Centrifugal disengagement type overrun clutch testing device

Abstract

The invention relates to the technical field of overrun clutch testing devices, and discloses a centrifugal disengagement type overrun clutch testing device, which comprises a driving motor, a first insulating coupler is arranged at the power output end of the driving motor; the power input end of the load motor is provided with a second insulating coupler; an insulating bearing is installed between a clutch inner ring and a clutch outer ring in the clutch test piece, the clutch outer ring is in transmission fit with one of a first insulating coupling and a second insulating coupling, the clutch inner ring is in transmission fit with the other one of the first insulating coupling and the second insulating coupling, and a first conductive slip ring is installed on the clutch outer ring. A second conductive slip ring is installed on the clutch inner ring, and a resistance test device is installed between the first conductive slip ring and the second conductive slip ring. The resistance value between the clutch inner ring and the clutch outer ring at different rotating speeds is read through the resistance test equipment to judge whether the eccentric roller is lifted or not, so that the disengaging rotating speed of the clutch test piece is indirectly obtained.

Description

Technical Field

[0001] The invention relates to the technical field of overrunning clutch test devices, in particular to a centrifugal disengagement type overrunning clutch test device. Background Art

[0002] Aircraft engines are started by a starter installed on the accessory transmission system. The starter needs to drive the gas generator rotor to a certain ratio of speed before the engine can start self-sustainingly to a stable working speed. Otherwise, the engine may overheat and cause a starting failure. After the start is successful, a centrifugal disengagement type overrunning clutch is generally used to disconnect the starter torque. The clutch disengagement speed directly affects the design of the accessory transmission chain. On the one hand, the clutch full-speed overrunning speed should be greater than the disengagement speed in the clutch overrunning state. Otherwise, the eccentric roller of the clutch cannot throw off the inner ring of the clutch in the working state, which will cause sliding friction between the eccentric roller and the inner ring, causing its wear to increase; on the other hand, the maximum speed of the starter to the clutch when the engine is started should be less than the disengagement speed in the clutch engagement state. Otherwise, the high-speed light-load clutch will be disengaged in the starting state, so that the starter cannot drive the gas generator rotor to the maximum speed, which is prone to overheating and causing a starting failure.

[0003] The existing clutch disengagement speed test is mainly determined by measuring the change in clutch friction torque. The principle is detailed in Figure 1 As shown, it is mainly composed of a drive motor, a coupling, a speed increaser, a clutch test piece and a torque sensor. The drive motor end is connected to the outer ring of the clutch test piece, and the torque sensor is connected and fixed to the inner ring of the clutch test piece. During the test, the drive motor is started in the overrunning direction of the clutch test piece, and the friction torque of the clutch is measured from the inner ring of the clutch test piece through the torque sensor. The clutch disengagement speed is obtained by testing the change in the friction torque of the clutch. However, when the clutch test piece is in the starting state, the torque drive is transmitted between the inner ring and the outer ring. At this time, the torque sensor cannot measure the actual torque on the inner ring, resulting in the existing clutch disengagement speed test device can only measure the clutch disengagement speed in the overrunning state, and the clutch disengagement speed test in the starting state cannot be realized. Summary of the invention

[0004] In view of this, the present invention provides a centrifugal disengagement type overrunning clutch test device to solve the problem that the clutch disengagement speed test device in the prior art can only measure the clutch disengagement speed in the overrunning state, but cannot test the clutch disengagement speed in the starting state.

[0005] The present invention provides a centrifugal disengagement type overrunning clutch test device, comprising:

[0006] A driving motor, a first insulating coupling being installed at a power output end thereof;

[0007] A load motor, with a second insulating coupling installed at its power input end;

[0008] A clutch test piece, which includes a clutch inner ring and a clutch outer ring that are sleeved and fitted with each other. An insulating bearing is installed between the clutch inner ring and the clutch outer ring. The clutch outer ring is in transmission cooperation with one of the first insulating coupling or the second insulating coupling, and the clutch inner ring is in transmission cooperation with the other of the first insulating coupling or the second insulating coupling. A first conductive slip ring is installed on the clutch outer ring, and a second conductive slip ring is installed on the clutch inner ring. A resistance test device is installed between the first conductive slip ring and the second conductive slip ring.

[0009] When conducting the clutch disengagement speed test, the drive motor is started, and power is transmitted to the clutch test piece through the first insulating coupling. At this time, the load motor acts as a load device, and a corresponding load is applied to the clutch test piece through the second insulating coupling. An insulating bearing is installed between the clutch inner ring and the outer ring of the clutch test piece, effectively preventing current conduction. As the speed gradually increases, under the action of centrifugal force, the contact state between the clutch inner ring and the clutch outer ring changes, resulting in a change in the resistance value between the clutch inner ring and the clutch outer ring. The resistance change is conducted through the first conductive slip ring installed on the clutch outer ring and the second conductive slip ring located on the clutch inner ring, and finally, the resistance test device is used to monitor and record the resistance data in real time. Based on the mutation point of the resistance, the disengagement speed of the clutch is accurately judged. When using the centrifugal disengagement type overrunning clutch test device to test the disengagement speed of the clutch test piece in the starting state, the clutch disengagement speed test is realized based on the interface resistance principle. The resistance value between the clutch inner ring and the clutch outer ring at different speeds is read through the resistance test device to judge whether the eccentric roller is lifted, and thus the disengagement speed of the clutch test piece is indirectly obtained. In addition, the centrifugal disengagement type overrunning clutch test device can also be used for other performance tests such as static engagement, dynamic engagement, low oil pressure, overrunning, windmill, friction torque and life of the clutch, and has versatility.

[0010] In an optional implementation manner, the clutch test piece further includes a casing. The clutch inner ring and the clutch outer ring are both installed in the inner cavity of the casing. An output shaft is coaxially installed on the clutch inner ring, and an input shaft is coaxially installed on the clutch outer ring. The input shaft and the output shaft both penetrate the casing and extend outside the casing. The casing, as a rigid support structure, encloses the clutch inner ring and the outer ring in its inner cavity. The input shaft and the output shaft are coaxially connected to the clutch outer ring and the inner ring respectively, and penetrate both ends of the casing to form an internal and external power transmission path. The casing provides a stable installation environment and reduces external interference; the input shaft and the output shaft penetrate the casing and are directly connected to the drive motor and the load motor, simplifying the layout of the transmission chain and improving the overall rigidity and assembly efficiency of the device.

[0011] In an alternative embodiment, the output shaft and the inner ring of the clutch are integrally formed. The output shaft and the inner ring of the clutch are formed into an integral structure through integral machining, which can avoid the interface gap caused by split assembly, eliminate assembly errors, ensure the coaxiality of the inner ring of the clutch and the output shaft, improve the resistance test accuracy; reduce the risk of loosening at the connection part, and enhance the structural reliability under high-speed conditions.

[0012] In an alternative embodiment, an input port and an output port are provided on the casing. An input end cover is installed on the input port, and an output end cover is installed on the output port. The input shaft penetrates through the input end cover and is in dynamic sealing cooperation with the input end cover, and the output shaft penetrates through the output end cover and is in dynamic sealing cooperation with the output end cover. The dynamic sealing structure effectively prevents the lubricating oil from leaking from the gap between the shaft and the end cover, and keeps the inside of the casing clean; the detachable design of the end cover facilitates the quick replacement of the clutch assembly, and at the same time avoids the seal failure caused by repeated disassembly and assembly.

[0013] In an alternative embodiment, the outer diameter of the input end cover and / or the outer diameter of the output end cover are not less than the outer diameter of the outer ring of the clutch. Ensure that the aperture of the input port and / or output port of the casing is not less than the size of the outer ring of the clutch, and ensure that the clutch assembly inside the casing can be smoothly installed and replaced as a whole.

[0014] In an alternative embodiment, an oil inlet groove is provided at one end of the input shaft that cooperates with the outer ring of the clutch. An oil passing hole is provided through the oil inlet groove, and the oil passing hole is arranged in the same direction as the axial direction of the input shaft. The setting of the oil inlet groove provides a channel for the lubricating oil to enter the inside of the inner ring and the outer ring of the clutch, so that the lubricating oil can be evenly distributed to each lubrication point between the inner ring and the outer ring of the clutch, effectively reducing the frictional resistance and wear, and improving the service life and operation reliability of the clutch.

[0015] In an alternative embodiment, the inlet of the oil inlet groove faces the input shaft, and the inner side wall of the oil inlet groove is inclined inward at one end close to the inlet to form a guide slope, which is convenient for collecting the lubricating oil and providing an oil passage for lubricating the clutch assembly inside the casing.

[0016] In an alternative embodiment, an oil throwing hole is provided on the outer ring of the clutch. The oil throwing hole is perpendicular to the axial direction of the outer ring of the clutch, and the oil throwing hole penetrates through the side wall of the outer ring of the clutch. When rotating at high speed, the centrifugal force discharges the excess lubricating oil inside through the oil throwing hole to the outside. Thus, the excess lubricating oil accumulated between the inner ring and the outer ring of the clutch is actively discharged.

[0017] In an alternative embodiment, an oil supply nozzle is provided on the inner side wall of the casing. The inner side of the oil supply nozzle faces the outer ring of the clutch, and is used to spray lubricating oil into the casing for lubricating the inner ring of the clutch, the outer ring of the clutch and the insulating bearing.

[0018] In an alternative embodiment, the insulated bearing is a hybrid ceramic ball bearing. The high insulation property of the ceramic material blocks the conduction of current through the bearing, avoiding the distortion of the resistance test signal. At the same time, the high hardness and wear resistance of the ceramic extend the bearing life, making it suitable for high-speed and high-load test environments. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] In order to more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the following will briefly introduce the drawings required for the description of the specific embodiments or the prior art. Obviously, the drawings in the following description are some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0020] Figure 1 is the schematic diagram of the clutch disengagement speed test in the prior art.

[0021] Figure 2 is the schematic diagram of the test of the centrifugal disengagement overrunning clutch test device provided by the embodiment of the present invention.

[0022] Figure 3 is the schematic diagram of the internal structure of the clutch test piece provided by the embodiment of the present invention.

[0023] Figure 4 is the schematic diagram of the structure of the clutch assembly provided by the embodiment of the present invention.

[0024] Figure 5 is the side view of the clutch test piece provided by the embodiment of the present invention.

[0025] Figure 6 is the partial front view schematic diagram of the clutch test piece provided by the embodiment of the present invention.

[0026] Figure 7 is Figure 6 the partial sectional view in the A-A direction in

[0027] Figure 8 is the schematic diagram of the structure of the input shaft provided by the embodiment of the present invention.

[0028] Figure 9 is the side view of the input shaft provided by the embodiment of the present invention.

[0029] Description of the reference numerals: 1, housing; 2, drive motor; 3, load motor; 4, first insulating coupling; 5, second insulating coupling; 6, insulating bearing; 7, first conductive slip ring; 8, second conductive slip ring; 9, output shaft; 10, input shaft; 11, clutch outer ring; 12, clutch inner ring; 13, output end cover; 14, input end cover; 15, output support bearing; 16, input support bearing; 17, eccentric roller assembly; 18, oil return pipe joint; 19, set screw; 20, lifting ring; 21, fastening screw; 22, circlip for hole; 23, oil supply nozzle; 24, O-ring seal; 25, oil through hole; 26, oil inlet groove; 27, resistance testing equipment. Detailed implementation manners

[0030] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. Apparently, the described embodiments are some, but not all, of the embodiments of the present invention. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the protection scope of the present invention.

[0031] The following combines Figures 2 to 9 , and describes the embodiments of the present invention.

[0032] According to an embodiment of the present invention, on the one hand, a centrifugal disengagement type overrunning clutch test device is provided, which includes a drive motor 2, a load motor 3, and a clutch test piece.

[0033] A first insulating coupling 4 is installed at the power output end of the drive motor 2. A second insulating coupling 5 is installed at the power input end of the load motor 3. The clutch test piece includes a clutch inner ring 12 and a clutch outer ring 11 that are sleeved and matched with each other. An insulating bearing 6 is installed between the clutch inner ring 12 and the clutch outer ring 11. The clutch outer ring 11 is in transmission cooperation with one of the first insulating coupling 4 or the second insulating coupling 5, and the clutch inner ring 12 is in transmission cooperation with the other of the first insulating coupling 4 or the second insulating coupling 5. A first conductive slip ring 7 is installed on the clutch outer ring 11, and a second conductive slip ring 8 is installed on the clutch inner ring 12. A DC resistance tester as the resistance testing equipment 27 is installed between the first conductive slip ring 7 and the second conductive slip ring 8.

[0034] Among them, both the first insulating coupling 4 and the second insulating coupling 5 are membrane disc couplings. The connecting sleeve inside the membrane disc coupling is a plastic sleeve. When the load applied by the load motor 3 is small, a nylon sleeve can also be used for modification. An eccentric roller assembly 17 is also installed between the clutch inner ring 12 and the clutch outer ring 11. The driving motor and the load motor can interchange functions, so for the clutch test piece, the input and output can be interchanged.

[0035] When testing the clutch disengagement speed, the driving motor 2 starts and transmits power to the clutch test piece through the first insulating coupling 4. At this time, the load motor 3 acts as a load device and applies a corresponding load to the clutch test piece through the second insulating coupling 5. An insulating bearing 6 is installed between the clutch inner ring 12 and the outer ring of the clutch test piece, effectively preventing current conduction. As the speed gradually increases, under the action of centrifugal force, the eccentric roller assembly 17 inside the clutch test piece displaces, causing the contact state between the clutch inner ring 12 and the clutch outer ring 11 to change, and further causing the resistance value between the clutch inner ring 12 and the clutch outer ring 11 to change. The resistance change is conducted through the first conductive slip ring 7 installed on the clutch outer ring 11 and the second conductive slip ring 8 located on the clutch inner ring 12. Finally, the resistance data is monitored and recorded in real time by a resistance test device, and the disengagement speed of the clutch is accurately judged based on the mutation point of the resistance. When testing the disengagement speed of the clutch test piece in the starting state using the centrifugal disengagement type overrunning clutch test device, the clutch disengagement speed test is realized based on the interface resistance principle. The resistance value between the clutch inner ring 12 and the clutch outer ring 11 at different speeds is read by a resistance test device to judge whether the eccentric roller has lifted, and thus the disengagement speed of the clutch test piece is indirectly obtained. In addition, the centrifugal disengagement type overrunning clutch test device can also be used for other performance tests such as static engagement, dynamic engagement, low oil pressure, overrunning, windmill, frictional torque and life of the clutch, and has universality. Combining the clutch test piece with the first insulating coupling 4, the second insulating coupling 5, the conductive slip ring and the resistance test device breaks through the limitation of traditionally relying only on the change of frictional torque to judge the disengagement speed, realizes the comprehensive and accurate test of the disengagement speed of the clutch in the overrunning state and the starting state, and provides more comprehensive data support for the performance evaluation of the clutch.

[0036] In one embodiment, the clutch test piece further includes a casing 1. The clutch inner ring 12 and the clutch outer ring 11 are both installed in the inner cavity of the casing 1. An output shaft 9 is coaxially installed on the clutch inner ring 12, and an input shaft 10 is coaxially installed on the clutch outer ring 11. The input shaft 10 and the output shaft 9 both penetrate the casing 1 and extend outside the casing 1.

[0037] In this embodiment, the casing 1 is integrally cast from cast steel or cast aluminum material and then machined into shape. The bolt holes installed at the bottom are designed to match the holes of the tester base to ensure reliable installation. Installation screw holes for fixing the input end cover 14 and the output end cover 13 are reserved at both the left and right ends. The coaxiality of the installation stop is controlled within Φ0.02, and a small clearance fit is adopted, which can ensure centering and facilitate the installation of the end cover. The casing 1 is connected to the oil return pipe joint 18 at the bottom by welding. The oil return pipe joint 18 is used to connect to the external drain pipe to drain the lubricating oil inside the casing 1. A lifting ring 20 is installed on the upper part of the casing 1 to facilitate the overall lifting of the test device.

[0038] The casing 1, as the support frame of the entire clutch test piece, is integrally cast from high-strength cast steel or cast aluminum material. After precision machining, the cylindricity and coaxiality of its inner cavity are ensured, providing a stable installation environment for the inner ring 12 and the outer ring of the clutch, and reducing the influence of external vibration and interference on the test results. The input shaft 10 and the output shaft 9 are respectively coaxially connected to the outer ring 11 and the inner ring of the clutch, and pass through the reserved holes at both ends of the casing 1, and are directly docked with the external drive motor 2 and the load motor 3 to form a complete power transmission path.

[0039] In some other embodiments, the casing 1 can adopt a welded structure, splicing steel plates or aluminum alloy plates into the required shape and size through a high-precision welding process, and enhancing the rigidity through internal reinforcing ribs and support structures. The inside of the casing 1 can be designed as a split structure, which is convenient for disassembly and maintenance, and can be adjusted and replaced according to different models of clutches.

[0040] In one embodiment, the output shaft 9 and the clutch inner ring 12 are of an integrally formed structure. The output shaft 9 and the clutch inner ring 12 are formed into an integral structure through integrated processing, eliminating the interface clearance and cumulative assembly error that may be brought by split assembly, and ensuring the coaxiality and concentricity between the output shaft 9 and the clutch inner ring 12.

[0041] Under high-speed rotation conditions, it can effectively avoid the instability of power transmission and the deviation of test data caused by the loosening of the connection parts, significantly enhancing the reliability and stability of the entire structure. At the same time, due to the reduction of the number of components and connection links, the complexity and difficulty of device assembly can be reduced, potential failure points can be effectively reduced, and the maintenance convenience and operation efficiency of the test device can be improved. In practical applications, the integrally formed output shaft 9 and the clutch inner ring 12 can maintain accurate power transmission and stable operating conditions under high-speed and high-load conditions, reducing rotational vibration and noise, and improving the accuracy and reliability of the test.

[0042] In another embodiment, the output shaft 9 and the inner clutch ring 12 can also be detachably fixed by means of bolt connection or key connection, etc., facilitating replacement or maintenance when needed.

[0043] In one embodiment, an input port and an output port are provided on the casing 1. An input end cover 14 is installed on the input port, and an output end cover 13 is installed on the output port. The input shaft 10 penetrates through the input end cover 14 and is in dynamic sealing cooperation with the input end cover 14. The output shaft 9 penetrates through the output end cover 13 and is in dynamic sealing cooperation with the output end cover 13.

[0044] Threaded dynamic sealing structures are designed at the mating parts of the input end cover 14 and the output end cover 13 with the corresponding shafts to prevent lubricating oil from leaking through the gaps; after the input end cover 14 is removed, the overall replacement of the clutch assembly can be achieved. After replacement, the centering of the clutch assembly is not affected, so there is no need for re-centering, facilitating the testing of clutch test pieces with multiple schemes, avoiding the preparation of the whole set of test devices for up and down platforms, and saving labor and time costs.

[0045] In this embodiment, the clutch assembly mainly consists of an output shaft 9, an output end cover 13, an outer clutch ring 11, an eccentric roller assembly 17, an input shaft 10, fastening screws 21, a hole-type elastic retaining ring 22, and an insulating bearing 6. The output shaft 9 and the inner clutch ring 12 are integrally designed, and the other end is designed according to the connection interface of the diaphragm coupling.

[0046] Both the input end cover 14 and the output end cover 13 are made of high-strength aluminum alloy materials. After precision machining, they are connected to the input port and output port of the casing 1 with high precision through a spigot and a stop screw 19. The dynamic sealing structure adopts the threaded dynamic sealing method, which can effectively prevent lubricating oil from leaking from the tiny gaps between the input shaft 10 and the input end cover 14 or between the output shaft 9 and the output end cover 13, while preventing external dust and impurities from entering the inside of the casing 1, ensuring the cleanliness of the internal environment of the casing 1 and the normal operation of the lubrication system. The input end cover 14 and the output end cover 13 are detachably installed on the clutch assembly inside the casing 1, enabling quick replacement without large-scale disassembly of the entire clutch test piece, saving maintenance time and labor costs.

[0047] As an alternative implementation, the dynamic sealing structure can adopt other forms such as mechanical sealing or magnetic fluid sealing to adapt to higher rotational speeds and more stringent sealing requirements. The input end cover 14 and the output end cover 13 can be designed as a quick-release structure with the casing 1, such as using a clamp connection, for easy quick disassembly and maintenance.

[0048] In one embodiment, the outer diameter of the input end cover 14 and the outer diameter of the output end cover 13 are not less than the outer diameter of the clutch outer ring 11. Ensure that the apertures of the input port and the output port of the casing 1 are not less than the size of the clutch outer ring 11, so as to ensure that the clutch assembly inside the casing 1 can be smoothly installed and replaced as a whole.

[0049] In one embodiment, an oil inlet groove 26 is provided at one end of the input shaft 10 that mates with the clutch outer ring 11. An oil passing hole 25 is penetratingly provided in the oil inlet groove 26, and the oil passing hole 25 is arranged in the same axial direction as the input shaft 10. Three oil passing holes 25 are arranged at intervals along the circumferential direction of the oil inlet groove 26, and all three oil passing holes 25 are arc-shaped waist-shaped holes.

[0050] The oil inlet groove 26 is arranged in an inverted manner at the end of the input shaft 10, providing a dedicated channel for lubricating oil to enter the inside of the clutch inner ring 12 and the clutch outer ring 11. When the lubricating oil enters the inside of the clutch assembly through the oil inlet groove 26, the oil passing hole 25 is arranged in the same axial direction as the input shaft 10, so that the lubricating oil can be evenly distributed to each lubrication point between the clutch inner ring 12 and the clutch outer ring 11, forming a uniform oil film, effectively reducing the frictional resistance and wear, and improving the operating reliability of the clutch assembly. In some other embodiments, the oil passing groove can also extend in a spiral shape. The oil passing hole 25 can be set in an inclined or curved shape to optimize the flow direction and distribution of the lubricating oil.

[0051] In one embodiment, the inlet of the oil inlet groove 26 faces the input shaft 10, and the inner side wall of the oil inlet groove 26 near the inlet is inclined inward to form a diversion inclined surface, which is convenient for collecting the lubricating oil and providing a lubricating oil channel for lubricating the clutch assembly inside the casing 1.

[0052] In this embodiment, the input shaft 10 and the clutch outer ring 11 are connected by a spigot and a fastening screw 21. Multiple waist-shaped holes serving as oil passing holes 25 are designed at the connection of the input shaft 10, and a certain inner inclination angle is designed at the outer end, which is convenient for collecting the lubricating oil and providing a lubricating oil channel for clutch lubrication.

[0053] Setting the diversion inclined surface is beneficial to guiding the lubricating oil to flow more smoothly into the inside of the oil inlet groove 26, reducing the accumulation and leakage of the lubricating oil at the inlet, and improving the utilization rate and lubrication effect of the lubricating oil. The setting of the diversion inclined surface enables the lubricating oil to form a certain flow rate and flow direction control when entering the oil inlet groove 26, ensuring that the lubricating oil can be quickly and evenly distributed to each lubrication point inside the clutch assembly.

[0054] In some other embodiments, the inlet of the oil inlet groove 26 can be designed into other shapes, such as stepped, wavy, etc., to adapt to different diversion requirements and processing limitations. The angle and length of the diversion inclined surface can be adjusted according to the actual lubrication effect to achieve the best diversion and lubrication effects.

[0055] In one embodiment, an oil slinger hole is provided on the outer clutch ring 11. The oil slinger hole is arranged perpendicular to the axial direction of the outer clutch ring 11 and penetrates through the side wall of the outer clutch ring 11. When rotating at high speed, centrifugal force discharges the excess internal lubricating oil outward through the oil slinger hole.

[0056] When the outer clutch ring 11 rotates at high speed, under the action of centrifugal force, the oil slinger hole can promptly discharge the lubricating oil entering the clutch interior, preventing the lubricating oil from accumulating inside the clutch, thereby avoiding problems such as clutch slippage and poor heat dissipation caused by excessive lubricating oil. Active oil drainage helps maintain a good lubrication and heat dissipation state inside the clutch assembly, ensuring that the clutch assembly can operate stably and efficiently under different working conditions, and improving the accuracy and reliability of test results. In this embodiment, the oil slinger hole is a straight hole, and multiple oil slinger holes are provided on the outer clutch ring 11, which are adjusted and arranged according to actual oil drainage requirements. In some other embodiments, the oil slinger hole can be set to be inclined or spiral to optimize the oil drainage direction and efficiency.

[0057] In one embodiment, an oil supply nozzle 23 is provided on the inner side wall of the casing 1. The inner side of the oil supply nozzle 23 faces the outer clutch ring 11 and is used to spray lubricating oil into the casing 1. In this embodiment, the oil supply nozzles 23 provided on both sides of the casing 1 are used to lubricate the clutch assembly, the input support bearing 16, and the output support bearing 15. The oil supply nozzle is fixedly installed on the side wall of the casing 1 through a fastening screw, and an O-ring 24 is installed between the oil supply nozzle and the casing 1.

[0058] In one embodiment, the insulating bearing 6 is a hybrid ceramic ball bearing, which prevents current from conducting through the bearing. The high insulation of the ceramic material blocks the conduction of current through the bearing, avoiding distortion of the resistance test signal; at the same time, the high hardness and wear resistance of the ceramic extend the bearing life and adapt to high-speed and high-load test environments. In some other embodiments, the insulating bearing 6 can be a metal bearing with an insulating material coated on its surface to meet different insulation requirements and cost control.

[0059] The centrifugal disengaging overrunning clutch test device realizes the test of the clutch disengaging speed based on the interface resistance principle. By reading the resistance value between the inner and outer rings of the clutch at different speeds with a DC resistance tester, it judges whether the eccentric roller lifts, and thus indirectly obtains the disengaging speed of the clutch. In the centrifugal disengaging overrunning clutch test device, the inner ring 12 of the clutch is supported by two hybrid ceramic ball bearings serving as insulating bearings 6 between the inner ring 12 and the outer ring 11 of the clutch. The inner ring 12 of the clutch is integrally designed with the output shaft 9. The outer ring 11 of the clutch is connected to the input shaft 10 through a spigot and a fastening screw 21 to form an integral body. The input shaft 10 and the output shaft 9 adopt coaxial input and output and are also supported by hybrid ceramic ball bearings. The output support bearing 15 is directly installed in the bearing seat of the casing 1; the input end is designed with an end cover of the input shaft 10, which is connected to the casing 1 through a spigot and another fastening screw 21. The input support bearing 16 is installed in the bearing seat of the end cover of the input shaft 10, which is convenient for the disassembly and assembly of the clutch assembly; both the end cover of the input shaft 10 and the end cover of the output shaft 9 are designed with threaded dynamic sealing structures; conductive slip rings are installed on the input shaft 10 and the output shaft 9 outside the casing 1 to lead out the electrical signals on the shaft from the stators of the conductive slip rings. The sizes of the inner ring 12 and the outer ring 11 of the clutch are designed according to the requirements of the clutch model, and two circlips for holes 22 are provided inside for the axial limit of the eccentric roller assembly 17 and the insulating bearing 6. The outer ends of the input shaft 10 and the output shaft 9 are designed according to the interface sizes of the first conductive slip ring 7 and the second conductive slip ring 8 to ensure that the rotors of the conductive slip rings can be driven to rotate. The anti-rotation pieces on the stators of the slip rings are respectively fastened to the input end cover 14 and the casing 1 through set screws 19.

[0060] The centrifugal disengaging overrunning clutch test device provided in this embodiment can not only carry out the test of the clutch disengaging speed in the overrunning state, but also carry out the test of the clutch disengaging speed in the starting state; after removing the end cover of the input shaft 10, the replacement of the clutch assembly can be realized, and the centering of the clutch assembly is not affected after replacement, so there is no need for re-centering, which is convenient for carrying out tests on clutch test pieces with multiple schemes, avoiding the preparation of the whole test device for lifting and lowering, and saving labor and time costs; the test device can be used for other performance tests of the clutch, such as static engagement, dynamic engagement, low oil pressure, overrunning, windmill, frictional torque and life tests, etc., and has versatility. The insulation method used in this embodiment is to adopt hybrid ceramic ball bearings and plastic connecting sleeves, and other insulation measures can also be adopted, such as using insulating paint, insulating bushings, etc.; the coaxial input and output scheme is adopted in this embodiment, and a non-coaxial input and output scheme can also be adopted, and a gear transmission can be added inside to reduce the input and output speeds, thereby reducing the speed at the conductive slip ring and improving the service life of the conductive slip ring.

[0061] Although embodiments of the present invention have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of the present invention, and such modifications and variations all fall within the scope defined by the appended claims.

Claims

1. A centrifugal disengaging overrunning clutch test device, characterized in that, Comprising: A drive motor (2), with a first insulating coupling (4) installed at its power output end; A load motor (3), with a second insulating coupling (5) installed at its power input end; A clutch test piece, which includes a clutch inner ring (12) and a clutch outer ring (11) that are sleeved and fitted with each other inside and outside. An insulating bearing (6) is installed between the clutch inner ring (12) and the clutch outer ring (11). The clutch outer ring (11) is in transmission cooperation with one of the first insulating coupling (4) or the second insulating coupling (5), and the clutch inner ring (12) is in transmission cooperation with the other of the first insulating coupling (4) or the second insulating coupling (5). A first conductive slip ring (7) is installed on the clutch outer ring (11), a second conductive slip ring (8) is installed on the clutch inner ring (12), and a resistance test device (27) is installed between the first conductive slip ring (7) and the second conductive slip ring (8).

2. The centrifugal disengaging overrunning clutch test device according to claim 1, wherein The clutch test piece further includes a casing (1). The clutch inner ring (12) and the clutch outer ring (11) are both installed in the inner cavity of the casing (1). An output shaft (9) is coaxially installed on the clutch inner ring (12), and an input shaft (10) is coaxially installed on the clutch outer ring (11). The input shaft (10) and the output shaft (9) both penetrate the casing (1) and extend outside the casing (1).

3. The centrifugal disengagement type overrunning clutch test device according to claim 2, wherein The output shaft (9) and the clutch inner ring (12) are of an integrally formed structure.

4. The centrifugal disengaging overrunning clutch test device according to claim 2 or 3, characterized in that, The casing (1) is provided with an input port and an output port. An input end cover (14) is installed on the input port, and an output end cover (13) is installed on the output port. The input shaft (10) penetrates the input end cover (14) and is in dynamic sealing cooperation with the input end cover (14), and the output shaft (9) penetrates the output end cover (13) and is in dynamic sealing cooperation with the output end cover (13).

5. The centrifugal disengagement type overrunning clutch test device according to claim 4, characterized in that, The outer diameter of the input end cover (14) and / or the outer diameter of the output end cover (13) is not less than the outer diameter of the clutch outer ring (11).

6. The centrifugal disengaging type overrunning clutch test device according to claim 2 or 3, characterized in that An oil inlet groove (26) is provided at one end of the input shaft (10) that cooperates with the clutch outer ring (11). An oil passing hole (25) is provided through the oil inlet groove (26), and the oil passing hole (25) is arranged in the same axial direction as the input shaft (10).

7. The centrifugal disengaging overrunning clutch test device according to claim 6, wherein, The inlet of the oil inlet groove (26) faces the input shaft (10), and one end of the inner side wall of the oil inlet groove (26) near the inlet is inclined towards the inside.

8. The centrifugal disengagement type overrunning clutch test device according to any one of claims 1 to 3, characterized in that, The clutch outer ring (11) is provided with an oil throwing hole, the oil throwing hole is arranged perpendicular to the axial direction of the clutch outer ring (11), and the oil throwing hole penetrates the side wall of the clutch outer ring (11).

9. The centrifugal disengagement type overrunning clutch test device according to claim 2 or 3, characterized in that An oil supply nozzle (23) is provided on the inner side wall of the casing (1), and the inner side of the oil supply nozzle (23) faces the clutch outer ring (11).

10. The centrifugal disengaging type overrunning clutch test device according to any one of claims 1 to 3, characterized in that, The insulating bearing (6) is a hybrid ceramic ball bearing.

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