A gear friction force measuring device for automobile power take-off assembly line

Abstract

The present invention discloses a gear friction force measuring device for an automobile power take-off assembly line, which relates to the field of friction force detection. This solution uses uniformly distributed pressure sensors to record the driving force of the power take-off, and calculates the primary friction force in combination with the inertial force. After centrifugal separation, the inertial seat relies on inertial kinetic energy to drive the power take-off to operate, and the secondary friction force is calculated by inertial kinetic energy loss and angular deceleration. The double detection results confirm each other, improve the detection accuracy, and achieve high-precision friction force detection and operation status monitoring. Through the redundant distribution of multiple pressure sensors, even if some sensors are damaged, the total force can still be accurately calculated through the remaining sensors to ensure detection stability. High-precision measurement of friction force in cold start and operation status is achieved, while improving the system's fault tolerance and operation monitoring capabilities, providing effective guarantees for the comprehensive evaluation of the power take-off assembly quality, and is suitable for the detection needs of multiple models of power take-offs.

Description

Technical Field

[0001] The invention relates to the field of friction force detection, in particular to a gear friction force measuring device for an automobile power take-off assembly line. Background Art

[0002] Existing PTO friction force detection technologies generally suffer from insufficient accuracy, limited functionality, and low fault tolerance. Traditional detection focuses on efficiency by performing a single test on each PTO. Sensors measure the inertia of the PTO gears and, based on the driving force, infer the friction. However, this detection method has numerous shortcomings in practical applications.

[0003] Traditionally, a single test alone cannot fully reflect the friction characteristics of the power take-off under different operating conditions. In particular, during cold start and operation, there may be significant differences in friction, which limits the accuracy and reliability of the test results.

[0004] Traditional systems also rely heavily on sensors. Damage to a single or even a subset of sensors directly impacts the integrity and validity of the test data, making stable system operation impossible. Furthermore, existing technologies lack comprehensive monitoring of the PTO's operating status alongside friction testing, making it difficult to promptly detect anomalies caused by assembly clearances, gear tolerances, or other mechanical issues. Summary of the Invention

[0005] The purpose of the present invention is to solve the problem that the single detection accuracy of the traditional method is difficult to guarantee and the fault tolerance rate is low, and to propose a gear friction force measuring device for an automobile power take-off assembly line.

[0006] To achieve the above-mentioned object, the present invention adopts the following technical solution: a gear friction force measuring device for an automobile power take-off assembly line, comprising a support frame and a retaining plate that slides back and forth thereon, and further comprising:

[0007] The output terminal group is used to connect to the input side of the power take-off and accumulate inertial kinetic energy for consumption by the power take-off;

[0008] The detection module is fixed on the holding plate and one end is installed on one side of the output end group to detect the speed change and vibration amplitude of the output end group;

[0009] The transmission module is rotatably mounted on the surface of the detection module and includes several pressure detection sub-nodes. It records the transmission force change data when driving the output end group to rotate synchronously, and disconnects instantly after providing the output end group with a predetermined inertial kinetic energy;

[0010] A driving module is mounted on the retaining plate and is used to drive the transmission module to rotate;

[0011] A positioning assembly is slidably mounted on the detection module and includes a rotatably arranged follower magnetic frame, which is used to locate the position of the pressure detection sub-node;

[0012] Before the transmission module is disconnected, multiple pressure detection sub-nodes record and correct the driving force of the output end group on the power take-off. The friction force during acceleration is calculated based on the driving force and the inertia force of the power take-off gear. After the transmission module is disconnected, the shaft speed and vibration are detected, and the friction force during deceleration is calculated based on the speed attenuation rate.

[0013] As a further description of the above technical solution: the detection module includes a shielding chamber that passes through and is fixed to one side of the retaining disk, the inner wall of the shielding chamber is fixed with a support base via a buffer ring, the inner wall of the support base is mounted with a detection shaft via a plurality of bearings, and the other end of the detection shaft is mounted on the inner wall of the output end group;

[0014] A vibration sensor for detecting shaft vibration is installed on the surface of the shielding room, a plurality of through holes are opened on the surface of the buffer ring, and a plurality of speed sensors for detecting shaft speed are arranged on the inner wall of the shielding room.

[0015] As a further description of the above technical solution: the transmission module includes a rotating seat installed on the surface of the shielding room through a bearing, a number of torque frames are fixed on the surface of the rotating seat, the pressure detection sub-node is limited and slides on the inner wall of the torque frame, and the several pressure detection sub-nodes are commonly connected to a connecting seat through a pin shaft, and the inner wall of the connecting seat is fixedly connected to a card seat for transmission cooperation of the output end group, and the sliding is on the surface of the shielding room.

[0016] As a further description of the above technical solution: the output end group includes a fixture fixedly connected to one end of the detection shaft, and the fixture is used for power input on the input side of the power take-off after being engaged with the socket. An inertia seat is fixed on the surface of the fixture, and a synchronous magnetic bracket is installed on one side of the inertia seat.

[0017] As a further description of the above technical solution: the positioning assembly includes a ring plate that slides axially on the surface of the shielding room, and a follow-up magnetic bracket is rotatably provided on the surface of the ring plate. A plurality of pull rods are fixed on one side of the ring plate, and the pull rods pass through and slide on the surface of the shielding room, and the pull rods pass through and slide in the through holes.

[0018] As a further description of the above technical solution: the pressure detection sub-node includes a torsion plate movably connected to the connecting seat through a pin shaft, the other end of the torsion plate is movably connected to the pin seat through a pin shaft, a pressure sensor is installed on one side of the pin seat, and a limiting slide for limiting sliding on the inner wall of the torque frame is fixed on the side of the pressure sensor away from the pin seat.

[0019] As a further description of the above technical solution: the driving module includes a motor installed on one side of the ring plate, the output shaft of the motor is fixed with a driving wheel, the driving wheel is matched with a driven wheel through a belt drive, and the driven wheel is fixedly connected to the surface of the rotating seat.

[0020] As a further description of the above technical solution: the follower magnetic bracket and the synchronous magnetic bracket are respectively located on the left and right sides of the connecting seat, and respectively absorb and position the two motion states of the transmission module.

[0021] As a further description of the above technical solution: the transmission module also includes a power generation module installed at the end of the torsion frame, and one end of the power generation module is provided with a planetary gear meshing with the inner wall of the retaining disk.

[0022] In summary, due to the adoption of the above technical solution, the beneficial effects of the present invention are:

[0023] This solution implements dual friction detection, measuring friction during both the cold start and operating phases of the PTO during a single drive cycle. The initial detection uses a pressure sensor to record the difference between the driving force and the inertial force of the PTO gear. The secondary detection uses the inertial kinetic energy of the inertial mount after disengagement to drive the system, inferring friction based on kinetic energy loss and angular deceleration. These dual detection results reinforce each other, enabling a comprehensive assessment of the PTO's friction characteristics compared to traditional methods, significantly improving measurement accuracy and reliability.

[0024] Secondly, this solution obtains driving force data through multiple evenly distributed pressure sensors. Even if a single or some sensors are damaged, the system can still calculate the total force through the redundant data of the remaining sensors, avoiding detection failure problems. It demonstrates extremely high fault tolerance and system stability, and improves the adaptability and long-term reliability of the device.

[0025] This solution also uses vibration sensors to monitor the PTO's operating status in real time, including vibration amplitude and frequency, to promptly identify abnormalities caused by assembly clearance, gear tolerances, or other mechanical issues. This not only measures friction but also comprehensively monitors operational stability, providing a basis for further improving PTO assembly quality.

[0026] In summary, this solution, through the combination of dual detection, redundant calculation, and operational detection, not only significantly improves the accuracy of friction force detection and the stability of the equipment, but also expands the diversity of detection functions, providing an efficient and reliable solution for the quality assessment and standardized testing of power take-offs. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Figure 1 It is a three-dimensional schematic diagram of the present invention;

[0028] Figure 2 A three-dimensional schematic diagram of another viewing angle of the present invention;

[0029] Figure 3 It is a partial cross-sectional schematic diagram of the present invention;

[0030] Figure 4 This is a schematic diagram of the drive module of the present invention being installed on the retaining plate;

[0031] Figure 5 This is a schematic diagram of the engagement state of the card holder and the fixture of the present invention;

[0032] Figure 6 is a schematic sectional view of a three-dimensional detection module of the present invention;

[0033] Figure 7 Schematic diagram of the explosion of the transmission module of the present invention;

[0034] Figure 8 This is a schematic diagram of the pressure detection subnode structure of the present invention;

[0035] Figure 9 is a three-dimensional schematic diagram of the output terminal group of the present invention;

[0036] Figure 10 It is an explosion diagram of the present invention;

[0037] Figure 11 Schematic diagram comparing the state A in which the transmission module drives the output end group to rotate and the state B in which the transmission module disconnects the output end group.

[0038] Legend:

[0039] 10. Support frame; 20. Holding disk; 30. Detection module; 31. Shielding room; 32. Buffer ring; 33. Support seat; 34. Detection shaft; 35. Vibration sensor; 36. Speed ​​sensor; 37. Through hole; 40. Drive module; 41. Motor; 42. Driving wheel; 43. Driven wheel; 50. Transmission module; 51. Rotating seat; 52. Torque frame; 53. Pressure detection sub-node; 531. Pin seat; 532. Pressure sensor; 533. Limiting slide; 534. Torque plate; 54. Connecting seat; 55. Clamping seat; 56. Power generation module; 57. Planetary gear; 60. Output end group; 61. Clamp; 62. Inertia seat; 63. Synchronous magnetic frame; 70. Positioning assembly; 71. Ring plate; 72. Follow-up magnetic frame; 73. Pull rod. DETAILED DESCRIPTION

[0040] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0041] like Figure 1 - Figure 11 As shown, the present invention provides: a gear friction force measuring device for an automobile power take-off assembly line, comprising a support frame 10 and a retaining plate 20 that slides back and forth thereon, and further comprising:

[0042] The output terminal group 60 is used to connect to the input side of the power take-off and accumulate inertial kinetic energy for consumption by the power take-off; the detection module 30 is fixed to the retaining disk 20, and one end is installed on one side of the output terminal group 60 to detect the speed change and vibration amplitude of the output terminal group 60; the transmission module 50 is rotatably mounted on the surface of the detection module 30, including a plurality of pressure detection sub-nodes 53, which record the transmission force change data when driving the output terminal group 60 to rotate synchronously, and instantly disconnect after providing the output terminal group 60 with a predetermined inertial kinetic energy; the drive module 40 is mounted on the retaining disk 20, and is used to drive the transmission module 50 to rotate; the positioning assembly 70 is slidably mounted on the detection module 30, and includes a rotatably arranged follower magnetic bracket 72, which is used to locate the position of the pressure detection sub-node 53;

[0043] This solution utilizes the drive module 40 and transmission module 50 to separately measure and calculate the initial driving force and inertial force of the power take-off (PTO), and combines this with the pressure sensor 532, speed sensor 36, and vibration sensor 35 to provide comprehensive detection data. Two friction force detections are achieved through a single drive process: the initial detection uses the transmission module 50 to record the difference between the PTO gear driving force and the inertial force to calculate the friction force; after the transmission module 50 separates under the action of centrifugal force, the inertia seat 62 drives independently, further detecting the friction value through angular deceleration and inertial force loss. Simultaneously, the vibration sensor 35 monitors the vibration conditions of the PTO in real time during operation to determine if there are any problems with its installation structure or gear meshing state. This design can effectively identify changes in friction force under different operating conditions, and through the distribution of multiple pressure sensors 532 and data redundancy, it ensures that accurate detection results can still be obtained even if a single or partial sensor is damaged, demonstrating excellent stability and reliability.

[0044] Before the transmission module 50 is disconnected, multiple pressure detection sub-nodes 53 record and correct the driving force of the output end group 60 on the power take-off, and calculate the friction force during the acceleration process based on the driving force and the inertia force of the power take-off gear. After the transmission module 50 is disconnected, the speed and vibration of the detection shaft 34 are detected, and the friction force during the deceleration process is calculated based on the speed attenuation rate.

[0045] Specifically, such as Figure 6 As shown, the detection module 30 includes a shielding chamber 31 that passes through and is fixed to one side of the retaining plate 20. A support base 33 is fixed to the inner wall of the shielding chamber 31 via a buffer ring 32. A detection shaft 34 is mounted on the inner wall of the support base 33 via a plurality of bearings. The other end of the detection shaft 34 is mounted on the inner wall of the output terminal group 60.

[0046] A vibration sensor 35 for detecting the vibration of the detection shaft 34 is installed on the surface of the shielding chamber 31 , a plurality of through holes 37 are opened on the surface of the buffer ring 32 , and a plurality of speed sensors 36 for detecting the speed of the detection shaft 34 are set on the inner wall of the shielding chamber 31 .

[0047] By providing the support base 33, the support base 33 can support the detection shaft 34 through the internal bearing, maintain the stable rotation of the detection shaft 34, receive feedback from the detection shaft 34 and transmit it to the vibration sensor 35, while the buffer ring 32 on the surface can reduce the impact on the shielding room 31;

[0048] The through hole 37 formed on the surface of the buffer ring 32 can enhance the buffering effect thereof and facilitate the wiring and the passage of the pull rod 73 .

[0049] The rotation speed of the detection shaft 34 can be detected by distributing a plurality of rotation speed sensors 36 on the surface of the shield room 31 .

[0050] Specifically, such as Figure 7 As shown: the transmission module 50 includes a rotating base 51 mounted on the surface of the shielding room 31 through a bearing, a plurality of torque frames 52 are fixed to the surface of the rotating base 51, and the pressure detection sub-nodes 53 are limited and slide on the inner wall of the torque frame 52. The plurality of pressure detection sub-nodes 53 are commonly connected to a connecting base 54 through a pin shaft. The inner wall of the connecting base 54 is fixedly connected to a card seat 55 for transmission cooperation of the output end group 60, which slides on the surface of the shielding room 31.

[0051] The rotating seat 51 rotates on the surface of the shielding room 31. The torsion frame 52 on its surface can rotate with the connecting seat 54 through the pressure detection sub-node 53 during the rotation. At the same time, the connecting seat 54 rotates with the inner wall holder 55. When the holder 55 engages with the fixture 61 and rotates with it, the connecting seat 54 and the synchronous magnetic holder 63 are in a fitted and adsorbed state. Based on the fitted and synchronous rotation state of the fixture 61 and the holder 55, the synchronous magnetic holder 63 and the connecting seat 54 rotate synchronously while fitting. As the speed increases, the pressure detection sub-node The left end of 53 moves under the action of centrifugal force, but the right end is attracted by the synchronous magnetic frame 63 until the centrifugal force offsets the suction force of the synchronous magnetic frame 63. The pressure detection sub-node 53 moves instantly, and at the same time, the connecting seat 54 is separated from the synchronous magnetic frame 63 and moves to the left side to be attracted by the follower magnetic frame 72. At this time, the motor 41 is turned off, and the magnetic frame rotates with the rotation of the connecting seat 54, and keeps the connecting seat 54 positioned on the left side. At this time, the clamping seat 55 on the inner wall of the connecting seat 54 is separated from the clamp 61, so that the output end group 60 as a whole is in an inertial rotation state.

[0052] Specifically, such as Figure 8 As shown: the pressure detection sub-node 53 includes a torsion plate 534 movably connected to the connecting seat 54 through a pin shaft, and the other end of the torsion plate 534 is movably connected to the pin seat 531 through a pin shaft, and a pressure sensor 532 is installed on one side of the pin seat 531, and a limiting slide 533 for limiting sliding on the inner wall of the torsion frame 52 is fixed on the side of the pressure sensor 532 away from the pin seat 531.

[0053] The torsion plate 534 of the pressure detection sub-node 53 plays a transmission role. One end of the torsion plate 534 can move through the pin seat 531, and apply pressure to the pressure sensor 532 through the pin seat 531. The limiting slide 533 on the surface of the pin seat 531 and the pressure sensor 532 can slide on the inner wall of the torsion frame 52 to maintain its movement stability.

[0054] Specifically, such as Figure 7 As shown, the transmission module 50 further includes a power generation module 56 installed at the end of the torsion frame 52 , and one end of the power generation module 56 is provided with a planetary gear 57 meshing with the inner wall of the retaining disk 20 .

[0055] By setting up a power generation module 56, which engages with the inner wall of the retaining disk 20 through the planetary gear 57, rotates along with the rotation of the torque frame 52, and rotates at high speed under the engagement of the planetary gear 57, it can charge and power the pressure sensor 532.

[0056] Specifically, such as Figure 6As shown: the positioning assembly 70 includes a ring plate 71 that slides axially on the surface of the shielding chamber 31, and a follower magnetic bracket 72 is rotatably provided on the surface of the ring plate 71. A plurality of pull rods 73 are fixed to one side of the ring plate 71, and the pull rods 73 penetrate and slide on the surface of the shielding chamber 31, and the pull rods 73 penetrate and slide in the through hole 37.

[0057] By setting the ring plate 71, the ring plate 71 is installed with the follower magnetic frame 72 through the bearing, so that the follower magnetic frame 72 on the surface of the ring plate 71 can rotate when the ring plate 71 is stationary. At the same time, when the pull rod 73 is pulled, it moves with the ring plate 71 and can move the magnetic frame. When the magnetic frame moves, it separates from the connecting seat 54, and the magnetic attraction state is released. At this time, the torsion plate 534 can be pressed to adsorb the connecting seat 54 and the synchronous magnetic frame 63.

[0058] Specifically, such as Figure 4 As shown: the driving module 40 includes a motor 41 installed on one side of the ring plate 71, the output shaft of the motor 41 is fixed with a driving wheel 42, the driving wheel 42 is matched with a driven wheel 43 through a belt drive, and the driven wheel 43 is fixedly connected to the surface of the rotating seat 51.

[0059] The motor 41 rotates the driven wheel 43 via the driving wheel 42 , and the driven wheel 43 rotates the rotating base 51 of the transmission module 50 . The overall driving structure is simple and reliable.

[0060] Specifically, such as Figure 5 and Figure 9 As shown: the output end group 60 includes a clamp 61 fixedly connected to one end of the detection shaft 34, and the clamp 61 is used for power input on the input side of the power take-off after being engaged with the clamping seat 55. An inertia seat 62 is fixed to the surface of the clamp 61, and a synchronous magnetic bracket 63 is installed on one side of the inertia seat 62.

[0061] The inertia seat 62 on the surface of the clamp 61 can store energy as it rotates. When the speed reaches a certain level, its clamp seat 55 separates from the clamp 61. At this time, the inertial kinetic energy of the inertia seat 62 carries the clamp 61 to continue driving the power take-off. The inertial force decay can be understood based on the change in speed. Without the power of the inertia seat 62, the power take-off will stop within a few seconds after losing power.

[0062] Specifically, such as Figure 3 As shown, the follower magnetic frame 72 and the synchronous magnetic frame 63 are respectively located on the left and right sides of the connecting seat 54, and are used to absorb and position the two motion states of the transmission module 50.

[0063] The follow-up magnetic frame 72 and the synchronous magnetic frame 63 are respectively located on both sides to adsorb and position the connecting seat 54. The synchronous magnetic frame 63 can maintain adsorption support when the speed does not reach the threshold, and the follow-up magnetic frame 72 can prevent the movement of the connecting seat 54 from affecting the inertial rotation of the fixture 61.

[0064] When the friction force is detected in this solution, power is input through the driving module 40 to drive the transmission module 50 to rotate. The connecting seat 54 of the transmission module 50 is adsorbed by the synchronous magnetic bracket 63, and the clamping seat 55 and the clamping device 61 are in an engaged transmission state. At this time, the gears in the power take-off are rotated. In this process, the pressure of a single pressure sensor 532 is o, and the total force of several pressure sensors 532 is Fo. The friction force of the detection shaft 34 of this device is known. The friction force of the detection shaft 34 is subtracted from the total force Fo, which is the actual driving force exerted on the gears in the power take-off. The model, specifications and quantity of the gears in the power take-off are known, so the moment of inertia and angular acceleration of the power take-off are known. The inertia force of the gear can be calculated as a standard value. The friction force actually overcome by the kinetic energy is obtained based on the actual driving force minus the inertia force. Based on the above, a pressure standard value of a power take-off of a certain model is established, and the pressure difference between different power take-offs is calculated. The greater the friction, the greater the pressure of the pressure sensor 532 during acceleration. If the pressure value is greater than a predetermined value, the friction is too large and it is unqualified. If the friction is less than the predetermined value, the assembly clearance or gear tolerance is large, the meshing gap is large, and it is judged to be unqualified. At the same time, multiple pressure sensors 532 evenly distribute the pressure that drives them to rotate, so that the pressure values ​​of the multiple pressure sensors 532 fluctuate within a smaller range. If more than one pressure sensor 532 is damaged, the values ​​of more pressure sensors 532 are multiplied by their actual number to obtain accurate pressure data. This method not only avoids the problem of detection failure caused by damage to a single or multiple pressure sensors 532, but also based on the uniform distribution of force on multiple pressure sensors 532, the force they are subjected to is divided by their number to obtain a more accurate pressure value. If a certain number of pressure sensors 532 are damaged, only the number is counted, not their pressure data.

[0065] During the above process, the initial friction force detection is carried out. As the transmission module 50 continues to accelerate, when the speed reaches a certain threshold, the pin seat 531 slides on the inner wall of the torque frame 52 under the action of the centrifugal force. At this time, the centrifugal force overcomes the suction force of the synchronous magnetic frame 63 on the connecting seat 54 and separates it. Then the connecting seat 54 is adsorbed by the follower magnetic frame 72. At this time, the inertia seat 62 loses power input and relies on its own stored inertia kinetic energy to drive the clamp 61 and the power take-off to operate. Under the action of friction, the kinetic energy is gradually consumed and the speed is decelerated. The speed sensor 36 detects the speed of the detection shaft 34 to obtain the angular deceleration. Combined with the known inertia kinetic energy loss of the inertia seat 62, which directly affects the angular deceleration α2 value, the inertia force loss value of the inertia seat 62 caused by friction can be directly obtained, so that the friction value can be clearly understood, and the secondary friction force detection can be achieved.

[0066] At the same time, the detection shaft 34 rotates with the clamp 61. When the power take-off shakes or vibrates, it directly acts on the detection shaft 34, causing the support seat 33 at one end of the detection shaft 34 to vibrate under the action of the buffer ring 32, and the vibration amplitude and frequency are detected by the vibration sensor 35. This method can detect the friction force while detecting the operating status of the power take-off. If the vibration is large, it is necessary to further detect whether the installation structure is qualified.

[0067] In the above process, two friction force tests are realized during the acceleration and deceleration process of one drive, and the friction force value of the power take-off at cold start and the friction force value after a period of operation can be detected, and the two friction force values ​​can confirm each other.

[0068] Working principle: When in use, the support frame 10 is installed on one side of the assembly line. As the automobile power take-off assembled on the assembly line moves to the detection area, the retaining plate 20 is pushed to slide on the surface of the support frame 10 until the clamp 61 is clamped into the input end position of the power take-off. At this time, the motor 41 is started, and the motor 41 rotates the driven wheel 43 through the driving wheel 42. Then the driven wheel 43 starts to rotate with the rotating seat 51. When the torque frame 52 on the surface of the rotating seat 51 rotates, it rotates with the connecting seat 54 through the pressure detection sub-node 53. The connecting seat 54 rotates with the clamp 61 and the inertia seat 62 on its surface through the clamp 55. At the same time, the clamp 61 drives the power take-off to operate.

[0069] As the power take-off operates, the speed of the inertia seat 62 gradually increases. When the speed reaches a certain threshold, the left end of the pressure detection sub-node 53 in the torque frame 52 slides under the action of centrifugal force, causing its connecting seat 54 to detach from the synchronous magnetic bracket 63 under the action of centrifugal force and be immediately attracted by the follower magnetic bracket 72. At the same time, the motor 41 stops, and the pressure sensor 532 finishes reading the value.

[0070] When the detection shaft 34 rotates with the fixture 61 and is subjected to inertial rotation, the kinetic energy of the inertia seat 62 on the surface of the fixture 61 gradually decays, and the speed of the detection shaft 34 decreases. By understanding the speed of speed reduction, the friction state in the power take-off can be understood;

[0071] During the above process, until the fixture 61 stops rotating, the vibration sensor 35 always detects the vibration amplitude.

[0072] After the detection is completed, by pulling the pull rod 73, the pull rod 73 moves with the follower magnetic bracket 72 through the ring plate 71 and separates from the connecting seat 54, pressing the torque plate 534 to re-adsorb the connecting seat 54, and the next detection can be carried out.

[0073] The above are only preferred specific embodiments of the present invention, but the scope of protection of the present invention is not limited thereto. Any technician familiar with this technical field, within the technical scope disclosed by the present invention, who makes equivalent replacements or changes based on the technical solutions and inventive concepts of the present invention, should be covered by the scope of protection of the present invention.

Claims

1. A gear friction force measuring device for an automobile power take-off assembly line, comprising a support frame (10) and a retaining plate (20) sliding back and forth thereon, characterized in that: Also includes: The output terminal group (60) is used to connect to the input side of the power take-off and accumulate inertial kinetic energy for consumption by the power take-off; A detection module (30) is fixed on the retaining disk (20) and has one end mounted on one side of the output terminal group (60) to detect the speed change and vibration amplitude of the output terminal group (60); The detection module (30) includes a shielding chamber (31) that passes through and is fixed to one side of the retaining disk (20); a support seat (33) is fixed to the inner wall of the shielding chamber (31) via a buffer ring (32); a detection shaft (34) is mounted on the inner wall of the support seat (33) via a plurality of bearings; and the other end of the detection shaft (34) is mounted on the inner wall of the output end group (60); A vibration sensor (35) for detecting the vibration of the detection shaft (34) is installed on the surface of the shielding chamber (31), a plurality of through holes (37) are opened on the surface of the buffer ring (32), and a plurality of speed sensors (36) for detecting the speed of the detection shaft (34) are provided on the inner wall of the shielding chamber (31); The transmission module (50) is rotatably mounted on the surface of the detection module (30), and includes a plurality of pressure detection sub-nodes (53). When driving the output terminal group (60) to rotate synchronously, the transmission force change data is recorded, and the connection is instantly disconnected after providing a predetermined inertial kinetic energy to the output terminal group (60); The transmission module (50) includes a rotating seat (51) mounted on the surface of the shielding room (31) through a bearing, a plurality of torque frames (52) are fixed on the surface of the rotating seat (51), the pressure detection sub-nodes (53) are limitedly slid on the inner wall of the torque frame (52), and the plurality of pressure detection sub-nodes (53) are movably connected to a connecting seat (54) through a pin shaft, and the inner wall of the connecting seat (54) is fixedly connected to a card seat (55) for transmission matching of the output end group (60), and the sliding is on the surface of the shielding room (31); The output end group (60) includes a fixture (61) fixedly connected to one end of the detection shaft (34), and the fixture (61) is used for power input on the input side of the power take-off after being engaged with the fixture seat (55). An inertia seat (62) is fixed to the surface of the fixture (61), and a synchronous magnetic bracket (63) is installed on one side of the inertia seat (62); A driving module (40) is mounted on the retaining disk (20) and is used to drive the transmission module (50) to rotate; A positioning assembly (70) is slidably mounted on the detection module (30) and includes a rotatably arranged follower magnetic frame (72), wherein the follower magnetic frame (72) is used for positioning the position of the pressure detection sub-node (53); The positioning assembly (70) includes a ring plate (71) that slides axially on the surface of the shielding chamber (31), a follower magnetic bracket (72) is rotatably provided on the surface of the ring plate (71), a plurality of pull rods (73) are fixed to one side of the ring plate (71), and the pull rods (73) penetrate and slide on the surface of the shielding chamber (31), and the pull rods (73) penetrate and slide in the through holes (37); The pressure detection sub-node (53) includes a torsion plate (534) movably connected to a connecting seat (54) via a pin shaft, the other end of the torsion plate (534) is movably connected to a pin seat (531) via a pin shaft, a pressure sensor (532) is installed on one side of the pin seat (531), and a limiting slide (533) for limiting sliding on the inner wall of the torsion frame (52) is fixed on the side of the pressure sensor (532) away from the pin seat (531); The follower magnetic frame (72) and the synchronous magnetic frame (63) are respectively located on the left and right sides of the connecting seat (54), and respectively absorb and position the two motion states of the transmission module (50); Before the transmission module (50) is disconnected, the plurality of pressure detection sub-nodes (53) record and correct the driving force of the output end group (60) on the power take-off, and calculate the friction force during the acceleration process based on the driving force and the inertia force of the power take-off gear. After the transmission module (50) is disconnected, the speed and vibration of the detection shaft (34) are detected, and the friction force during the deceleration process is calculated based on the speed attenuation rate.

2. The gear friction force measuring device for an automobile power take-off assembly line according to claim 1, characterized in that: The driving module (40) includes a motor (41) mounted on one side of the ring plate (71), a driving wheel (42) being fixed to an output shaft of the motor (41), the driving wheel (42) being coupled to a driven wheel (43) via a belt drive, and the driven wheel (43) being fixedly connected to the surface of the rotating seat (51).

3. The gear friction force measuring device for an automobile power take-off assembly line according to claim 2, characterized in that: The transmission module (50) further comprises a power generation module (56) installed at the end of the torque frame (52), and one end of the power generation module (56) is provided with a planetary gear (57) meshing with the inner wall of the retaining disk (20).

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