A track system

Abstract

The application provides a track system and relates to the technical field of tracked vehicles.The track structure comprises a rubber layer, a steel wire traction layer, a metal driving tooth and a chain structure traction layer.The metal driving tooth is symmetrically provided with a connecting structure at both ends.The two ends of the metal driving tooth are connected with the chain structure traction layer, which is composed of a plurality of shackles, and one shackle is connected with the corresponding connecting structures of two adjacent metal driving teeth.The connecting structure comprises a shackle connecting rod group, and the upper part and the lower part of the metal driving tooth are respectively provided with a shackle connecting rod group, which comprises a plurality of shackle connecting rods arranged along the length direction of the track.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.The traction stress is borne by the steel wire traction layer and the chain structure traction layer, and the displacement of the metal driving tooth during the operation of the vehicle is effectively limited.

Description

Technical Field

[0001] This invention relates to the field of tracked vehicle technology, specifically to a tracked system. Background Technology

[0002] Tracks, with their excellent ground adaptability, are widely used in many fields such as engineering machinery, military equipment, and agricultural machinery, enabling equipment to move smoothly through complex terrains such as mud, mountains, and swamps. However, conventional tracks have the following disadvantages:

[0003] 1. Only the steel wire traction layer is the traction-bearing material;

[0004] 2. When the vehicle is running, the metal drive teeth are affected by the driving force of the drive wheel and will be displaced clockwise or counterclockwise. With the extension of the usage time, the two wings of the metal drive teeth are prone to cutting the steel wire traction layer and being damaged.

[0005] 3. When a vehicle starts or brakes suddenly, inertia will cause the rubber track to be subjected to abnormal forces in a localized area, resulting in the steel wire breaking.

[0006] 4. When the vehicle's drive wheels drive the tracks, the metal drive teeth undergo displacement and deformation, causing changes in the drive spacing and resulting in vehicle vibration. Summary of the Invention

[0007] The present invention provides a tracked system to solve at least one of the technical problems mentioned in the background art.

[0008] To solve the above-mentioned technical problems, the present invention discloses a track structure, including a rubber layer, a steel wire traction layer, metal drive teeth, and a chain structure traction layer;

[0009] The metal drive teeth are symmetrically connected at both ends;

[0010] The two ends of the metal drive teeth are respectively connected to the chain structure traction layer, which is composed of multiple buckles. Each buckle is connected to the corresponding connection structure of two adjacent metal drive teeth.

[0011] Preferably, the connection structure includes a locking link assembly, with the upper and lower parts of the metal drive tooth respectively provided with the locking link assembly, and the locking link assembly including a plurality of locking links arranged along the track length direction;

[0012] The latch is provided with mounting holes corresponding to the latching links of the adjacent metal drive teeth, and the latching links are used to be installed into the corresponding mounting holes.

[0013] Preferably, limiting bosses are provided at the positions corresponding to the locking link on the upper and lower parts of the metal drive teeth.

[0014] Preferably, the metal drive tooth and its connecting structure at both ends are integrally forged; the mounting hole is an elliptical hole.

[0015] Preferably, the center line of the steel wire traction layer in the thickness direction coincides with the center line of the traction layer in the thickness direction of the connected chain structure.

[0016] The present invention also provides a track system, including a drive wheel, a drive shaft and a power source, wherein the output end of the power source is connected to the drive shaft, the drive wheel is mounted on the drive shaft and the drive wheel meshes with the track through its toothed surface, and the system also includes a track formed by the aforementioned track structure.

[0017] Preferably, it also includes a testing system for periodically conducting tests during the use of the tracked system, the testing system comprising:

[0018] Test control module: used to control the operation of the power source, adjust the output torque of the power source, and perform sub-tests for each adjusted output torque.

[0019] A multi-source detection device, comprising:

[0020] Torque detection device: used to detect the torque of the drive shaft;

[0021] Strain gauge array module: includes several micro strain gauges, which are detachably arranged along the height direction of the metal drive teeth;

[0022] Speed ​​detection device: used to detect the speed of the drive wheels;

[0023] Link pitch acquisition module: used to acquire the center distance between adjacent links when the track is tensioned;

[0024] Slippage detection module: used to detect track slippage-related parameters;

[0025] An analysis and processing device is used to analyze the detection results of the multi-source detection device and determine the power source output torque-impact state coefficient fitting curve, the power source output torque-track meshing coordination state coefficient fitting curve, and the power source output torque-slip energy loss coefficient fitting curve.

[0026] The testing system also includes:

[0027] Module 1: Used to obtain the required torque range for the current tracked system application scenario;

[0028] Module 4: Determine the target torque range for the current tracked system application scenario by combining the required torque range of the current tracked system application scenario and the fitted curve;

[0029] Control Module 1: Used to control the power source in the current tracked system application scenario, so that the torque detection device detects the value within the target torque range of the current tracked system application scenario.

[0030] Preferably, the analysis and processing device includes:

[0031] Analysis Module 1: This module analyzes and processes the torque detection device signals for the corresponding 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 key torque parameters. Key torque parameters include peak torque and average torque.

[0032] Curve Construction Module 1: Used to construct the output torque-impact state coefficient meshing curve of the power source based on Analysis Module 1;

[0033] Signal conditioning module: It communicates with the strain gauge array module to amplify and filter the strain electrical signal, and convert the processed strain electrical signal into a strain digital signal;

[0034] Analysis Module 2: Communicatively connected to the signal conditioning module, speed detection device, and chain link pitch acquisition module, Analysis Module 2 synchronously analyzes the strain digital signal and drive wheel speed signal within each sub-test duration to determine the speed-strain correlation coefficient corresponding to each sub-test duration. Analysis Module 2 also determines the track meshing coordination state coefficient for each sub-test duration based on the strain digital signal, drive wheel speed, chain link center distance, and speed-strain correlation coefficient corresponding to each sub-test duration.

[0035] Curve Construction Module 2: Used to construct the output torque of the power source-track meshing coordination state coefficient meshing curve based on Analysis Module 2;

[0036] Calculation module: Used to calculate the slip energy loss coefficient based on the detection results of the slip detection module;

[0037] Curve Construction Module 3: Used to construct a fitting curve of the power source's output torque and slip energy loss coefficient based on the calculation module.

[0038] Preferably, the tracked system also includes:

[0039] The power source is embedded in the support frame, and the drive shaft is rotatably connected to the support frame. The support frame is also connected to a tensioning device and a track roller. The tensioning device is used to tension the track, and the track is fitted onto the track roller.

[0040] Tooth surface contact detection device: used to detect the deviation information of the meshing position and meshing angle between the drive wheel and the track;

[0041] Module 1: Used to determine the meshing state coefficient based on the meshing position deviation information and meshing angle deviation information between the drive wheel and the track;

[0042] Speed ​​detection device: used to detect the speed of the drive wheels;

[0043] Load detection device: used to detect the load on each support roller;

[0044] Module 2: Used to determine the load distribution state coefficient based on the load and load transfer relationship of each support roller;

[0045] Traction detection device: used to detect the traction force of the tracks;

[0046] Module 5: Used to determine the load coupling state coefficient based on the current speed of the drive wheel and the traction force and load distribution state coefficient of the track using the traction-load dynamic hierarchical coupling method;

[0047] Temperature detection device: used to detect the surface temperature of the track;

[0048] Vibration sensor: used to detect vibration information of the track, including: effective vibration amplitude and main vibration frequency;

[0049] Module 3: Determine the vibration and impact correction coefficients based on track vibration information and track surface temperature;

[0050] Target tension determination module: used to correct the current tension force based on the meshing state coefficient, load coupling state coefficient, and vibration and shock correction coefficient to obtain the target tension force;

[0051] Control module 2: Used to control the operation of the tension adjustment device of the track system, so that the actual tension of the track is the target tension.

[0052] Preferred options also include:

[0053] Prediction module: Used to determine the predicted unreliable value of power transmission after the tension is adjusted;

[0054] Early warning module: Used to issue an early warning when the predicted unreliable value of power transmission is outside the corresponding allowable range;

[0055] The prediction module includes:

[0056] Acquisition unit: used to acquire the meshing state coefficient, vibration and shock correction coefficient, and load distribution state coefficient after the tension is adjusted;

[0057] Calculation unit: used to determine the predicted unreliable value of power transmission based on the meshing state coefficient after tension adjustment, vibration and shock correction coefficient and load distribution state coefficient.

[0058] The technical solution of the present invention will be further described in detail below with reference to the accompanying drawings and embodiments.

[0059] Compared with the prior art, the present invention has the following beneficial effects:

[0060] More rational traction force distribution: In addition to the steel wire traction layer, a chain structure traction layer is also set up, so that the traction force is shared by the steel wire traction layer and the chain structure traction layer, which disperses the force and avoids the problem that conventional tracks are prone to breakage when only the steel wire traction layer is stressed, thus improving the load-bearing capacity and service life of the tracks.

[0061] Enhanced stability of the metal drive teeth: The metal drive teeth are symmetrically connected at both ends and connected to the chain traction layer through locking links and mounting holes. At the same time, the metal drive teeth and their connecting structures at both ends are integrally forged, which effectively limits the displacement of the metal drive teeth during vehicle operation, reduces the risk of steel wire traction layer breakage caused by the displacement of the metal drive teeth, avoids changes in drive spacing, and improves the vehicle's vibration during driving.

[0062] Enhanced resistance to inertial impact: The presence of the chain structure traction layer, together with the steel wire traction layer, can disperse the abnormal force generated by inertia when the vehicle starts or brakes suddenly, reducing the local stress on the rubber track and decreasing the possibility of steel wire breakage. Attached Figure Description

[0063] The accompanying drawings are provided to further illustrate the invention and form part of the specification. They are used in conjunction with embodiments of the invention to explain the invention and do not constitute a limitation thereof. In the drawings:

[0064] Figure 1 This is a schematic diagram of the track structure of the present invention;

[0065] Figure 2 for Figure 1 A magnified view of a portion of point A in the middle;

[0066] Figure 3 This is a partial schematic diagram of the track structure of the present invention;

[0067] Figure 4 This is a schematic diagram of the tracked system.

[0068] In the diagram: 1. Rubber layer; 2. Steel wire traction layer; 3. Metal drive tooth; 31. Limiting boss; 32. Locking link; 4. Chain structure traction layer; 41. Lock; 411. Mounting hole; 5. Drive wheel; 6. Support wheel; 7. Support frame; 8. Drive shaft; 9. Driven wheel. Detailed Implementation

[0069] The preferred embodiments of the present invention will be described below with reference to the accompanying drawings. It should be understood that the preferred embodiments described herein are for illustration and explanation only and are not intended to limit the present invention.

[0070] Furthermore, in this invention, the use of terms such as "first" and "second" is for descriptive purposes only and does not specifically refer to any order or sequence, nor is it intended to limit the invention. They are merely used to distinguish components or operations described using the same technical terms and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Therefore, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the technical solutions and features of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. If a combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed by this invention.

[0071] The present invention provides the following embodiments:

[0072] Example 1: This embodiment of the invention provides a track structure, such as... Figures 1-4 As shown, it includes a rubber layer 1, a steel wire traction layer 2, a metal drive tooth 3, and a chain structure traction layer 4.

[0073] The metal drive tooth 3 has symmetrical connection structures at both ends;

[0074] The metal drive teeth 3 are connected to the chain structure traction layer 4 at both ends. The chain structure traction layer 4 is composed of multiple buckles 41, and each buckle 41 is connected to the corresponding connection structure of two adjacent metal drive teeth 3. In the track, the connection and installation of the rubber layer 1, the steel wire traction layer 2, and the metal drive teeth 3 is existing technology (the metal drive teeth 3 are usually embedded in the rubber layer 1 and partially exposed on the surface of the rubber layer 1 so as to mesh with the tooth surface of the drive wheel 5; the rubber layer 1 usually covers the outside of the steel wire traction layer 2, serving as the part of the track that directly contacts the ground, providing the track with cushioning, wear resistance, and anti-slip properties. The steel wire traction layer 2 is located inside the rubber layer 1, playing a role in enhancing the track's strength and load-bearing capacity. The steel wire traction layer 2 surrounds the metal drive teeth 3. In the overall track structure, the steel wire traction layer 2 and the metal drive teeth 3 jointly undertake the role of transmitting power and bearing tensile force).

[0075] The connection structure includes a locking link group, and the upper and lower parts of the metal drive tooth 3 are respectively provided with locking link groups. The locking link group includes a plurality of locking links 32 arranged along the track length direction.

[0076] The latch 41 is provided with mounting holes 411 corresponding to the latching rods 32 of the adjacent metal drive teeth 3, and the latching rods 32 are used to be installed into the corresponding mounting holes 411.

[0077] The metal drive tooth 3 has limiting bosses 31 at its upper and lower parts corresponding to the locking link 32. The metal drive tooth 3 and its connecting structures at both ends are integrally forged. The mounting hole 411 is an elliptical hole. The center line of the 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.

[0078] This solution enables concealed tracks: the locking buckle 41 is pre-connected to the metal drive tooth 3 and then wrapped with rubber in one piece;

[0079] Alternatively, an open-type track can be implemented: after the metal drive teeth 3 are wrapped in rubber, they are vulcanized and molded, and the locking buckle 41 is installed later.

[0080] A tracked system includes a drive wheel 5, a drive shaft 8, and a power source. 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 engages with the metal drive teeth 3 of the track through its toothed surface. The system also includes a track constructed using the aforementioned track structure. The power source drives the drive wheel 5 to rotate. The power source (e.g., an electric motor) outputs power, which is transmitted to the drive wheel 5 via the drive shaft 8. The drive wheel 5 engages with the track through the toothed surface of the metal drive teeth 3, driving the track to rotate via friction. This, in conjunction with the driven wheel 9, enables the movement of a device employing a tracked system (e.g., a tracked vehicle).

[0081] The beneficial effects of the above technical solution are as follows:

[0082] More reasonable traction force distribution: In addition to the steel wire traction layer 2, a chain structure traction layer 4 is also set up, so that the traction force is shared by the steel wire traction layer 2 and the chain structure traction layer 4, which disperses the force and avoids the problem that conventional tracks are prone to breakage when only the steel wire traction layer 2 is stressed, thus improving the load-bearing capacity and service life of the tracks.

[0083] Enhanced stability of the metal drive tooth 3: The metal drive tooth 3 has symmetrical connecting structures at both ends and is connected to the chain structure traction layer 4 through the locking link 32 and the mounting hole 411. At the same time, the metal drive tooth 3 and its connecting structures at both ends are integrally forged, which effectively limits the displacement of the metal drive tooth 3 during vehicle operation, reduces the risk of breakage of the steel wire traction layer 2 caused by the displacement of the metal drive tooth 3, avoids changes in the drive spacing, and improves the vehicle's vibration.

[0084] Enhanced resistance to inertial impact: The presence of the chain structure traction layer 4, together with the steel wire traction layer 2, can disperse the abnormal force generated by inertia when the vehicle starts or brakes suddenly, reducing the local stress on the rubber track and reducing the possibility of steel wire breakage.

[0085] Example 2, based on Example 1, further includes a testing system. The testing system is used to periodically perform testing during the use of the tracked system. The testing system includes:

[0086] Test control module: used to control the operation of the power source, adjust the output torque of the power source, and perform sub-tests for each adjusted output torque.

[0087] A multi-source detection device, comprising:

[0088] Torque detection device: used to detect the torque of drive shaft 8;

[0089] Strain gauge array module: includes several micro strain gauges, which are detachably arranged along the tooth height direction of the metal drive teeth;

[0090] Speed ​​detection device: used to detect the speed of drive wheel 5;

[0091] Link pitch acquisition module: used to acquire the center distance between adjacent links when the track is tensioned;

[0092] Slippage detection module: used to detect track slippage-related parameters;

[0093] An analysis and processing device is used to analyze the detection results of the multi-source detection device and determine the power source output torque-impact state coefficient fitting curve, the power source output torque-track meshing coordination state coefficient fitting curve, and the power source output torque-slip energy loss coefficient fitting curve.

[0094] The testing system also includes:

[0095] Module 1: Used to obtain the required torque range for the current tracked system application scenario;

[0096] Module 4: Determine the target torque range for the current tracked system application scenario by combining the required torque range of the current tracked system application scenario and the fitted curve;

[0097] Control Module 1: Used to control the power source in the current tracked system application scenario, so that the torque detection device detects the value within the target torque range of the current tracked system application scenario.

[0098] The analysis and processing device includes:

[0099] Analysis Module 1: This module analyzes and processes the torque detection device signals for the corresponding 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 key torque parameters. Key torque parameters include peak torque and average torque.

[0100] Curve Construction Module 1: Used to construct the output torque-impact state coefficient meshing curve of the power source based on Analysis Module 1;

[0101] Signal conditioning module: It communicates with the strain gauge array module to amplify and filter the strain electrical signal, and convert the processed strain electrical signal into a strain digital signal;

[0102] Analysis Module 2: Communicatively connected to the signal conditioning module, speed detection device, and chain link pitch acquisition module, Analysis Module 2 synchronously analyzes the strain digital signal and drive wheel speed signal within each sub-test duration to determine the speed-strain correlation coefficient corresponding to each sub-test duration. Analysis Module 2 also determines the track meshing coordination state coefficient for each sub-test duration based on the strain digital signal, drive wheel 5 speed, chain link center distance, and speed-strain correlation coefficient.

[0103] Curve Construction Module 2: Used to construct the output torque of the power source-track meshing coordination state coefficient meshing curve based on Analysis Module 2;

[0104] Calculation module: Used to calculate the slip energy loss coefficient based on the detection results of the slip detection module;

[0105] Curve Construction Module 3: Used to construct a fitting curve of the power source's output torque and slip energy loss coefficient based on the calculation module.

[0106] The test control module can be implemented as follows: A range of required torques is pre-defined (e.g., a range from lower to higher torques is determined based on the application scenario of the tracked system), and a suitable torque gradient is defined (i.e., the step size for each torque adjustment, allowing the torque to change gradually). Then, the device adjusts the output torque of the power source sequentially within this torque range according to the set torque gradient, and allows the power source to operate continuously at each adjusted torque value for a set sub-test duration, thereby completing the test process under different torques.

[0107] Track tension assessment indicators include:

[0108] 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), with an allowable fluctuation range of ±5%.

[0109] Sag Index: The ratio of the sag of the track track roller support section to the track pitch. The reasonable range is 2%-4%. A sag below 1% is considered too tight, which may lead to increased track rigidity and accelerated wear; a sag above 6% is considered too loose, which poses a risk of derailment.

[0110] The required torque range for current tracked system applications refers to the reasonable range of torque values ​​required by the tracked system to meet the operational requirements (such as traction, speed, and load handling) in the specific application scenarios (e.g., heavy-duty transportation in mines, farming operations in farmland, material handling on construction sites). Simply put, it's the range of torque that the tracked system must output to ensure normal and efficient operation under the current usage environment and task.

[0111] The above-mentioned torque requirement range is determined based on existing methods, such as:

[0112] Scene parameter acquisition: Investigate the workload, terrain features and efficiency requirements, and measure rolling resistance, slope resistance and real-time resistance torque under different working conditions using sensors.

[0113] Theoretical calculation correction: 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 (without exceeding the safety threshold).

[0114] Actual test optimization verification: On-site test records of actual torque and operating effect. 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. An adaptation library is established for subsequent fine-tuning based on the associated scenario parameters.

[0115] Torque peak and average value extraction: A dynamic threshold sliding window method is introduced to extract the torque peak value. 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 value misjudgment caused by a fixed window. When calculating the average value, the truncated mean method in robust estimation is combined (i.e., truncating a certain proportion of extreme values ​​at both ends of the data (e.g., truncating 5% of the data at each end) 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 true torque level.

[0116] Determine the torque fluctuation state coefficient: First, perform time-domain analysis on the torque signal collected within the sub-test duration to calculate the actual standard deviation of the torque to characterize the degree of discrete fluctuation of the torque; then, combine the frequency characteristics of the torque signal to obtain the actual main fluctuation frequency of the torque through Fast Fourier Transform (FFT).

[0117] Torque fluctuation state coefficient = [torque fluctuation weight × (actual standard deviation of torque ÷ maximum permissible standard deviation of torque)] + [dominant fluctuation frequency weight × (actual dominant fluctuation frequency of torque ÷ maximum permissible dominant fluctuation frequency)];

[0118] The degree of attention paid to torque fluctuation and frequency fluctuation can be adjusted according to the actual working conditions (for example, in working conditions where more attention is paid to torque fluctuation, the weight of torque fluctuation in the coefficient calculation will be increased). The above weight values ​​are greater than 0 and less than 1.

[0119] The formula for calculating the impact state coefficient is:

[0120] ;

[0121] in, The impact state coefficient for the current sub-test duration; The torque fluctuation state coefficient for the current sub-test duration; These are the peak torque and average torque for the current sub-test duration, respectively. The real-time output torque of the power source for the current sub-test duration;

[0122] The analysis module processes the relevant data for each sub-test duration to determine the power source's output torque and corresponding impact state coefficient for that sub-test duration. Then, the curve construction module collects "output torque - impact state coefficient" data pairs from multiple sub-test durations. Using these data pairs as coordinate points, mathematical methods such as curve fitting (e.g., least squares) are applied to fit these discrete coordinate points, thereby constructing a meshing curve that reflects the relationship between the power source's output torque and the impact state coefficient. This curve visually presents the correlation between the power source's output torque and the impact state coefficient under different operating conditions corresponding to different sub-test durations.

[0123] The rotational speed-strain correlation coefficient is as follows:

[0124] ;

[0125] Where K is the rotational speed-strain correlation coefficient for the current sub-test duration. These are the peak speed, average speed, maximum speed, and minimum speed determined by the speed detection device for the current sub-test duration; These are the strain peak, strain average, strain maximum, and strain minimum values ​​determined based on the strain digital signal for the current sub-test duration.

[0126] The track meshing coordination state coefficient for each sub-test duration is as follows:

[0127] ;

[0128] in, These are the weighting coefficients for link center distance, rotational speed, and strain, respectively.

[0129] coefficient; This is the adjustment coefficient corresponding to the rotational speed-strain correlation coefficient;

[0130] To normalize the speed deviation; For normalized strain deviation; L is the chain link center distance corresponding to the current sub-test duration (if the test values ​​are different, take the average value). This is the reference link center distance under standard fitting conditions; These represent the maximum and minimum values ​​within the normal operating range of the link center distance;

[0131] Typically, the influence of a large amount of experimental data on the track meshing and coordination state of links, combined with the actual engineering applications, is analyzed and determined. For example, under different working conditions, parameters such as link center distance, speed, and strain are changed, and the changes in track meshing and coordination state are observed. Then, the influence of these changes on each parameter is quantified, and the corresponding weighting coefficients are obtained. All values ​​are greater than 0 and less than 1;

[0132] The sensitivity analysis of the influence of the speed-strain correlation coefficient K on the track meshing coordination state can be used to obtain the coefficient. By simulating different speed-strain correlation conditions, the influence on the track meshing coordination state can be observed, and then a suitable adjustment coefficient can be determined so that the formula calculation results can more accurately reflect the actual meshing state. The value can be greater than or equal to 0 and less than 1;

[0133] Calculation module: used to calculate the slip energy loss coefficient based on the detection results 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 during the slip process by accumulating the product of force and slip amount over time, and then, combined with the total input energy of the system, divides the slip energy loss by the total input energy to obtain the slip energy loss coefficient.

[0134] Module Four: Based on the required torque range for the current tracked system application scenario and the fitted curve, determine the target torque range for the current tracked system application scenario; specifically:

[0135] First, determine the curve segment of the power source output torque-impact state coefficient fitting curve corresponding to the required torque range of the current tracked system application scenario, the curve segment of the power source output torque-track meshing coordination state coefficient fitting curve, and the curve segment of the power source output torque-slip energy loss coefficient fitting curve.

[0136] Among the three matched curve segments, the torque range that simultaneously meets the following quantification conditions is selected:

[0137] Impact state coefficient ∈ [lower impact threshold, upper impact threshold] (this interval is calculated based on the equipment structure fatigue life model);

[0138] The track engagement coordination coefficient is greater than or equal to the preset coordination threshold (this threshold is set based on the principle of maximizing track transmission efficiency).

[0139] The slip energy loss coefficient is less than or equal to the preset loss threshold (this threshold is determined according to the energy utilization efficiency standard).

[0140] The beneficial effects of the above scheme are as follows:

[0141] The testing system can conduct tests periodically (because the tracked system operates for a long time, its performance changes compared to the initial performance, and the results of the initial performance test cannot be directly applied, so periodic testing is carried out). The multi-source detection device can comprehensively collect key parameters such as torque, speed, chain link center distance, and slippage. The analysis and processing device accurately analyzes these data through professional modules, and constructs fitting curves of different output torques with impact, meshing coordination, and slippage energy loss coefficients, providing a precise basis for determining the subsequent torque range and making the grasp of the tracked system performance more accurate.

[0142] Module 1 can accurately obtain the required torque range for the current application scenario. Module 4 combines this range with the fitted curve to select the target torque range that simultaneously meets the requirements of multiple parameters such as impact, meshing coordination, and slip energy loss. This makes the torque output of the tracked system in specific scenarios more in line with the operation requirements, ensuring operation efficiency and effectiveness.

[0143] The control module controls the power source to operate according to the determined target torque range, ensuring that the torque detection value is within this range, so that the power source outputs a stable and appropriate torque, making the track system run more smoothly and efficiently, and reducing the risk of failure and energy waste caused by improper torque.

[0144] Scientific nature of parameter extraction and calculation: In terms of extracting peak and average torque values, determining torque fluctuation state coefficients, and calculating impact state coefficients, scientific methods such as dynamic threshold sliding window method and time domain analysis combined with fast Fourier transform are adopted to eliminate outliers and accurately reflect the true torque level and fluctuation situation, providing a reliable data foundation for subsequent analysis.

[0145] In-depth analysis of speed-strain correlation and meshing synergy: By constructing speed-strain correlation coefficients and combining parameters such as link center distance, speed, and strain, we can analyze the track meshing synergy state more deeply, accurately evaluate the meshing effect, and provide strong support for optimizing track meshing performance and improving transmission efficiency.

[0146] Reasonableness of slip energy loss assessment: Based on slip monitoring results, the loss coefficient is obtained by calculating the ratio of slip energy loss to total input energy. This allows for a reasonable assessment of the energy loss caused by slip, providing a reference for reducing energy waste and improving energy utilization efficiency.

[0147] Example 3, based on Example 1 or 2, further includes:

[0148] The support frame 7 has a power source embedded within it, and a drive shaft 8 is rotatably connected to the support frame 7. A tensioning device and a track roller 6 are also connected to the support frame 7. The tensioning device is used to tension the tracks, and the tracks are fitted onto the track roller 6. This is prior art and will not be detailed here; see CN221273282U and CN111959625A for more information. The support frame 7 is the frame of a device used in existing tracked systems (such as the chassis of a tracked vehicle).

[0149] Tooth surface contact detection device: used to detect the deviation information of the meshing position and the meshing angle between the drive wheel 5 and the track;

[0150] Module 1: Used to determine the meshing state coefficient based on the meshing position deviation information and meshing angle deviation information between the drive wheel 5 and the track;

[0151] Speed ​​detection device: used to detect the speed of drive wheel 5;

[0152] Load detection device: used to detect the load on each support roller 6;

[0153] Module 2: Used to determine the load distribution state coefficient based on the load and load transmission relationship of each support roller 6;

[0154] Traction detection device: used to detect the traction force of the tracks;

[0155] The load coupling state coefficient is determined by the traction-load dynamic hierarchical coupling method based on the current speed of drive wheel 5 and the traction force and load distribution state coefficient of the track.

[0156] Vibration sensor: used to detect vibration information of the track, including: effective vibration amplitude and main vibration frequency;

[0157] Module 3: Determine the vibration and impact correction coefficients based on track vibration information and track surface temperature;

[0158] Target tension determination module: used to correct the current tension force based on the meshing state coefficient, load coupling state coefficient, and vibration and shock correction coefficient to obtain the target tension force;

[0159] Control module 2: Used to control the operation of the tension adjustment device of the track system, so that the actual tension of the track is the target tension.

[0160] Tooth surface contact detection device: Implementation method: A single set of laser displacement sensors is used to focus on the core meshing point between the drive wheel 5 and the track to detect the radial distance deviation at the meshing point (the distance from the center of rotation of the drive wheel to the meshing point along the radial direction), and a contact angle sensor is used to detect the meshing angle.

[0161] Parameter calculation:

[0162] Radial position deviation: Set the standard meshing clearance (the standard radial distance from the top of the drive wheel tooth to the meshing surface of the track link). The actual measured radial distance minus the standard clearance is the deviation value (a positive value indicates that the actual clearance is greater than the standard clearance, and a negative value indicates that the actual clearance is less than the standard clearance).

[0163] Meshing angle deviation: Set the standard meshing angle (the ideal angle between the drive wheel tooth and the chain link groove). The deviation value is the actual angle minus the standard angle (a positive value indicates that the angle is "open", and a negative value indicates that the angle is "closed").

[0164] Meshing state coefficient = [radial deviation weight × (radial position deviation / maximum permissible radial deviation) + angular weight × (meshing angular deviation / maximum permissible angular deviation)].

[0165] In the meshing condition coefficient: radial deviation weight 0.5-0.8, angular deviation weight 0.2-0.5 (radial deviation has a more significant impact on meshing stability);

[0166] Load detection device:

[0167] Implementation method: Install a strain gauge pressure sensor at the contact point between each track roller and the track. The sensor converts the pressure on the track roller into an electrical signal.

[0168] Determine Module Two: First, calculate the average load of all support rollers (i.e., the corresponding pressure sensor readings), that is, average load = sum of all support roller loads ÷ number of support rollers; the sum of all support roller loads is the total load.

[0169] Next, calculate the deviation coefficient for each support roller. The deviation coefficient of the current support roller = (absolute difference between the current load of the support roller and the average load) ÷ total load.

[0170] Finally, load distribution state coefficient ;

[0171] M is the total number of all support rollers; Let be the deviation coefficient of the i-th support roller; These are the loads of the (i-1)th support roller (detected by the load detection device), the load of the ith support roller (detected by the load detection device), and the load of the (i+1)th support roller (detected by the load detection device). The first and second transfer evaluation weights are respectively (the sum of the two is 1, and each of them takes a value greater than 0 and less than 1). The equivalent deviation coefficient after correction of the deviation coefficient of the i-th support roller;

[0172] Load coupling state coefficient = speed weight × (actual drive wheel speed / rated speed) + traction force weight × (actual traction force / rated traction force) + load distribution state coefficient weight × load distribution state coefficient.

[0173] The weights for rotational speed, traction force, and load distribution state coefficient are all dynamic, and their sum is 1. These dynamic weights are determined based on the real-time values ​​and trends of the actual rotational speed of the drive wheels, the actual traction force, and the load distribution state coefficient, combined with preset operating condition matching rules. For example, when the actual traction force deviates significantly from the rated traction force, the traction force weight is increased to enhance its influence on the load coupling state coefficient; when the unevenness of the load distribution exceeds a set threshold, the load distribution state coefficient weight is increased; and when the actual rotational speed of the drive wheels deviates significantly from the rated speed, the rotational speed weight is adjusted to enhance its influence on the coupling state. These rules are used to calculate each weight value in real time, and the sum of the three weights—rotational speed weight, traction force weight, and load distribution state coefficient weight—is 1.

[0174] Vibration sensors are installed on the drive wheel axle of the track. The vibration of the track is transmitted to the drive wheel axle, and installing sensors here can effectively capture the vibration information of the track.

[0175] The specific implementation of Module 3 is determined as follows: First, the vibration electrical signal is filtered and Fourier transformed to extract the effective vibration amplitude (unit: meters per second squared) 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.

[0176] The vibration impact correction factor is calculated as follows: vibration amplitude influence factor × (ratio of effective vibration amplitude to maximum permissible effective vibration amplitude) + vibration frequency influence factor × (ratio of dominant vibration frequency to maximum permissible dominant vibration frequency) + temperature gradient influence factor × (ratio of maximum temperature gradient to maximum permissible temperature gradient).

[0177] The influence coefficients were obtained by fitting a large amount of experimental data to reflect the combined influence of vibration characteristics and temperature stress characteristics on the vibration and shock correction coefficients.

[0178] Effective vibration amplitude (unit: meters per second squared): This refers to the effective value of vibration acceleration, after signal processing, that reflects the impact intensity of the meshing between the track and the drive wheel. It is obtained by taking the square root of the average square of the vibration acceleration signal over a certain period of time, and can more stably reflect the magnitude of the vibration energy. For example, when an abnormal impact occurs during the meshing of the track and the drive wheel, this value will increase significantly, directly reflecting the strength of the impact.

[0179] The dominant vibration frequency (unit: Hertz) refers to the frequency value with the highest concentration of energy and the largest proportion among the frequency components of a vibration signal. For tracked systems, it is usually closely related to the meshing frequency of the track and drive wheels (meshing frequency = drive wheel speed × number of drive wheel teeth ÷ 60). If the meshing is normal, this frequency will stabilize near the theoretically calculated meshing frequency; when there is a deviation in meshing (such as track loosening or drive wheel wear), the dominant frequency will shift or fluctuate significantly, which can serve as an important indicator for judging the meshing status.

[0180] The target tension correction factor is determined based on the meshing state factor, load coupling state factor, and vibration and shock correction factor, specifically as follows:

[0181] Target tension = Current tension × (1 + meshing state coefficient × meshing correction weight + load coupling state compensation coefficient × load coupling state correction weight + vibration and shock correction coefficient × vibration and shock compensation correction weight).

[0182] The aforementioned correction weights are set as fixed empirical values ​​or baseline values ​​determined through experiments. The meshing correction weight (ranging from 0.2 to 0.5) can be obtained by statistical averaging based on the tension correction effects under a large number of normal and abnormal meshing conditions. The load coupling correction weight (ranging from 0.1 to 0.3) is determined by simulating different load distributions (such as uniform load, local heavy load, etc.), testing the optimal tension correction, and then fitting the data. The vibration and shock compensation correction weight (ranging from -0.2 to -0.05) needs to be determined by conducting experiments under different vibration (such as different vibration amplitudes and dominant frequencies) and temperature gradient conditions, analyzing the degree of influence of vibration and shock on tension correction. The determination of these weight values ​​can ensure the stability and accuracy of tension correction while taking into account the influence of multiple factors.

[0183] The beneficial effects of the above technical solution are as follows:

[0184] This embodiment can be applied during the operation of the track system. It determines the target tension by comprehensively considering key factors such as meshing state, load coupling, vibration and impact. It breaks through the limitation of traditional methods that adjust tension based on only a single factor. It can make the tension highly compatible with the actual working conditions of the track system and effectively avoid problems caused by improper tension (too loose or too tight).

[0185] By using a tooth surface contact detection device to obtain information on meshing position and angle deviations, the meshing state coefficient can be determined and used to correct tension. This ensures that the meshing between the track and the drive wheel remains in good condition, reduces meshing wear, lowers the probability of failures caused by meshing problems, and extends the service life of the drive wheel and track.

[0186] By using load detection devices and related algorithms to determine the load distribution state coefficient and load coupling state coefficient, the tension force can be dynamically adjusted according to changes and distribution of the load. This ensures stable load-bearing and operation of the tracked system under complex conditions, including uniform loads and localized heavy loads, thus improving the system's adaptability to different load conditions.

[0187] Vibration and shock suppression: Vibration information is collected using vibration sensors, and a vibration and shock correction coefficient is determined based on factors such as temperature gradient, thereby correcting the tension. This helps suppress vibration in the track system, reduce damage to system components from vibration and shock, and also avoids secondary problems such as meshing deviation caused by vibration, further ensuring the smooth operation of the system.

[0188] Because the tension can be precisely adapted to the working conditions, the performance in terms of meshing, load, and vibration is optimized, the working state of each component of the track system is better, and the cooperation between them is more coordinated, thereby greatly improving the reliability of the entire system, reducing the frequency of failures, and thus extending the overall service life of the system.

[0189] Example 4, based on Example 3, further includes:

[0190] Prediction module: Used to determine the predicted unreliable value of power transmission after the tension is adjusted;

[0191] Early warning module: Used to issue an early warning when the predicted unreliable value of power transmission is outside the corresponding allowable range;

[0192] The prediction module includes:

[0193] Acquisition unit: used to acquire the meshing state coefficient, vibration and shock correction coefficient, and load distribution state coefficient after the tension is adjusted;

[0194] Calculation unit: used to determine the predicted unreliable value of power transmission based on the meshing state coefficient after tension adjustment, vibration and shock correction coefficient and load distribution state coefficient.

[0195] Predicted unreliable power transmission value = meshing state coefficient after tension adjustment × meshing state evaluation weight + vibration and shock correction coefficient after tension adjustment × vibration and shock evaluation weight + load distribution state coefficient after tension adjustment × load distribution state evaluation weight.

[0196] The above evaluation weights are greater than 0 and less than 1;

[0197] The beneficial effects of the above technical solution are as follows:

[0198] After tension adjustment, based on the meshing state coefficient, vibration and shock correction coefficient, and load distribution state coefficient, it can accurately determine the unreliable value of power transmission, enabling early prediction of the power transmission effect of the track system and providing a basis for subsequent system optimization and adjustment.

[0199] When the predicted unreliable value of power transmission exceeds the allowable range, the early warning module will issue a timely warning and remind maintenance, which can effectively avoid more serious failures caused by poor power transmission and ensure the stable and reliable operation of the track system.

[0200] By comprehensively considering key factors such as meshing, vibration and impact, and load distribution, the power transmission effect is evaluated, making the evaluation results more comprehensive and accurate. This helps to gain a deeper understanding of the working status of the track system, and then to carry out targeted maintenance and improvement of the system, thereby improving the overall performance and service life of the system.

[0201] Obviously, those skilled in the art can make various modifications and variations to this invention without departing from its spirit and scope. Therefore, if these modifications and variations fall within the scope of the claims of this invention and their equivalents, this invention also intends to include these modifications and variations.

Claims

1. A track 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), the drive wheel (5) meshes with the track through its toothed surface, and further comprises a track composed of a track structure; The track structure includes 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); The metal drive tooth (3) has symmetrically arranged connecting structures at both ends; The two ends of the metal drive teeth (3) are respectively connected to the chain structure traction layer (4), which is composed of multiple buckles (41). Each buckle (41) is connected to the corresponding connection structure of two adjacent metal drive teeth (3). The track system also includes a testing system, which is used to periodically test the track system during its use. The testing system includes: Test control module: used to control the operation of the power source, adjust the output torque of the power source, and perform sub-tests for each adjusted output torque. A multi-source detection device, comprising: Torque detection device: used to detect the torque of the drive shaft (8); Strain gauge array module: includes several micro strain gauges, which are detachably arranged along the tooth height direction of the metal drive tooth (3); Speed ​​detection device: used to detect the speed of the drive wheel (5); Link pitch acquisition module: used to acquire the center distance between adjacent links when the track is tensioned; Slippage detection module: used to detect track slippage-related parameters; An analysis and processing device is used to analyze the detection results of the multi-source detection device and determine the power source output torque-impact state coefficient fitting curve, the power source output torque-track meshing coordination state coefficient fitting curve, and the power source output torque-slip energy loss coefficient fitting curve. The testing system also includes: Module 1: Used to obtain the required torque range for the current tracked system application scenario; Module 4: Determine the target torque range for the current tracked system application scenario by combining the required torque range of the current tracked system application scenario and the fitted curve; Control Module 1: Used to control the power source in the current tracked system application scenario, so that the torque detection device detects the value within the target torque range of the current tracked system application scenario.

2. The tracked system according to claim 1, characterized in that: The connection structure includes a locking link group. The upper and lower parts of the metal drive tooth (3) are respectively provided with locking link groups. The locking link group includes a number of locking links (32) arranged along the track length direction. The latch (41) is provided with mounting holes (411) corresponding to the latching rods (32) of the adjacent metal drive teeth (3), and the latching rods (32) are used to be installed into the corresponding mounting holes (411).

3. A tracked system according to claim 1, characterized in that: Limiting bosses (31) are provided at the upper and lower parts of the metal drive tooth (3) corresponding to the positions of the locking link (32).

4. A tracked system according to claim 2, characterized in that: The metal drive tooth (3) and its connecting structure at both ends are integrally forged; the mounting hole (411) is an elliptical hole.

5. A tracked system 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 tracked system according to claim 1, characterized in that: The analysis and processing apparatus includes: Analysis Module 1: This module analyzes and processes the torque detection device signals for the corresponding 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 key torque parameters. Key torque parameters include peak torque and average torque. Curve Construction Module 1: Used to construct the output torque-impact state coefficient fitting curve of the power source based on Analysis Module 1; Signal conditioning module: It communicates with the strain gauge array module to amplify and filter the strain electrical signal, and convert the processed strain electrical signal into a strain digital signal; Analysis Module 2: It is connected to the signal conditioning module, the speed detection device, and the chain link pitch acquisition module respectively. Analysis Module 2 performs synchronous analysis on the strain digital signal and the drive wheel speed signal within each sub-test duration to determine the speed-strain correlation coefficient corresponding to each sub-test duration. Analysis Module 2 also determines the track meshing coordination state coefficient of each sub-test duration based on the strain digital signal, the speed of the drive wheel (5), the chain link center distance, and the speed-strain correlation coefficient corresponding to each sub-test duration. Curve Construction Module 2: Used to construct a fitting curve of the power source's output torque and track meshing coordination state coefficients based on 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 3: Used to construct a fitting curve of the power source's output torque and slip energy loss coefficient based on the calculation module.

7. A tracked system according to claim 1, characterized in that: The track system also includes: The support frame (7) has a power source embedded in it, and the drive shaft (8) is rotatably connected to the support frame (7). The support frame (7) is also connected to a tensioning device and a track roller (6). The tensioning device is used to tension the track, and the track is fitted onto the track roller (6). Tooth surface contact detection device: used to detect the deviation information of the meshing position and the meshing angle between the drive wheel (5) and the track; Module 1: Used to determine the meshing state coefficient based on the meshing position deviation information and meshing angle deviation information between the drive wheel (5) and the track; Speed ​​detection device: used to detect the speed of the drive wheel (5); Load detection device: used to detect the load on each support roller (6); Module 2: Used to determine the load distribution state coefficient based on the load and load transmission relationship of each support roller (6); Traction detection device: used to detect the traction force of the tracks; Determine Module 5: Used to determine the load coupling state coefficient based on the current rotation speed of the drive wheel (5) and the traction force and load distribution state coefficient of the track using the traction-load dynamic hierarchical coupling method; Temperature detection device: used to detect the surface temperature of the track; Vibration sensor: used to detect vibration information of the track, including: effective vibration amplitude and main vibration frequency; Module 3: Determine the vibration and impact correction coefficients based on track vibration information and track surface temperature; Target tension determination module: used to correct the current tension force based on the meshing state coefficient, load coupling state coefficient, and vibration and shock correction coefficient to obtain the target tension force; Control module 2: Used to control the operation of the tension adjustment device of the track system, so that the actual tension of the track is the target tension.

8. A tracked system according to claim 7, characterized in that: Also includes: Prediction module: Used to determine the predicted unreliable value of power transmission after the tension is adjusted; Early warning module: Used to issue an early warning when the predicted unreliable value of power transmission is outside the corresponding allowable range; The prediction module includes: Acquisition unit: used to acquire the meshing state coefficient, vibration and shock correction coefficient, and load distribution state coefficient after the tension is adjusted; Calculation unit: used to determine the predicted unreliable value of power transmission based on the meshing state coefficient after tension adjustment, vibration and shock correction coefficient and load distribution state coefficient.

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