Testing device for electric control limited slip differential system of paddy field power chassis

Abstract

The invention relates to the technical field of torque testing devices, and discloses a testing device for an electric control limited slip differential system of a paddy field power chassis, which comprises a hydraulic station, an electric control limited slip differential system, a load simulation unit, a driving force providing unit, a driving force control unit and a data acquisition unit, the electric control limited slip differential system, the load simulation unit and the driving force providing unit are all installed at the top of the hydraulic station, the electric control limited slip differential system is connected with the hydraulic station, the load end of the electric control limited slip differential system is connected with the load simulation unit, the driving force providing unit is connected with the power end of the electric control limited slip differential system, and the load simulation unit is connected with the driving force providing unit. The driving force control unit is respectively connected with the load simulation unit, the driving force supply unit and the electric control limited slip differential system, and the data acquisition unit is respectively connected with the load simulation unit and the driving force supply unit. According to the invention, actual operation environments such as paddy fields, dry lands, paved pavements and separated pavements can be simulated, and whether the current output torque meets the requirement is judged according to the load condition.

Description

Technical Field

[0001] This invention relates to the technical field of torque testing devices, and more particularly to a testing device for an electronically controlled limited-slip differential system for a paddy field power chassis. Background Technology

[0002] Rice production is a crucial part of my country's crop production process, and the mechanization of rice production is an important trend in the development of agricultural mechanization in my country. Among them, paddy field powered chassis are the operating vehicles in the rice production process, and are widely used in planting, weeding, fertilization and other processes. However, the paddy field operating environment is complex, with varying mud depths and low ground adhesion, posing a significant challenge to the mobility of paddy field powered chassis.

[0003] Existing test benches can only simulate single or simple road surfaces (such as paved roads), lacking the ability to reproduce complex working conditions such as paddy fields, dry land, and split road surfaces (such as paddy fields on one side and dry land on the other). This leads to a disconnect between differential performance testing and actual conditions, causing differentials developed in real farmland to easily experience problems such as slip rate runaway and torque distribution inaccuracy. Traditional testing devices cannot adjust output torque in real time according to dynamic loads, and can only statically test performance under fixed loads. It is difficult to verify the response speed and limited slip effect of the differential under sudden load changes (such as wheels getting stuck in mud), thus preventing the differential from quickly matching the wheel-end load in actual operation, resulting in increased energy consumption and reduced passability. Existing technologies rely on low-precision sensors or single-node measurements (such as monitoring only input torque), and cannot simultaneously quantify key parameters such as input / output speed, torque, and slip rate, leading to one-sided performance evaluation. This results in a lack of data support for differential optimization and a prolonged development cycle. Traditional hydraulic systems use on / off valves or manual pressure adjustment, resulting in poor pressure control accuracy and the inability to achieve dynamic fine-tuning of wet clutch clamping force, limiting torque distribution accuracy. Inaccurate control of the upper limit of differential torque output makes it difficult to balance steering agility and anti-slip performance. Verifying differential performance through field testing is costly (requiring complete machine and site), time-consuming (constrained by season / weather), and difficult to replicate under the same conditions. The slow iteration speed of electronically controlled limited-slip differentials hinders the intelligentization of paddy field machinery. Summary of the Invention

[0004] The purpose of this invention is to overcome the shortcomings of the existing technology and provide a testing device for an electronically controlled limited-slip differential system for paddy field power chassis.

[0005] The objective of this invention is achieved through the following technical solution: a testing device for an electronically controlled limited-slip differential system for a paddy field power chassis, characterized in that it includes a hydraulic station, an electronically controlled limited-slip differential system, a load simulation unit, a drive force supply unit, a drive force control unit, and a data acquisition unit. The electronically controlled limited-slip differential system, the load simulation unit, and the drive force supply unit are all mounted on top of the hydraulic station. The electronically controlled limited-slip differential system is connected to the hydraulic station. The load end of the electronically controlled limited-slip differential system is connected to the load simulation unit. The drive force supply unit is connected to the power end of the electronically controlled limited-slip differential system. The drive force control unit is connected to the load simulation unit, the drive force supply unit, and the electronically controlled limited-slip differential system respectively. The data acquisition unit is connected to the load simulation unit and the drive force supply unit respectively. This invention, by integrating the hydraulic station, the electronically controlled limited-slip differential system, the load simulation unit, the drive force supply unit, the drive force control unit, and the data acquisition unit, enables precise replication of farmland working conditions in the laboratory, verifies the torque distribution performance of the electronically controlled limited-slip differential system, and improves the chassis's passability, energy efficiency, and intelligence level.

[0006] Preferably, the data acquisition unit includes a first speed-torque sensor, a second speed-torque sensor, a third speed-torque sensor, and a data acquisition unit. The first speed-torque sensor is installed at the connection between the drive force providing unit and the electronically controlled limited-slip differential system. The second and third speed-torque sensors are both installed at the connection between the load simulation unit and the electronically controlled limited-slip differential system. All three sensors are connected to the data acquisition unit. This invention acquires the speed and torque at the input of the drive motor using the first speed-torque sensor, and monitors the load data at the output of the differential using the second and third speed-torque sensors, calculating the slip ratio and transmission efficiency.

[0007] Preferably, the drive force control unit includes a host computer, a motor control module, and a hydraulic control module. The host computer is connected to both the motor control module and the hydraulic control module. The motor control module is connected to both the drive force providing unit and the load simulation unit. The hydraulic control module is connected to the electronically controlled limited-slip differential system. Under the control of the motor control module, this invention switches torque / speed modes to accurately reproduce the chassis power input. The load simulation unit adjusts its output in real time according to the host computer's instructions to match load changes.

[0008] Preferably, the motor control module includes a servo motor driver, a first magnetic powder brake controller, and a second magnetic powder brake controller. The host computer is connected to the driving force providing unit through the servo motor driver, the host computer is connected to the first magnetic powder brake through the first magnetic powder brake controller, and the host computer is connected to the second magnetic powder brake through the second magnetic powder brake controller.

[0009] Preferably, the hydraulic control module includes a first voltage control module, a first proportional valve amplifier, a second voltage control module, and a second proportional valve amplifier. The host computer is connected to the first proportional valve amplifier through the first voltage control module, and the host computer is connected to the second proportional valve amplifier through the second voltage control module. Both the first and second proportional valve amplifiers are connected to the electronically controlled limited-slip differential system. This invention converts the host computer's electrical signals into hydraulic pressure through the first and second voltage control modules and the proportional valve amplifier, adjusting the output of the electromagnetic proportional valve to control the piston clamping force of the wet clutch. The torque upper limit of the first and second wet clutches can be independently adjusted to achieve adaptive limited-slip separation from the road surface.

[0010] Preferably, the electronically controlled limited-slip differential system includes a first electronically controlled limited-slip differential, a second electronically controlled limited-slip differential, a cam gear, a bevel gear, a drive shaft, and an electronically controlled limited-slip differential housing. The first electronically controlled limited-slip differential, the cam gear, and the second electronically controlled limited-slip differential are all mounted on the electronically controlled limited-slip differential housing via a rotating shaft. The electronically controlled limited-slip differential housing is mounted on top of the hydraulic station. The cam gear is connected to the drive shaft via the bevel gear. The drive shaft is connected to the drive force providing unit via a coupling. Both the first and second electronically controlled limited-slip differentials are connected to the hydraulic station and the load simulation unit. This invention controls the hydraulic oil pressure through an electromagnetic proportional valve, dynamically limiting the slip ratio of the first and second wet clutches and reducing slippage losses. The proportional valve's oil distribution path forms an oil film on the friction plate surface, reducing wear.

[0011] Preferably, the first electronically controlled limited-slip differential includes a first wet clutch and a first electromagnetic proportional valve. The first electromagnetic proportional valve is connected to the first wet clutch, the hydraulic station, and the drive force control unit, respectively. The first wet clutch is connected to the load simulation unit.

[0012] Preferably, the load simulation unit includes a first magnetic powder brake, a second magnetic powder brake, a first wet clutch, and a second wet clutch. Both the first and second magnetic powder brakes are mounted on the top of the hydraulic station. The first magnetic powder brake is connected to the first wet clutch, and the second magnetic powder brake is connected to the second wet clutch. Both the first and second magnetic powder brakes are connected to the drive force control unit. The data acquisition unit is installed at the connection point between the first magnetic powder brake and the first wet clutch, and at the connection point between the second magnetic powder brake and the second wet clutch. This invention adjusts the braking torque using electromagnetic principles to simulate road loads such as mud and hard soil. It supports asymmetrical load testing on both sides to verify the limited-slip capability of the differential system.

[0013] Preferably, the driving force providing unit is a drive motor.

[0014] The present invention has the following advantages and beneficial effects compared with the prior art: This invention provides a testing device for an electronically controlled limited-slip differential system for paddy field power chassis. This device can simulate actual operating environments such as paddy fields, dry land, paved roads, and separated road surfaces. It determines whether the current output torque meets requirements based on the load, and adjusts the output torque to meet load requirements through hydraulic pressure control. High-precision sensors measure and quantify speed and torque data, enabling the evaluation and optimization of the electronically controlled limited-slip differential's performance. This device has significant research value and practical significance. It not only improves the development efficiency of electronically controlled limited-slip differentials but also provides technical support and data for the electrification and intelligentization of future paddy field operation equipment. Attached Figure Description

[0015] Figure 1 This is a schematic diagram showing the connection of the electric limited-slip differential system and testing device for the paddy field power chassis of the present invention; Figure 2 This is a schematic diagram of the testing device of the present invention; Figure 3 This is a partial internal structure diagram of the testing device of the present invention; Figure 4 yes Figure 3 A magnified view of a portion at point A; Figure 5 This is a schematic diagram of the hydraulic principle of the electronically controlled limited-slip differential system for paddy field power chassis of the present invention; The components in the attached diagram are labeled as follows: 1-Testing device; 101-Drive motor; 102-Motor mounting fixture; 103-Hydraulic station; 104-Third speed and torque sensor; 105-Second magnetic powder brake; 106-Third speed and torque sensor fixture; 107-Second magnetic powder brake fixture; 108-Electrically controlled limited-slip differential housing; 109-First speed and torque sensor; 110-Electromagnetic proportional valve assembly; 111-Second speed and torque sensor; 112-First magnetic powder brake fixture; 113-First magnetic powder brake; 114-Second speed and torque sensor fixture; 115-Oil supply pipeline. ; 116-Return oil pipe; 117-First wet clutch; 118-Second wet clutch; 119-Drive shaft; 120-Bevel gear; 121-Cam gear; 122-Rotating shaft; 2-Electrically controlled limited-slip differential system; 201-First two-position three-way proportional valve; 202-Accumulator; 203-Check valve; 204-First filter; 205-Hydraulic pump; 206-Second filter; 207-Cooling device; 208-First relief valve; 209-Second relief valve; 210-Second two-position three-way proportional valve; 211-First wet clutch cylinder; 212-Second wet clutch cylinder. Detailed Implementation

[0016] The inventive objective of the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments. The embodiments cannot be described in detail here, but the implementation of the present invention is not limited to the following embodiments.

[0017] like Figures 1-4As shown, a test device for an electronically controlled limited-slip differential system for a paddy field power chassis includes a hydraulic station 103, an electronically controlled limited-slip differential system 2, two load simulation units, a driving force supply unit, a driving force control unit, and a data acquisition unit. The electronically controlled limited-slip differential system 2 includes a first electronically controlled limited-slip differential, a second electronically controlled limited-slip differential, a cam gear 121, a bevel gear 120, a drive shaft 119, and an electronically controlled limited-slip differential housing 108. The first electronically controlled limited-slip differential includes a first wet clutch 117 and a first electromagnetic proportional valve. The second electronically controlled limited-slip differential includes a second wet clutch 118 and a second electromagnetic proportional valve. The first electromagnetic proportional valve and the second electromagnetic proportional valve form an electromagnetic proportional valve group 110. One load simulation unit includes a first magnetic powder brake 113 and a first magnetic powder brake fixture 112. Another load simulation unit includes a second magnetic powder brake 105 and a second magnetic powder brake fixture 107. The driving force providing unit is a drive motor 101. The driving force control unit includes a host computer, a motor control module, and a hydraulic control module. The motor control module is a servo motor driver, which can be purchased in the existing market. The hydraulic control module includes a first voltage control module, a first proportional valve amplifier, a second voltage control module, and a second proportional valve amplifier. The data acquisition unit includes a first speed-torque sensor 109, a second speed-torque sensor 111, a second speed-torque sensor fixture 114, a third speed-torque sensor 104, a third speed-torque sensor fixture 106, and a data acquisition unit. The first wet clutch 117, the second wet clutch 118, the first electromagnetic proportional valve, and the second electromagnetic proportional valve are all mounted on the electronically controlled limited-slip differential housing 108. The electronically controlled limited-slip differential housing 108 is mounted on top of the hydraulic station 103. The load end of the first wet clutch 117 is connected to one end of the second speed-torque sensor 111 via a coupling. The second speed-torque sensor 111 is mounted on the second magnetic powder brake fixture 107 via the second speed-torque sensor fixture 114. The other end of the second speed and torque sensor 111 is connected to the power input end of the second magnetic powder brake 105 via a coupling. The second magnetic powder brake 105 is mounted on the top of the hydraulic station 103 via the second magnetic powder brake fixture 107. The load end of the second wet clutch 118 is connected to one end of the third speed and torque sensor 104 via a coupling. The third speed and torque sensor 104 is mounted on the first magnetic powder brake fixture 112 via the third speed and torque sensor fixture 106. The first magnetic powder brake 113 is mounted on the top of the hydraulic station 103 via the first magnetic powder brake fixture 112. The first magnetic powder brake 113 is connected to the host computer via the first magnetic powder brake controller. All second magnetic powder brakes 105 are connected to the host computer via the second magnetic powder brake controller.The first wet clutch 117, cam gear 121, rotating shaft 122, and second wet clutch 118 are sequentially mounted on rotating shaft 122, which is rotatably mounted on the electronically controlled limited-slip differential housing 108. Cam gear 121 is connected to one end of drive shaft 119 via bevel gear 120, and the other end of drive shaft 119 is connected to drive motor 101 via a first speed and torque sensor fixture. First speed and torque sensor 109 is mounted on the first speed and torque sensor fixture. Drive motor 101 is mounted on top of hydraulic station 103 via motor mounting fixture 102. First speed and torque sensor 109, second speed and torque sensor 111, and third speed and torque sensor 104 are all electrically connected to a data acquisition unit. The host computer is connected to drive motor 101 via a servo motor driver. The host computer is electrically connected to the first voltage control module and the second voltage control module. The first voltage control module, first proportional valve amplifier, first electromagnetic proportional valve, and first wet clutch are sequentially connected. The second voltage control module, the second proportional valve amplifier, the second electromagnetic proportional valve, and the second wet clutch are connected in sequence. The first electromagnetic proportional valve and the second electromagnetic proportional valve are both connected to the oil outlet of the hydraulic station 103 through the oil supply pipe 115, and the first electromagnetic proportional valve and the second electromagnetic proportional valve are both connected to the oil inlet of the hydraulic station 103 through the oil return pipe 116.

[0018] The hydraulic station 103 is fixed to the ground and serves as the main body of the testing device. It provides hydraulic oil to the electronically controlled limited-slip differential system 2. The hydraulic station 103 has multiple separate oil supply pipes 115 and return pipes 116, which can provide hydraulic oil with target pressure and flow rate to the electromagnetic proportional valve group 110 of the wet clutch. The power of the electronically controlled limited-slip differential system 2 is transmitted from the drive motor 101 to the input shaft of the electronically controlled limited-slip differential system 2 through the power transmission part, and then distributed to the wet clutches on both sides. The wet clutches transmit power through multiple pressing friction plates. The upper limit of the transmitted torque is determined by the pressing force provided by the piston on one side of the friction plate. The piston pressing force is provided by the hydraulic oil supplied by the hydraulic station 103. The pressure output to the piston hydraulic chamber is controlled by the electromagnetic proportional valve group 110 (i.e., the first electromagnetic proportional valve and the second electromagnetic proportional valve) of the electronically controlled limited-slip differential system 2, thereby controlling the pressing force of the piston on the friction plate, so as to achieve the purpose of controlling the maximum torque output of the wet clutch. Meanwhile, the electromagnetic proportional valve group 110 also provides oil lubrication, forming a protective oil film on the friction plate surface of the wet clutch, reducing friction plate wear and lowering the heat generated by the working device. The load simulation unit simulates the load conditions encountered by the paddy field power chassis in actual operation (such as muddy roads, high and low adhesion, etc.) to test the response and torque distribution capability of the electronically controlled limited-slip differential system 2. This load simulation unit replicates real-world conditions through adjustable loads, ensuring the accuracy and repeatability of the test. The drive force supply unit is the power source of the test device, simulating the input of the paddy field power chassis engine to provide controllable drive force to the electronically controlled limited-slip differential system 2. The drive force control unit is the brain of the test device, responsible for coordinating drive force, load, and hydraulic system to achieve intelligent control. It adjusts parameters based on real-time data to ensure the test meets the target operating conditions. The data acquisition unit, as the core evaluation part of the test device, helps optimize the design of the electronically controlled limited-slip differential through quantitative data. The primary function of the first and second electronically controlled limited-slip differentials is to transmit power through friction plates and control the upper limit of torque output according to hydraulic pressure. They can independently control the torque of both wheels, simulating the behavior of a differential on a separated road surface (such as a paddy field on one side and dry land on the other). The first or second electronically controlled limited-slip differential replaces the traditional differential, reducing slippage and improving operational efficiency. The primary function of the first and second electromagnetic proportional valves is to regulate the oil pressure provided by the hydraulic station 103, controlling the piston clamping force of the wet clutch, thereby precisely adjusting torque distribution. The first and second electromagnetic proportional valves also have a lubrication function, forming an oil film to protect the friction plates and extend their lifespan. They are the actuators of the electronic control system, ensuring rapid and stable response. The electronically controlled limited-slip differential housing 108 houses the first wet clutch 117, the second wet clutch 118, the first electromagnetic proportional valve, and the second electromagnetic proportional valve, providing structural support and sealing protection, and simplifying the overall layout of the testing device.The primary function of the first magnetic powder brake 113 and the second magnetic powder brake 105 is to provide an adjustable mechanical load, controlling the braking torque through electromagnetic principles to simulate the resistance of the wheel on different road surfaces, thus simulating load changes at the drive wheel end. The first magnetic powder brake fixture 112 and the second magnetic powder brake fixture 107 serve as mounting brackets, fixing the first magnetic powder brake 113 and the second magnetic powder brake 105, the third speed-torque sensor 104, and the second speed-torque sensor 111, ensuring the stability and alignment of components during testing and reducing vibration interference. The host computer receives feedback from the data acquisition unit (such as speed and torque), analyzes the load conditions, and sends instructions to lower-level modules. The host computer can handle two typical situations: when the loads on both sides of the electronically controlled limited-slip differential system 2 are the same, it adjusts the driving force; when the loads on both sides of the electronically controlled limited-slip differential system 2 are different, it prioritizes matching the larger load while controlling the hydraulic pressure. Its function is to achieve automated testing and optimize the control strategy. The main function of the motor control module is to control the operating mode (torque mode or speed mode) of the drive motor 101, ensuring that the motor output accurately matches the target value. For example, when simulating paddy field conditions, the driver can reduce its speed to increase torque, simulating the low-speed, high-torque characteristics of an engine. The hydraulic control module converts the electrical signals from the host computer into hydraulic control signals, adjusting the output pressure of the electromagnetic proportional valve group 110. The main function of the servo motor driver is to control the motor output speed or torque to the target value using two control modes: torque mode and speed mode, achieving the effect of simulating the power input of a paddy field power chassis engine. The main function of the first magnetic powder brake controller is to control the braking effect of the first magnetic powder brake. The main function of the second magnetic powder brake controller is to control the braking effect of the second magnetic powder brake. The main functions of the first voltage control module, the first proportional valve amplifier, the second voltage control module, and the second proportional valve amplifier are to amplify the control signals, ensuring that the first or second electromagnetic proportional valve can accurately adjust the hydraulic oil pressure, thereby controlling the clamping force of the wet clutch, realizing dynamic torque distribution, and improving the flexibility of the test. The primary functions of the first speed and torque sensor 109, the second speed and torque sensor 111, and the third speed and torque sensor 104 are to measure the speed and torque data at the input and output ends. For example, the first speed and torque sensor 109 monitors the input of the drive motor 101, while the second and third speed and torque sensors 111 and 104 monitor the performance of the differential output to the load end, capturing subtle changes for calculating slip ratio and efficiency. The third speed and torque sensor fixture 106 and the second speed and torque sensor fixture 114 serve as mounting brackets, ensuring measurement accuracy and durability for the second and third speed and torque sensors 111 and 104. They cooperate with the first magnetic powder brake fixture 112 and the second magnetic powder brake fixture 107 to reduce testing errors. The data acquisition unit converts the analog signals from each sensor into digital signals, displaying the speed and torque data at the input end during the test process and showing the real-time slip ratio.

[0019] The hydraulic working principle of an electronically controlled limited-slip differential system is as follows: Figure 5 As shown, hydraulic pump 205 draws water from oil tank ( Figure 5 The hydraulic pump 205 (usually located below its suction port, not marked) draws in hydraulic oil. The oil first passes through the first filter 204 to remove larger particulate contaminants that may be present in the oil circuit, protecting downstream precision components. The clean oil then enters the accumulator 202 via the check valve 203. The stable pressure oil flowing from the accumulator is divided into two parallel and completely independent control branches: one branch enters the first two-position three-way proportional valve 201 and then the second wet clutch cylinder 212. The other branch enters the second two-position three-way proportional valve 210 and then the first wet clutch cylinder 211. The return oil flowing from the first wet clutch cylinder 211, the second wet clutch cylinder 212, the first two-position three-way proportional valve 201, and the second two-position three-way proportional valve 210 is collected and flows through the cooling device 207. The cooled oil then passes through the second filter 206 for further fine filtration to maintain its cleanliness. The hydraulic oil that completes the entire cycle eventually flows back to the oil tank, waiting for the next pumping cycle. Among them, the first two-position three-way proportional valve 201, accumulator 202, check valve 203, first filter 204, hydraulic pump 20, second filter 206, cooling device 207, first relief valve 208, second relief valve 209, and second two-position three-way proportional valve 210 are components of hydraulic station 103.

[0020] The first and second position three-way proportional valves 201 and 210 respectively receive electrical signals from the first and second proportional valve amplifiers, and accurately and proportionally convert the magnitude of the electrical signals into the output oil pressure. The accumulator 202 acts as a "hydraulic capacitor," eliminating pressure fluctuations in the hydraulic pump output and providing a stable oil source. The check valve 203 allows only unidirectional oil flow, preventing backflow or instantaneous pressure drop when the system stops, maintaining the directionality of the oil circuit. The first filter 204 and the second filter 206 are used to filter used oil. In the event of a brief stop or delayed response of the hydraulic pump 205, the stored oil pressure can be released to maintain pressure stability in the first wet clutch cylinder 211 and the second wet clutch cylinder 212, providing instantaneous high-flow replenishment when rapid response is needed. The cooling device 207 dissipates heat generated during system operation, ensuring stable oil temperature. The first relief valve 208 is typically set to the system's main safety pressure; it opens to release pressure when the system pressure abnormally rises, protecting the entire system. The second relief valve 209, acting as a precision safety valve in the control branch, is typically set at a pressure related to the control pressure downstream of the accumulator 202. It specifically protects the first two-position three-way proportional valve 201, the second two-position three-way proportional valve 210, the first wet clutch cylinder 211, and the second wet clutch cylinder 212 from overload impacts. The pressure generated within the first wet clutch cylinder 211 and the second wet clutch cylinder 212 directly determines the engagement degree (lock-up ratio) of the corresponding wet clutch, thereby controlling the torque distribution ratio transmitted to the left and right drive wheels.

[0021] The control process of the drive force control unit is as follows: the output speed or torque of the drive motor 101 is adjusted by controlling the servo motor driver. The host computer adjusts the output voltage through the voltage control module according to the load. The output voltage is used as the control signal of the proportional valve amplifier, thereby controlling the output pressure of the electromagnetic proportional valve group 110.

[0022] (1) Case 1: The loads on both sides are the same. If the load is greater than or less than the driving force, the host computer sends a command to the motor controller to reduce or increase the output driving force of the motor.

[0023] (2) Case 2: The loads on both sides are different. The loads are greater than or less than the driving force. Then the host computer sends an instruction to the motor control module to increase the driving force to the larger load value. At the same time, it sends an instruction to the hydraulic control module to adjust the piston pressure of the electronically controlled limited slip differential to match the current load condition.

[0024] The working principle of a test device for an electronically controlled limited-slip differential system for a paddy field power chassis is as follows: By controlling the drive motor 101 to simulate the engine input of the paddy field power chassis, the power is further transmitted to the electronically controlled limited-slip differential system 2 through the coupling and power transmission part. The electronically controlled limited-slip differential system 2 then outputs power to two load ends. One load end is connected to the first magnetic powder brake 113 through the second speed and torque sensor 111, and the other load end is connected to the second magnetic powder brake 105 through the third speed and torque sensor 104. The first magnetic powder brake 113 and the second magnetic powder brake 105 provide load simulation. The hydraulic control part controls the proportional valve 110 to control the pressure according to the current load condition, so as to control the output torque. The first speed and torque sensor 109, the second speed and torque sensor 111, and the third speed and torque sensor 104 measure the output speed and torque at the output end. The real-time data collected by each sensor during the test process is displayed by the data acquisition device, which facilitates real-time monitoring of the effect of the electronically controlled limited-slip differential system 2.

[0025] The beneficial effects of a test device for an electronically controlled limited-slip differential system for paddy field power chassis are as follows: 1. The testing device in this embodiment improves passability. Compared with traditional open differentials, differential locks, and limited-slip differentials, it can achieve differential steering requirements while controlling torque output, reducing drive wheel slip rate, and improving the passability of the paddy field power chassis.

[0026] 2. The testing device in this embodiment improves the quality of operation. Traditional open differentials and differential locks have a high slip rate under harsh working conditions, which leads to a mismatch between the working equipment and the actual driving speed, resulting in substandard operation quality. The electronically controlled limited-slip differential can alleviate this problem by controlling the slip rate.

[0027] 3. The device in this embodiment can reduce energy consumption. The electronically controlled limited-slip differential can output torque that matches the driver's intention and wheel-end load, thereby improving the utilization efficiency of engine power and effectively reducing energy consumption.

[0028] 4. The testing device in this embodiment can accurately and repeatedly simulate the drive wheel torque under laboratory conditions such as paddy fields, dry land, and separated road surfaces. It can conduct experimental verification at low cost and quickly in a laboratory environment, providing conditions for the research of electronically controlled limited-slip differentials for paddy field power chassis.

[0029] 5. The test device in this embodiment improves the electrification and intelligence of the paddy field power chassis, which will promote the research on subsequent autonomous driving and unmanned agricultural machinery.

[0030] The above-described specific embodiments are preferred embodiments of the present invention and are not intended to limit the present invention. Any other changes or equivalent substitutions made without departing from the technical solution of the present invention are included within the protection scope of the present invention.

Claims

1. A testing device for an electronically controlled limited-slip differential system for a paddy field power chassis, characterized in that: The system includes a hydraulic station (103), an electronically controlled limited-slip differential system (2), a load simulation unit, a drive force supply unit, a drive force control unit, and a data acquisition unit. The electronically controlled limited-slip differential system (2), the load simulation unit, and the drive force supply unit are all installed on the top of the hydraulic station (103). The electronically controlled limited-slip differential system (2) is connected to the hydraulic station (103). The load end of the electronically controlled limited-slip differential system (2) is connected to the load simulation unit. The drive force supply unit is connected to the power end of the electronically controlled limited-slip differential system (2). The drive force control unit is connected to the load simulation unit, the drive force supply unit, and the electronically controlled limited-slip differential system (2) respectively. The data acquisition unit is connected to the load simulation unit and the drive force supply unit respectively.

2. The testing device for an electronically controlled limited-slip differential system for a paddy field power chassis according to claim 1, characterized in that: The data acquisition unit includes a first speed torque sensor (109), a second speed torque sensor (111), a third speed torque sensor (104), and a data acquisition unit. The first speed torque sensor (109) is installed at the connection between the driving force providing unit and the electronically controlled limited-slip differential system (2). The second speed torque sensor (111) and the third speed torque sensor (104) are both installed at the connection between the load simulation unit and the electronically controlled limited-slip differential system (2). The first speed torque sensor (109), the second speed torque sensor (111), and the third speed torque sensor (104) are all connected to the data acquisition unit.

3. The testing device for an electronically controlled limited-slip differential system for a paddy field power chassis according to claim 1, characterized in that: The drive force control unit includes a host computer, a motor control module and a hydraulic control module. The host computer is connected to the motor control module and the hydraulic control module respectively. The motor control module is connected to the drive force providing unit and the load simulation unit respectively. The hydraulic control module is connected to the electronically controlled limited slip differential system (2).

4. The testing device for an electronically controlled limited-slip differential system for a paddy field power chassis according to claim 3, characterized in that: The motor control module includes a servo motor driver, a first magnetic powder brake controller, and a second magnetic powder brake controller. The host computer is connected to the driving force providing unit through the servo motor driver, the host computer is connected to the first magnetic powder brake through the first magnetic powder brake controller, and the host computer is connected to the second magnetic powder brake through the second magnetic powder brake controller.

5. The testing device for an electronically controlled limited-slip differential system for a paddy field power chassis according to claim 3, characterized in that: The hydraulic control module includes a first voltage control module, a first proportional valve amplifier, a second voltage control module, and a second proportional valve amplifier. The host computer is connected to the first proportional valve amplifier through the first voltage control module and to the second proportional valve amplifier through the second voltage control module. Both the first proportional valve amplifier and the second proportional valve amplifier are connected to the electronically controlled limited-slip differential system (2).

6. The testing device for an electronically controlled limited-slip differential system for a paddy field power chassis according to claim 1, characterized in that: The electronically controlled limited-slip differential system (2) includes a first electronically controlled limited-slip differential, a second electronically controlled limited-slip differential, a cam gear (121), a bevel gear (120), a drive shaft (119), and an electronically controlled limited-slip differential housing (108). The first electronically controlled limited-slip differential, the cam gear (121), and the second electronically controlled limited-slip differential are all mounted on the electronically controlled limited-slip differential housing (108) via a rotating shaft (122). The electronically controlled limited-slip differential housing (108) is mounted on the top of the hydraulic station (103). The cam gear (121) is connected to the drive shaft (119) via the bevel gear (120). The drive shaft (119) is connected to the driving force providing unit via a coupling. The first electronically controlled limited-slip differential and the second electronically controlled limited-slip differential are both connected to the hydraulic station (103). The first electronically controlled limited-slip differential and the second electronically controlled limited-slip differential are both connected to the load simulation unit.

7. The testing device for an electronically controlled limited-slip differential system for a paddy field power chassis according to claim 6, characterized in that: The first electronically controlled limited-slip differential includes a first wet clutch (117) and a first electromagnetic proportional valve. The first electromagnetic proportional valve is connected to the first wet clutch (117), the hydraulic station and the drive force control unit, respectively. The first wet clutch (117) is connected to the load simulation unit.

8. The testing device for an electronically controlled limited-slip differential system for a paddy field power chassis according to claim 6, characterized in that: The load simulation unit includes a first magnetic powder brake (113), a second magnetic powder brake (105), a first wet clutch (117), and a second wet clutch (118). The first magnetic powder brake (113) and the second magnetic powder brake (105) are both installed on the top of the hydraulic station (103). The first magnetic powder brake (113) is connected to the first wet clutch (117), and the second magnetic powder brake (105) is connected to the second wet clutch (118). The first magnetic powder brake (113) and the second magnetic powder brake (105) are both connected to the drive force control unit. The data acquisition unit is installed at the connection between the first magnetic powder brake (113) and the first wet clutch (117), and the data acquisition unit is installed at the connection between the second magnetic powder brake (105) and the second wet clutch (118).

9. The testing device for an electronically controlled limited-slip differential system for a paddy field power chassis according to claim 1, characterized in that: The driving force providing unit is a drive motor (101).

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