A method for testing the limit engagement torque of an electromagnetic dog clutch

Abstract

This invention provides a method for testing the ultimate engagement torque of an electromagnetic jaw clutch, comprising: disengaging the clutch and keeping the driving motor stationary; controlling the driven motor with zero torque and calibrating a braking torque T for a magnetic powder brake connected to the driven side of the clutch, or calibrating a braking torque T for a fixed torque stall function for the driven motor; the driving motor drives the driving side of the clutch to rotate at an engagement speed n1 as the target speed; after the driving motor stabilizes at the engagement speed n1, energizing the clutch to engage the driving and driven sides of the clutch; if engagement is successful and the engagement time is within a preset engagement time range, increasing the braking torque T and repeating the above steps; if engagement fails, or engagement is successful but the engagement time exceeds the preset engagement time range, energizing and stopping the test, and taking the braking torque T of the last successful engagement with an engagement time within the preset engagement time range as the ultimate engagement torque.

Description

Technical Field

[0001] This invention relates to the field of electromagnetic clutch testing, and more particularly to a method for testing the ultimate engagement torque of an electromagnetic jaw clutch. Background Technology

[0002] For electromagnetic clutches, in the early stages of research and development, it is necessary to conduct preliminary verification of the characteristics of the jaw clutch, including verification of the limit engagement torque and the limit engagement speed. In the later stages of research and development, it is necessary to conduct reliability verification of the electromagnetic clutch in order to understand the working performance of the clutch. Summary of the Invention

[0003] In order to overcome the above-mentioned technical defects, the purpose of this invention is to provide a method for testing the limit engagement torque of an electromagnetic jaw clutch, which can be used to conveniently and reliably test the limit engagement torque of an electromagnetic jaw clutch.

[0004] This invention discloses a method for testing the ultimate engagement torque of an electromagnetic jaw clutch, comprising the following steps: the clutch is disengaged, and the active side motor is stationary; the passive side motor is controlled with zero torque and a braking torque T is calibrated for a magnetic powder brake connected to the passive side of the clutch, or a braking torque T with a fixed torque stall function is calibrated for the passive side motor; the active side motor drives the active side of the clutch to rotate at the engagement speed n1 as the target speed; after the active side motor stabilizes at the engagement speed n1, the clutch is energized, so that the active side and the passive side of the clutch engage; if engagement is successful and the engagement time is within a preset engagement time range, the braking torque T is increased, and the above steps are repeated; if engagement fails, or engagement is successful but the engagement time exceeds the preset engagement time range, the power is turned off to stop the test, and the braking torque T of the last successful engagement with an engagement time within the preset engagement time range is taken as the ultimate engagement torque.

[0005] Preferably, if engagement is successful and the engagement time is within a preset engagement time range, the braking torque T is increased, and the above steps are repeated; if engagement fails, or engagement is successful but the engagement time exceeds the preset engagement time range, the power is turned off to stop the test, and the braking torque T of the last successful engagement with an engagement time within the preset engagement time range is taken as the ultimate engagement torque.

[0006] If engagement is successful and the engagement time is within the preset engagement time range, the above steps are repeated after power-off; until m times, engagement is successful and the engagement time is within the preset engagement time range, the braking torque T is increased and the above steps are repeated; or engagement fails, or engagement is successful but the engagement time exceeds the preset engagement time range, the test is stopped by power-off, and the braking torque T of the last successful engagement with the engagement time within the preset engagement time range is taken as the limit engagement torque.

[0007] Preferably, the step of stopping the test by powering down if the engagement fails or if the engagement is successful but the engagement time exceeds the preset engagement time range includes: if the engagement fails, the active side motor gradually slows down to 0 and then cuts off the zero torque control, then the magnetic powder brake is powered down or the passive side motor cuts off the zero torque control, and then the electromagnetic coil is powered down to stop the test; if the engagement is successful but the engagement time exceeds the preset engagement time range, the active side motor cuts off the zero torque control, and when the system stops, the magnetic powder brake is powered down or the passive side motor cuts off the zero torque control, and then the electromagnetic coil is powered down to stop the test.

[0008] Preferably, the engagement speed n1 is less than or equal to a preset speed value.

[0009] Preferably, the preset rotational speed is 50 rpm.

[0010] Preferably, stabilizing the active-side motor at the engagement speed n1 includes: obtaining the speed of the active-side motor in real time through a rotary transformer or a motor encoder; if the speed of the active-side motor fluctuates within the range of (n1-Δn, n1+Δn) within a preset time period, then the active-side motor is considered to be stable at the engagement speed n1.

[0011] Preferably, the calibration of the braking torque T for the magnetic powder brake connected to the passive side of the clutch includes: zero-torque control of the active side motor, the passive side motor, and the magnetic powder brake; energizing the clutch and manually ensuring that the clutch is in the engaged state; pre-setting the required braking torque T of the magnetic powder brake; the active side motor operating at speed n0, driving the active side of the clutch to rotate, thereby driving the passive side of the clutch to rotate, thereby driving the magnetic powder brake to rotate, at which time the feedback value T' of the torque sensor connected to the passive side of the clutch is read; adjusting the current of the magnetic powder brake to adjust the braking torque T until T = T', completing the calibration.

[0012] Preferably, the successful engagement includes: if the clutch driving side moves to the limit position of the driven side during engagement, such that the tooth tip of the clutch driving side is in contact with the tooth root of the clutch driven side, and / or the tooth root of the clutch driving side is in contact with the tooth tip of the clutch driven side, then the engagement is successful.

[0013] Compared with existing technologies, the above technical solution has the following advantages:

[0014] 1. This invention primarily involves setting the driven side of the clutch to a stationary state, with the driven-side motor providing torque and the driving-side motor controlling its speed to rotate the driving side of the clutch. The rotating driving side attempts to engage the stationary driven side of the clutch to see if engagement is successful and if the engagement time meets requirements. By testing and determining the limit engagement torque of the electromagnetic jaw clutch, this invention provides a more comprehensive understanding of the clutch's operating performance, offering a reference for successful clutch engagement and engagement time control.

[0015] 2. This invention, by setting up a magnetic powder brake, can replace the constant torque stall function of a servo motor, and by cooperating with a torque sensor, the magnetic powder brake can be accurately calibrated, making the test results more accurate. Attached Figure Description

[0016] Figure 1 A flowchart of a preferred embodiment of the test process for the limiting engagement speed of the magnetic particle brake provided by the present invention;

[0017] Figure 2 This is a flowchart of a preferred embodiment of the test process for the limit engagement speed of the passive side motor of the constant torque stall function provided by the present invention. Detailed Implementation

[0018] The advantages of the present invention will be further illustrated below with reference to the accompanying drawings and specific embodiments.

[0019] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numerals in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this disclosure. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this disclosure as detailed in the appended claims.

[0020] The terminology used in this disclosure is for the purpose of describing particular embodiments only and is not intended to be limiting of the disclosure. The singular forms “a,” “the,” and “the” as used in this disclosure and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise. It should also be understood that the term “and / or” as used herein refers to and includes any and all possible combinations of one or more of the associated listed items.

[0021] It should be understood that although the terms first, second, third, etc., may be used in this disclosure to describe various information, such information should not be limited to these terms. These terms are used only to distinguish information of the same type from one another. For example, without departing from the scope of this disclosure, first information may also be referred to as second information, and similarly, second information may also be referred to as first information. Depending on the context, the word "if" as used herein may be interpreted as "when," "when," or "in response to determination."

[0022] In the description of this invention, it should be understood that the terms "longitudinal", "lateral", "up", "down", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0023] In the description of this invention, unless otherwise specified and limited, it should be noted that the terms "installation", "connection" and "linking" should be interpreted broadly. For example, they can refer to mechanical or electrical connections, or internal connections between two components. They can be direct connections or indirect connections through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms according to the specific circumstances.

[0024] In the following description, suffixes such as "module," "part," or "unit" used to denote elements are used only for the convenience of the description of the invention and have no specific meaning in themselves. Therefore, "module" and "part" can be used interchangeably.

[0025] See appendix Figure 1-2This invention discloses a method for testing the limiting engagement torque of an electromagnetic jaw clutch. The method is used to test and obtain the limiting engagement torque of the electromagnetic jaw clutch. First, the necessity of the limiting engagement torque test is explained. For an electromagnetic jaw clutch, there are driving teeth and driven teeth. When the clutch is disengaged, the driving teeth and driven teeth are in a non-contact state. When the clutch is engaged, the driving teeth and driven teeth mesh, forming a stable force transmission mechanism. During the meshing process (which should be understood as the tooth wall of the driving tooth contacting the tooth wall of the driven tooth, but the tooth tip of the driving tooth not contacting the tooth root of the driven tooth), friction will be generated between the driving teeth and driven teeth. At this time, because the electromagnetic thrust of the clutch is limited, if the electromagnetic thrust cannot overcome the friction, the driving teeth and driven teeth will not be able to engage (engagement failure). On the other hand, if the torque of the driven teeth is too large, the friction between the driving teeth and driven teeth will be even greater. Even if the electromagnetic thrust can overcome the friction and achieve engagement, the time required will be longer. Therefore, for electromagnetic jaw clutches, it is necessary to know within which torque range the clutch's driving and driven sides can smoothly engage and the engagement time meets the requirements. Furthermore, within this torque range, it is also necessary to know the value of a higher torque, which can be understood as the upper limit of this torque range, i.e., the limiting engagement torque of this invention.

[0026] This invention primarily involves setting the passive side of the clutch to a stationary state, with the passive-side motor providing torque and the driving-side motor controlling its speed to rotate the driving side of the clutch. The rotating driving side attempts to engage the stationary passive side of the clutch to see if engagement is successful and if the engagement time meets the requirements. At the start of the test, a base torque is set, and the torque is gradually increased until engagement fails or succeeds but the engagement time exceeds the required time. The base torque at which engagement was successful and the engagement time met the requirements is then considered the ultimate engagement torque of the electromagnetic jaw clutch.

[0027] The present invention includes a preparation stage, an active side motor speed control stage, a clutch engagement stage, and an engagement judgment stage.

[0028] S100 preparation stage: The clutch is disengaged and the active side motor is stationary; the passive side motor is under zero torque control and the braking torque T is calibrated for the magnetic powder brake connected to the passive side of the clutch, or the braking torque T for the passive side motor with constant torque stall function is calibrated.

[0029] S200 Active Side Motor Speed ​​Control Stage: The active side motor drives the active side clutch to rotate with the engagement speed n1 as the target speed.

[0030] S300 Clutch Engagement Stage: After the active-side motor stabilizes at the engagement speed n1, it energizes the clutch, causing the active and passive sides of the clutch to engage.

[0031] S400 engagement judgment stage: If engagement is successful and the engagement time is within the preset engagement time range, the braking torque T is increased, and the above steps are repeated; if engagement fails, or engagement is successful but the engagement time exceeds the preset engagement time range, the power is turned off to stop the test, and the braking torque T of the last successful engagement with the engagement time within the preset engagement time range is taken as the limit engagement torque.

[0032] In step S100, the passive side motor provides a torque, which can be achieved by connecting a magnetic powder brake to the passive side of the clutch, or by selecting a servo motor with a constant torque stall function. When a servo motor with a constant torque stall function is selected, in the constant torque stall mode (with a set braking torque T), if the external load T1 is less than T, the passive side motor does not rotate, and the output torque of the passive side motor is T1; if the external load T1 provides a torque greater than T, the passive side motor is driven by the external load, and the output torque of the passive side motor is T.

[0033] When using a magnetic particle brake, there is a certain deviation (error) between the set torque and the actual output torque, which can affect the accuracy of the test results. Therefore, it is necessary to calibrate the magnetic particle brake to obtain its actual output torque value. In this part, the present invention preferably uses a torque sensor to calibrate the magnetic particle brake. Specifically, the calibration includes the following steps:

[0034] S101, the active side motor, the passive side motor, and the magnetic powder brake are all under zero torque control; the clutch is energized, and the clutch is manually engaged.

[0035] S102, Predetermine the required braking torque T of the magnetic powder brake; The active side motor operates at a speed n0, driving the active side of the clutch to rotate, thereby driving the passive side of the clutch to rotate, thereby driving the magnetic powder brake to rotate. At this time, read the feedback value T' of the torque sensor connected to the passive side of the clutch.

[0036] S103. Adjust the current of the magnetic powder brake to adjust the braking torque T until T = T', and complete the calibration. Then, the active side motor cuts off the zero torque control. Under the resistance of the magnetic powder brake, the system will stop. After stopping, the magnetic powder brake is de-energized, the electromagnetic coil of the clutch is de-energized, and the system is reset.

[0037] The engagement speed n1 in step S200 should be a relatively small speed. Preferably, the preset speed value is 50 rpm, that is, the active side motor operates at a speed of no more than 50 rpm.

[0038] The step S300, where the active side motor is stabilized at the engagement speed n1, can be understood as follows: the speed of the active side motor is obtained in real time through a rotary transformer or a motor encoder; when the speed of the active side motor fluctuates within the range of (n1-Δn, n1+Δn) within a preset time period, it is considered that the active side motor is stabilized at the engagement speed n1.

[0039] In step S400, a preferred criterion for determining whether engagement is successful is: if the clutch driving side moves to the limit position of the clutch driven side during engagement, such that the tooth tip of the clutch driving side is in contact with the tooth root of the clutch driven side, and / or the tooth root of the clutch driving side is in contact with the tooth tip of the clutch driven side, then engagement is successful. For example, a position sensor is set to calibrate the position of the clutch driving side in the clutch disengaged state (referred to as position A), and the position of the clutch driving side in the state where the tooth tip of the clutch driving side is in contact with the tooth root of the clutch driven side (i.e., engaged) (referred to as position B). When the position sensor detects that the position of the clutch driving side has shifted from position A to position B, it is determined that the clutch driving side and the clutch driven side have successfully engaged (100% engagement).

[0040] A preferred method for determining whether the engagement time meets the requirements is as follows: Calculate the time it takes for the clutch driving side to move from the disengaged position to the fully engaged (100% engaged) position (i.e., from position A to position B above), and compare this time with a preset engagement time: if it is less than the preset engagement time, the time is considered to meet the requirements; if it is greater than the preset engagement time, the time is considered to not meet the requirements. For reference, the preset engagement time is, for example, 0.3 seconds.

[0041] It should be noted that because the positions of the clutch's driving and driven sides differ each time the clutch engages, the engagement condition has a certain degree of randomness. That is, the clutch may engage at the correct positions, or it may engage only slightly (partially), or it may engage completely. During operation, the clutch needs to ensure complete (100%) engagement. Therefore, each engagement in this test process is an independent, repeated experiment. Through numerous attempts under random boundary conditions (as shown below, m times), it is ensured that the clutch can engage 100% within the limit engagement speed. In other words, if the test is repeated m times, only if engagement is successful in all m attempts is the test considered passed; if engagement fails even once out of the m attempts, the test is considered a failure.

[0042] The present invention provides a preferred embodiment of the test process for the limiting engagement speed of a magnetic particle brake, see appendix. Figure 1 .

[0043] (1) In the initial state, the clutch coil is de-energized, the active side motor is stationary, the passive side motor maintains zero torque control, a certain torque T (calibrated braking torque T) is given to the magnetic powder brake, and the number of single test cycles m is set.

[0044] (2) Given a motor speed of 50 rpm, the motor drives the clutch to rotate on the active side.

[0045] (3) Based on the feedback speed of the encoder of the active side motor, when the speed of the active side motor stabilizes at 50 rpm, the electromagnetic coil of the clutch is energized.

[0046] (4) The position sensor detects whether the active side of the clutch has reached the limit position of the passive side (i.e., position B above); if the engagement is successful, the engagement time is calculated based on the time when the clutch reaches the limit position of the passive side as fed back by the position sensor and the time when the clutch solenoid coil is energized.

[0047] (5) If the engagement is successful and the engagement time is within the preset engagement time range, the active side motor cuts off the torque control. When the system stops, the magnetic powder brake is de-energized, the electromagnetic coil is de-energized, the system is reset and jumps to step 2), until m times, or the engagement fails or the engagement is successful but the engagement time exceeds the preset engagement time range.

[0048] (6) If the engagement is successful every time m times and the engagement time is within the preset engagement time range, increase the torque T of the magnetic powder brake and jump to step 2).

[0049] (7) If engagement is successful but engagement time exceeds the preset engagement time range, the active side motor cuts off the torque control. When the system stops, the magnetic powder brake is de-energized, the clutch solenoid coil is de-energized, the system is reset and the test is stopped. The braking torque T of the last 100% engagement success and time meets the standard is the limit engagement torque.

[0050] (8) If engagement fails, the active side motor will slowly reduce its speed to 0 and then switch to zero torque control. After that, the magnetic powder brake will be de-energized, the electromagnetic coil will be de-energized, the system will be reset and the test will be stopped. The braking torque T at which the engagement is 100% successful and the time is up to standard is the limit engagement torque.

[0051] The present invention provides a preferred embodiment of the test process for the limit engagement speed of a passively driven motor employing a constant torque stall function, see Appendix. Figure 2 .

[0052] (1) In the initial state, the clutch coil is de-energized, the active side motor is stationary, the passive side motor is set to constant torque stall mode, the braking torque is set to T, and the number of single test cycles is set to m;

[0053] (2) Given a motor speed of 50 rpm, the motor drives the clutch to rotate on the active side.

[0054] (3) According to the feedback speed of the rotary transformer of the active side motor, when the speed of the active side motor is stable at 50 rpm, the electromagnetic coil of the clutch is energized.

[0055] (4) The position sensor detects whether the active side of the clutch has reached the limit position of the passive side (i.e., position B above); if the engagement is successful, the engagement time is calculated based on the time when the clutch reaches the limit position of the passive side as fed back by the position sensor and the time when the clutch solenoid coil is energized.

[0056] (5) If the clutch engages successfully and the engagement time meets the requirements, the active side motor cuts off the torque control. When the system stops, the passive side motor cuts off the torque control, the electromagnetic coil is energized, the system is reset and jumps to step 2), until m times, or engagement failure or engagement success occurs but the engagement time exceeds the preset engagement time range.

[0057] (6) If the engagement is successful every time m times and the engagement time is within the preset engagement time range, increase the braking torque T of the passive side motor and jump to step 2).

[0058] (7) If engagement is successful but engagement time exceeds the preset engagement time range, the active side motor cuts off the torque control. When the system stops, the passive side motor cuts off the torque control, the clutch solenoid coil is de-energized, the system is reset and the test is stopped. The braking torque T at the last 100% engagement success and time meets the standard is the limit engagement torque.

[0059] (8) If engagement fails, the active side motor will slowly reduce its speed to 0 and then switch to zero torque control. After that, the passive side motor will switch to zero torque control, the electromagnetic coil will be energized, the system will be reset and the test will be stopped. The braking torque T at which the engagement is 100% successful and the time is up to standard is the limit engagement torque.

[0060] It should be noted that the embodiments of the present invention have better implementability and are not intended to limit the present invention in any way. Any person skilled in the art may use the above-disclosed technical content to change or modify it into equivalent effective embodiments. However, any modifications or equivalent changes and modifications made to the above embodiments based on the technical essence of the present invention without departing from the content of the technical solution of the present invention shall still fall within the scope of the technical solution of the present invention.

Claims

1. A method for testing the ultimate engagement torque of an electromagnetic jaw clutch, characterized in that, Includes the following steps: When the clutch is disengaged, the active side motor is stationary; the passive side motor is under zero torque control and is calibrated for the braking torque T of the magnetic powder brake connected to the passive side of the clutch, or for the braking torque T of the passive side motor with the calibrated fixed torque stall function. The active-side motor drives the active-side clutch to rotate with the engagement speed n1 as the target speed. After the active-side motor stabilizes at the engagement speed n1, it energizes the clutch, causing the active and passive sides of the clutch to engage. If engagement is successful and the engagement time is within the preset engagement time range, the braking torque T is increased, and the above steps are repeated. If engagement fails, or engagement is successful but the engagement time exceeds the preset engagement time range, power off to stop the test, and take the braking torque T of the last successful engagement with the engagement time within the preset engagement time range as the limit engagement torque. The engagement rotation speed n1 is less than or equal to a preset rotation speed value; The active-side motor is stabilized at the engagement speed n1, including: The speed of the active-side motor is obtained in real time by using a rotary transformer or motor encoder; If the speed of the active side motor fluctuates within the range of (n1-Δn, n1+Δn) within a preset time period, it is considered that the active side motor is stable at the engagement speed n1. The rated driving torque T of the magnetic powder brake connected to the passive side of the clutch includes: The active-side motor, passive-side motor, and magnetic powder brake are all controlled with zero torque; the clutch is energized, and the clutch is manually engaged. The required braking torque T of the magnetic particle brake is predetermined; The active side motor operates at a speed of n0, which drives the active side of the clutch to rotate, thereby driving the passive side of the clutch to rotate, which in turn drives the magnetic powder brake to rotate. At this time, the feedback value T' of the torque sensor connected to the passive side of the clutch is read. Adjust the current of the magnetic powder brake to adjust the braking torque T until T=T', thus completing the calibration.

2. The method for testing the ultimate engagement torque of an electromagnetic jaw clutch according to claim 1, characterized in that, If engagement is successful and the engagement time is within the preset engagement time range, the braking torque T is increased, and the above steps are repeated; if engagement fails, or engagement is successful but the engagement time exceeds the preset engagement time range, the test is stopped by powering down, and the braking torque T of the last successful engagement with an engagement time within the preset engagement time range is taken as the ultimate engagement torque. If the connection is successful and the connection time is within the preset connection time range, repeat the above steps after power-off. If engagement is successful every time m times and the engagement time is within the preset engagement time range, then increase the braking torque T and repeat the above steps. If engagement fails or is successful but the engagement time exceeds the preset engagement time range, the test will be stopped by powering down, and the braking torque T of the last successful engagement with an engagement time within the preset engagement time range will be taken as the limit engagement torque.

3. The method for testing the ultimate engagement torque of an electromagnetic jaw clutch according to claim 1, characterized in that, The step of stopping the test by powering down if the connection fails or if the connection is successful but the connection time exceeds the preset connection time range includes: If engagement fails, the active side motor gradually slows down to 0 and then cuts off the zero torque control. After that, the magnetic powder brake is de-energized or the passive side motor cuts off the zero torque control. Then the electromagnetic coil is de-energized, and the test stops. If the engagement is successful but the engagement time exceeds the preset engagement time range, the active side motor will switch to zero torque control. After the system stops, the magnetic powder brake will be de-energized or the passive side motor will switch to zero torque control, followed by the electromagnetic coil being de-energized, and the test will stop.

4. The method for testing the ultimate engagement torque of an electromagnetic jaw clutch according to claim 1, characterized in that, The preset rotation speed is 50 rpm.

5. The method for testing the ultimate engagement torque of an electromagnetic jaw clutch according to claim 1, characterized in that, The successful engagement includes: If the driving side of the clutch moves to the limit position of the driven side during engagement, such that the tooth tip of the driving side of the clutch contacts the tooth root of the driven side of the clutch, and / or the tooth root of the driving side of the clutch contacts the tooth tip of the driven side of the clutch, then engagement is successful.

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