Electric vehicle retarder driveline cumulative lash angle detection device and method of use

Abstract

The application discloses a kind of electric vehicle reducer transmission system accumulated side clearance angle detection device and its use method, device includes bottom plate (1), positioning assembly (2), output locking assembly (3), input drive assembly (4), angle measurement assembly (5) and control and display assembly (6).By positioning assembly (2) the output locking assembly (3) and input drive assembly (4) are installed on bottom plate (1), and reducer is installed on detection device.Output locking assembly locks (3) the output end of reducer, control and display assembly (6) applies specified torque to make input drive assembly (4) positive, reverse, reducer input shaft (704) and angle measurement assembly (5) synchronous rotation, the accumulated side clearance angle of reducer transmission system is detected and displayed.The device of the application can display the accumulated side clearance angle of reducer transmission system in real time, and the accumulated tooth side clearance is calculated, and it is convenient to operate, data readable.

Description

TECHNICAL FIELD

[0001] The application belongs to the technical field of transmission system side clearance detection, and more particularly to a device for detecting the cumulative side clearance angle of the transmission system of an electric vehicle reducer and a method for using the same. BACKGROUND

[0002] With the rapid development of the electric vehicle industry, the precision and reliability of the transmission system are increasingly required. The cumulative side clearance angle of the transmission system is one of the key factors affecting its performance, which directly relates to the driving stability and power transmission efficiency of the electric vehicle. In the transmission system of the electric vehicle, the reducer is a core component, and the small gaps of the internal gears, bearings and other components will gradually accumulate during long-term use, forming a cumulative side clearance angle. The size of the system cumulative side clearance depends on the amount of temperature change of the wheel train, the material and machining precision of the housing, the precision level of each gear pair, the lubrication method, etc. The size of the system cumulative side clearance affects the performance of the reducer, such as noise, abnormal noise during shifting, etc.; even the unqualified cumulative side clearance of the transmission system can cause the reducer to be scrapped. This cumulative side clearance angle will cause the instability of the transmission system, and thus affect the driving quality of the electric vehicle. Therefore, accurate detection of the cumulative side clearance angle of the transmission system is an important part of improving the performance of the electric vehicle. Therefore, the cumulative side clearance angle of the transmission system of the reducer must have an accurate measurement value for judging whether the cumulative side clearance of the transmission system of the reducer is qualified.

[0003] In the related field, there are existing technologies dedicated to solving the problem of transmission system cumulative side clearance, such as the patent document with publication number CN202211351519.5, which discloses a transmission side clearance measuring device and system. The transmission side clearance measuring device of the present application includes a first support for supporting the driving mechanism and the transmission mechanism, a transmission shaft connected with the output end of the transmission mechanism, a second support supporting the transmission shaft, and an angle measuring mechanism. The first support and the second support can realize the stable arrangement of the driving mechanism, the transmission mechanism and the transmission shaft, improve the stability of the measuring device, and output the power of the transmission mechanism to the second support through the transmission shaft. The angle detection mechanism is used to measure the rotation angle of the output shaft of the driving mechanism, so as to obtain the total transmission side clearance of the transmission mechanism according to the rotation angle. Therefore, the present application can realize the measurement of the total transmission side clearance of the transmission mechanism. However, this device relies on the transmission shaft to output power to the second support, and uses the angle detection mechanism to measure the rotation angle, which may introduce additional errors. Moreover, the operation of this device is complex, and the angle data of the measurement result is not intuitive enough. SUMMARY

[0004] To address the aforementioned deficiencies or improvement needs of existing technologies, this invention provides a device for detecting the cumulative backlash angle of an electric vehicle reducer transmission system and its usage method. The output end of the reducer is locked by an output locking assembly, and a control and display assembly applies a specified torque to cause the input drive assembly to rotate forward and backward. During this process, the reducer input shaft and the angle measuring assembly rotate synchronously, allowing for rapid and accurate detection and display of the cumulative backlash angle of the reducer transmission system. The cumulative tooth flank clearance of the system can then be calculated. This invention ensures the accuracy of the measurement data, and the control and display assembly can display the cumulative backlash angle of the reducer transmission system in real time, improving operational convenience and data readability.

[0005] To achieve the above objectives, according to one aspect of the present invention, an electric vehicle reducer transmission system cumulative backlash angle detection device is provided, comprising a base plate, an output locking assembly and an input drive assembly mounted thereon via a positioning assembly, an angle measuring assembly, and a control and display assembly, wherein...

[0006] The output locking assembly includes an output bushing, an output spline shaft, a positioning screw with a 60° bottom surface, and a knob fixed to the top of the positioning screw. Rotating the knob causes the positioning screw to move downward, and the 60° surface of the positioning screw fits against the 60° surface of the output spline shaft, restricting the rotation of the output spline shaft, thereby locking the output end of the reducer.

[0007] The angle measurement component includes an angle encoder that rotates coaxially with the input shaft of the reducer;

[0008] The control and display components include a torque wrench, a handwheel, and a touchscreen that displays the cumulative backlash angle;

[0009] The input drive assembly includes a bushing, a connecting shaft, and a coupling, which are connected to the rotating shaft of the angle encoder to form a first rigid connection; it also includes an input spline sleeve, an input shaft, and a first gear, which are connected to the handwheel to form a second rigid connection.

[0010] By pushing and rotating the handwheel, the inner spline of the input spline sleeve is engaged with the outer spline of the reducer input shaft, and the first gear is engaged with the second gear. By rotating the torque wrench in both directions, the first rigid connecting body and the second rigid connecting body are driven to rotate synchronously. During the process, the reducer input shaft rotates synchronously with the rotation shaft of the angle encoder. Data is recorded through the touch screen to achieve rapid and accurate detection of the cumulative backlash angle of the reducer transmission system.

[0011] Further, the cylindrical surface of the output spline shaft has a five-equal 60° slot which matches the 60° surface of the positioning screw, and the first differential mechanism planetary gear and the second differential mechanism planetary gear inserted into the spline inner hole of the output bushing in the reducer, and the spline size is made according to the comprehensive through end gauge size of the spline inner hole of the first differential mechanism planetary gear and the second differential mechanism planetary gear in the reducer.

[0012] Further, the first rigid connecting body and the second rigid connecting body adopt a small gap fit (φd2H6 / g5) to keep the synchronous rotation therebetween.

[0013] Further, the positioning assembly includes a circular positioning pin and a rhombic positioning pin which are fastened on the bottom plate by screws and cooperate with the mounting pin hole of the reducer to position the reducer on the detection device.

[0014] Further, the output locking assembly further includes an output support fixed on the bottom plate by the guide key and the screw to provide support, and a positioning bushing installed above the output support for inserting the positioning screw.

[0015] Further, the input driving assembly further includes an input front support and an input rear support fixed on the floor to provide stable support for the entire input driving assembly, and the height difference between the two is ≤0.005 mm.

[0016] Further, the input driving assembly further includes a gear shaft fixed in the lower part of the input front support, on which the high-precision free-rotating second gear is installed.

[0017] Further, the input driving assembly further includes an input front bushing installed in the top circular hole of the input front support, and an input rear bushing installed in the top circular hole of the input rear support, and the input rear bushing is fixedly installed in the bushing, and the key groove is provided on the bushing, and the limiting sleeve abutting against the input rear bushing is sleeved on the end outer periphery of the bushing and fixed by bolts.

[0018] Further, the angle measurement assembly further includes an angle encoder seat for installing the angle encoder, and both are installed on the input rear support.

[0019] According to another aspect of the present application, the present application provides a use method of the electric vehicle reducer drive train cumulative side clearance angle detection device, which is implemented by using the above-mentioned electric vehicle reducer drive train cumulative side clearance angle detection device, and the specific implementation steps are as follows:

[0020] S100: Installation of the reducer: Place the reducer on the detection device, and install it by matching the round positioning pin and the rhombus positioning pin on the detection device with the mounting pin hole on the reducer to ensure correct positioning of the reducer;

[0021] S200: Installation and locking of the output spline shaft: Insert the output spline shaft into the first differential mechanism planetary gear and the second differential mechanism planetary gear spline inner hole of the differential mechanism in the reducer through the output bush; rotate the knob to move the positioning screw downward, and make the 60° surface of the positioning screw fit the 60° surface of the output spline shaft to lock the output spline shaft and limit the output rotation of the reducer;

[0022] S300: Installation and engagement of the input shaft: Insert the input spline sleeve into the input shaft of the reducer by rotating the hand wheel, and ensure that the first gear and the second gear are engaged; use the torque wrench to rotate the second gear in a certain direction to drive the first gear, the gear train in the reducer, the input spline sleeve, and the angle encoder to rotate synchronously until they cannot rotate any more;

[0023] S400: Setting and reading of the angle encoder: Set the display value of the angle encoder to zero on the touch screen, rotate the torque wrench in the opposite direction to drive all related components to rotate synchronously until they cannot rotate any more, and read or store the data β in the touch screen, which is the cumulative backlash angle of the reducer transmission system;

[0024] S500: Calculation of the cumulative backlash of the transmission system: According to the read angle β, use the formula: transmission system cumulative backlash L = β × π / 180 × (Da / 2) to calculate the cumulative backlash of the transmission system; Da is the diameter of the input shaft indexing circle of the reducer;

[0025] S600: Disassembly and reassembly of the reducer: When the reducer needs to be disassembled or reassembled, push the hand wheel backward to disengage the first gear and the second gear, and drive the input spline sleeve and the input shaft to slide in the input front bush and the bush until the first gear is tightly against the limit sleeve end face; rotate the knob upward to make the 60° surface of the positioning screw exit the output spline shaft, so as to exit the output spline shaft on both sides, loosen the round positioning pin and the rhombus positioning pin, and complete the disassembly of the reducer.

[0026] Overall, compared with the prior art, the above technical solutions conceived by the present application can achieve the following beneficial effects:

[0027] 1. The device structure of the present application is coaxially connected with the input drive assembly after engaging with the input shaft of the reducer, and the torque wrench is used to drive the synchronous rotation of each component with the specified torque in the positive and negative directions, in which the input shaft and the angle encoder are always synchronously rotated in the positive and negative directions, and the cumulative side clearance angle of the reducer transmission system is quickly displayed through the touch screen, so as to realize the accurate measurement of the cumulative side clearance angle of the reducer transmission system of the electric vehicle, and the cumulative tooth side clearance is calculated from the angle, thereby improving the detection speed and accuracy.

[0028] 2. The device of the present application is used to engage the half shaft gear of the first differential mechanism planetary gear and the second differential mechanism planetary gear on both sides of the reducer by rotating the output spline shaft on both ends, and then rotate the hand knob in the output locking assembly to drive the positioning screw to move and press the output spline shaft, so as to lock the output of the reducer, which is simple in operation and improves the work efficiency.

[0029] 3. The data of the angle encoder of the device is processed by the industrial computer and displayed on the touch screen in real time, so that the operator can obtain the measurement results in time, and the convenience of operation and the readability of data are improved.

[0030] 4. The device can quantitatively apply a specified rotating torque to the input shaft of the reducer through the torque wrench, and adjust the torque according to different test requirements, so that the device can adapt to reducers of different types and specifications. BRIEF DESCRIPTION OF DRAWINGS

[0031] Figure 1 It is a schematic diagram of the reducer structure of the embodiment of the present application;

[0032] Figure 2 It is a schematic diagram of the overall structure of the electric vehicle reducer transmission system cumulative side clearance angle detection device of the embodiment of the present application;

[0033] Figure 3 It is a schematic diagram of the structure of the present application when the reducer is installed on the detection device and used;

[0034] Figure 4 It is a schematic diagram of the detection device when the reducer is installed and removed;

[0035] Figure 5 It is a schematic diagram of the working state of the detection device of the embodiment of the present application;

[0036] Figure 6 It is a large sample diagram of the output support of the detection device of the embodiment of the present application;

[0037] Figure 7 It is a large sample diagram of the positioning screw of the detection device of the embodiment of the present application;

[0038] Figure 8 It is a large sample diagram of the output spline shaft of the detection device of the embodiment of the present application;

[0039] Figure 9 The front support large drawing for the detection device of the embodiment of the present application is inputted;

[0040] Figure 10 The spline sleeve large drawing for the detection device of the embodiment of the present application is inputted;

[0041] Figure 11 The shaft large drawing for the detection device of the embodiment of the present application is inputted;

[0042] Figure 12 The bushing large drawing for the detection device of the embodiment of the present application is inputted;

[0043] Figure 13 The connecting shaft large drawing for the detection device of the embodiment of the present application is inputted;

[0044] Figure 14 The angle encoder seat large drawing for the detection device of the embodiment of the present application is inputted;

[0045] Figure 15 The bottom plate large drawing for the detection device of the embodiment of the present application is inputted;

[0046] Figure 16 The rear support large drawing for the detection device of the embodiment of the present application is inputted;

[0047] Figure 17 The gear large drawing for the detection device of the embodiment of the present application is inputted;

[0048] Figure 18 The gear shaft large drawing for the detection device of the embodiment of the present application is inputted;

[0049] Figure 19 The flow chart of the use method of the detection device for the cumulative side clearance angle of the transmission system of the electric vehicle reducer of the embodiment of the present application is shown.

[0050] In all the drawings, the same reference signs refer to the same technical features, specifically: 1 - base plate, 2 - positioning assembly, 201 - round positioning pin, 202 - rhombic positioning pin, 203 - guide key, 3 - output locking assembly, 301 - output support, 302 - output bushing, 303 - output spline shaft, 304 - positioning bushing, 305 - positioning screw, 306 - hand knob, 4 - input driving assembly, 401 - input front support, 402 - input rear support, 403 - gear shaft, 404 - first gear, 405 - second gear, 406 - input front bushing, 407 - input rear bushing, 408 - input spline sleeve, 409 - connecting shaft, 410 - bushing, 411 - coupling, 412 - input shaft, 413 - limit sleeve, 5 - angle measurement assembly, 501 - angle encoder seat, 502 - angle encoder, 6 - control and display assembly, 601 - torque wrench, 602 - hand wheel, 603 - touch screen, 7 - reducer, 701 - mounting pin hole, 702 - first differential mechanism planetary gear, 703 - second differential mechanism planetary gear, 704 - reducer input shaft. DETAILED DESCRIPTION

[0051] In order to make the objectives, technical solutions and advantages of the present application clearer, the present application will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and should not be used to limit the present application. In addition, the technical features involved in the various embodiments of the present application described below can be combined with each other as long as they do not conflict with each other.

[0052] It should be noted that if the embodiments of the present application involve directional indications (such as up, down, left, right, front, back, etc.), the directional indications are only used to explain the relative positional relationship, motion condition, etc. between the components in a certain posture (as shown in the drawings), and if the certain posture changes, the directional indications will also change accordingly.

[0053] In addition, if the embodiments of the present application involve descriptions of "first", "second", etc., the descriptions of "first", "second", etc. are only for description purposes and should not be understood as indicating or implying the relative importance of the indicated technical features or implicitly indicating the number of the indicated technical features. Therefore, the features with "first" and "second" can explicitly or implicitly include at least one of the features. In addition, the technical solutions of the various embodiments can be combined with each other, but it must be based on the fact that a person of ordinary skill in the art can realize it, and when the combination of technical solutions contradicts each other or cannot be realized, it should be considered that the combination of technical solutions does not exist and is not within the scope of protection claimed by the present application.

[0054] In this patent, the terms "comprises", "comprising", or any other variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but can also include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without more limitations, an element defined by the statement "comprising" does not exclude the presence of additional identical elements in the process, method, article, or apparatus that includes the element.

[0055] As shown in Figure 1 A reducer structure schematic diagram is shown, which includes a mounting pin hole 701, a first differential mechanism planetary gear 702, a second differential mechanism planetary gear 703, and a reducer input shaft 704.

[0056] As shown in Figure 2 The embodiment of the present application provides a kind of electric vehicle reducer drive train cumulative side clearance angle detection device, including bottom plate 1, positioning assembly 2, output locking assembly 3, input driving assembly 4, angle measurement component 5 and control and display component 6.It is installed on the bottom plate 1 by positioning assembly 2 to output locking assembly 3, input driving assembly 4, and installs reducer on detection device, by locking the output end of reducer by output locking assembly 3, by control and display component 6 to make input driving assembly 4 positive, reverse, reducer input shaft and angle measurement component 5 synchronous rotation in process, can detect the cumulative side clearance angle of reducer transmission system and display, then by β inverse calculation system cumulative tooth side clearance.The invention device reducer input shaft and angle measurement component synchronous rotation, ensure the accuracy of measurement data, and control and display component can display the cumulative side clearance angle of reducer transmission system in real time, improve the convenience of operation and data readability.

[0057] As shown in Figure 3 It is shown as reducer installation in the present detection device using state schematic diagram, further, as Figures 6-18 It is shown as each component large sample drawing, wherein,

[0058] The bottom plate 1 is the reference of the whole detection device, and all other components are directly or indirectly installed on the bottom plate;

[0059] The positioning assembly 2 includes circular positioning pin 201 and rhombic positioning pin 202, which are fastened on the bottom plate 1 by screw, and are matched with two mounting pin holes 701 of the reducer to be detected respectively, so that the reducer is positioned on the detection device;

[0060] The output locking assembly 3 comprises an output support 301, an output bushing 302, an output spline shaft 303, a positioning bushing 304, a positioning screw 305 and a hand knob 306, which realize the locking function of the output end of the reducer to be detected through specific connection and cooperation.

[0061] The two output supports 201 are fixed on the bottom plate 1 by the guide keys 203 and screws, and the guide keys 203 ensure the accurate positioning of the output supports 301 during installation, and provide certain guidance and support. The four output bushings 302 are respectively installed on both sides of the output supports 301, and the two output spline shafts 303 are respectively inserted into the spline inner holes of the first differential mechanism planetary gears 702 and the second differential mechanism planetary gears 703 in the reducer to be detected through the two output bushings 302. The cylindrical surface of the output spline shaft 303 has five equal 60° grooves, and the spline size is made according to the comprehensive gauge size of the spline inner holes of the first differential mechanism planetary gears 702 and the second differential mechanism planetary gears 703 in the reducer 7. The positioning bushings 304 are respectively installed above the two output supports 301, the positioning screw 305 is screwed into the positioning bushing 304, the hand knob 306 is fixed on the top of the positioning screw 305 by a pin, and the bottom end of the positioning screw 305 is a 60° surface that can be clamped with the 60° groove of the output spline shaft 303. Rotating the hand knob 306 drives the positioning screw 305 to move up and down, and when locked, the hand knob 306 drives the positioning screw 305 to move downward, and the 60° surface of the positioning screw 305 is in close contact with the 60° surface of the output spline shaft 303, which limits the rotation of the output spline shaft 303, thereby limiting the rotation of the output of the reducer to be detected. At this time, the device should ensure that the two output spline shafts 303 are coaxial with the spline inner holes of the first differential mechanism planetary gears 702 and the second differential mechanism planetary gears 703 half shaft gears in the reducer, and the coaxiality is not greater than φ0.015mm.

[0062] The angle measurement assembly 5 comprises an angle encoder seat 501 and an angle encoder 502 connected with a cable installed thereon, and both are installed on the input rear support 402;

[0063] The control and display assembly 6 comprises a torque wrench 601, a hand wheel 602, a touch screen 603 connected with a cable and an industrial computer;

[0064] The input driving assembly 4 comprises an input front support 401, an input rear support 402, a gear shaft 403, a first gear 404, a second gear 405, an input front bushing 406, an input rear bushing 407, an input spline sleeve 408, a connecting shaft 409, a bushing 410, a shaft coupling 411, an input shaft 412 and a limiting sleeve 413.

[0065] The input front support 401 and the input rear support 402 are fixedly installed on the bottom plate 1 by the guide key 302 and screws, with a height difference of ≤0.005 mm, to provide stable support and accurate position positioning for the entire input drive assembly 4,

[0066] One end of the gear shaft 403 is fixedly installed in a hole in the middle of the input front support 401 at a lower position, and the other end is provided with the second gear 405 and an elastic stop ring at the end contact position, the second gear 405 can rotate freely on the gear shaft 403 with high precision, allowing the second gear 405 to rotate under the action of the torque wrench 601, thereby driving the entire input drive assembly 4; the input front bushing 406 is installed in the top circular hole of the input front support 401 and fixed by a bolt, and the input rear bushing 407 is installed in the top circular hole of the input rear support 402 and fixed by a bolt, providing a guide function for related components,

[0067] The bushing 410 is installed through the input rear bushing 407, and a key groove is provided thereon, one end of which is connected to the connecting shaft 409 by a key and a screw, the shaft coupling 411 connects the connecting shaft 409 and the rotating shaft of the angle encoder 502, the other end of the bushing 410 is provided with the limiting sleeve 413 and fixed by a bolt, the bushing 410 abuts against the input rear bushing 407, and the bushing 410, the connecting shaft 409, the shaft coupling 411 and the rotating shaft of the angle encoder 502 are fastened into an integrated first rigid connecting body by a key and a screw and installed on the input rear support 402, to ensure accurate coaxiality and synchronous rotation.

[0068] The input spline sleeve 408 passes through the input front bushing 406, one end of which can be connected to the reducer input shaft 704 of the reducer, and the spline size is made according to the comprehensive gauge size of the reducer input shaft 704 to ensure that the two can be correctly engaged, the other end is connected to the input shaft 412 by a key and a screw, the input shaft 412 passes through the first gear 404 and the hand wheel 602 and is fastened into an integrated body by a key and a screw, and both ends are installed and fixed in the input front bushing 406 and the bushing 410, the first gear 404 and the second gear 405 have the same modulus and tooth number, to ensure that the torque value applied thereto is correctly transmitted,

[0069] The input spline sleeve 408, the input shaft 412, the first gear 404 and the hand wheel 602 are fastened into an integrated second rigid connecting body by a key and a screw, to ensure that the rotational movement of the hand wheel 602 can be transmitted to the reducer input shaft. At this time, the device should ensure that the input spline sleeve 408 is coaxial with the reducer input shaft 704 of the reducer, and the coaxiality is not greater than φ0.015 mm.

[0070] The first rigid connector and the second rigid connector adopt a small clearance fit (φd2H6 / g5) to maintain synchronous rotation between them, while allowing a certain degree of assembly and operation flexibility. The torque is transmitted through the key and keyway fit, so that the rotating shaft of the angle encoder 501 rotates synchronously with the input spline sleeve 408, the first gear 404 and the reducer input shaft 704.

[0071] In the detection device of this embodiment, the handwheel 602 and the first gear 404 can only move between the input front bushing 406 and the limiting sleeve 413.

[0072] like Figure 4 As shown, when the reducer is installed or removed, the detection device pushes the handwheel 602 backward, disengaging the first gear 404 and the second gear 405, causing the input spline sleeve 408 and the input shaft 409 to slide within the input front bushing 406 and bushing 410 until the first gear 404 is pressed against the end face of the limit sleeve 413; the output locking assembly 3 is turned upward until the 60° surface of the positioning screw 305 exits the output spline shaft 303, at which point the output spline shafts 303 on both sides are removed.

[0073] like Figure 5 As shown, when the detection device is working, the output spline shaft 303 is pushed forward and rotated, so that the output spline shaft 303 meshes with the half-shaft gears of the first differential mechanism planetary gear 702 and the second differential mechanism planetary gear 703 on both sides of the reducer. The knob 306 is turned downward until the 60° surface of the positioning screw 305 presses against the 60° surface of the output spline shaft 303, at which point the output of the reducer is locked. The handwheel 602 is pushed forward and rotated, which drives the input spline sleeve 408 and the input shaft 409 to slide in the input front bushing 406 and bushing 410 until the handwheel 602 is close to the end face of the input front bushing 406. At this time, the inner spline of the input spline sleeve 408 meshes with the outer spline of the reducer input shaft 704, and the first gear 404 meshes with the second gear 405. During the forward and backward movement of the handwheel 602, the key fastened to the input shaft 412 is always in the keyway of the bushing 410, and the key and the keyway are engaged with b H5 / g6 (b is the nominal dimension of the key and keyway width). They drive the reducer input shaft 704, input spline sleeve 408, first gear 404, input shaft 412, bushing 410, connecting shaft 409, and the rotating shaft of angle encoder 502 to rotate synchronously.

[0074] After the input spline sleeve 408 is engaged with the reducer input shaft 704, a torque wrench 601 with a specified torque is used to drive the second gear 405 in a certain direction until it cannot rotate, and the value on the touch screen 603 is set to zero. Then the torque wrench 601 is rotated in the opposite direction, driving the reducer input shaft 704, the input spline sleeve 408, the first gear 404, the input shaft 412, the bushing 410, the connecting shaft 409, and the rotating shaft of the angle encoder 502 to rotate synchronously until they cannot rotate, and the data on the touch screen is recorded or stored, which is the cumulative side gap angle β of the reducer transmission system. According to the angle, the cumulative side gap of the transmission system can be calculated. The cumulative side gap L of the transmission system is:

[0075] L = β × π / 180 × (Da / 2);

[0076] wherein β is the cumulative side gap angle of the reducer transmission system, and Da is the diameter of the reducer input shaft indexing circle.

[0077] In combination Figures 1-18 As shown in Figure 19 , the present application provides a method for using a device for detecting the cumulative side gap angle of the reducer transmission system of an electric vehicle, which can quickly and accurately detect the cumulative side gap angle of the reducer transmission system, thereby evaluating the performance of the reducer. The specific implementation steps of the detection device are as follows:

[0078] S100: Installation of the reducer: Place the reducer on the detection device and install it by cooperating the circular positioning pin and the rhombus positioning pin on the detection device with the mounting pin hole on the reducer to ensure correct positioning of the reducer.

[0079] S200: Installation and locking of the output spline shaft: Insert the output spline shaft into the first differential mechanism planetary gear and the second differential mechanism planetary gear spline inner hole of the differential mechanism in the reducer through the output bushing; rotate the knob to make the positioning screw move downward, and the 60° surface of the output spline shaft is attached to the 60° surface, thereby locking the output spline shaft and limiting the output rotation of the reducer.

[0080] S300: Installation and engagement of the input shaft: Insert the input spline sleeve into the input shaft of the reducer by rotating the hand wheel, while ensuring that the first gear and the second gear are engaged, and use the torque wrench to rotate the second gear in a certain direction, driving the first gear, the wheel train in the reducer, the input spline sleeve, and the angle encoder to rotate synchronously until they cannot rotate.

[0081] S400: Setting and reading of the angle encoder: Set the display value of the angle encoder to zero on the touch screen, rotate the torque wrench in the opposite direction, drive all related parts to rotate synchronously until they cannot rotate again, read or store the data β in the touch screen, which is the cumulative side gap angle of the reducer transmission system.

[0082] S500: Calculate the cumulative side clearance of the transmission system: according to the read angle β, use the formula: transmission system cumulative side clearance L = β × π / 180 × (Da / 2) to calculate the cumulative side clearance of the transmission system, Da is the input shaft of the reducer indexing circle diameter.

[0083] S600: Disassembly and reassembly of the reducer: when the reducer needs to be disassembled or reassembled, push the hand wheel backward to make the first gear and the second gear disengage, drive the input spline sleeve and the input shaft to slide in the input front bushing and the bushing until the first gear is tightly close to the end face of the limiting sleeve; rotate the hand knob upward to make the 60° surface of the positioning screw exit the output spline shaft, so as to exit the output spline shaft on both sides, loosen the circular positioning pin and the rhombic positioning pin, and complete the disassembly of the reducer.

[0084] Through the above steps, the detection device can efficiently detect the cumulative side clearance angle of the reducer transmission system for electric vehicles, providing an accurate and reliable method for performance evaluation of the reducer. The design of the device takes into account the simplicity of operation and the accuracy of measurement, and is suitable for rapid detection on the production line, which helps to improve production efficiency and product quality.

[0085] Those skilled in the art will readily understand that the above description is only a preferred embodiment of the present application and is not intended to limit the present application. Any modifications, equivalent replacements and improvements made within the spirit and principles of the present application shall be included in the protection scope of the present application.

Claims

1. An electric vehicle retarder drive train cumulative lash angle detection device, characterized by, The application relates to a device for detecting the cumulative backlash angle of a reducer transmission system, which comprises a bottom plate (1), an output locking assembly (3) and an input driving assembly (4) installed on the bottom plate (1) through a positioning assembly (2), an angle measuring assembly (5) and a control and display assembly (6), wherein, the output locking assembly (3) comprises an output bushing (302), an output spline shaft (303), a positioning screw (305) with a 60-degree bottom surface and a knob (306) fixed to the top of the positioning screw (305), the knob (306) is rotated to drive the positioning screw (305) to move downwards, the 60-degree surface of the positioning screw (305) is combined with the 60-degree surface of the output spline shaft (303) to limit the rotation of the output spline shaft (303), the output spline shaft (303) is inserted into the first differential mechanism planetary gear (702) and the second differential mechanism planetary gear (703) spline inner holes in the reducer (7) through the output bushing (302), thereby realizing the locking of the output end of the reducer (7); the input driving assembly (4) comprises a bushing (410), a connecting shaft (409) and a shaft coupling (411), the bushing (410), the connecting shaft (409) and the shaft coupling (411) are connected with the rotating shaft of an angle encoder (502) to form a first rigid connecting body; the input driving assembly (4) further comprises an input spline sleeve (408), an input shaft (412) and a first gear (404), the input spline sleeve (408), the input shaft (412) and the first gear (404) are connected with a hand wheel (602) to form a second rigid connecting body; the input driving assembly (4) further comprises an input front support (401) and an input rear support (402) fixed on the bottom plate (1) to provide stable support for the entire input driving assembly (4); the input driving assembly (4) further comprises a gear shaft (403) fixed in the lower part of the input front support (401), and a high-precision freely-rotating second gear (405) is installed on the gear shaft (403); the angle measuring assembly (5) comprises an angle encoder (502) coaxially rotating with a reducer input shaft (704); the control and display assembly (6) comprises a torque wrench (601) for screwing the second gear (405), a hand wheel (602) and a touch screen (603) for displaying the cumulative backlash angle; the inner spline of the input spline sleeve (408) is engaged with the outer spline of the reducer input shaft (704), and the first gear (404) is engaged with the second gear (405) by rotating the hand wheel (602); the first rigid connecting body and the second rigid connecting body are synchronously rotated by the torque wrench (601) rotating forwards and backwards, in the process, the reducer input shaft (704) and the rotating shaft of the angle encoder (502) are synchronously rotated, data is recorded through the touch screen (603), and the cumulative backlash angle of the reducer transmission system is rapidly and accurately detected.

2. The electric vehicle retarder drive train cumulative lash angle detection device of claim 1, wherein, The cylindrical surface of the output spline shaft (303) has five-equal 60° slots that fit the 60° surface of the positioning screw (305), and the spline size of the output spline shaft (303) is made according to the comprehensive through gauge size of the spline inner hole of the first differential mechanism planetary gear (702) and the second differential mechanism planetary gear (703) in the reducer (7); the spline size of the input spline sleeve (408) is made according to the comprehensive through gauge size of the reducer input shaft (704).

3. The electric vehicle retarder drive train cumulative lash angle detection device of claim 1, wherein, The first rigid connecting body and the second rigid connecting body adopt a small gap fit φd2 H6 / g5 to keep the synchronous rotation between the first rigid connecting body and the second rigid connecting body.

4. The electric vehicle retarder drive train cumulative lash angle detection device of any one of claims 1-3, wherein, The positioning assembly (2) includes circular positioning pins (201) and rhombic positioning pins (202) that are fastened on the bottom plate (1) by screws and cooperate with the mounting pin holes (701) of the reducer (7) to position the reducer (7) on the detection device.

5. The electric vehicle retarder drive train cumulative lash angle detection device of any one of claims 1-3, wherein, The output locking assembly (3) further includes an output support (301) for providing support that is installed and fixed on the bottom plate (1) through a guide key (203) and a screw, and a positioning bushing (304) installed above the output support (301) for inserting the positioning screw (305).

6. The electric vehicle retarder drive train cumulative lash angle detection device of any one of claims 1-3, wherein, The height difference between the input front support (401) and the input rear support (402) is ≤0.005mm.

7. The electric vehicle retarder drive train cumulative lash angle detection device of any one of claims 1-3, wherein, The input driving assembly (4) further includes an input front bushing (406) installed in the top end circular hole of the input front support (401), and an input rear bushing (407) installed in the top end circular hole of the input rear support (402), wherein the input rear bushing (407) is fixedly installed with the bushing (410) inside, the bushing (410) is provided with a key groove, and the end portion of the bushing (410) is provided with a limiting sleeve (413) that abuts against the input rear bushing (407) and is fixed by a bolt.

8. The electric vehicle retarder drive train cumulative lash angle detection device of any one of claims 1-3, wherein, The angle measurement assembly (5) further includes an angle encoder seat (501) for installing the angle encoder (502), and the angle encoder (502) and the angle encoder seat (501) are installed on the input rear support (402).

9. The use of an electric vehicle retarder drive train cumulative lash angle detection device as claimed in claim 7, wherein, Specifically comprising the following steps: S100: Installation of the reducer: Place the reducer on the detection device, and install it by cooperating the circular positioning pins and the rhombic positioning pins on the detection device with the mounting pin holes on the reducer to ensure correct positioning of the reducer; S200: Installation and locking of the output spline shaft: Insert the output spline shaft into the first differential mechanism planetary gear and the second differential mechanism planetary gear spline inner holes of the differential mechanism in the reducer through the output bushing; rotate the knob to make the positioning screw move downward, and the 60° surface of the positioning screw fits the 60° surface of the output spline shaft, thereby locking the output spline shaft and limiting the output rotation of the reducer; S300: Installation and engagement of input shaft: insert the input spline sleeve into the input shaft of the reducer by rotating the hand wheel, while ensuring that the first gear and the second gear are engaged, use the torque wrench to rotate the second gear in a certain direction, which drives the first gear, the gear train in the reducer, the input spline sleeve and the angle encoder to rotate synchronously until it cannot be rotated; S400: Setting and reading of angle encoder: set the display value of the angle encoder to zero on the touch screen, rotate the torque wrench in the opposite direction to drive all related components to rotate synchronously until it cannot be rotated again, read or store the data β in the touch screen, which is the cumulative backlash angle of the reducer transmission system; S500: Calculate the cumulative backlash of the transmission system: according to the read angle β, use the formula: transmission system cumulative backlash L = β × π / 180 × (Da / 2) to calculate the cumulative backlash of the transmission system; Da is the diameter of the indexing circle of the input shaft of the reducer; S600: Disassembly and reassembly of the reducer: when the reducer needs to be disassembled or reassembled, push the hand wheel backward to disengage the first gear and the second gear, drive the input spline sleeve of the input drive assembly, the input shaft to slide in the input front bushing and the input drive assembly bushing until the first gear is tightly against the end face of the limiting sleeve; rotate the hand knob upward to make the 60° surface of the positioning screw exit the output spline shaft, so as to exit the output spline shaft on both sides, loosen the circular positioning pin and the rhombus positioning pin, and complete the disassembly of the reducer.

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