includes: removing abnormal status data; and removing status data when the transmission mechanism 30 under test starts and stops.

[0051] Status data can be acquired through sensors. For electro-hydraulic transmission mechanisms, sensors can be installed in the oil reservoir of the hydraulic station. Sensor types can include pressure sensors, flow sensors, and temperature sensors, which respectively collect the hydraulic system pressure of the transmission mechanism under test 30, the flow rate of the medium passing through the gear pump, and the ambient temperature. The status data acquired by the sensors can be uploaded to the acquisition module, where digital-to-analog conversion is performed, and then sent to the host computer terminal for storage, analysis, and display.

[0052] Abnormal state data may be present in the status data collected by sensors, and this abnormal data can interfere with subsequent data processing. For transmission mechanisms that transmit power through a medium, the medium flow rate is fundamental to the normal operation of the transmission mechanism. Therefore, in this embodiment, the status data is filtered based on the medium flow rate to eliminate abnormal state data. Specifically, data with discontinuous changes in medium flow rate, data with fluctuations exceeding limits, and data exceeding the rated flow rate can be identified as abnormal state data and eliminated.

[0053] Additionally, state data during the start-up and stop of the transmission mechanism 30 under test can be discarded. In this embodiment of the invention, key performance parameters are extracted from the state data for subsequent fitting. The key performance parameters differ for different types of transmission mechanisms 30 under test, and these parameters are related to the lifespan of the transmission mechanism 30. For example, for an electro-hydraulic transmission mechanism, the key performance parameter is the maximum medium flow rate during a single operation. In this embodiment, the maximum medium flow rate data of the transmission mechanism 30 under test during a single operation is mainly obtained. This maximum medium flow rate is used as a standard to measure the lifespan of the transmission mechanism 30 under test. Since the medium flow rate is relatively low during the start-up and stop of the transmission mechanism 30 under test, the state data during these times can be directly discarded, improving the efficiency and accuracy of the fitting process.

[0054] S202, Fit the filtered state data to obtain the final mathematical model.

[0055] In some embodiments, fitting the filtered state data to obtain a final mathematical model includes: dividing the filtered state data into a first state data group and a second state data group according to the collection time; constructing multiple mathematical models based on the first state data group; determining the optimal mathematical model among the multiple mathematical models based on the fitting effect; verifying the optimal mathematical model based on the second state data group; if the error does not exceed a specified threshold, then using the optimal mathematical model as the final mathematical model; if the error exceeds the specified threshold, then using the first state data group to redetermine the optimal mathematical model until the error does not exceed the specified threshold.

[0056] Before fitting the filtered state data, key performance parameters can be extracted from the state data. For electro-hydraulic transmission mechanisms, the maximum medium flow rate of the transmission mechanism 30 under test during a single working process can be extracted first. Specifically, the state data can be stored according to the acquisition time. Each time period of a single working process will correspond to a batch of state data. The medium flow rate with the largest value is extracted from this batch of state data as the maximum medium flow rate for that single working process. Then, the hydraulic system pressure and ambient temperature at the time point corresponding to the maximum medium flow rate are extracted. These state data are compiled into an array and stored in chronological order.

[0057] The extracted state data is divided into a first state data group and a second state data group based on the collection time. Specifically, the collection time of the extracted state data can be distributed in the interval 0-t2. A time point t1 between 0 and t2 can be selected, and the interval 0-t2 can be divided into two intervals: 0-t1 and t1-t2. Then, the state data collected in the interval 0-t1 is divided into the first state data group, and the state data collected in the interval t1-t2 is divided into the second state data group.

[0058] A mathematical model is constructed using the first set of state data. Since the mechanisms affecting the lifespan of the power transmission mechanism are complex, in this embodiment of the invention, multiple mathematical models are constructed. Then, based on the fitting effect—that is, the degree of agreement between the state data and the mathematical model—the optimal mathematical model with the best fitting effect is selected from the multiple mathematical models. Finally, the parameters in the optimal mathematical model are calculated using the first set of state data.

[0059] Furthermore, the optimal mathematical model is validated based on the second state data set. Specifically, the time, hydraulic system pressure, and ambient temperature from the second state data set are input into the optimal mathematical model to calculate the predicted value of the maximum medium flow rate. Then, the predicted value of the maximum medium flow rate is compared with the measured value of the maximum medium flow rate contained in the second state data set to determine the error. If the error does not exceed a specified threshold, the optimal mathematical model is adopted as the final mathematical model; if the error exceeds the specified threshold, the mathematical model needs to be analyzed and improved, and the optimal mathematical model is re-determined using the first state data set until the error does not exceed the specified threshold.

[0060] S203, based on the final mathematical model, determine the lifespan of the transmission mechanism 30 under test.

[0061] In embodiments of the present invention, for electro-hydraulic transmission mechanisms, the lifespan of the transmission mechanism 30 under test is measured by the maximum flow rate of the medium. Specifically, it can be considered that when the maximum flow rate of the medium is lower than a certain set value, the transmission mechanism 30 under test is unlikely to drive the braking mechanism 20 to provide effective braking force. The corresponding predicted time is the lifespan of the transmission mechanism 30 under test, and the set value can be determined empirically. The lifespan of the transmission mechanism 30 under test can be used as the evaluation criterion for the durability test results of the transmission mechanism 30 under test.

[0062] When determining the lifespan of the transmission mechanism 30 under test based on the final mathematical model, the hydraulic system pressure, ambient temperature, and the set values ​​of the maximum flow rate of the medium can be substituted into the final mathematical model to calculate the time to reach the set value of the maximum flow rate of the medium, which can then be used as the lifespan of the transmission mechanism 30 under test.

[0063] In summary, the method provided by the embodiments of the present invention can establish a final mathematical model of the key performance parameters of the transmission mechanism 30 under test by collecting state data, and verify the final mathematical model to ensure that it matches the key performance parameter characteristics of the transmission mechanism 30 under fatigue conditions. By inputting real-time state data into the final mathematical model, the changing trend of the key performance parameters of the transmission mechanism 30 under test over time can be analyzed, thereby predicting the lifespan of the transmission mechanism 30 under test. This prediction result can be used as a criterion for evaluating the durability test results.

[0064] See Figure 2 and Figure 3The present invention also provides a system for life testing of the transmission mechanism of a vehicle reducer. The system is used to execute the method provided in the embodiments of the present invention. The system includes a track 10; a load 40, the load 40 including a support, the load 40 being mounted on the track 10 via the support; a vehicle reducer, the vehicle reducer being mounted on the track 10; the vehicle reducer including a transmission mechanism 30 to be tested and a braking mechanism 20, the transmission mechanism 30 to be tested being connected to the braking mechanism 20, the transmission mechanism 30 to be tested being able to drive the braking mechanism 20, causing the braking mechanism 20 to apply force to the support of the load 40; wherein, the speed of the load 40 relative to the track 10 along the extension direction of the track 10 is 0.

[0065] The system may also include sensors, a data acquisition module, a control module, and a host computer. The sensors are installed in the oil reservoir of the hydraulic station of the transmission mechanism 30 under test. The data acquisition module collects the status data from the sensors, processes the data, and transmits it to the host computer. The control module controls the transmission mechanism 30 under test, providing both manual and automatic control modes, and allowing switching between these modes. The manual control mode controls the transmission mechanism 30 to perform a single operation, while the automatic control mode controls it to perform continuous operation.

[0066] Regarding the embodiments of this application, it should also be noted that, without conflict, the embodiments of this application and the features in the embodiments can be combined with each other to obtain new embodiments.

[0067] The above description is merely an embodiment of the present invention and does not limit the patent scope of the present invention. Any equivalent structural or procedural transformations made based on the content of the present invention's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of the present invention.

Claims

1. A method for life testing of the transmission mechanism of a vehicle reducer, the vehicle reducer being used to decelerate a vehicle moving on a track (10), the vehicle reducer including a transmission mechanism and a braking mechanism (20), wherein the transmission mechanism drives the braking mechanism (20) to move, so that the braking mechanism (20) is in a braking state that brakes the vehicle or in a released state that does not brake the vehicle, the method comprising: Assemble the transmission mechanism (30) to be tested with the braking mechanism (20); A load (40) is placed on the track (10) so that the load (40) can be subjected to force by the braking mechanism (20) in the braking state, wherein the load (40) is used to simulate the vehicle, and when the load (40) is placed on the track (10), the speed of the load (40) relative to the track (10) along the extension direction of the track (10) is 0; The transmission mechanism (30) under test is controlled to drive the braking mechanism (20) to move, so that the braking mechanism (20) continuously switches between the braking state and the release state; Collect state data of the transmission mechanism (30) under test when the transmission mechanism (30) drives the braking mechanism (20) to move; Based on the state data, the lifespan of the transmission mechanism (30) under test is determined.

2. The method according to claim 1, wherein, The load (40) includes a support portion, through which the load (40) is mounted on the track (10); In the step of controlling the transmission mechanism (30) under test to drive the braking mechanism (20) to move, so that the braking mechanism (20) continuously switches between the braking state and the releasing state, The braking mechanism (20) continuously switches between applying force and not applying force to the support of the load (40).

3. The method of claim 2, wherein, The braking mechanism (20) applies a force to the support portion of the load (40) including: When the braking mechanism (20) is in the braking state, it clamps the support portion, and The track (10) is lifted, which in turn lifts the support portion provided on the track (10).

4. The method according to claim 2, wherein, Multiple sets of the transmission mechanisms to be tested (30) are evenly arranged along the extension direction of the track (10), and each set of the transmission mechanisms to be tested (30) corresponds to a position of the track (10). The number of the support parts is four, and the four support parts are evenly divided into two groups along the extension direction of the track (10); When the load (40) is set on the track (10), the support is set such that: one set of the support is set on the track (10) at the position corresponding to the transmission mechanism (30) to be tested, and another set of the support is set on the track (10) at the middle of the two positions corresponding to the two adjacent transmission mechanisms (30) to be tested.

5. The method according to claim 1, wherein, After the load (40) is set on the track (10), the weight of the load (40) is adjusted to simulate the vehicle of the corresponding weight.

6. The method according to claim 1, wherein, Before the braking mechanism (20) continuously switches between the braking state and the release state, the transmission mechanism (30) under test is manually controlled to switch the braking mechanism (20) between the braking state and the release state.

7. The method of claim 1, wherein, Based on the state data, the lifespan of the transmission mechanism under test (30) is determined, including: The status data is filtered; The final mathematical model is obtained by fitting the filtered state data; Based on the final mathematical model, the lifespan of the transmission mechanism (30) under test is determined.

8. The method of claim 7, wherein, Filtering the status data includes: Remove abnormal data; and Remove the status data of the transmission mechanism (30) under test when it starts and stops.

9. The method according to claim 7, wherein, The final mathematical model is obtained by fitting the filtered state data, including: The filtered status data is divided into a first status data group and a second status data group according to the collection time. Multiple mathematical models are constructed based on the first state data set; The optimal mathematical model among the multiple mathematical models is determined based on the fitting effect; The optimal mathematical model is verified based on the second state data set. If the error does not exceed the specified threshold, the optimal mathematical model is used as the final mathematical model. If the error exceeds the specified threshold, the optimal mathematical model is re-determined using the first state data set until the error does not exceed the specified threshold.

10. A system for life detection of a transmission mechanism of a vehicle reducer, the system being configured to perform the method as described in any one of claims 1-9, the system comprising: Track (10); The load (40) includes a support portion, which is mounted on the track (10) via the support portion. Vehicle speed reducer, which is disposed on the track (10). The vehicle reducer includes a transmission mechanism (30) to be tested and a braking mechanism (20). The transmission mechanism (30) to be tested is connected to the braking mechanism (20). The transmission mechanism (30) to be tested can drive the braking mechanism (20) so that the braking mechanism (20) applies force to the support of the load (40). The load (40) has a velocity of 0 relative to the track (10) along the direction of extension of the track (10).

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