Gearbox transmission torque detection device and gearbox transmission efficiency detection system

Abstract

The utility model discloses a gearbox transmission torque detection device and a gearbox transmission efficiency detection system, and the device comprises a gearbox input torque detection mechanism which comprises a first detection seat, a first torque sensor disposed on the first detection seat, and a bearing frame used for fixing a motor; one end of the first torque sensor is connected with an output shaft end of a motor fixed on the supporting frame; the gear box output torque detection mechanism comprises a fixing frame used for fixing the gear box, a second torque sensor connected with the torque output end of the gear box, and a second detection seat used for being installed on the second torque sensor; wherein the input end of the gear box is connected with the first torque sensor; and the load simulator is loaded on the second detection seat, and the load simulator is suitable for being connected with the second torque sensor.

Description

Technical Field

[0001] This utility model relates to the field of gearbox processing technology, and in particular to a gearbox transmission torque detection device and a gearbox transmission efficiency detection system. Background Technology

[0002] Planetary gears are a type of gear set found in automatic transmissions, consisting of a sun gear, planetary gears, ring gears, and a planetary carrier. Their performance needs to be evaluated during the gearbox manufacturing process to ensure efficiency and stability under various operating conditions. The design of this testing device must consider multiple factors, including gear materials, manufacturing processes, and lubrication systems, to ensure the accuracy and reliability of the test results. Through testing, the design of the planetary gear assembly can be optimized, improving its performance and durability to meet the needs of various application scenarios.

[0003] Among these methods, gearbox transmission efficiency testing devices primarily calculate transmission efficiency by simulating actual operating conditions and sampling input and output power. However, this approach suffers from low testing efficiency and data reliability, and is also complex to operate. Commonly used testing methods in the prior art include the following:

[0004] First, the meshing power method; this method calculates transmission efficiency by measuring the power loss during gear meshing. It is relatively direct, but requires precise measurement of the power parameters at the meshing point.

[0005] Second, the transmission ratio method; using the transmission ratio relationship of planetary gear transmission, the transmission efficiency is indirectly calculated by measuring the input speed and output speed. This method is relatively simple, but its accuracy may be affected by the transmission ratio error.

[0006] Third, the force offset method; the transmission efficiency is estimated by measuring the force offset generated during gear transmission. This method requires high-precision mechanical measurement equipment, but it can more comprehensively reflect the energy loss during transmission.

[0007] In response to the above situation, practical research has found that the transmission efficiency of a gearbox = output power / input power = T2*n2 / T1*n1 = T2 / i*T1, where T1 and T2 are the torques at the input and output ends, respectively; n1 and n2 are the rotational speeds at the input and output ends, respectively; and i is the transmission ratio, i = n1 / n2. Since the transmission ratio of the gearbox is known, the transmission efficiency can be calculated simply by measuring the torques at the input and output ends of the gears. Therefore, the overall efficiency and accuracy of the gearbox transmission efficiency testing process are mainly limited by the torque measurement. Thus, determining a method to quickly and efficiently obtain the output and output torques of the gearbox is a technical problem that needs to be solved. Utility Model Content

[0008] The primary objective of this invention is to provide a gearbox transmission torque detection device to address the technical problem of optimizing the detection effect of torque at the input and output ends of the gearbox.

[0009] The second objective of this invention is to provide a gearbox transmission efficiency testing system to solve the technical problem of improving the reliability of gearbox transmission efficiency testing results.

[0010] The gearbox transmission torque detection device of this utility model is implemented as follows:

[0011] A gearbox transmission torque detection device, comprising:

[0012] A gearbox input torque detection mechanism includes a first detection seat, a first torque sensor mounted on the first detection seat, and a support frame for fixing a motor; one end of the first torque sensor is connected to the output shaft end of the motor fixed on the support frame.

[0013] A gearbox output torque detection mechanism includes a mounting bracket for fixing the gearbox, a second torque sensor connected to the torque output end of the gearbox, and a second detection seat for mounting the second torque sensor; wherein the input end of the gearbox is connected to a first torque sensor; and

[0014] A load simulator is mounted on a second detection mount and is adapted to be connected to a second torque sensor.

[0015] In an optional embodiment of this invention, the first and second detection seats are slidably coupled to the same slide rail assembly; and

[0016] The slide rail assembly is mounted on the testing platform.

[0017] In an optional embodiment of this invention, the mounting bracket is detachably mounted on the testing platform.

[0018] In an optional embodiment of this utility model, the first detection seat is further configured with a first locking fastener suitable for contacting the detection platform; and

[0019] The second detection seat is also equipped with a second locking device suitable for connecting to the top detection platform.

[0020] In an optional embodiment of this invention, a first coupling is provided between the motor and the first torque sensor; and

[0021] A second coupling is provided between the first torque sensor and the gearbox;

[0022] A first connecting shaft is provided between the first torque sensor and the first coupling and the second coupling, respectively.

[0023] In an optional embodiment of this invention, a third coupling is provided between the gearbox and the second torque sensor; and

[0024] A fourth coupling is provided between the second torque sensor and the load simulator;

[0025] The second torque sensor is connected to the third and fourth couplings respectively by a second connecting shaft.

[0026] In an optional embodiment of this invention, the second detection seat is provided with a support for supporting the load simulator.

[0027] In an optional embodiment of this invention, the load simulator employs a magnetic powder brake; and

[0028] The support base is provided with a tray that supports the magnetic powder brake from the bottom of the magnetic powder brake.

[0029] The tray has an arc-shaped support surface on the outer wall that is adapted to the magnetic powder brake.

[0030] In an optional embodiment of this invention, the magnetic powder brake is adapted to move axially along the arc-shaped support surface.

[0031] The gearbox transmission efficiency detection system of this utility model is implemented as follows:

[0032] A gearbox transmission efficiency detection system includes: the gearbox transmission torque detection device.

[0033] By adopting the above technical solution, this utility model has the following beneficial effects: The gearbox transmission torque detection device and gearbox transmission efficiency detection system of this utility model can simultaneously detect the output torque of the motor and the output torque of the gearbox through the cooperation of the gearbox input torque detection mechanism and the gearbox output torque detection mechanism. In particular, the output torque of the gearbox can be obtained by adjusting the usage status of the load simulator when the gearbox is under no-load and under load, so the detection results are more comprehensive and reliable.

[0034] Furthermore, the sliding of the first and second testing seats relative to the testing platform allows for easy replacement of the gearbox under test, thereby improving the efficiency of torque testing for batch gearboxes. Attached Figure Description

[0035] Figure 1 This is a first-view structural schematic diagram of the gearbox transmission torque detection device of this utility model.

[0036] Figure 2 This is a second-view structural schematic diagram of the gearbox transmission torque detection device of this utility model;

[0037] Figure 3 This is a third-view structural schematic diagram of the gearbox transmission torque detection device of this utility model;

[0038] Figure 4 This is a schematic diagram of the overall structure of the gearbox transmission efficiency detection system of this utility model.

[0039] In the figure: First detection seat 11, support frame 12, first locking fastener 13, motor 2, gearbox 3, first torque sensor 41, second torque sensor 42, first coupling 51, second coupling 52, first connecting shaft 53, third coupling 54, fourth coupling 55, second connecting shaft 56, fixing frame 6, second detection seat 71, second locking fastener 72, detection platform 81, slide rail 82, load simulator 91, support seat 92, tray 93, arc support surface 94. Detailed Implementation

[0040] To make the contents of this utility model easier to understand, the present utility model will be further described in detail below with reference to specific embodiments and accompanying drawings.

[0041] Example 1:

[0042] Please see Figures 1 to 3 As shown, this embodiment provides a gearbox transmission torque detection device, including: a gearbox output torque detection mechanism used in conjunction with the gearbox, and a gearbox input torque detection mechanism and a load simulator 91 located on both sides of the gearbox output torque detection mechanism.

[0043] Next, in detail, the gearbox input torque detection mechanism includes a first detection seat 11, a first torque sensor 41 disposed on the first detection seat 11, and a support frame 12 for fixing the motor 2; one end of the first torque sensor 41 is connected to the output shaft end of the motor 2 fixed on the support frame 12.

[0044] The motor 2 is connected to the first torque sensor 41 by a first coupling 51; the first torque sensor 41 is connected to the gearbox 3 by a second coupling 52; and a first connecting shaft 53 is provided between the first torque sensor 41, the first coupling 51, and the second coupling 52.

[0045] Secondly, the gearbox output torque detection mechanism includes a mounting bracket 6 for fixing the gearbox 3, a second torque sensor 42 connected to the torque output end of the gearbox 3, and a second detection seat 71 for mounting the second torque sensor 42; wherein the input end of the gearbox 3 is connected to the first torque sensor 41.

[0046] The first torque sensor 41 and the second torque sensor 42 used in this embodiment are mainly used to accurately measure the force generated during forward and reverse rotation, and output real-time signals such as frequency, voltage or current as needed.

[0047] Among them, a third coupling 54 is provided between the gearbox 3 and the second torque sensor 42; and a fourth coupling 55 is provided between the second torque sensor 42 and the load simulator 91; and a second connecting shaft 56 is provided between the second torque sensor 42 and the third coupling 54 and the fourth coupling 55 respectively.

[0048] Furthermore, there is a load simulator 91, which is mounted on the second detection seat 71 and is adapted to be connected to the second torque sensor 42.

[0049] It should be noted that the centers of the output shaft end of motor 2, the first torque sensor 41, the first connecting shaft 53, the first coupling 51, the second coupling 52, the input and output ends of gearbox 3, the second connecting shaft 56, the third coupling 54, the fourth coupling 55, and the load simulator 91 are all on the same straight line.

[0050] Based on the above structure, it should be noted that, in order to facilitate the disassembly and assembly of the gearbox 3 under test and improve the overall testing efficiency of the batch gearbox 3, the first testing seat 11 and the second testing seat 71 are slidably engaged with the same slide rail 82 assembly; and the slide rail 82 assembly is mounted on the testing platform 81. The slide rail 82 assembly here generally includes a pair of slide rails 82 parallel to each other on the testing platform 81, and the first testing seat 11 and the second testing seat 71 are each slidably engaged with the pair of slide rails 82.

[0051] Based on the above structure, to prevent the first detection seat 11 and the second detection seat 71 from unexpectedly sliding along the slide rail 82 during the torque detection process of the motor 2 and gearbox 3, the first detection seat 11 in this embodiment is further equipped with a first locking fastener 13 suitable for contacting the detection platform 81; and the second detection seat 71 is further equipped with a second locking fastener 72 suitable for contacting the detection platform 81. Referring to the accompanying drawings, in one optional case, both the first locking fastener 13 and the second locking fastener 72 are flower-shaped locking screws, and the axial direction of the flower-shaped locking screws is perpendicular to the detection platform 81. The first detection seat 11 and the second detection seat 71 are respectively provided with locking holes that thread-mate with the flower-shaped locking screws. Thus, by adjusting the tightness of the flower-shaped locking screws in contact with the first detection seat 11 and the second detection seat 71, the state of contact between the flower-shaped locking screws and the detection platform 81 can be adjusted. When the flower-shaped locking screw is tightened with the first detection seat 11 and the second detection seat 71 respectively, the flower-shaped fastening screw can abut against the detection platform 81, so that the first detection seat 11 and the second detection seat 71 cannot slide on the detection platform 81; when the flower-shaped locking screw is loosened relative to the first detection seat 11 and the second detection seat 71 respectively, the flower-shaped fastening screw can separate from the detection platform 81, so that the first detection seat 11 and the second detection seat 71 can slide smoothly on the detection platform 81.

[0052] In addition, the mounting bracket 6 is provided with through holes to meet the connection requirements of the gearbox 3 and the third coupling 54. Considering the different specifications and sizes of different gearboxes 3, the mounting bracket 6 can be detachably mounted on the testing platform 81 to adapt to the testing requirements of different gearboxes 3. In this way, the corresponding mounting bracket 6 can be replaced with different gearboxes 3.

[0053] It should also be noted that, in order to facilitate the detection of torque of gearbox 3 under no-load conditions in this embodiment, this embodiment also needs to facilitate the separation of load simulator 91 and fourth coupling 55 from second torque sensor 42. The following design was made for this purpose:

[0054] The second testing seat 71 is equipped with a support seat 92 for supporting the load simulator 91. Referring to the attached diagram, in one optional scenario, the load simulator 91 employs a magnetic particle brake, primarily used to brake rotating machinery and as a loading device for performance testing of mechanical transmission equipment, utilizing electromagnetic principles and magnetic particle to transmit torque. The support seat 92 has a tray 93 that supports the magnetic particle brake from its bottom; the tray 93 has an arc-shaped support surface 94 that adapts to the outer wall of the magnetic particle brake. Based on this, the magnetic particle brake is suitable for axial movement along the arc-shaped support surface 94. Because the magnetic particle brake has a certain self-weight, when placed on the arc-shaped support surface 94 of the tray 93, it will not wobble without external force.

[0055] Based on the above structure, the fourth coupling 55 is fixed to the magnetic powder brake to form an assembly. Then, the assembly is moved axially along the arc support surface 94 of the tray 93. When the assembly moves toward the second torque sensor 42, the second connecting shaft 56 on the second torque sensor 42 can be assembled with the fourth coupling 55, so that the torque of the gearbox 3 under load can be obtained through the second torque sensor 42 at this time. When the assembly moves away from the second torque sensor 42, the second connecting shaft 56 on the second torque sensor 42 can be separated from the fourth coupling 55, so that the torque of the gearbox 3 under no-load can be obtained through the second torque sensor 42 at this time.

[0056] In summary, the gearbox transmission torque detection device of this embodiment can adapt to the testing needs of different speeds and loads. By accurately measuring and simulating actual working conditions, it not only improves testing efficiency and data reliability, but also meets the testing requirements of gearboxes of different specifications.

[0057] Example 2:

[0058] Please see Figure 4 As shown, based on the gearbox transmission torque detection device of Embodiment 1, this embodiment provides a gearbox 3 transmission efficiency detection system, including: the gearbox transmission torque detection device of Embodiment 1. For the gearbox 3 transmission efficiency detection system of this embodiment, the first torque sensor 41 and the second torque sensor 42 can be connected to the same controller to facilitate uploading the data detected by the first torque sensor 41 and the second torque sensor 42 to the controller for further analysis. This embodiment does not absolutely limit the specific model of the controller. Connecting the controller to the sensors to acquire the signals collected by the sensors is a mature and conventional technology; therefore, the controller here can be any existing mature technology capable of acquiring sensor signals.

[0059] The above specific embodiments further illustrate the purpose, technical solution, and beneficial effects of this utility model. It should be understood that the above are only specific embodiments of this utility model and are not intended to limit this utility model. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the protection scope of this utility model.

[0060] In the description of this utility model, it should be understood that the terms indicating orientation or positional relationship are based on the orientation or positional relationship shown in the drawings and are only for the convenience of describing this utility model and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model.

[0061] In this utility model, unless otherwise explicitly specified and limited, the terms "installation," "connection," "joining," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0062] In the description of this utility model, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship commonly used when the product of this utility model is in use. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model. In addition, the terms "first," "second," and "third," etc., are only used to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0063] Furthermore, terms such as "horizontal," "vertical," and "sag" do not imply that components must be absolutely horizontal or suspended, but rather that they can be slightly tilted. For example, "horizontal" simply means that its direction is more horizontal relative to "vertical," and does not mean that the structure must be completely horizontal, but can be slightly tilted.

[0064] In this invention, unless otherwise expressly specified and limited, "above or below" the first feature may include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on" the first feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the first feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

Claims

1. A gearbox transmission torque detection device, characterized in that, include: A gearbox input torque detection mechanism includes a first detection seat, a first torque sensor mounted on the first detection seat, and a support frame for fixing a motor; one end of the first torque sensor is connected to the output shaft end of the motor fixed on the support frame. A gearbox output torque detection mechanism includes a mounting bracket for fixing the gearbox, a second torque sensor connected to the torque output end of the gearbox, and a second detection seat for mounting the second torque sensor; wherein the input end of the gearbox is connected to a first torque sensor; and A load simulator is mounted on a second detection mount and is adapted to be connected to a second torque sensor.

2. The gearbox transmission torque detection device according to claim 1, characterized in that, The first and second detection seats slide in cooperation with the same slide rail assembly; and The slide rail assembly is mounted on the testing platform.

3. The gearbox transmission torque detection device according to claim 2, characterized in that, The mounting bracket is detachably mounted on the testing platform.

4. The gearbox transmission torque detection device according to claim 2, characterized in that, The first detection seat is also equipped with a first locking fastener suitable for contacting the top detection platform; and The second detection seat is also equipped with a second locking device suitable for connecting to the top detection platform.

5. The gearbox transmission torque detection device according to any one of claims 1 to 4, characterized in that, A first coupling is provided between the motor and the first torque sensor; and A second coupling is provided between the first torque sensor and the gearbox; A first connecting shaft is provided between the first torque sensor and the first coupling and the second coupling, respectively.

6. The gearbox transmission torque detection device according to claim 5, characterized in that, A third coupling is provided between the gearbox and the second torque sensor; and A fourth coupling is provided between the second torque sensor and the load simulator; The second torque sensor is connected to the third and fourth couplings respectively by a second connecting shaft.

7. The gearbox transmission torque detection device according to claim 1, characterized in that, The second detection seat is equipped with a support for supporting the load simulator.

8. The gearbox transmission torque detection device according to claim 7, characterized in that, The load simulator employs a magnetic particle brake; and The support base is provided with a tray that supports the magnetic powder brake from the bottom of the magnetic powder brake. The tray has an arc-shaped support surface on the outer wall that is adapted to the magnetic powder brake.

9. The gearbox transmission torque detection device according to claim 8, characterized in that, The magnetic powder brake is adapted to move axially along the arc-shaped support surface.

10. A gearbox transmission efficiency detection system, characterized in that, include: The gearbox transmission torque detection device as described in any one of claims 1 to 9.

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