Crawler belt structure and crawler belt system

Abstract

The invention provides a track structure and a track system, and relates to the technical field of tracked vehicles, the track structure comprises a rubber layer, a steel wire traction layer, metal driving teeth and a chain structure traction layer; connecting structures are symmetrically arranged at two ends of the metal driving teeth; the two ends of the metal driving teeth are connected with the chain structure traction layer respectively, the chain structure traction layer is composed of a plurality of lock catches, and one lock catch is connected with the corresponding connecting structures of the two adjacent metal driving teeth respectively. The connecting structure comprises lock catch connecting rod sets, and the lock catch connecting rod sets are arranged on the upper portions and the lower portions of the metal driving teeth correspondingly and comprise a plurality of lock catch connecting rods arranged in the length direction of the crawler belt. Mounting holes corresponding to the lock catch connecting rods of the adjacent metal driving teeth are formed in the lock catches, and the lock catch connecting rods are used for being mounted in the corresponding mounting holes. Traction stress is jointly borne by the steel wire traction layer and the chain structure traction layer, and displacement of the metal driving teeth during running of a vehicle is effectively limited.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of tracked vehicles, in particular to a tracked structure and a tracked system. BACKGROUND

[0002] The tracked vehicle is widely used in many fields such as engineering machinery, military equipment, agricultural machinery and the like due to its excellent ground adaptability, and can help the equipment to smoothly pass through complex terrains such as mud, mountains and marshes. However, the conventional tracked vehicle has the following disadvantages: 1. Only the steel wire traction layer is the traction force material; 2. When the vehicle is running, the metal driving tooth is affected by the driving force of the driving wheel and will be displaced clockwise or counterclockwise, and with the extension of the use time, the two wing surfaces of the metal driving tooth are easy to cut the steel wire traction layer and be damaged; 3. When the vehicle is instantaneously started or braked, the inertia will cause the local rubber track to bear abnormal force and the steel wire to be broken; 4. When the driving wheel drives the tracked vehicle to run, the driving distance is changed due to the displacement and deformation of the metal driving tooth, which causes the vehicle to run to shake. SUMMARY

[0003] The present application provides a tracked structure and a tracked system to solve at least one of the technical problems in the background.

[0004] To solve the above technical problems, the present application discloses a tracked structure, which comprises a rubber layer, a steel wire traction layer, a metal driving tooth, and a chain structure traction layer. The two ends of the metal driving tooth are respectively provided with symmetrical connecting structures; The two ends of the metal driving tooth are respectively connected with the chain structure traction layer, and the chain structure traction layer is composed of a plurality of shackles, one shackle being connected with the corresponding connecting structures of the two adjacent metal driving teeth.

[0005] Preferably, the connecting structure comprises a shackle connecting rod set, the upper part and the lower part of the metal driving tooth are respectively provided with a shackle connecting rod set, and the shackle connecting rod set comprises a plurality of shackle connecting rods arranged along the length direction of the tracked vehicle. The shackle is respectively provided with a mounting hole corresponding to the shackle connecting rod of the adjacent metal driving tooth, and the shackle connecting rod is used for mounting into the corresponding mounting hole.

[0006] Preferably, the upper part and the lower part of the metal driving tooth are provided with a limiting boss at the position corresponding to the shackle connecting rod.

[0007] Preferably, the metal driving tooth and the connecting structure at its two ends are integrally forged and formed; and the mounting hole is an oval hole.

[0008] Preferably, the steel wire traction layer thickness direction center line coincides with the connected chain structure traction layer thickness direction center line.

[0009] The application further provides a track system, comprising a driving wheel, a driving shaft and a power source, the output end of the power source being connected with the driving shaft, the driving wheel being installed on the driving shaft, the driving wheel being engaged with the track through a tooth surface, and the track being formed by the track structure.

[0010] Preferably, the test system is further used for periodically performing a test process during use of the track system, and the test system comprises: a test control module, used for controlling the power source to work, adjusting the output torque of the power source, and working for a sub-test time length at each adjusted output torque; a multi-source detection device, comprising: a torque detection device, used for detecting the torque of the driving shaft; a strain gauge array module, comprising a plurality of micro strain gauges, the plurality of micro strain gauges being detachably arranged along the tooth height direction of the metal driving tooth; a rotating speed detection device, used for detecting the rotating speed of the driving wheel; a chain pitch acquisition module, used for acquiring the center distance of adjacent chain links in a track tension state; a slip detection module, used for detecting track slip related parameters; an analysis processing device, used for analyzing the detection results of the multi-source detection device, and determining the output torque-impact state coefficient fitting curve of the power source, the output torque-track engagement coordination state coefficient fitting curve of the power source and the output torque-slip energy loss coefficient fitting curve of the power source; the test system further comprises: an acquisition module one, used for acquiring the demand torque range of the current track system application scenario; a determination module four, used for determining the target torque range of the current track system application scenario in combination with the demand torque range of the current track system application scenario and the fitting curve; a control module one, used for controlling the power source to work so that the torque detection device detection value is within the target torque range of the current track system application scenario in the current track system application scenario.

[0011] Preferably, the analysis processing device comprises: an analysis module one, used for analyzing and processing the torque detection device signal corresponding to the sub-test time length, extracting key torque parameters, determining the torque fluctuation state coefficient, and determining the impact state coefficient based on the torque fluctuation state coefficient and the key torque parameters; the key torque parameters comprise a torque peak value and an average value; Curve building module one: used for building the output torque-impact state coefficient engagement curve of the power source based on the analysis module one; Signal conditioning module: in communication connection with the strain gauge array module, realizing the amplification and filtering processing of the strain electric signal, and converting the processed strain electric signal into strain digital signal; Analysis module two: in communication connection with the signal conditioning module, the rotational speed detection device and the chain pitch acquisition module, the analysis module two synchronously analyzes the strain digital signal and the driving wheel rotational speed signal in each sub-test duration, and determines the rotational speed-strain correlation coefficient corresponding to each sub-test duration; the analysis module two further determines the track engagement coordination state coefficient of each sub-test duration according to the strain digital signal corresponding to each sub-test duration, the rotational speed of the driving wheel, the chain center distance, and the rotational speed-strain correlation coefficient; Curve building module two: used for building the output torque-track engagement coordination state coefficient engagement curve of the power source based on the analysis module two; Calculation module: used for calculating the slip energy loss coefficient based on the detection result of the slip detection module; Curve building module three: used for building the output torque-slip energy loss coefficient fitting curve of the power source based on the calculation module.

[0012] Preferably, the track system further comprises: Support frame: the power source is embedded in the support frame, and the driving shaft is rotationally connected with the support frame; the support frame is further connected with the tensioning device and the carrier wheel, the tensioning device is used for tensioning the track, and the track is sleeved on the carrier wheel; Tooth surface contact detection device: used for detecting the engagement position deviation information and the engagement angle deviation information of the driving wheel and the track; Determination module one: used for determining the engagement state coefficient based on the engagement position deviation information and the engagement angle deviation information of the driving wheel and the track; Rotational speed detection device: used for detecting the rotational speed of the driving wheel; Load detection device: used for detecting the load of each carrier wheel; Determination module two: used for determining the load distribution state coefficient based on the load of each carrier wheel and the load transmission relationship; Traction force detection device: used for detecting the traction force of the track; Determination module five: used for determining the load coupling state coefficient based on the current rotational speed of the driving wheel, the traction force of the track, and the load distribution state coefficient by using the traction-load dynamic hierarchical coupling method; Temperature detection device: used for detecting the surface temperature of the track; Vibration sensor: used for detecting the vibration information of the track, the vibration information including: vibration effective amplitude, vibration main frequency; Determination module three: used for determining the vibration impact correction coefficient based on the vibration information of the track and the surface temperature of the track; The target tension force determination module is configured to determine a target tension force based on the meshing state coefficient, the load coupling state coefficient, and the vibration impact correction coefficient. The control module two is configured to control the tension force adjusting device of the track system to work so that the actual tension force of the current track is the target tension force.

[0013] Preferably, the method further comprises: The prediction module is configured to determine a predicted power transmission unreliable value after the tension force is adjusted. The early warning module is configured to perform early warning when the predicted power transmission unreliable value is not within a corresponding allowable range. The prediction module comprises: The acquisition unit is configured to acquire the meshing state coefficient, the vibration impact correction coefficient, and the load distribution state coefficient after the tension force is adjusted. The calculation unit is configured to determine the predicted power transmission unreliable value based on the meshing state coefficient, the vibration impact correction coefficient, and the load distribution state coefficient after the tension force is adjusted.

[0014] The technical solutions of the present application will be further described in detail below with the aid of the accompanying drawings and examples.

[0015] Compared with the prior art, the present application has the following beneficial effects: More reasonable traction stress: not only the steel wire traction layer, but also the chain structure traction layer is provided, so that the traction stress is borne by the steel wire traction layer and the chain structure traction layer, the stress is dispersed, the problem of easy breakage of the conventional track only with the steel wire traction layer is avoided, and the carrying capacity and service life of the track are improved.

[0016] Enhanced stability of metal driving teeth: the metal driving teeth are symmetrically provided with connecting structures at both ends, and are connected with the chain structure traction layer through the lock catch connecting rod and the mounting hole, and the metal driving teeth and the connecting structures at both ends are integrally forged and formed, which effectively limits the displacement of the metal driving teeth during vehicle operation, reduces the risk of breakage of the steel wire traction layer caused by displacement of the metal driving teeth, avoids changes in driving distance, and improves the walking shaking of the vehicle.

[0017] Improved anti-inertial impact capability: the presence of the chain structure traction layer can disperse abnormal forces generated by inertia during instantaneous starting or emergency braking of the vehicle together with the steel wire traction layer, reducing the stress on the local rubber track and the possibility of steel wire breakage. DETAILED DESCRIPTION

[0018] The accompanying drawings are used to provide a further understanding of the present application, and constitute a part of the specification, together with the embodiments of the present application, to explain the present application, and do not constitute a limitation on the present application. In the drawings: Figure 1 A structural schematic diagram of a track structure of the present application; Figure 2 A structural schematic diagram of a track system. Figure 1 A partial enlarged schematic view at A in the middle; Figure 3 A partial schematic view of a track structure of the present application; Figure 4 A structural schematic diagram of a track system.

[0019] In the figure: 1, rubber layer; 2, steel wire traction layer; 3, metal driving tooth; 31, limiting boss; 32, lock catch connecting rod; 4, chain structure traction layer; 41, lock catch; 411, mounting hole; 5, driving wheel; 6, carrier wheel; 7, support frame; 8, driving shaft; 9, driven wheel. DETAILED DESCRIPTION

[0020] The preferred embodiments of the present application are described below in conjunction with the accompanying drawings, and it should be understood that the preferred embodiments described herein are only used to illustrate and explain the present application, and are not used to limit the present application.

[0021] In addition, the description such as“first”,“second” and the like in the present application is only for the purpose of description, and does not mean to particularly indicate the order or sequence, nor to limit the present application, which is merely to distinguish the components or operations described by the same technical terms, and cannot 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 defined with“first”,“second” can explicitly or implicitly include at least one of the features. In addition, the technical solutions and technical features of various embodiments can be combined with each other, but it must be based on the realization of ordinary skilled in the art, when the combination of technical solutions appears contradictory or unachievable, it should be considered that the combination of technical solutions does not exist, nor within the protection scope required by the present application.

[0022] The present application provides the following embodiments: Embodiment 1, the present application provides a track structure, as shown in the figure, including rubber layer 1, steel wire traction layer 2, metal driving tooth 3, and chain structure traction layer 4. Figures 1-4 The metal driving tooth 3 is symmetrically provided with a connecting structure at both ends; ​The metal driving teeth 3 are connected with the chain structure traction layer 4 at both ends, the chain structure traction layer 4 is composed of a plurality of shackles 41, and each shackle 41 is connected with the corresponding connecting structure of two adjacent metal driving teeth 3. In the track, the rubber layer 1, the steel wire traction layer 2 and the metal driving teeth 3 are connected and installed as the prior art (the metal driving teeth 3 are usually embedded in the rubber layer 1, and part of the metal driving teeth 3 is exposed on the surface of the rubber layer 1, so as to be engaged with the tooth surface of the driving wheel 5; the rubber layer 1 is usually wrapped outside the steel wire traction layer 2, and serves as the part of the track directly contacting with the ground, so as to provide the track with the functions of buffering, wear resistance, anti-skid and the like. The steel wire traction layer 2 is on the inner side of the rubber layer 1, and serves to enhance the strength and load bearing capacity of the track. The steel wire traction layer 2 surrounds the metal driving teeth 3, and in the overall structure of the track, the steel wire traction layer 2 and the metal driving teeth 3 jointly bear the functions of transmitting power and bearing tension force); The connecting structure comprises a shackle connecting rod set, and the upper part and the lower part of the metal driving tooth 3 are respectively provided with a shackle connecting rod set, and the shackle connecting rod set comprises a plurality of shackle connecting rods 32 arranged along the length direction of the track; The shackle 41 is respectively provided with a mounting hole 411 corresponding to the shackle connecting rod 32 of the adjacent metal driving tooth 3, and the shackle connecting rod 32 is used for being mounted to the corresponding mounting hole 411.

[0023] The upper part and the lower part of the metal driving tooth 3 are respectively provided with a limiting boss 31 corresponding to the shackle connecting rod 32. The metal driving tooth 3 and the connecting structure at both ends thereof are integrally forged and formed; the mounting hole 411 is an oval hole. The center line in the thickness direction of the steel wire traction layer 2 and the center line in the thickness direction of the connected chain structure traction layer 4 are coincident.

[0024] The scheme can realize a hidden track: the shackle 41 is connected with the metal driving tooth 3 in advance, and then wrapped and integrally formed with rubber; An open track can also be realized: the metal driving tooth 3 is wrapped with rubber, and then vulcanized and formed, and the shackle 41 is installed later.

[0025] A track system comprises a driving wheel 5, a driving shaft 8 and a power source, the output end of the power source is connected with the driving shaft 8, the driving wheel 5 is installed on the driving shaft 8, the driving wheel 5 is engaged with the metal driving tooth 3 of the track through the tooth surface, and the track structure of the track is composed of the track structure. The power source is used for driving the driving wheel 5 to rotate; the power source (such as a motor) outputs power, which is transmitted to the driving wheel 5 through the driving shaft 8, the driving wheel 5 is engaged with the track through the tooth surface of the metal driving tooth 3, the track is driven to rotate by means of friction, and the walking function of the device (such as a track vehicle) using the track system is realized by cooperating with the driven wheel 9.

[0026] The above technical scheme has the following beneficial effects: The traction force is more reasonable: not only the steel wire traction layer 2, but also the chain structure traction layer 4 is arranged, so that the traction force is borne by the steel wire traction layer 2 and the chain structure traction layer 4 together, the stress is dispersed, the problem of easy breakage of the conventional track only with the steel wire traction layer 2 is avoided, and the carrying capacity and service life of the track are improved.

[0027] The stability of the metal driving tooth 3 is enhanced: the connection structure is symmetrically arranged at both ends of the metal driving tooth 3, and is connected with the chain structure traction layer 4 through the lock buckle connecting rod 32 and the mounting hole 411. At the same time, the metal driving tooth 3 is integrally forged and formed with the connection structure at both ends, which effectively limits the displacement of the metal driving tooth 3 during vehicle operation, reduces the risk of breakage of the steel wire traction layer 2 caused by the displacement of the metal driving tooth 3, avoids the change of driving distance, and improves the walking jitter of the vehicle.

[0028] The anti-inertial impact capability is improved: the existence of the chain structure traction layer 4 can disperse the abnormal force generated by inertia together with the steel wire traction layer 2 when the vehicle is started instantaneously or braked suddenly, reduces the stress borne by the local rubber track, and reduces the possibility of steel wire breakage.

[0029] In embodiment 2, on the basis of embodiment 1, a test system is further included, the test system is used for periodically performing a test process during use of the track system, and the test system comprises: A test control module is used for controlling the power source to work, adjusting the output torque of the power source, and working for a sub-test time length at each adjusted output torque. A multi-source detection device comprises: A torque detection device is used for detecting the torque of the driving shaft 8. A strain gauge array module comprises a plurality of micro strain gauges, and the plurality of micro strain gauges are detachably arranged along the tooth height direction of the metal driving tooth 3. A rotational speed detection device is used for detecting the rotational speed of the driving wheel 5. A chain pitch acquisition module is used for acquiring the center distance of adjacent chain links in a tensioned state of the track. A slip detection module is used for detecting track slip related parameters. An analysis processing device is used for analyzing the detection results of the multi-source detection device, and determining the output torque-impact state coefficient fitting curve of the power source, the output torque-track engagement coordination state coefficient fitting curve of the power source, and the output torque-slip energy loss coefficient fitting curve of the power source. The test system further comprises: An acquisition module one is used for acquiring the required torque range of the current track system application scene. Determination module four: determine the target torque range of the current tracked system application scene in combination with the demand torque range of the current tracked system application scene; Control module one: for controlling the power source to work in the current tracked system application scene, so that the torque detection device detects the value within the target torque range of the current tracked system application scene.

[0030] The analysis processing device comprises: Analysis module one: for analyzing and processing the torque detection device signal corresponding to the sub-test duration, extracting the key torque parameters, determining the torque fluctuation state coefficient, and determining the impact state coefficient based on the torque fluctuation state coefficient and the key torque parameters; the key torque parameters include the torque peak value and the average value; Curve construction module one: for constructing the output torque-impact state coefficient engagement curve of the power source based on analysis module one; Signal conditioning module: in communication connection with the strain gauge array module, realizing the amplification and filtering processing of the strain electric signal, and converting the processed strain electric signal into strain digital signal; Analysis module two: in communication connection with the signal conditioning module, the rotational speed detection device and the chain pitch acquisition module, the analysis module two synchronously analyzes the strain digital signal and the driving wheel rotational speed signal in each sub-test duration, and determines the rotational speed-strain correlation coefficient corresponding to each sub-test duration; the analysis module two further determines the tracked engagement coordination state coefficient of each sub-test duration according to the strain digital signal corresponding to each sub-test duration, the rotational speed of the driving wheel 5, the chain center distance and the rotational speed-strain correlation coefficient; Curve construction module two: for constructing the output torque-tracked engagement coordination state coefficient engagement curve of the power source based on analysis module two; Calculation module: for calculating the slip energy loss coefficient based on the detection result of the slip detection module; Curve construction module three: for constructing the output torque-slip energy loss coefficient fitting curve of the power source based on the calculation module.

[0031] The test control module can be realized in the following way: the demand torque range (such as the interval from the lower torque to the higher torque according to the tracked system application scene) is set in advance, and the appropriate torque gradient (i.e. the step length of adjusting the torque, so that the torque can change gradually) is divided. Then, the device adjusts the output torque of the power source in the torque range according to the set torque gradient, and makes the power source work at each adjusted torque value for a set sub-test duration, so as to complete the test process under different torques.

[0032] The tracked tension state evaluation index comprises: Tension reference value deviation: The difference between the actual tension and the working condition reference value (such as 70%-75% for low-speed operation and 80%-85% for high-speed driving) is allowed to fluctuate within ±5%. Sag index: The ratio of the sag of the track roller support section to the track pitch, with a reasonable range of 2%-4%. If it is less than 1%, it is considered too tight, which may increase track rigidity and wear; if it is above 6%, it is considered too loose, which may cause derailment risk.

[0033] The required torque range of the current crawler system application scenario refers to the reasonable value range of the torque required by the crawler system in order to meet the operational requirements of the specific scenario (such as heavy-load transportation in mines, farming operations in farmland, material handling at construction sites, etc.) in order to meet the operational requirements of the scenario (such as completing the specified traction, speed, load handling, etc.). Simply put, it is the range of torque requirements that the crawler system's power output needs to meet when it is working normally and efficiently under the current usage environment and operating tasks.

[0034] The above required torque range is determined based on existing methods, such as: Scenario parameter collection: Investigate workload, terrain characteristics, and efficiency requirements, and use sensors to measure rolling resistance, slope resistance, and real-time resistance torque under different working conditions. Correction to theoretical calculations: The minimum torque is derived by combining resistance, drive wheel radius, and transmission efficiency. Taking into account instantaneous impact requirements and power source rated parameters, the maximum torque is set to 1.2-1.5 times the minimum torque (within the safety threshold). Field test optimization verification: On-site testing records the actual torque and operating results. After statistics, the minimum value of the 95% confidence interval is taken as the lower limit and the 90% power safety threshold is taken as the upper limit. The scene parameters are associated to establish an adaptation library for subsequent fine-tuning.

[0035] Torque peak and average value extraction: A dynamic threshold sliding window method is introduced to extract the torque peak. The window size is dynamically adjusted according to the frequency characteristics of the torque signal (automatically determined by analyzing the main frequency of the signal through Fast Fourier Transform (FFT)) to avoid peak misjudgment caused by a fixed window. When calculating the average value, the truncated mean method in robust estimation is combined (that is, a certain proportion of extreme values ​​at both ends of the data (for example, 5% of the data at both ends) are truncated before calculating the mean), to eliminate extreme outliers caused by instantaneous strong impacts or sensor failures, so that the average value can more accurately reflect the actual torque level.

[0036] Determine the torque fluctuation state coefficient: First, perform time domain analysis on the torque signal collected within the sub-test duration and calculate the actual standard deviation of the torque to characterize the degree of discrete torque fluctuation. Then, combined with the frequency characteristics of the torque signal, the actual main torque fluctuation frequency is obtained through fast Fourier transform (FFT).

[0037] Torque fluctuation state coefficient = [Torque fluctuation weight × (Actual standard deviation of torque ÷ Maximum allowed standard deviation of torque)] + [Main fluctuation frequency weight × (Actual main fluctuation frequency of torque ÷ Maximum allowed main fluctuation frequency)]; Wherein the degree of attention to torque fluctuation and frequency fluctuation can be adjusted according to the actual working condition (for example, in the working condition of paying more attention to torque fluctuation, the weight of torque fluctuation in the coefficient calculation will be increased), and the above weight is greater than 0 and less than 1; The impact state coefficient calculation formula is: ; Wherein, is the impact state coefficient of the current sub-test duration; is the torque fluctuation state coefficient of the current sub-test duration; are the torque peak value and the torque average value of the current sub-test duration, respectively; is the real-time output torque of the power source in the current sub-test duration; The analysis module one processes the relevant data in each sub-test duration to determine the output torque of the power source and the corresponding impact state coefficient in the sub-test duration. Then, the curve construction module one collects the "output torque-impact state coefficient" data pairs in multiple sub-test durations, takes these data pairs as coordinate points, and uses mathematical methods such as curve fitting (such as least squares method) to fit these discrete coordinate points, thereby constructing a meshing curve that can reflect the corresponding relationship between the output torque of the power source and the impact state coefficient. Such a curve can intuitively present the correlation between the output torque of the power source and the impact state coefficient under different sub-test durations.

[0038] The speed-strain correlation coefficient is specifically: ; Wherein, K is the speed-strain correlation coefficient of the current sub-test duration, are the speed peak value, the speed average value, the speed maximum value and the speed minimum value determined based on the speed detection device in the current sub-test duration, respectively; are the strain peak value, the strain average value, the strain maximum value and the strain minimum value determined based on the strain digital signal in the current sub-test duration, respectively; The track chain meshing coordination state coefficient of each sub-test duration is specifically: ; Wherein, are the chain center distance weight coefficient, the speed weight coefficient and the strain weight coefficient, respectively; is the adjustment coefficient corresponding to the speed-strain correlation coefficient; is a normalized rotational speed deviation; is a normalized strain deviation; L is the chain center distance corresponding to the current sub-test duration (if the detected values are different, take the average); is the reference chain center distance under the standard fitting state; is the maximum and minimum values of the normal working range of the chain center distance; : Generally, through a large amount of test data, combined with the importance of the chain center distance, the rotational speed, and the strain on the track meshing coordination state in actual engineering application, the analysis and determination are carried out. For example, under different working conditions, the chain center distance, the rotational speed, and the strain are changed respectively, the change of the track meshing coordination state is observed, then the influence degree of each parameter on the change is quantified, and then the corresponding weight coefficient is obtained. The value is greater than 0 and less than 1; It can be obtained based on the sensitivity analysis of the rotational speed-strain correlation coefficient K on the influence of the track meshing coordination state. By simulating different rotational speed-strain correlation conditions, the influence on the track meshing coordination state is observed, and then the appropriate adjustment coefficient is determined, so that the formula calculation result can more accurately reflect the actual meshing state. The value is greater than or equal to 0 and less than 1; The calculation module is used to calculate the slip energy loss coefficient based on the detection result of the slip detection module; specifically, the calculation module obtains the slip amount of the slip detection module and the driving force monitoring data of the power source, first calculates the energy loss generated in the slip process through the product of the force and the slip amount in time, then combines the total input energy of the system, divides the slip energy loss by the total input energy, and thus obtains the slip energy loss coefficient.

[0039] The determination module four determines the target torque range of the current track system application scene in combination with the demand torque range of the current track system application scene and the fitting curve; specifically: The determination module four first determines the curve segment of the output torque-impact state coefficient fitting curve of the power source corresponding to the demand torque range of the current track system application scene, the curve segment corresponding to the output torque-track meshing coordination state coefficient fitting curve of the power source, and the curve segment of the output torque-slip energy loss coefficient fitting curve of the power source; Among the three matched curve segments, the torque interval that simultaneously satisfies the following quantitative conditions is selected: The impact state coefficient ∈ [impact lower threshold, impact upper threshold] (the interval is calculated according to the equipment structure fatigue life model); The track meshing coordination state coefficient is greater than or equal to the preset coordination threshold (the threshold is set based on the principle of maximizing the track transmission efficiency) The slip energy loss coefficient is less than or equal to a preset loss threshold (the threshold is determined according to the energy utilization efficiency standard); The above scheme has the beneficial effects that: The test system can periodically carry out tests (since the track system works for a long time and its performance changes compared to the initial performance, the results of the initial performance test cannot be directly applied, so the test is periodically carried out), the multi-source detection device can comprehensively collect key parameters such as torque, speed, link center distance, and slip, the analysis and processing device accurately analyzes these data through professional modules, and constructs a fitting curve of different output torques and impact, meshing synergy, and slip energy loss coefficient, thereby providing accurate basis for subsequent torque range determination, and making the understanding of the performance of the track system more accurate.

[0040] The acquisition module one can accurately acquire the required torque range of the current application scenario, the determination module four combines the range and the fitting curve to filter out a target torque range that meets the requirements of impact, meshing synergy, slip energy loss and other multi-parameter requirements, so that the torque output of the track system in a specific scenario is more suitable for the operation requirements, and the operation efficiency and effect are ensured.

[0041] The control module one controls the power source to work according to the determined target torque range, ensures that the torque detection value is within the range, makes the power source output stable and appropriate torque, and makes the track system run more smoothly and efficiently, and reduces the risk of failure and energy waste caused by improper torque.

[0042] The parameter extraction and calculation are scientific: in the aspects of torque peak value and average value extraction, torque fluctuation state coefficient determination, impact state coefficient calculation, etc., scientific methods such as dynamic threshold sliding window method, time domain analysis combined with fast Fourier transform are adopted, abnormal values are eliminated, and the real torque level and fluctuation are accurately reflected, thereby providing a reliable data basis for subsequent analysis.

[0043] The speed-strain correlation and meshing synergy analysis are in-depth: by constructing the speed-strain correlation coefficient and combining parameters such as link center distance, speed, and strain, the meshing synergy state of the track can be more deeply analyzed, and the meshing effect can be accurately evaluated, thereby providing strong support for optimizing the meshing performance of the track and improving the transmission efficiency.

[0044] The slip energy loss evaluation is reasonable: based on the slip monitoring result, the loss coefficient is obtained by calculating the ratio of the slip energy loss to the total input energy, which can reasonably evaluate the energy loss caused by slip, and provide a reference for reducing energy waste and improving energy utilization efficiency.

[0045] In embodiment 3, on the basis of embodiment 1 or 2, further comprising: Support frame 7, power source embedded in support frame 7, driving shaft 8 is rotatably connected with support frame 7; The tensioning device and the supporting wheel 6 are also connected on the support frame 7, the tensioning device is used for tensioning the track, and the track is sleeved on the supporting wheel 6; This is the prior art, and will not be described here, please refer to CN221273282U, CN111959625A; The support frame 7 is the frame body of the device applied to the existing track system (such as the frame of the track vehicle); Tooth surface contact detection device: for detecting the engagement position deviation information and the engagement angle deviation information of the driving wheel 5 and the track; Determination module one: for determining the engagement state coefficient based on the engagement position deviation information and the engagement angle deviation information of the driving wheel 5 and the track; Rotational speed detection device: for detecting the rotational speed of the driving wheel 5; Load detection device: for detecting the load of each supporting wheel 6; Determination module two: for determining the load distribution state coefficient based on the load of each supporting wheel 6 and the load transmission relationship; Traction force detection device: for detecting the traction force of the track; For determining the load coupling state coefficient based on the current rotational speed of the driving wheel 5, the traction force of the track and the load distribution state coefficient by using the traction-load dynamic level coupling method; Vibration sensor: for detecting the vibration information of the track, and the vibration information includes: vibration effective amplitude, vibration main frequency; Determination module three: for determining the vibration impact correction coefficient based on the vibration information of the track and the surface temperature of the track; Target tensioning force determination module: for correcting the current tensioning force based on the engagement state coefficient, the load coupling state coefficient and the vibration impact correction coefficient to obtain the target tensioning force; Control module two: for controlling the tensioning force adjusting device of the track system to work, so that the actual tensioning force of the current track is the target tensioning force.

[0046] Tooth surface contact detection device: implementation: a single set of laser displacement sensor is used to focus on the core engagement point of the driving wheel 5 and the track, the radial distance deviation (the distance from the center of the driving wheel to the engagement point along the radial direction) of the engagement point is detected, and a contact angle sensor is used to detect the engagement angle.

[0047] Parameter calculation: Radial position deviation: set the standard engagement gap (the standard radial distance from the top of the driving wheel to the engagement surface of the track link), and the actual measured radial distance minus the standard gap is the deviation value (positive value indicates that the actual gap is greater than the standard gap, and negative value indicates that the actual gap is less than the standard gap). Meshing angle deviation: set the standard meshing angle (the ideal angle between the driving wheel tooth and the chain link slot), the actual angle minus the standard angle is the deviation value (positive value indicates that the angle is "open", negative value indicates that the angle is "closed"). Meshing state coefficient = [radial deviation weight × (radial position deviation / maximum allowed radial deviation) + angle weight × (meshing angle deviation / maximum allowed angle deviation)].

[0048] In the meshing state coefficient: radial deviation weight 0.5-0.8, angle deviation weight 0.2-0.5 (radial has more significant influence on meshing stability); Load detection device: Implementation: install a strain pressure sensor at the contact position of each bogie wheel and the track, and the sensor converts the pressure received by the bogie wheel into an electrical signal. Determination module two: first calculate the average value of all bogie wheel loads (i.e. the detection value of the corresponding pressure sensor), i.e. average load = total bogie wheel load ÷ number of bogie wheels; the total bogie wheel load is the total load; Then calculate the deviation coefficient of each bogie wheel, the deviation coefficient of the current bogie wheel = (absolute difference between the load of the current bogie wheel and the average load) ÷ total load.

[0049] Finally, the load distribution state coefficient = ; M is the total number of all bogie wheels; is the deviation coefficient of the i-th bogie wheel; respectively, the i-1-th bogie wheel load (detected by the load detection device), the i-th bogie wheel load (detected by the load detection device), and the i+1-th bogie wheel load (detected by the load detection device); is the first transmission evaluation weight, the second transmission evaluation weight (the sum of the two is 1, and the values of the two are greater than 0 and less than 1); is the equivalent deviation coefficient of the i-th bogie wheel after correction of the deviation coefficient; Load coupling state coefficient = rotation speed weight × (actual rotation speed of driving wheel / rated rotation speed) + traction force weight × (actual traction force / rated traction force) + load distribution state coefficient weight × load distribution state coefficient.

[0050] The rotation speed weight, the traction force weight, and the load distribution state coefficient weight are dynamic weights, and the sum of the three is 1; and the dynamic weights are determined according to the real-time values and variation trends of the actual rotation speed of the driving wheel, the actual traction force, and the load distribution state coefficient, in combination with preset working condition matching rules: when the actual traction force deviates greatly from the rated traction force, the traction force weight is increased to enhance the influence of the traction force on the load coupling state coefficient; when the degree of uneven load distribution exceeds a set threshold, the load distribution state coefficient weight is increased; when the actual rotation speed of the driving wheel deviates greatly from the rated rotation speed, the rotation speed weight is adjusted to enhance the influence of the rotation speed on the coupling state, and so on, so that each weight value is calculated in real time through such rules, and the sum of the rotation speed weight, the traction force weight, and the load distribution state coefficient weight is 1.

[0051] The vibration sensor is installed on the driving wheel shaft of the track, and the vibration of the track is transmitted to the driving wheel shaft, and the sensor installed here can effectively capture the vibration information of the track.

[0052] The determination module three is specifically implemented as follows: the vibration electric signal is filtered and Fourier transformed first to extract the vibration effective amplitude (unit: meter per square second) and the main frequency (unit: hertz); the maximum temperature gradient is extracted from the temperature field obtained by the temperature detection device, and the ratio of the maximum temperature gradient to the maximum allowable temperature gradient is obtained; The vibration impact correction coefficient is calculated as follows: vibration amplitude influence coefficient x (ratio of vibration effective amplitude to maximum allowable vibration effective amplitude) + vibration frequency influence coefficient x (ratio of vibration main frequency to maximum allowable vibration main frequency) + temperature gradient influence coefficient x (ratio of maximum temperature gradient to maximum allowable temperature gradient). Each influence coefficient is obtained through a large amount of experimental data fitting to reflect the comprehensive influence of vibration characteristics and temperature stress characteristics on the vibration impact correction coefficient.

[0053] The vibration effective amplitude (unit: meter per square second) refers to the vibration acceleration effective value after signal processing, which can reflect the engagement impact strength of the track and the driving wheel. It is the square root of the square average value of the vibration acceleration signal within a certain time, which can more stably reflect the energy size of the vibration. For example, when the track and the driving wheel engage abnormally, this value will increase significantly, directly reflecting the strength of the impact.

[0054] Main frequency of vibration (unit: Hz): refers to the frequency value with the highest energy concentration and proportion in the frequency components of the vibration signal. For the track system, it is usually closely related to the meshing frequency of the track and the drive wheel (meshing frequency = drive wheel speed × drive wheel tooth number ÷ 60). If the meshing state is normal, this frequency will be stable around the theoretically calculated meshing frequency; when the meshing deviates (such as track loosening, drive wheel wear), the main frequency will deviate or fluctuate significantly, which can be used as an important indicator to judge the meshing state.

[0055] The target tensioning force correction coefficient is determined based on the meshing state coefficient, the load coupling state coefficient, and the vibration impact correction coefficient, specifically: Target tensioning force = current tensioning force × (1 + meshing state coefficient × meshing correction weight + load coupling state compensation coefficient × load coupling state correction weight + vibration impact correction coefficient × vibration impact compensation correction weight); The above correction weights are set as fixed empirical values or reference values determined by experiments. The meshing correction weight (value range: 0.2-0.5) can be obtained by statistically averaging the tensioning force correction effects under a large number of normal and abnormal meshing conditions. The load coupling correction weight (value range: 0.1-0.3) is determined by testing the optimal correction of tensioning force under different load distribution conditions (such as uniform load, local heavy load, etc.) and data fitting. The vibration impact compensation correction weight (value range: -0.2 to -0.05) needs to be determined by experiments under different vibration conditions (such as different vibration amplitudes and main frequencies) and temperature gradients to analyze the influence of vibration impact on tensioning force correction. The determination of these weight values can ensure the stability and accuracy of tensioning force correction while considering the influence of multiple factors.

[0056] The beneficial effects of the above technical solution are: This embodiment can be applied during the operation of the track system, and the target tensioning force is determined by considering key factors such as meshing state, load coupling, and vibration impact. This breaks through the limitation of traditional tensioning force adjustment based on a single factor, and can adapt the tensioning force to the actual working conditions of the track system, effectively avoiding problems caused by improper tensioning force (too loose or too tight).

[0057] The meshing position and angle deviation information is obtained by the tooth surface contact detection device, and then the meshing state coefficient is determined to participate in the tensioning force correction. This can ensure that the meshing of the track and the drive wheel is always in good condition, reduce meshing wear, reduce the probability of failure caused by meshing problems, and prolong the service life of the drive wheel and the track.

[0058] The load distribution state coefficient and the load coupling state coefficient are determined by the load detection device and the related algorithm, so that the tension force can be dynamically adjusted according to the change and distribution of the load. No matter uniform load or local overload or other complex working conditions, the track system can be stably loaded and operated, and the adaptability of the system to different load conditions is improved.

[0059] Vibration impact suppression: vibration information is collected by a vibration sensor, and a vibration impact correction coefficient is determined in combination with factors such as temperature gradient to correct the tension force. This helps to suppress the vibration of the track system, reduces the damage of the vibration impact to the system components, and also avoids secondary problems such as meshing deviation caused by vibration, and further ensures the smoothness of the system operation.

[0060] Since the tension force can accurately adapt to the working conditions, the performance of meshing, load, vibration and the like is optimized, the working state of each component of the track system is more optimal, and the cooperation between them is more coordinated, thereby the reliability of the entire system is greatly improved, the frequency of failure is reduced, and the overall service life of the system is prolonged.

[0061] In embodiment 4, based on embodiment 3, further comprising: A prediction module is configured to determine a predicted power transmission unreliable value after the tension force is adjusted; A warning module is configured to perform a warning when the predicted power transmission unreliable value is not within the corresponding allowable range; The prediction module comprises: An acquisition unit is configured to acquire the meshing state coefficient, the vibration impact correction coefficient and the load distribution state coefficient after the tension force is adjusted; A calculation unit is configured to determine the predicted power transmission unreliable value based on the meshing state coefficient, the vibration impact correction coefficient and the load distribution state coefficient after the tension force is adjusted.

[0062] The predicted power transmission unreliable value = the meshing state coefficient after the tension force is adjusted x the meshing state evaluation weight + the vibration impact correction coefficient after the tension force is adjusted x the vibration impact evaluation weight + the load distribution state coefficient after the tension force is adjusted x the load distribution state evaluation weight.

[0063] The evaluation weight is greater than 0 and less than 1; The beneficial effects of the above technical solutions are: After the tension force is adjusted, the predicted power transmission unreliable value can be accurately determined based on the meshing state coefficient, the vibration impact correction coefficient and the load distribution state coefficient, the power transmission effect of the track system is predicted in advance, and a basis is provided for subsequent system optimization and adjustment.

[0064] When the predicted power transmission unreliable value exceeds the allowed range, the early warning module timely gives an early warning, reminding the maintenance, which can effectively avoid more serious failures caused by poor power transmission effect, and ensure the stable and reliable operation of the track system.

[0065] By comprehensively considering the key factors such as meshing, vibration impact, load distribution and the like to evaluate the power transmission effect, the evaluation result is more comprehensive and accurate, which is helpful to deeply understand the working state of the track system, and then the system can be maintained and improved in a targeted manner, and the overall performance and service life of the system are improved.

[0066] Obviously, those skilled in the art can make various modifications and variations to the present application without departing from the spirit and scope of the present application. Thus, if these modifications and variations of the present application belong to the scope of the claims of the present application and their equivalent technologies, the present application also intends to include these modifications and variations.

Claims

1. A crawler structure comprising a rubber layer (1), a steel wire traction layer (2), and metal drive teeth (3), characterized in that: It also includes a chain structure traction layer (4); Connecting structures are symmetrically arranged at both ends of the metal driving tooth (3); Both ends of the metal drive teeth (3) are respectively connected to the chain structure traction layer (4), and the chain structure traction layer (4) is composed of a plurality of lock buckles (41), and one lock buckle (41) is respectively connected to the corresponding connection structures of two adjacent metal drive teeth (3).

2. A crawler structure according to claim 1, characterized in that: The connection structure includes a locking link group, and the upper and lower parts of the metal driving teeth (3) are respectively provided with locking link groups, and the locking link group includes a plurality of locking links (32) arranged along the length direction of the crawler track; The lock catches (41) are respectively provided with mounting holes (411) corresponding to the lock catch connecting rods (32) of the adjacent metal driving teeth (3), and the lock catch connecting rods (32) are used to be mounted to the corresponding mounting holes (411).

3. A crawler structure according to claim 1, characterized in that: Position limiting bosses (31) are provided at the upper and lower parts of the metal driving teeth (3) corresponding to the locking connecting rod (32).

4. A crawler structure according to claim 2, characterized in that: The metal driving tooth (3) and the connecting structures at both ends thereof are forged in one piece; the mounting hole (411) is an elliptical hole.

5. The crawler structure according to claim 1, characterized in that: The center line of the steel wire traction layer (2) in the thickness direction coincides with the center line of the connected chain structure traction layer (4) in the thickness direction.

6. A crawler system comprising a drive wheel (5), a drive shaft (8) and a power source, wherein the output end of the power source is connected to the drive shaft (8), the drive wheel (5) is mounted on the drive shaft (8), and the drive wheel (5) is meshed with the crawler through a tooth surface, characterized in that: It also includes a crawler track composed of a crawler track structure according to any one of claims 1-5.

7. A crawler system according to claim 6, characterized in that: The system also includes a test system for periodically performing a test process during the use of the crawler system. The test system includes: Test control module: used to control the operation of the power source, adjust the output torque of the power source, and work sub-test duration at each adjusted output torque; A multi-source detection device comprising: Torque detection device: used for detecting the torque of the drive shaft (8); The strain gauge array module comprises a plurality of micro strain gauges, wherein the micro strain gauges are detachably arranged along the tooth height direction of the metal driving teeth (3); Rotation speed detection device: used for detecting the rotation speed of the driving wheel (5); Chain link pitch acquisition module: used to obtain the center distance between adjacent chain links when the track is tensioned; Slip detection module: used to detect track slip related parameters; an analysis and processing device for analyzing the detection results of the multi-source detection device to determine a fitting curve of the output torque of the power source and the impact state coefficient, a fitting curve of the output torque of the power source and the track meshing coordination state coefficient, and a fitting curve of the output torque of the power source and the slip energy loss coefficient; The test system also includes: Acquisition module 1: used to obtain the required torque range of the current crawler system application scenario; Determination module 4: determining a target torque range for the current crawler system application scenario based on the required torque range for the current crawler system application scenario and the fitting curve; Control module 1: used to control the power source in the current crawler system application scenario so that the detection value of the torque detection device is within the target torque range of the current crawler system application scenario.

8. A crawler track system according to claim 7, characterized in that: The analysis and processing device includes: Analysis Module 1: Analyzes and processes the torque detection device signal corresponding to the sub-test duration, extracts key torque parameters, determines the torque fluctuation state coefficient, and determines the impact state coefficient based on the torque fluctuation state coefficient and the key torque parameters; the key torque parameters include the torque peak value and average value; Curve construction module 1: used to construct the output torque-impact state coefficient fitting curve of the power source based on the analysis module 1; Signal conditioning module: communicates with the strain gauge array module to amplify and filter the strain electrical signal, and converts the processed strain electrical signal into a strain digital signal; Analysis module 2: communicates with the signal conditioning module, the speed detection device, and the chain link pitch acquisition module respectively, and performs synchronous analysis on the strain digital signal and the driving wheel speed signal within each sub-test duration to determine the speed-strain correlation coefficient corresponding to each sub-test duration; the analysis module 2 also determines the track meshing coordination state coefficient for each sub-test duration based on the strain digital signal corresponding to each sub-test duration, the speed of the driving wheel (5), the chain link center distance, and the speed-strain correlation coefficient; Curve construction module 2: used to construct a fitting curve of the output torque of the power source and the track meshing coordination state coefficient based on the analysis module 2; Calculation module: used to calculate the slip energy loss coefficient based on the detection results of the slip detection module; Curve construction module three: used to construct the output torque-slip energy loss coefficient fitting curve of the power source based on the calculation module.

9. The crawler system according to claim 6, characterized in that: The track system also includes: A support frame (7), a power source is embedded in the support frame (7), and a drive shaft (8) is rotatably connected to the support frame (7); a tensioning device and a supporting roller (6) are also connected to the support frame (7), the tensioning device is used to tension the crawler track, and the crawler track is sleeved on the supporting roller (6); A tooth surface contact detection device is used to detect meshing position deviation information and meshing angle deviation information between the drive wheel (5) and the crawler track; Determination module 1: for determining an engagement state coefficient based on engagement position deviation information and engagement angle deviation information between the driving wheel (5) and the crawler track; Rotation speed detection device: used for detecting the rotation speed of the driving wheel (5); Load detection device: used for detecting the load of each supporting wheel (6); Determination module 2: for determining a load distribution state coefficient based on the load and load transfer relationship of each supporting wheel (6); Traction force detection device: used to detect the traction force of the crawler; Determination module 5: for determining the load coupling state coefficient by using a traction-load dynamic hierarchical coupling method based on the current rotation speed of the driving wheel (5) and the traction force and load distribution state coefficient of the crawler; Temperature detection device: used to detect the surface temperature of the track; Vibration sensor: used to detect the vibration information of the track, including: effective vibration amplitude and main vibration frequency; Determination module three: determining the vibration impact correction coefficient based on the vibration information of the track and the track surface temperature; Target tension determination module: used to correct the current tension based on the meshing state coefficient, load coupling state coefficient, and vibration impact correction coefficient to obtain the target tension; Control module 2: used to control the operation of the tension adjustment device of the crawler system so that the actual tension of the current crawler is the target tension.

10. A crawler track system according to claim 9, characterized in that: Also includes: Prediction module: used to determine the predicted power transmission unreliability value after the tensioning force is adjusted; Early warning module: used to issue an early warning when the predicted power transmission unreliability value is not within the corresponding allowable range; The prediction module includes: Acquisition unit: used to obtain the meshing state coefficient, vibration impact correction coefficient and load distribution state coefficient after the tension force is adjusted; Calculation unit: used to determine the predicted power transmission unreliability value based on the meshing state coefficient, vibration impact correction coefficient and load distribution state coefficient after the tension force is adjusted.

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