Test system for speed regulator
By combining the power control unit, gear switching unit, and motor drive unit, the problems of complexity and high energy consumption in traditional speed controller testing systems are solved, enabling efficient and standardized speed controller performance testing and fault diagnosis, and improving the response speed and stability of the testing system.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- CHINESE PEOPLES LIBERATION ARMY 4805 FACTORY SHANGHAI SHIPYARD
- Filing Date
- 2025-06-07
- Publication Date
- 2026-04-14
AI Technical Summary
Traditional governor testing systems rely on physical connections to diesel engines. These systems are complex, energy-intensive, and require cumbersome debugging. Furthermore, they are limited by the adjustability and stability of the diesel engine itself, making them unsuitable for efficient and standardized batch factory testing.
The system employs a combination of a power control unit, a gear shifting unit, and a motor drive unit. The power control unit provides a stable power supply, the gear shifting unit adjusts the gear position, and the motor drive unit drives the speed governor for testing, simulating the operating state of the diesel engine speed governor under different working conditions.
It enables efficient and standardized performance testing and fault diagnosis of speed controllers, improves the response speed and stability of the testing system, and ensures the safety and controllability of the testing process.
Smart Images
Figure CN224122151U_ABST
Abstract
Description
Technical Field
[0001] This application relates to the technical fields of mechanical testing and electrical control, and in particular to a testing system for speed controllers. Background Technology
[0002] Diesel engines are widely used as power equipment in fields such as construction machinery, agricultural vehicles, and power generation equipment. Their performance stability and fuel economy are highly dependent on the precise control of the speed control system. As a key component of the diesel engine fuel injection system, the governor's main function is to adjust the fuel injection quantity in a timely manner when the load changes or the operator shifts gears, thereby stabilizing the engine speed and preventing stalling or overspeeding.
[0003] Currently, governors typically undergo bench testing before leaving the factory to verify their response speed, adjustment accuracy, and target speed matching capability, ensuring stable operation after the entire unit is installed. However, traditional testing methods often rely on the physical connection to the diesel engine, with the engine itself outputting different gear signals to trigger the governor's response. This results in a complex testing system, high energy consumption, and a cumbersome debugging process. Furthermore, it is limited by the adjustability and stability of the diesel engine itself, hindering efficient and standardized batch factory testing. Utility Model Content
[0004] In order to improve the efficiency of speed governor testing, this application provides a testing system for speed governors.
[0005] The testing system for speed controllers provided in this application adopts the following technical solution:
[0006] A test system for a speed controller includes a power control unit, a gear switching unit, and a motor drive unit; the voltage output terminal of the power control unit is electrically connected to the power supply terminals of the gear switching unit and the motor drive unit, the motor drive unit is controlled to be connected to the gear switching unit, and the gear switching unit includes at least one gear adjustment module.
[0007] By adopting the above technical solution, the testing function of the diesel engine governor is realized through the combination of a power control unit, a gear switching unit, and a motor drive unit. The power control unit provides a stable power supply for the entire system, the gear switching unit can adjust different gears, and the motor drive unit is used to drive the governor for testing. This structure enables the test system to simulate the operating state of the diesel engine governor under different working conditions, providing a foundation for the performance testing and fault diagnosis of the governor.
[0008] Preferably, the power control unit includes a power supply V1, a speed controller, and at least one gear position relay. The speed controller includes at least one normally closed contact controlled by an external relay, and the number of gear position relays and normally closed contacts is the same as that of the gear position adjustment module. The gear position relays and the gear position adjustment module (21) correspond one-to-one. The voltage output terminal of the power supply V1 is grounded through one of the normally closed contacts and one of the gear position relays in sequence, and the voltage output terminal of the power supply V1 is electrically connected to the power supply terminals of the gear position switching unit and the motor drive unit.
[0009] By adopting the above technical solution and through the cooperation of the speed controller and the gear relay, precise power supply to the gear switching unit and the motor drive unit is achieved.
[0010] Preferably, the gear shifting module further includes relays KS and KJ, and the gear adjustment module includes a speed control switch, a first relay, and a second relay. The output terminal of the power control unit is grounded sequentially through the normally closed contact of the speed control switch, the gear relay, and the first relay. The connection point between the normally closed contact of the speed control switch and the gear relay is electrically connected to one end of the normally open switch of the first relay. The other end of the normally open switch of the first relay is electrically connected to the connection point between the normally closed contact of the gear relay and the first relay, and is grounded sequentially through the normally closed contact of the second relay and the second relay. The connection point between the normally closed contact of the speed control switch and the gear relay is electrically connected to one end of the normally open contact of the gear relay. The other end of the normally open contact of the gear relay is grounded through the second relay, and is grounded sequentially through the normally closed contact of the first relay and the relay KJ.
[0011] By adopting the above technical solution, automatic gear switching is achieved through the logic control of the speed adjustment switch, the first relay, and the second relay in the gear adjustment module. The normally open / normally closed contacts of the relays are used to ensure the timing and accuracy of the action, thereby improving the response speed and stability of the test system.
[0012] Preferably, the gear switch further includes a first diode and a second diode. The positive terminal of the first diode is electrically connected to the end of the normally closed contact of the second relay away from the normally open contact of the first relay, and the cathode of the first diode is electrically connected to the non-grounded terminal of the relay KS. The anode of the second diode is electrically connected to the normally closed contact of the first relay away from the normally open contact of the gear switch, and the cathode of the second diode is electrically connected to the non-grounded terminal of the relay KJ.
[0013] By adopting the above technical solution and introducing the first and second diodes, the reverse current generated when the relay coil is de-energized is effectively suppressed, protecting the sensitive components in the circuit, extending the service life of the relay, and improving the anti-interference capability of the system.
[0014] Preferably, the motor drive unit includes a motor, and the voltage output terminal of the power control unit is grounded sequentially through the first normally open contact of relay KJ and the first normally open contact of relay KS. The voltage output terminal of the power control unit is also grounded sequentially through the second normally open contact of relay KS and the second normally open contact of relay KJ. The first connection terminal of the motor is electrically connected to the connection point between the first normally open contact of relay KJ and the first normally open contact of relay KS, and the second connection terminal of the motor is electrically connected to the second normally open contact of relay KS and the second normally open contact of relay KJ.
[0015] By adopting the above technical solution, the forward and reverse rotation of the motor is controlled by the activation of the normally open contacts of relays KJ and KS, thus realizing bidirectional drive of the speed controller motor and meeting the needs of different test conditions.
[0016] Preferably, the motor drive unit further includes a resistor R1, and the first connection terminal of the motor is electrically connected to the second connection terminal of the motor in sequence through the normally closed contact of relay KS, resistor R1 and normally closed contact of relay KJ.
[0017] By adopting the above technical solution, a resistor R1 is added to the motor drive unit to limit the starting current of the motor and avoid damage to components due to excessive current. At the same time, the normally closed contacts of relays KS and KJ achieve smooth current transition and improve the safety of the system.
[0018] Preferably, the motor drive unit further includes an inductor L1, and the voltage output terminal of the power control unit is grounded through the inductor L1.
[0019] By adopting the above technical solution and introducing inductor L1, the current fluctuations during motor operation are smoothed, the impact of voltage spikes on the circuit is reduced, and a freewheeling path is provided for relay switching, further improving the stability and reliability of the system.
[0020] Preferably, the motor drive unit further includes a speed controller stop switch and a speed controller stop electromagnet, and the voltage output terminal of the power control unit is grounded in sequence through the speed controller stop switch and the speed controller stop electromagnet.
[0021] By adopting the above technical solution and adding a speed governor stop switch and a stop electromagnet, rapid braking control of the speed governor is achieved, ensuring the safety and controllability of the testing process and meeting the needs of emergency shutdown.
[0022] Preferably, the voltage output terminal of the power supply V1 is connected in sequence to the power supply terminals of the gear switching unit and the motor drive unit via the main switch K and the fuse F.
[0023] By adopting the above technical solution, the system is provided with a dual protection mechanism through the combination design of the main switch K and the fuse F, which not only realizes the power supply on and off control, but also prevents equipment damage caused by overcurrent or short circuit.
[0024] Preferably, the end of the fuse F furthest from the main switch K is grounded via an indicator light.
[0025] By adopting the above technical solution, indicator lights were added to the power control unit, which intuitively displays the power supply status of the system, making it easier for operators to quickly determine whether the system is working properly.
[0026] In summary, this application includes at least one of the following beneficial technical effects:
[0027] 1. The gear shifting unit realizes the gear shifting logic through multiple gear adjustment modules. The contacts of the gear relay are linked with the gear adjustment module, which can control the energizing state of relays KS and KJ, thereby controlling the forward or reverse rotation of the motor.
[0028] 2. By setting the first diode and the second diode, it is possible to ensure that the current of relays KS and KJ is released in reverse when the coils are de-energized, which protects the circuit, avoids reverse current surges, and extends the service life of the relays. Attached Figure Description
[0029] Figure 1 This is a schematic block diagram of an embodiment of this application;
[0030] Figure 2 This is a circuit diagram of the power control unit in an embodiment of this application;
[0031] Figure 3 This is a circuit diagram of the gear shifting unit in an embodiment of this application;
[0032] Figure 4 This is a circuit diagram of the motor drive unit in an embodiment of this application.
[0033] Reference numerals: 1. Power control unit; 2. Gear switching unit; 21. Gear adjustment module; 3. Motor drive unit. Detailed Implementation
[0034] The following combination Figures 1-4 This application will be described in further detail.
[0035] This application discloses a test system for speed controllers.
[0036] Reference Figure 1 A test system for a speed controller includes a power control unit 1, a gear shifting unit 2, and a motor drive unit 3. The voltage output terminal of the power control unit 1 is electrically connected to the power supply terminals of the gear shifting unit 2 and the motor drive unit 3 to provide power. The motor drive unit 3 is controlled and connected to the gear shifting unit 2, and the gear shifting unit 2 includes at least one gear adjustment module 21.
[0037] refer to Figure 2 The power control unit 1 includes a power supply V1, a main switch K, a fuse F, a speed controller, and at least one gear relay, with the number of gear relays corresponding to the number of gear adjustment modules 21. In this embodiment, four gear relays are provided, designated as relays K1, K2, K3, and K4. The speed controller internally includes normally open contacts K01, K02, K03, and K04, each controlled by multiple external relays. The voltage output terminal of the power supply V1 is electrically connected to one end of the main switch K. The other end of the main switch K is electrically connected to one end of the fuse F. The other end of the fuse F is electrically connected to one end of normally open contacts K01 and K03. The fuse F provides overcurrent protection to ensure the safety of subsequent electrical components. The other end of normally open contact K01 is electrically connected to one end of relay K1, and the other end of relay K1 is grounded. One end of normally open contact K03 is electrically connected to one end of relay K3, and the other end of relay K3 is grounded. The connection point between fuse F and normally open contact K01 is electrically connected to one end of normally open contact K02 and normally open contact K04, respectively. The other end of normally open contact K02 is electrically connected to one end of relay K2, and the other end of relay K2 is grounded. One end of normally open contact K04 is electrically connected to one end of relay K4, and the other end of relay K4 is grounded.
[0038] When the external relay is energized, normally open contacts K01 and K03 close synchronously, or normally open contacts K02 and K04 close synchronously. When normally open contacts K01 and K03 close synchronously, relays K1 and K3 are energized; when normally open contacts K02 and K04 close synchronously, relays K2 and K4 are energized.
[0039] Preferably, the power control unit 1 also includes an indicator light, which can be an LED or an incandescent bulb, etc. One end of the indicator light is electrically connected to the end of the fuse F furthest from the switch K, and the other end of the indicator light is grounded. When the switch K is closed, the indicator light illuminates, indicating that the test system is powered on. Furthermore, the end of the fuse F furthest from the switch K is designated as connection point a1, and the ground is designated as connection point b1, for ease of subsequent explanation.
[0040] refer to Figure 2 In addition to the gear adjustment module 21 mentioned above, the gear adjustment unit also includes a relay KS and a relay KS. In this embodiment, the gear switching unit 2 includes four gear adjustment modules 21.
[0041] Taking one of the gear adjustment modules 21 as an example, the gear adjustment module 21 includes a speed control switch, a first relay 1KS, normally open contacts 1KS1 and 1KS2 of the first relay 1KS, a second relay 1KJ, normally closed contacts 1KJ1 of the second relay 1KJ, a first diode D10, a second diode D11, and normally closed contacts K11 and normally open contacts K12 of relay K1. In this gear adjustment module 21, the speed control switch is set to speed control level 1. In other gear adjustment modules 21, the speed control switch can be set to speed control level 2, speed control level 3, and speed control level 4. Connection point a1 is electrically connected to one end of the speed control level 1 switch, and the other end of the speed control level 1 switch is electrically connected to one end of the first relay 1KS through the normally closed contact K11. The other end of the first relay 1KS is electrically connected to connection point A2. One end of normally open contact 1KS1 is electrically connected to the connection point between the speed control switch (speed 1) and normally closed contact K11; the other end of normally open contact 1KS1 is electrically connected to the connection point between normally closed contact K11 and first relay 1KS, and is also electrically connected to the anode of first diode D10 via normally closed contact 1KJ1; the cathode of first diode D10 is electrically connected to one end of relay KS, and the other end of relay KS is electrically connected to connection point b1. One end of normally open contact K12 is electrically connected to the connection point between the speed control switch (speed 1) and normally closed contact K11; the other end of normally open contact K12 is electrically connected to one end of second relay 1KJ and one end of normally closed contact 1KS2. The other end of second relay 1KJ is electrically connected to connection point b1. The other end of normally closed contact 1KS2 is electrically connected to the anode of second diode D11, the other end of second diode D11 is electrically connected to one end of relay KJ, and the other end of relay KJ is electrically connected to connection point b1.
[0042] When the speed control switch for gear 1 is closed, the voltage at the output terminal of the power control unit 1 is output to the first relay 1KS via the normally closed contact K11, energizing the first relay 1KS. After the first relay 1KS is energized, the normally open contact 1KS1 closes, and the normally closed contact 1KS2 opens. At this time, the voltage at the output terminal of the power control unit 1 is output to relay KS via the closed normally open contact 1KS1, the normally closed contact 1KJ1, and the first diode D10, energizing relay KS. If relay K1 is energized at this time, the normally closed contact K11 opens, and the normally open contact K12 closes. At this time, the first relay 1KS is de-energized, and the second relay 1KJ is energized, causing the normally closed contact 1KJ1 to open. At this time, the voltage at the output terminal of the power control unit 1 is output to relay KJ via the closed normally open contact K12, the normally closed contact 1KS2, and the second diode D11, energizing relay KJ.
[0043] Furthermore, by setting the first diode D10 and the second diode D11, it is possible to ensure that the current is released in reverse when the coils of relays KS and / or KJ are de-energized, thus protecting the circuit.
[0044] refer to Figure 3 The structures of the second gear adjustment module 21, the third gear adjustment module 21, and the fourth adjustment module are basically the same as those of the first gear adjustment module 21.
[0045] refer to Figure 3 The motor drive unit 3 includes a first normally open contact KS1, a second normally open contact KS2, and a normally closed contact KS3 of a relay KS, and a first normally open contact KJ1, a second normally open contact KJ2, and a normally closed contact KJ3 of a relay KJ. The third module also includes a resistor R1 and a speed controller motor, and the speed controller motor includes a motor M and an inductor L1. Connection point a1 is sequentially connected to connection point b1 via the first normally open contact KJ1 and the first normally open contact KS1, and connection point a1 is also sequentially connected to connection point b1 via the second normally open contact KS2 and the second normally open contact KJ2. The connection point between the first normally open contact KJ1 and the first normally open contact KS1 is sequentially connected to the connection point between the second normally open contact KS2 and the second normally open contact KJ2 via the normally closed contact KS3, the resistor R1, and the normally closed contact KJ3. The first connection terminal of motor M is electrically connected to the connection point between the first normally open contact KJ1 and the first normally open contact KS1, and the second connection terminal of motor M is electrically connected to the connection point between the second normally open contact KS2 and the second normally open contact KJ2. One end of inductor L1 is electrically connected to connection point a1, and the other end of inductor L1 is electrically connected to connection point b1.
[0046] When relay KJ is energized, the first normally open contact KJ1 and the second normally open contact KJ2 close, and the normally closed contact KJ3 opens. Current then flows from the first connection terminal to the second connection terminal of the motor, causing the motor to rotate forward or reverse. When relay KS is energized, the first normally open contact KS1 and the second normally open contact KS2 close, and the normally closed contact KS3 opens. Current then flows from the second connection terminal to the first connection terminal of the motor, causing the motor to rotate in reverse or forward. When relay KJ or relay KS is not fully engaged, the starting current can be limited by setting a resistor R1. Setting an inductor L1 can smooth the current to the motor M, reducing inrush current; and provide a freewheeling path when switching relays, preventing voltage spikes.
[0047] The third module also includes a governor stop switch and a governor stop electromagnet. Connection point a1 is electrically connected to connection point b1 via the governor stop switch and the governor stop electromagnet. When the governor stop switch is closed, the governor stop electromagnet is energized, thereby achieving braking of the governor.
[0048] The implementation principle of a test system for a speed controller according to an embodiment of this application is as follows: a stable power supply is provided by a power control unit 1, and the normally open contacts inside the speed controller are used to control the on / off state of the gear relays; the gear switching unit 2 realizes the gear switching logic through multiple gear adjustment modules 21, and controls the energizing state of relays KS and KJ; the motor drive unit 3 switches the current direction through the energizing contacts of relays KS and KJ, drives the speed controller motor to rotate forward and backward, and finally realizes the multi-gear test and braking control of the speed controller.
[0049] The above are all preferred embodiments of this application, and are not intended to limit the scope of protection of this application. Therefore, all equivalent changes made in accordance with the structure, shape and principle of this application should be covered within the scope of protection of this application.
Claims
1. A testing system for speed controllers, characterized in that: It includes a power control unit (1), a gear switching unit (2) and a motor drive unit (3); the voltage output terminal of the power control unit (1) is electrically connected to the power supply terminal of the gear switching unit (2) and the motor drive unit (3), the motor drive unit (3) is controlled to be connected to the gear switching unit (2), and the gear switching unit (2) includes at least one gear adjustment module (21).
2. The test system for a speed controller according to claim 1, characterized in that: The power control unit (1) includes a power supply V1, a speed controller, and at least one gear position relay. The speed controller includes at least one normally closed contact controlled by an external relay. The number of gear position relays and normally closed contacts is the same as that of the gear position adjustment module (21), and the gear position relays and the gear position adjustment module (21) correspond one-to-one. The voltage output terminal of the power supply V1 is grounded through one of the normally closed contacts and one of the gear position relays in sequence. The voltage output terminal of the power supply V1 is electrically connected to the power supply terminals of the gear position switching unit (2) and the motor drive unit (3).
3. The test system for a speed controller according to claim 2, characterized in that: The gear shifting module also includes relays KS and KJ. The gear adjustment module (21) includes a speed control gear switch, a first relay, and a second relay. The output terminal of the power control unit (1) is grounded sequentially through the normally closed contact of the speed control gear switch, the gear relay, and the first relay. The connection point between the normally closed contact of the speed control gear switch and the gear relay is electrically connected to one end of the normally open switch of the first relay. The other end of the normally open switch of the first relay is electrically connected to the connection point between the normally closed contact of the gear relay and the first relay, and is grounded sequentially through the normally closed contact of the second relay and the second relay. The connection point between the normally closed contact of the speed control gear switch and the gear relay is electrically connected to one end of the normally open contact of the gear relay. The other end of the normally open contact of the gear relay is grounded through the second relay, and is grounded sequentially through the normally closed contact of the first relay and the relay KJ.
4. The test system for a speed controller according to claim 3, characterized in that: The gear switch also includes a first diode and a second diode. The positive terminal of the first diode is connected to the end of the normally closed contact of the second relay away from the normally open contact of the first relay, and the cathode of the first diode is connected to the non-grounded terminal of the relay KS. The anode of the second diode is connected to the normally closed contact of the first relay away from the normally open contact of the gear switch, and the cathode of the second diode is connected to the non-grounded terminal of the relay KJ.
5. A test system for a speed controller according to claim 3, characterized in that: The motor drive unit (3) includes a motor. The voltage output terminal of the power control unit (1) is grounded in sequence through the first normally open contact of relay KJ and the first normally open contact of relay KS. The voltage output terminal of the power control unit (1) is also grounded in sequence through the second normally open contact of relay KS and the second normally open contact of relay KJ. The first connection terminal of the motor is electrically connected to the connection point between the first normally open contact of relay KJ and the first normally open contact of relay KS. The second connection terminal of the motor is electrically connected to the second normally open contact of relay KS and the second normally open contact of relay KJ.
6. A test system for a speed controller according to claim 5, characterized in that: The motor drive unit (3) also includes a resistor R1. The first connection terminal of the motor is connected to the second connection terminal of the motor in sequence through the normally closed contact of relay KS, resistor R1 and normally closed contact of relay KJ.
7. A test system for a speed controller according to claim 5, characterized in that: The motor drive unit (3) also includes an inductor L1, and the voltage output terminal of the power control unit (1) is grounded through the inductor L1.
8. A test system for a speed controller according to claim 5, characterized in that: The motor drive unit (3) also includes a speed controller stop switch and a speed controller stop electromagnet. The voltage output terminal of the power control unit (1) is grounded in sequence through the speed controller stop switch and the speed controller stop electromagnet.
9. A test system for a speed controller according to claim 2, characterized in that: The voltage output terminal of the power supply V1 is connected in sequence to the power supply terminals of the gear switching unit (2) and the motor drive unit (3) through the main switch K and the fuse F.
10. A test system for a speed controller according to claim 9, characterized in that: The end of the fuse F furthest from the main switch K is grounded via an indicator light.