A speed reducer and control method thereof

Abstract

The present application relates to a reducer and a control method thereof, and relates to the field of transmission machinery, which includes a control system, a distance measuring sensor, a steering wheel, a steering shaft, a main transmission shaft and a plurality of auxiliary transmission shafts. The steering wheel is provided with a mounting frame, the mounting frame and the steering wheel are coaxially arranged, the main transmission shaft is rotatably connected to the steering wheel and is coaxially arranged with the steering wheel, the steering wheel is provided with a center hole, the auxiliary transmission shaft is rotatably connected to the mounting frame and both are gear-matched with the main transmission shaft, a mounting hole for the auxiliary transmission shaft to extend out is provided on the circumferential side wall of the mounting frame, a telescopic rod is fixedly connected to one end of the auxiliary transmission shaft extending out of the mounting frame, the steering shaft and the steering wheel are gear-matched, the distance measuring sensor is provided on the steering shaft, the steering shaft is provided with a light-transmitting hole for the detection infrared ray of the distance measuring sensor to pass through and extend to the mounting frame, the control system, the distance measuring sensor and the steering shaft are electrically connected, and the present application has the advantages of not requiring the configuration of a specific reducer, thereby improving the compatibility and intelligent effect of the reducer.

Description

Technical Field

[0001] The present application relates to the field of transmission machinery, and in particular to a reducer and a control method thereof. Background Art

[0002] A reducer is an independent component consisting of a gear drive, worm drive, or gear-worm drive enclosed in a rigid housing. It is often used as a reduction transmission device between the prime mover and the working machine. It plays the role of matching speed and transmitting torque between the prime mover and the working machine or actuator, and is widely used in modern machinery. There are many types of reducers, which can be roughly divided into gear reducers (such as cylindrical gear reducers, worm gear reducers, planetary reducers, cycloid reducers), harmonic reducers, etc. according to their structures and transmission methods.

[0003] A reducer is a power transmission device, usually composed of gears of different sizes, which connects the motor and the two ends of the mechanical equipment to reduce the number of revolutions of the motor and obtain a larger torque.

[0004] The prior art has the following problems: the transmission direction of the reducer is fixed, and when transmission at a certain angle is required, a specific reducer needs to be configured, resulting in a waste of cost. There is still room for improvement. Summary of the invention

[0005] In order to improve the transmission direction fixation of the reducer, when transmission at certain angles is required, a specific reducer needs to be configured, resulting in a waste of costs. The present application provides a reducer and a control method thereof.

[0006] In the first aspect, the present application provides a reducer, which adopts the following technical solution:

[0007] A reducer, comprising:

[0008] A control system, a distance measuring sensor, a steering wheel, a steering shaft, a main transmission shaft and multiple secondary transmission shafts, the steering wheel is provided with a mounting bracket, the mounting bracket and the steering wheel are coaxially arranged, the main transmission shaft is rotatably connected to the steering wheel and is coaxially arranged with the steering wheel, the steering wheel is provided with a center hole for the main transmission shaft to extend out, the secondary transmission shaft is rotatably connected to the mounting bracket and is gear-matched with the main transmission shaft, the circumferential side wall of the mounting bracket is provided with mounting holes for the secondary transmission shaft to extend out and corresponds to the secondary transmission shaft one by one, one end of the secondary transmission shaft extending out of the mounting bracket is fixedly connected with a telescopic rod coaxially arranged with the secondary transmission shaft, the steering shaft and the steering wheel are gear-matched, the distance measuring sensor is arranged on the steering shaft, the steering shaft is provided with a light-transmitting hole for the detection infrared light of the distance measuring sensor to pass through and extend to the mounting bracket, and the control system, the distance measuring sensor and the steering shaft are all electrically connected.

[0009] By adopting the above technical solution, the position of the auxiliary transmission shaft is sensed by a distance measuring sensor, so that the rotation of the steering shaft is controlled according to the actual rotation direction required, thereby driving the steering wheel to rotate, realizing the rotation of the auxiliary transmission shaft, and thus controlling the transmission direction of the auxiliary transmission shaft. There is no need to configure a specific reducer, which improves the compatibility and intelligence of the reducer.

[0010] Optionally, a positioning block is fixedly connected to the outer circumferential side wall of the mounting frame, and the vertical distance between any point on the outer surface of the positioning block away from the mounting frame and the central axis of the mounting frame is different.

[0011] By adopting the above technical solution, different distances on the positioning block are converted into different angles, so that the angle of the current mounting bracket can be directly read, and then the angle of the secondary transmission shaft does not need to be detected, thereby improving the convenience of obtaining the angle of the secondary transmission shaft and improving the efficiency of changing the transmission direction of the reducer.

[0012] Optionally, the numbers of teeth on the secondary transmission shaft are different.

[0013] By adopting the above technical solution, different numbers of teeth are used to make the transmitted torque different, which can not only adjust the direction but also adjust the transmission ratio, thereby improving the compatibility of the reducer.

[0014] In a second aspect, the present application provides a control method, which adopts the following technical solution:

[0015] A control method, applied to the above-mentioned reducer, comprises:

[0016] Receive demand direction;

[0017] Get the current measured distance;

[0018] Based on the current measured distance, the corresponding current direction is found from a preset angular distance database;

[0019] Calculate the steering wheel rotation angle based on the required direction and the current direction;

[0020] Calculating the steering shaft rotation angle based on the steering wheel rotation angle and the preset steering gear ratio;

[0021] The steering shaft rotation angle is controlled by the control system.

[0022] By adopting the above technical solution, the position of the auxiliary transmission shaft is sensed by a distance measuring sensor, so that the rotation of the steering shaft is controlled according to the actual rotation direction required, thereby driving the steering wheel to rotate, realizing the rotation of the auxiliary transmission shaft, and thus controlling the transmission direction of the auxiliary transmission shaft. There is no need to configure a specific reducer, which improves the compatibility and intelligence of the reducer.

[0023] Optionally, the method for calculating the current direction based on the current measured distance and the angular distance conversion formula includes:

[0024] Receive the required reduction ratio;

[0025] Based on the required reduction ratio, the corresponding auxiliary transmission shaft number and additional direction deviation are found from the preset transmission database;

[0026] Find the corresponding current standard direction from the angular distance database based on the current measured distance;

[0027] The current number direction is calculated based on the current standard direction and the additional direction deviation, and updated to the current direction for output.

[0028] By adopting the above technical solution, the reduction ratio is determined, thereby determining the auxiliary transmission shaft that actually needs to be output. According to different numbers of teeth, the transmitted torque is different. Not only can the direction be adjusted, but also the transmission ratio can be adjusted, thereby improving the compatibility of the reducer.

[0029] Optionally, a method for checking the current measured distance is also included, the method comprising:

[0030] Find the corresponding theoretical direction from the angular distance database based on the current measured distance;

[0031] The theoretical steering wheel rotation angle is calculated based on the theoretical direction and the preset starting direction, and the theoretical deviation distance is calculated in reverse;

[0032] Calculate the theoretical steering shaft rotation angle based on the theoretical steering wheel rotation angle and the steering gear ratio;

[0033] Control the steering axis to rotate the theoretical steering axis rotation angle, and obtain the actual starting distance after the rotation;

[0034] Calculate a first actual deviation distance based on the actual starting distance and the current measured distance;

[0035] Outputting the current measured distance when the actual starting distance is equal to the preset theoretical starting distance and the first actual deviation distance is equal to the theoretical deviation distance;

[0036] Outputting a preset steering axis deviation signal when the actual starting distance is not equal to the theoretical starting distance but the first actual deviation distance is equal to the theoretical deviation distance;

[0037] When the actual starting distance is not equal to the theoretical starting distance and the first actual deviation distance is not equal to the theoretical deviation distance, a preset inability to determine signal is output.

[0038] By adopting the above technical solution, the data can be rotated to the starting position to determine whether it is accurate based on the distance measured at the starting position. If it is inaccurate, the cause of the problem can be determined based on the analysis of the data, thereby improving the efficiency of reducer problem analysis.

[0039] Optionally, the method of outputting an undeterminable signal when the actual starting distance is not equal to the theoretical starting distance and the first actual deviation distance is not equal to the theoretical deviation distance includes:

[0040] Control the steering axis to continue rotating and obtain the test distance;

[0041] When the test distance is greater than the actual starting distance, the actual starting distance is updated to the measured distance;

[0042] When the test distance is less than the actual starting distance, the distance difference is determined based on the actual starting distance and the measured distance;

[0043] When the distance difference is less than the preset large span distance difference, an inability to judge signal is output;

[0044] When the distance difference is greater than the large span distance difference, the test distance is defined as the actual end distance, and the distance difference is defined as the start-end distance difference;

[0045] When the actual end point distance is less than the preset theoretical end point distance, a steering axis deviation signal is output;

[0046] When the actual end distance is equal to the theoretical starting distance, a second actual deviation distance is calculated based on the actual end distance and the current measured distance;

[0047] When the second actual deviation distance is not equal to the theoretical deviation distance, a preset current measurement distance abnormality signal and a starting impurity signal are output;

[0048] When the second actual deviation distance is equal to the theoretical deviation distance, a starting impurity signal is output.

[0049] By adopting the above technical solution, if the current measured distance is incorrect, it means that the starting position at this time is mostly incorrect. Therefore, the actual starting position is determined by the particularity of the starting position, and then used as a mark to reversely determine the causes of all problems, thereby further improving the efficiency of reducer problem analysis.

[0050] Optionally, the method of outputting a current measured distance abnormality signal includes:

[0051] The position corresponding to the actual starting distance that is no longer updated is marked to obtain the starting direction, and the position where the actual end distance is obtained is marked to obtain the end direction;

[0052] Determine the current anomaly direction of the current measured distance based on the starting direction;

[0053] Control the steering axis to rotate according to the preset shaking frequency and shaking amplitude, and re-acquire the repair measurement distance in the current abnormal direction;

[0054] When the repair measurement distance gradually increases, the steering axis is continuously controlled to rotate according to the shaking frequency until the repair measurement distance remains unchanged;

[0055] When the repair measurement distance remains unchanged, the current measurement distance is updated to the repair measurement distance, and the current measurement distance is rechecked;

[0056] When it is still necessary to output the abnormal signal of the current measured distance, a mapping relationship is formed based on the repaired measured distance and the current abnormal direction, and the angular distance database is updated;

[0057] When outputting the current measured distance, no current measured distance abnormal signal is output.

[0058] By adopting the above technical solution, when there is indeed an abnormality at the corresponding position and it cannot be removed by the reducer itself, the part is temporarily assumed to be a normal part, and the database is updated according to the part, so that the data can still be used, thereby increasing the service life of the reducer.

[0059] Optionally, the method for updating the angular distance database includes:

[0060] Based on the current abnormal direction, the steering axis is controlled to rotate in any direction and measurement is performed to obtain a repair measurement distance curve;

[0061] Determine the theoretical measurement distance curve based on the angular distance database;

[0062] Matching the repaired measurement distance curve with the theoretical measurement distance curve to obtain two intersection points of the repaired measurement distance curve and the theoretical measurement distance curve, and defining the intersection points as boundary points of the curve range;

[0063] Determine the updated curve range based on the curve range boundary points;

[0064] The theoretical measured distance is corrected according to the updated curve range and updated in the angular distance database.

[0065] By adopting the above technical solution, since it is impossible for only one point to be abnormal, the entire abnormality can be determined when one abnormality is detected, so that the database can be quickly updated, thereby improving the updating efficiency of the database.

[0066] Optionally, a method for determining the boundary point of the curve range is also included, the method comprising:

[0067] Matching the repaired measurement distance curve with the theoretical measurement distance curve to obtain an intersection point between the repaired measurement distance curve and the theoretical measurement distance curve, and defining the intersection point as a segment intersection point;

[0068] Segmenting the repair measurement distance curve based on the segment intersection points to obtain the repair measurement distance curve segments;

[0069] Determine a repair measurement distance curve segment including the current abnormal direction based on the current abnormal direction, and define the repair measurement distance curve segment as a theoretical repair measurement distance curve segment;

[0070] Determine adjacent repair measurement distance curve segments based on theoretical repair measurement distance curve segments;

[0071] When the adjacent repair measurement distance curve segment does not coincide with the theoretical measurement distance curve, the adjacent repair measurement distance curve segment is updated to the theoretical repair measurement distance curve segment, and the adjacent repair measurement distance curve segment is re-determined until there is no adjacent repair measurement distance curve segment or the adjacent repair measurement distance curve segment coincides with the theoretical measurement distance curve;

[0072] The adjacent repaired measurement distance curve segments are segmented until there is no adjacent repaired measurement distance curve segment or the adjacent repaired measurement distance curve segment coincides with the theoretical measurement distance curve, and the segment intersection points at both ends are determined based on the theoretical repaired measurement distance curve segments, and the segment intersection points are defined as the curve range boundary points.

[0073] By adopting the above technical solution, by determining whether it is completely overlapped, it is avoided that although an intersection point is overlapped, both sides are in the abnormal range, but because it has reached the intersection point, there is no situation, thereby improving the accuracy of abnormal curve update.

[0074] In summary, the present application includes at least the following beneficial technical effects:

[0075] 1. The position of the auxiliary transmission shaft is sensed by the distance measuring sensor, so as to control the rotation of the steering shaft according to the actual rotation direction, thereby controlling the transmission direction of the auxiliary transmission shaft. There is no need to configure a specific reducer, which improves the compatibility and intelligence of the reducer;

[0076] 2. According to the different number of teeth, the transmitted torque is different, which can not only adjust the direction, but also adjust the transmission ratio, thus improving the compatibility of the reducer;

[0077] 3. By rotating to the starting position, the distance measured at the starting position can be used to determine whether the data is accurate. If it is inaccurate, the cause of the problem can be determined based on the analysis of the data, thereby improving the efficiency of reducer problem analysis. BRIEF DESCRIPTION OF THE DRAWINGS

[0078] Figure 1 It is a flow chart of a control method in an embodiment of the present application.

[0079] Figure 2 It is a schematic diagram of the structure of the reducer in the embodiment of the present application.

[0080] Figure 3 It is a half-section schematic diagram of the reducer in the embodiment of the present application.

[0081] Figure 4 It is a top view of the positioning block in the embodiment of the present application.

[0082] Figure 5 It is a flowchart of a method for calculating the current direction based on the current measured distance and angular distance conversion formula in an embodiment of the present application.

[0083] Figure 6 It is a flow chart of a method for verifying the current measured distance in an embodiment of the present application.

[0084] Figure 7 It is a flowchart of a method for outputting an undeterminable signal when the actual starting distance is not equal to the theoretical starting distance and the first actual deviation distance is not equal to the theoretical deviation distance in an embodiment of the present application.

[0085] Figure 8 It is a flowchart of a method for outputting a current measured distance abnormality signal in an embodiment of the present application.

[0086] Fig. 9 It is a flowchart of the method for updating the diagonal distance database in an embodiment of the present application.

[0087] Fig.10 It is a flow chart of a method for determining a curve range boundary point in an embodiment of the present application.

[0088] Explanation of the reference numerals: 1. Distance measuring sensor; 2. Steering wheel; 21. Center hole; 3. Steering shaft; 31. Light-transmitting hole; 4. Main transmission shaft; 5. Auxiliary transmission shaft; 51. Telescopic rod; 6. Mounting bracket; 61. Mounting hole; 7. Positioning block. DETAILED DESCRIPTION

[0089] In order to make the purpose, technical solutions and advantages of this application more clear, the following Figure 1-Figure 10 It should be understood that the specific embodiments described herein are only used to explain the present application and are not used to limit the present application.

[0090] The present application embodiment discloses a control method. Figure 1 , a control method includes:

[0091] Step 100: Receive a demand direction.

[0092] The demand direction is the required transmission direction.

[0093] Reference Figure 2 and Figure 3 A speed reducer includes a steering disc 2, a main transmission shaft and a secondary transmission shaft 5. A mounting frame 6 is fixedly connected to the steering disc 2, and the mounting frame 6 is coaxially arranged with the steering disc 2. When the steering disc 2 rotates, the mounting frame 6 rotates accordingly. The main transmission shaft 4 is rotationally connected to the steering disc 2, and the main transmission shaft 4 is also coaxially arranged with the steering disc 2. The steering disc 2 is provided with a center hole 21, and the main transmission shaft 4 extends out of the mounting frame 6 through the center hole 21, and is used to connect with an engine or a driving source to receive a rotational torque. Here, the main transmission shaft 4 can be extended out of the steering disc 2, or a avoidance hole can be opened in the steering disc 2 so that the driving source can be sleeved on the main transmission shaft 4. The secondary transmission shaft 5 is rotationally connected to the mounting frame 6, and the secondary transmission shaft 5 and the main transmission shaft 4 are gear-matched to transmit the rotational torque of the main transmission shaft 4 to the secondary transmission shaft 5. The mounting frame 6 has a mounting hole 61 on the circumferential side wall, and the auxiliary transmission shaft 5 passes through the mounting hole 61 and extends out of the mounting frame 6 to transmit the rotational torque to other parts. In order to facilitate the connection with other parts without being interfered by the steering wheel 2, the end of the auxiliary transmission shaft 5 extending out of the mounting frame 6 is fixedly connected with a telescopic rod 51, and the telescopic rod 51 and the auxiliary transmission shaft 5 are coaxially arranged. Therefore, the required direction is the direction between the auxiliary transmission shaft 5 and the main transmission shaft 4. It is obtained by manual input into the system.

[0094] Step 101: Obtain the current measurement distance.

[0095] Reference Figure 2 and Figure 3 The reducer also includes a control system, a distance sensor 1 and a steering shaft 3. The steering shaft 3 and the steering wheel 2 are geared together and the steering shaft 3 is fixed. When the steering shaft 3 is rotated by the power source, the steering wheel 2 can be driven to rotate in coordination. The distance sensor 1 is installed on the steering shaft 3. The steering shaft 3 is provided with a light-transmitting hole 31. The distance sensor 1 can emit detection infrared rays through the light-transmitting hole 31 to the mounting frame 6. The control system, the distance sensor 1 and the steering shaft 3 are all electrically connected, and the control system can also be connected to the telescopic rod 51. The control system controls the rotation of the steering shaft 3 through the signal transmitted by the distance sensor 1, and controls the telescopic rod 51 of the corresponding secondary transmission shaft 5 to be extended or retracted.

[0096] Reference Figure 4 A positioning block 7 is fixedly connected to the outer circumferential side wall of the mounting frame 6, and the vertical distance between any point on the outer surface of the positioning block 7 away from the mounting frame 6 and the central axis of the mounting frame 6 is different.

[0097] That is, the distance measuring sensor 1 is aimed at the positioning block 7 , and the current measured distance is the distance between a certain point on the positioning block 7 and the distance measuring sensor 1 measured by the distance measuring sensor 1 .

[0098] Step 102: searching for the corresponding current direction from a preset angular distance database based on the current measured distance.

[0099] The current direction is the direction that the current distance measuring sensor 1 faces, and can also be the direction that the auxiliary sensor faces. The angular distance database stores the mapping relationship between the current measured distance and the current direction, which is obtained by a technician in this field after measuring the actual situation of the positioning block 7. When the system receives the current measured distance, it automatically searches the database for the corresponding current direction and outputs it.

[0100] It should be noted here that if the positioning block 7 contains a certain rule that can be calculated by a certain conversion formula, for example, for every 1° movement, the distance measured by the positioning block 7 decreases by 1 mm. Then it can also be calculated according to the formula at the beginning of the reducer.

[0101] Step 103: Calculate the rotation angle of the steering wheel 2 based on the required direction and the current direction.

[0102] The rotation angle of the steering wheel 2 is the angle that the steering wheel 2 needs to rotate. The required direction minus the current direction. The positive and negative values ​​of the angle here represent the direction.

[0103] Step 104: Calculate the steering shaft rotation angle based on the steering wheel 2 rotation angle and the preset steering gear ratio.

[0104] The steering gear ratio is the ratio of the number of teeth between the steering shaft 3 and the steering disc 2, that is, the ratio of how many turns the steering disc 2 makes for each turn of the steering shaft 3. The steering shaft rotation angle is the angle at which the steering shaft 3 rotates.

[0105] The calculation method is to multiply the two.

[0106] Step 105: Control the steering shaft 3 to rotate by a steering shaft rotation angle through the control system.

[0107] After such operation, the steering wheel 2 is rotated by the steering wheel rotation angle, and the auxiliary transmission shaft 5 is in the required direction.

[0108] Reference Figure 5 , the method for calculating the current direction based on the current measured distance and angular distance conversion formula includes:

[0109] Step 200: Receive a required reduction ratio.

[0110] The required speed reduction ratio is the ratio of the rotation speeds of the main transmission shaft 4 and the auxiliary transmission shaft 5 required.

[0111] Step 201: Find the corresponding auxiliary transmission shaft 5 number and additional direction deviation from a preset transmission database based on the required reduction ratio.

[0112] The secondary transmission shaft number is the number of the secondary transmission shaft 5 that meets the required reduction ratio when the number of teeth on the secondary transmission shaft 5 is different, and the purpose of the numbering is to determine which secondary transmission shaft 5 it is. The additional directional deviation is the additional directional deviation value that needs to be compensated, that is, the angular distance database is obtained by referring to one of the secondary transmission shafts 5 as a reference. When another secondary transmission shaft 5 is needed as an output shaft, the relative angle between the two needs to be moved further. The database contains the mapping relationship between the required reduction ratio, the secondary transmission shaft 5 number and the additional directional deviation. The staff in this field calculates the required reduction ratio according to the number of teeth and radius of the gear of each secondary transmission shaft 5, and then forms a mapping relationship between the required reduction ratio and the secondary transmission shaft number, and then converts the angle according to the position of the reference object and the position of the secondary transmission shaft number to obtain the mapping relationship between the required reduction ratio, the secondary transmission shaft number and the additional directional deviation. When the system receives the corresponding required reduction ratio, it automatically finds the corresponding secondary transmission shaft number and the additional directional deviation from the database for output.

[0113] Step 202: searching the corresponding current standard direction from the angular distance database based on the current measured distance.

[0114] The current standard direction is the direction of one of the auxiliary transmission shafts 5 used as a reference. In fact, the angular distance database stores the mapping relationship between the current measured distance and the current standard direction. When the system does not receive the corresponding required reduction ratio, it outputs according to the current standard direction by default. If the required reduction ratio is received, it is corrected and output according to the next step.

[0115] Step 203: Calculate the current numbered direction based on the current standard direction and the additional direction deviation, and update it to the current direction for output.

[0116] The current numbering direction is the direction that the secondary transmission shaft 5 of the secondary transmission shaft number corresponding to the required reduction ratio actually faces. The calculation method is to subtract the two.

[0117] Reference Figure 6 , and also includes a method for checking the current measured distance, the method comprising:

[0118] Step 300: Find the corresponding theoretical direction from the angular distance database based on the current measured distance.

[0119] The theoretical direction is actually the current direction, but because no verification has been performed, it is first defined as the theoretical direction in order to determine whether to output according to the current direction. Here, the theoretical direction can also be adjusted according to steps 200-203.

[0120] Step 301: Calculate a theoretical steering wheel rotation angle based on a theoretical direction and a preset starting direction, and reversely calculate a theoretical deviation distance.

[0121] The starting direction is an initial direction artificially defined. Figure 4 The point A is in the middle. The theoretical steering wheel rotation angle is the angle required to rotate from the theoretical direction to the starting direction. The theoretical deviation distance is the theoretical difference between the distance measured in the starting direction and the current measured distance. The calculation method is to reversely search the theoretical measured distance in the starting direction according to the angular distance database, and then subtract the two.

[0122] Step 302: Calculate the theoretical steering shaft 3 rotation angle based on the theoretical steering wheel 2 rotation angle and the steering gear ratio.

[0123] The theoretical steering shaft 3 rotation angle is the angle that the steering shaft 3 needs to rotate when the steering wheel 2 is rotated by the theoretical steering wheel rotation angle. The calculation method here is introduced in step 104 and will not be repeated here.

[0124] Step 303: Control the steering axis 3 to rotate by a theoretical steering axis rotation angle, and obtain the actual starting distance after the rotation.

[0125] The actual starting distance is if the current measured distance is accurate, then theoretically the theoretical steering axis rotation angle is the starting direction, and the distance obtained is the theoretical distance value measured in the starting direction. Control the direction of the steering axis 3 rotating the theoretical steering axis rotation angle as follows Figure 4 Shown is clockwise.

[0126] Step 304: Calculate a first actual deviation distance based on the actual starting distance and the current measured distance.

[0127] The first actual deviation distance is the difference between the actual starting distance and the current measured distance. The calculation method is to subtract the two. The subtraction of this value here is consistent with the subtraction of the theoretical deviation distance in step 301.

[0128] Step 305: Outputting the current measured distance when the actual starting distance is equal to the preset theoretical starting distance and the first actual deviation distance is equal to the theoretical deviation distance.

[0129] The theoretical starting distance is the distance value theoretically measured in the starting direction. The actual starting distance equals the theoretical starting distance and the first actual deviation distance equals the theoretical deviation distance, which means that the current measured distance is correct and the starting point is also correct.

[0130] Step 306: Output a preset steering axis deviation signal when the actual starting distance is not equal to the theoretical starting distance but the first actual deviation distance is equal to the theoretical deviation distance.

[0131] The steering axis offset signal is a signal that the steering axis 3 is offset, causing the measurement data in the entire database to be inaccurate. When the first actual deviation distance is equal to the theoretical deviation distance, it means that there is no impurity interference on the surface of the positioning block 7, so it can only be caused by the relative distance offset between the steering axis 3 and the mounting bracket 6, so the steering axis offset signal is output.

[0132] Step 307: Outputting a preset inability to determine signal when the actual starting distance is not equal to the theoretical starting distance and the first actual deviation distance is not equal to the theoretical deviation distance.

[0133] The signal that cannot be judged is a signal that needs to output an abnormality, but the cause of the abnormality is unclear. When they are not equal, it is impossible to judge whether it is the starting direction, nor whether it is adjusted to the offset of axis 3, so the signal that cannot be judged is output.

[0134] The situation where the actual starting distance is equal to the theoretical starting distance but the first actual deviation distance is not equal to the theoretical deviation distance is not judged here, or when this situation occurs, an inability to judge signal is output.

[0135] Reference Figure 7 The method of outputting an inability to judge signal when the actual starting distance is not equal to the theoretical starting distance and the first actual deviation distance is not equal to the theoretical deviation distance includes:

[0136] Step 400: Control the steering shaft 3 to continue rotating and obtain the test distance.

[0137] The direction in which the steering shaft 3 continues to rotate is controlled to be the direction from the theoretical direction to the starting direction. Figure 4 The direction shown is clockwise. The test distance is the distance obtained during the rotation process.

[0138] Step 401: When the test distance is greater than the actual start distance, update the actual start distance to the measurement distance.

[0139] When the test distance is greater than the actual starting distance, it means that the position corresponding to the starting direction has not yet been reached and it can continue to move. In order to make a judgment at every moment compared with the previous moment, the actual starting distance is updated.

[0140] Step 402: When the test distance is less than the actual start distance, determine the distance difference based on the actual start distance and the measured distance.

[0141] The distance difference is the difference between the actual starting distance and the measured distance. It is calculated by subtracting the two.

[0142] When the test distance is less than the actual starting distance, one situation is as follows Figure 4 As shown, it goes from A to B, and the other is that impurities are stuck on the positioning block 7. In order to judge this situation, it is necessary to judge based on the distance difference.

[0143] Step 403: Outputting an inability to determine signal when the distance difference is smaller than a preset large-span distance difference.

[0144] The large span distance difference is a large span difference value. Here, it is generally assumed that when the impurity is large and very easy to distinguish, the staff will remove the impurity, but a little impurity is easy to be ignored, so setting this value can determine whether it is one of the two situations described in step 402. When it is less than, it means that it is not possible to be from point A to point B, so the output cannot determine the signal.

[0145] Step 404: When the distance difference is greater than the large span distance difference, the test distance is defined as the actual end distance, and the distance difference is defined as the start-end distance difference.

[0146] When the distance difference is greater than the large span distance difference, it means that there is obviously a larger span here, which can only be from A to B.

[0147] Step 405: Outputting a steering axis 3 offset signal when the actual end point distance is less than the preset theoretical end point distance.

[0148] The theoretical end point distance is the theoretically measured distance at the end point position. When it is also less than, it means that this place is biased towards the steering axis 3, so the steering axis offset signal is output.

[0149] Step 406: When the actual end distance is equal to the theoretical start distance, a second actual deviation distance is calculated based on the actual end distance and the current measured distance.

[0150] When the actual end distance is equal to the theoretical starting distance, it means that the distance between the steering shaft 3 and the steering wheel 2 is accurate. The second actual deviation distance is the difference between the actual end distance and the current measured distance. The calculation method is to subtract the two.

[0151] Step 407: When the second actual deviation distance is not equal to the theoretical deviation distance, a preset current measurement distance abnormality signal and a starting impurity signal are output.

[0152] The current measurement distance abnormality signal is a signal that the direction actually corresponding to the current measurement distance data is abnormal. The starting impurity signal is a signal that the impurities at the starting position affect the data analysis. The second actual deviation distance is not equal to the theoretical deviation distance, indicating that the position of the current measurement distance is also abnormal, so the current measurement distance abnormality signal and the starting impurity signal are output.

[0153] Step 408: Outputting a starting impurity signal when the second actual deviation distance is equal to the theoretical deviation distance.

[0154] When the second actual deviation distance is equal to the theoretical deviation distance, it means that the current measured distance is correct but there are impurities at the starting position, so only the starting impurity signal is output.

[0155] Reference Figure 8 , the method of outputting the current measurement distance abnormality signal includes:

[0156] Step 500: Mark the position corresponding to the actual starting distance that is no longer updated to obtain the starting direction, and mark the position where the actual end point distance is obtained to obtain the end point direction.

[0157] The starting direction is the direction at the starting position, that is, Figure 4 The end point direction is the direction at the end point, that is, Figure 4 The direction of point B is shown.

[0158] Step 501: Determine the current abnormal direction of the current measurement distance based on the starting direction.

[0159] The current abnormal direction is the direction of the current measured distance in which the data is incorrect. The determination method can be obtained by converting the rotation angle of the steering axis 3.

[0160] Step 502: Control the steering axis 3 to rotate according to the preset shaking frequency and shaking amplitude, and re-acquire the repair measurement distance in the current abnormal direction.

[0161] The shaking frequency is the frequency of the clockwise and counterclockwise shaking, which is set manually. The shaking amplitude is the angle of the clockwise or counterclockwise rotation. The repair measurement distance is the distance measured in the current abnormal direction.

[0162] Step 503: When the repair measurement distance gradually increases, continue to control the steering shaft 3 to rotate according to the shaking frequency until the repair measurement distance remains unchanged.

[0163] When the repair measurement distance gradually increases, it means that impurities are falling, so you can continue shaking.

[0164] Step 504: When the repair measurement distance remains unchanged, update the current measurement distance to the repair measurement distance, and recheck the current measurement distance.

[0165] If it does not change, it means that the impurities that can be shed have been shed, and the remaining impurities do not exist or cannot be shed, so it needs to be rechecked. The checking method has been introduced in steps 200-407 and will not be repeated here.

[0166] Step 505: When it is still necessary to output the abnormal signal of the current measured distance, a mapping relationship is formed based on the repaired measured distance and the current abnormal direction, and the angular distance database is updated.

[0167] If the current measurement distance abnormal signal still needs to be output, it means that there are still impurities, and the reducer itself cannot be relied on to fall off. In order to work normally, the current measurement distance corresponding to the position is updated to the theoretical measurement distance, so that it can be used temporarily. If the repaired measurement distance already exists in the database, the overall curve can be used to determine the corresponding direction.

[0168] Step 506: When outputting the current measured distance, do not output a current measured distance abnormal signal.

[0169] When the current measured distance is output, it means that there are no impurities at this time, and the current measured distance can be output normally.

[0170] Reference Fig. 9 , the updating method of the angular distance database includes:

[0171] Step 600: Based on the current abnormal direction, the steering axis 3 is controlled to rotate in any direction and measure to obtain a repair measurement distance curve.

[0172] The repaired measured distance curve is a curve of measured distance and angle obtained by rotating in one direction. Here, it is a curve obtained around one circle of the positioning block 7.

[0173] Step 601: Determine a theoretical measurement distance curve based on an angular distance database.

[0174] The theoretical measurement distance curve is a curve of the distance corresponding to each direction on the positioning block 7 in theory. Here, the curve can be obtained by drawing the mapping relationship in each angular distance database on the curve.

[0175] Step 602: Match the repaired measured distance curve with the theoretical measured distance curve to obtain two intersection points of the repaired measured distance curve and the theoretical measured distance curve, and define the intersection points as curve range boundary points.

[0176] The matching method can be to put the two into the same coordinate system.

[0177] Step 603: Determine and update the curve range based on the curve range boundary points.

[0178] Updates the curve range to the curve range between two curve range boundary points.

[0179] Step 604: Correct the theoretical measured distance according to the updated curve range and update it in the angular distance database.

[0180] Correcting the theoretical measured distance according to the update curve range is to replace the theoretical measured distance curve in the update curve range with the repaired measured distance curve in the update curve range to obtain an updated theoretical measured distance curve, and then determine the mapping relationship in the opposite way to step 601 and store it in the angular distance database.

[0181] Reference Fig.10 , and also includes a method for determining the boundary point of the curve range, the method comprising:

[0182] Step 700: Match the repaired measured distance curve with the theoretical measured distance curve to obtain an intersection point between the repaired measured distance curve and the theoretical measured distance curve, and define the intersection point as a segmented intersection point.

[0183] The matching method can be to put the two into the same coordinate system.

[0184] Step 701: Segment the repaired measured distance curve based on segment intersection points to obtain repaired measured distance curve segments.

[0185] The repaired measurement distance curve segments are segments of the curve with segment intersections at both ends and no segment intersection in the middle. The determination method is to cut the repaired measurement curve at any two adjacent segment intersections.

[0186] Step 702: Determine a repair measurement distance curve segment including the current abnormal direction based on the current abnormal direction, and define the repair measurement distance curve segment as a theoretical repair measurement distance curve segment.

[0187] Step 703: Determine adjacent repair measurement distance curve segments based on the theoretical repair measurement distance curve segments.

[0188] The adjacent repair measurement distance curve segments are curve segments adjacent to the theoretical repair measurement distance curve segments, and are determined by searching for the repair measurement distance curve segments that have the same segment intersection point.

[0189] Step 704: When the adjacent repair measurement distance curve segment does not overlap with the theoretical measurement distance curve, the adjacent repair measurement distance curve segment is updated to the theoretical repair measurement distance curve segment, and the adjacent repair measurement distance curve segment is re-determined until there is no adjacent repair measurement distance curve segment or the adjacent repair measurement distance curve segment overlaps with the theoretical measurement distance curve.

[0190] Step 705: Determine the intersection of the two ends of the adjacent repaired measurement distance curve segments based on the theoretical repaired measurement distance curve segments until there is no adjacent repaired measurement distance curve segment or the adjacent repaired measurement distance curve segment overlaps with the theoretical measurement distance curve, and define the intersection of the segments as the curve range boundary point.

[0191] When they overlap, it means there are no impurities on both sides, so the boundary points of the curve range can be directly output.

[0192] Those skilled in the art can clearly understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional modules as needed, that is, the internal structure of the device is divided into different functional modules to complete all or part of the functions described above. The specific working process of the system, device and unit described above can refer to the corresponding process in the aforementioned method embodiment, and will not be repeated here.

[0193] The above are all preferred embodiments of the present application, and are not intended to limit the protection scope of the present application. Any feature disclosed in this specification (including the abstract and drawings), unless otherwise stated, can be replaced by other equivalent or alternative features with similar purposes. That is, unless otherwise stated, each feature is only an example of a series of equivalent or similar features.

Claims

1. A reducer, characterized in that: include: A control system, a distance measuring sensor (1), a steering wheel (2), a steering shaft (3), a main transmission shaft (4) and a plurality of auxiliary transmission shafts (5), wherein the steering wheel (2) is provided with a mounting frame (6), the mounting frame (6) and the steering wheel (2) are coaxially arranged, the main transmission shaft (4) is rotatably connected to the steering wheel (2) and is coaxially arranged with the steering wheel (2), the steering wheel (2) is provided with a center hole (21) for the main transmission shaft (4) to extend out, the auxiliary transmission shafts (5) are rotatably connected to the mounting frame (6) and are gear-matched with the main transmission shaft (4), and the circumferential direction of the mounting frame (6) is The side wall is provided with a mounting hole (61) for the auxiliary transmission shaft (5) to extend therethrough and the mounting hole corresponds to the auxiliary transmission shaft (5); one end of the auxiliary transmission shaft (5) extending out of the mounting frame (6) is fixedly connected to a telescopic rod (51) coaxially arranged with the auxiliary transmission shaft (5); the steering shaft (3) and the steering wheel (2) are gear-matched; the distance sensor (1) is arranged on the steering shaft (3); the steering shaft (3) is provided with a light-transmitting hole (31) for the detection infrared ray of the distance sensor (1) to pass through and extend to the mounting frame (6); the control system, the distance sensor (1) and the steering shaft (3) are all electrically connected; A positioning block (7) is fixedly connected to the outer peripheral side wall of the mounting frame (6); the vertical distance between any point on the outer surface of the positioning block (7) away from the mounting frame (6) and the central axis of the mounting frame (6) is different; and the number of teeth on the auxiliary transmission shaft (5) is different.

2. A control method, applied to a reducer as claimed in claim 1, characterized in that: Receive demand direction; Get the current measured distance; Based on the current measured distance, the corresponding current direction is found from a preset angular distance database; Calculate the steering wheel rotation angle based on the required direction and the current direction; Calculating the steering shaft rotation angle based on the steering wheel rotation angle and the preset steering gear ratio; The steering shaft (3) is controlled by a control system to rotate the steering shaft by a rotation angle.

3. A control method according to claim 2, characterized in that: Methods for calculating the current direction based on the current measured distance and angular distance conversion formula include: Receive the required reduction ratio; Based on the required reduction ratio, the corresponding auxiliary transmission shaft (5) number and additional direction deviation are found from a preset transmission database; Find the corresponding current standard direction from the angular distance database based on the current measured distance; The current numbered direction is calculated based on the current standard direction and the additional direction deviation, and updated to the current direction for output.

4. A control method according to claim 2, characterized in that: Also included is a method for checking the current measured distance, the method comprising: Find the corresponding theoretical direction from the angular distance database based on the current measured distance; The theoretical steering wheel rotation angle is calculated based on the theoretical direction and the preset starting direction, and the theoretical deviation distance is calculated in reverse; Calculate the theoretical steering shaft rotation angle based on the theoretical steering wheel rotation angle and the steering gear ratio; Controlling the steering axis (3) to rotate a theoretical steering axis rotation angle, and obtaining an actual starting distance after the rotation; Calculate a first actual deviation distance based on the actual starting distance and the current measured distance; Outputting the current measured distance when the actual starting distance is equal to the preset theoretical starting distance and the first actual deviation distance is equal to the theoretical deviation distance; Outputting a preset steering axis deviation signal when the actual starting distance is not equal to the theoretical starting distance but the first actual deviation distance is equal to the theoretical deviation distance; When the actual starting distance is not equal to the theoretical starting distance and the first actual deviation distance is not equal to the theoretical deviation distance, a preset inability to determine signal is output.

5. A control method according to claim 4, characterized in that: The method of outputting an undeterminable signal when the actual starting distance is not equal to the theoretical starting distance and the first actual deviation distance is not equal to the theoretical deviation distance includes: Control the steering shaft (3) to continue rotating and obtain the test distance; When the test distance is greater than the actual starting distance, the actual starting distance is updated to the measured distance; When the test distance is less than the actual starting distance, the distance difference is determined based on the actual starting distance and the measured distance; When the distance difference is less than the preset large span distance difference, an inability to judge signal is output; When the distance difference is greater than the large span distance difference, the test distance is defined as the actual end distance, and the distance difference is defined as the start-end distance difference; When the actual end point distance is less than the preset theoretical end point distance, a steering axis deviation signal is output; When the actual end distance is equal to the theoretical starting distance, a second actual deviation distance is calculated based on the actual end distance and the current measured distance; When the second actual deviation distance is not equal to the theoretical deviation distance, a preset current measurement distance abnormality signal and a starting impurity signal are output; When the second actual deviation distance is equal to the theoretical deviation distance, a starting impurity signal is output.

6. A control method according to claim 5, characterized in that: The method of outputting the current measured distance abnormality signal includes: The position corresponding to the actual starting distance that is no longer updated is marked to obtain the starting direction, and the position where the actual end distance is obtained is marked to obtain the end direction; Determine the current anomaly direction of the current measured distance based on the starting direction; Controlling the steering axis (3) to rotate according to a preset shaking frequency and shaking amplitude, and re-obtaining the repair measurement distance in the current abnormal direction; When the repair measurement distance gradually increases, the steering shaft (3) continues to be controlled to rotate according to the shaking frequency until the repair measurement distance remains unchanged; When the repair measurement distance remains unchanged, the current measurement distance is updated to the repair measurement distance, and the current measurement distance is rechecked; When it is still necessary to output the abnormal signal of the current measured distance, a mapping relationship is formed based on the repaired measured distance and the current abnormal direction, and the angular distance database is updated; When outputting the current measured distance, no current measured distance abnormal signal is output.

7. A control method according to claim 6, characterized in that: The updating method of the angular distance database includes: Based on the current abnormal direction, the steering axis (3) is controlled to rotate in any direction and measure to obtain a repair measurement distance curve; Determine the theoretical measurement distance curve based on the angular distance database; Matching the repaired measurement distance curve with the theoretical measurement distance curve to obtain two intersection points of the repaired measurement distance curve and the theoretical measurement distance curve, and defining the intersection points as boundary points of the curve range; Determine the updated curve range based on the curve range boundary points; The theoretical measured distance is corrected according to the updated curve range and updated in the angular distance database.

8. A control method according to claim 7, characterized in that: Also included is a method for determining the boundary point of the curve range, the method comprising: Matching the repaired measurement distance curve with the theoretical measurement distance curve to obtain an intersection point between the repaired measurement distance curve and the theoretical measurement distance curve, and defining the intersection point as a segment intersection point; Segmenting the repair measurement distance curve based on the segment intersection points to obtain the repair measurement distance curve segments; Determine a repair measurement distance curve segment including the current abnormal direction based on the current abnormal direction, and define the repair measurement distance curve segment as a theoretical repair measurement distance curve segment; Determine adjacent repair measurement distance curve segments based on theoretical repair measurement distance curve segments; When the adjacent repair measurement distance curve segment does not coincide with the theoretical measurement distance curve, the adjacent repair measurement distance curve segment is updated to the theoretical repair measurement distance curve segment, and the adjacent repair measurement distance curve segment is re-determined until there is no adjacent repair measurement distance curve segment or the adjacent repair measurement distance curve segment coincides with the theoretical measurement distance curve; The adjacent repaired measurement distance curve segments are segmented until there is no adjacent repaired measurement distance curve segment or the adjacent repaired measurement distance curve segment coincides with the theoretical measurement distance curve, and the segment intersection points at both ends are determined based on the theoretical repaired measurement distance curve segments, and the segment intersection points are defined as the curve range boundary points.

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