A kind of direction machine no-load, with load test detection system

Abstract

The utility model discloses a kind of direction machine no-load, with load test detection system, including test bench, electric control cabinet;Direct current speed-regulating motor is installed on test bench, torque sensor, to be detected direction machine, and the output end of to be detected direction machine is connected with magnetic powder clutch through load connecting mechanism;Vibration sensor is fixed on the outer wall of to be detected direction machine shell;Electric control cabinet includes cabinet door and cabinet body, and cabinet door is equipped with touch screen, start button, stop button, emergency stop button, power indicator, over-torque alarm indicator, and PLC controller, direct current speed regulator, magnetic powder brake controller, main power circuit breaker, air switch, relay, two-way signal conversion module are equipped in cabinet body;Temperature sensor is fixedly attached on the outer wall of the bearing seat of to be detected direction machine.The utility model gets system is the comprehensive test platform integrated with mechanical transmission, electric drive, sensing measurement and electric control.

Description

Technical Field

[0001] This utility model relates to the field of artillery directional gear performance testing technology, specifically a directional gear no-load and loaded test system. Background Technology

[0002] The azimuth mechanism of an artillery piece is the core transmission device controlling the azimuth angle (horizontal rotation) of the gun. Together with the elevation mechanism controlling the firing angle (elevation), it forms the artillery aiming system, directly determining the aiming accuracy and combat response speed of the gun. It is a key component of the artillery weapon system. Its structure is complex and requires extremely high precision. A typical artillery azimuth mechanism consists of five core units: a power input unit, using a manual crank or electric drive motor, responsible for providing transmission power; a reduction transmission unit, including a worm gear, worm wheel, and multi-stage reduction gear set, which achieves "speed reduction and torque increase" through the self-locking characteristics of the worm gear and worm wheel and gear reduction, ensuring transmission stability and accuracy; an output execution unit, including the azimuth output shaft and connecting flange, which transmits torque to the gun slewing frame, driving the gun barrel to rotate horizontally; a support and positioning unit, including a housing and bearing seats, which fixes parts and ensures the coaxiality of the shaft system, controlling the fit clearance; and an auxiliary control unit, including a self-locking device and limit switches, which prevents gun barrel deviation and limits the adjustment range, ensuring safety.

[0003] Due to the harsh working environment of artillery (which must withstand vibration, impact, and high and low temperatures), the dimensional accuracy of each part of the directional mechanism (such as the tooth profile tolerance of the worm gear), the fit clearance (such as the clearance between the bearing and the shaft), and the transmission efficiency must be strictly controlled. Otherwise, transmission jamming, accuracy decay, or even mechanism failure may occur, affecting the combat effectiveness of the artillery.

[0004] Currently, traditional directional gear testing equipment has significant limitations: First, it uses purely manual control for loading and speed adjustment, which is cumbersome to operate and prone to human error, making it difficult to simulate dynamic loads in actual combat, such as the inertial load when the gun barrel rotates; second, test data relies on manual reading and recording, making it impossible to collect key parameters such as torque, speed, vibration, and temperature in real time, and lacking automatic analysis and statistical functions, resulting in poor repeatability of test results and difficulty in tracing faults; third, the safety protection mechanism is imperfect, lacking automatic shutdown protection under abnormal operating conditions such as overload and overtravel, which can easily lead to equipment damage or personnel safety accidents, and the test process lacks standardized recording, failing to meet the quality control requirements of modern production.

[0005] With the increasing demands for reliability and accuracy in artillery weapon systems, traditional testing methods can no longer meet the needs of directional gear factory inspection, performance evaluation, and life testing. There is an urgent need for a highly automated testing system with comprehensive test parameters and safe and controllable capabilities to improve testing efficiency and data accuracy, and ensure the service performance of the directional gear. Utility Model Content

[0006] The purpose of this invention is to provide a steering gear no-load and loaded test system to solve the problems mentioned in the background art.

[0007] To achieve the above objectives, the technical solution adopted by this utility model is as follows: A steering gear no-load and load test system includes a test bench and an electrical control cabinet; The test bench is equipped with a DC speed-regulating motor, a torque sensor, and a steering gear under test. The DC speed-regulating motor, torque sensor, and steering gear under test are coaxially connected in sequence via a coupling. The output end of the steering gear under test is connected to a magnetic powder clutch via a load connection mechanism. A vibration sensor is fixed on the outer wall of the housing of the steering gear under test. The electrical control cabinet includes a door and a cabinet body. The door is equipped with a touch screen, a start button, and a stop button. The cabinet body houses a PLC controller, a DC speed controller, a magnetic powder brake controller, a main power circuit breaker, an air switch, a relay, and a dual-channel signal conversion module. The input terminal of the main power circuit breaker is connected to the external AC power grid, and the output terminal is connected to the air switch. The air switch, torque sensor, touch screen, start button, and stop button are all electrically connected to the PLC controller. The output terminal of the PLC controller is electrically connected to the magnetic powder clutch through the magnetic powder brake controller. The vibration sensor and the DC speed controller are electrically connected to the PLC controller through the dual-channel signal conversion module and the relay, respectively. The output terminal of the DC speed controller is electrically connected to the DC speed-regulating motor.

[0008] Furthermore, the load connection mechanism is a replaceable structure, including a coupling, transmission flange, or torque arm adapted to the output shaft of the steering gear to be tested.

[0009] Furthermore, the cabinet door is also equipped with an emergency stop button, a power indicator light, and an over-torque alarm indicator light, which are electrically connected to the PLC controller.

[0010] Furthermore, a temperature sensor is attached and fixed to the outer wall of the bearing housing of the steering gear to be tested. The temperature sensor is electrically connected to the PLC controller through an analog signal acquisition module, which is installed inside the cabinet.

[0011] Compared with the prior art, the beneficial effects of this utility model are: This system, with a PLC controller at its core, coordinates a DC speed-regulating motor, a magnetic powder clutch, and various sensors to form a comprehensive testing platform integrating mechanical transmission, electric drive, sensing and measurement, and electric control. The DC speed-regulating motor simulates power input, and the magnetic powder clutch simulates load, enabling automated testing under various operating conditions, from no-load to loaded. Through torque, vibration, and temperature sensors, key performance parameters such as torque, speed, vibration acceleration, and temperature rise of the steering gear during operation can be collected synchronously and in real time, overcoming the problems of low efficiency and poor consistency in traditional manual testing. By incorporating multiple hardware safety mechanisms, such as an emergency stop button and an over-torque alarm indicator, the system immediately alarms upon exceeding limits, effectively preventing equipment overload damage and potential personal injury accidents, ensuring a safe and controllable testing process. Attached Figure Description

[0012] Figure 1 This is a structural schematic diagram of a steering gear no-load and loaded test detection system according to the present invention; Figure 2 yes Figure 1 Schematic diagram of the internal structure of the middle cabinet; Figure 3 This is a block diagram of the control principle of a steering gear no-load and loaded test detection system according to this utility model; In the diagram: 1-Test bench, 2-Electrical control cabinet, 201-Cabinet door, 202-Cabinet body, 3-DC speed-regulating motor, 4-Torque sensor, 5-Steering gear under test, 6-Temperature sensor, 7-Vibration sensor, 8-Magnetic powder clutch, 9-Load connection mechanism, 10-PLC controller, 11-DC speed controller, 12-Magnetic powder brake controller, 13-Main power circuit breaker, 14-Air switch, 15-Relay, 16-Analog signal acquisition module, 17-Dual signal conversion module, 18-Start button, 19-Stop button, 20-Emergency stop button, 21-Power indicator light, 22-Over-torque alarm indicator light, 23-Touch screen. Detailed Implementation

[0013] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0014] Example Please see Figure 1-3 This utility model provides a steering gear no-load and load test system, including a test bench and an electrical control cabinet; The test bench is equipped with a DC speed-regulating motor, a torque sensor, and a steering gear under test. The DC speed-regulating motor, torque sensor, and steering gear under test are coaxially connected in sequence via a coupling. The output end of the steering gear under test is connected to a magnetic powder clutch via a load connection mechanism. A vibration sensor is fixed on the outer wall of the housing of the steering gear under test. The electrical control cabinet includes a door and a cabinet body. The door is equipped with a touch screen, a start button, and a stop button. The cabinet body houses a PLC controller, a DC speed controller, a magnetic powder brake controller, a main power circuit breaker, an air switch, a relay, and a dual-channel signal conversion module. The input terminal of the main power circuit breaker is connected to the external AC power grid, and the output terminal is connected to the air switch. The air switch, torque sensor, touch screen, start button, and stop button are all electrically connected to the PLC controller. The output terminal of the PLC controller is electrically connected to the magnetic powder clutch through the magnetic powder brake controller. The vibration sensor and the DC speed controller are electrically connected to the PLC controller through the dual-channel signal conversion module and the relay, respectively. The output terminal of the DC speed controller is electrically connected to the DC speed-regulating motor.

[0015] In this embodiment, a DC speed-regulating motor is used to simulate power input, a magnetic powder clutch is used to apply simulated operating load, a torque sensor is used to measure input torque and speed, and a vibration sensor is used to collect vibration signals of the steering gear housing to be tested.

[0016] In this embodiment, the touchscreen selected is the TPC1071gi, a high-performance embedded integrated touchscreen equipped with a Cortex-A7 processor with a main frequency of up to 800MHz. This product uses a 7-inch TFT LCD screen with a resolution of 800x480. It is a four-wire resistive touchscreen that supports multi-touch, is highly responsive, and comes pre-installed with McgsPro configuration software, supporting rapid development and deployment of industrial automation projects. It features an Ethernet port, USB interface, and RS232 / RS485 interface for easy connection to various peripherals and devices, and boasts a display brightness of up to 250 cd / m². 2 It ensures clear display under various lighting conditions, and can meet the functions of multi-point control, automatic process control and computer data acquisition and display, as well as save and export experimental data.

[0017] In this embodiment, the PLC controller selected is the Siemens S7-200 SMART PLC. This PLC is a high-performance, highly integrated, simple, and cost-effective small PLC product, offering different types of CPU modules with a rich array of I / O points. A single CPU module can have up to 60 I / O points, meeting the control needs of most small-scale automation equipment. Furthermore, standard and economical CPU modules are available for users to choose from, providing greater flexibility in product configuration to meet different application requirements and minimize control costs. The S7-200 SMART PLC is equipped with a Siemens dedicated high-speed processor chip, with a basic instruction execution time of 0.15µs. The S7-200 SMART PLC integrates one Ethernet interface and one RS485 interface, supporting multiple communication protocols such as PPI and Modbus RTU, facilitating connection and data exchange with touch screens, DC speed controllers, and various sensors.

[0018] In this embodiment, the torque sensor selected is the TH-YT-302 dynamic torque sensor, which is a sensor specifically designed for measuring torque and speed parameters. It adopts strain gauge bridge electrical measurement technology and uses a set of toroidal transformers to provide power non-contactly. A low-power signal coupler is used instead of the toroidal transformer for non-contact signal transmission, which effectively overcomes the high-order harmonic self-interference caused by inductive coupling signals and the mutual interference between the power toroidal transformer and the signal toroidal transformer. At the same time, the output spike pulse is changed to a square wave signal. Therefore, it can operate at high speed for a long time, and the output can be a frequency signal or a 4-20mA current signal, which is convenient for connection with PLC and other equipment.

[0019] In this embodiment, a 0-200V DC voltage regulator is selected as the DC speed controller to ensure the stable operation of the DC speed-regulating motor.

[0020] In this embodiment, the analog signal acquisition module is model AM06, and the dual-channel signal conversion module is a product of the Haibohua brand. Haibohua's dual-channel signal conversion modules typically use high-precision A / D converters, which can achieve accurate conversion of analog signals to digital signals, meeting the needs of various high-precision measurement and control. They support multiple analog signal inputs, such as 0-20mA, 0-10V, 0-5V, etc., which can meet the signal conversion requirements of different sensors and devices. The vibration sensor selected is Chaorui CRZ-401.

[0021] In this embodiment, the electrical control cabinet can be an XL21 power cabinet, the cabinet body and cabinet door are painted with blue nitrocellulose enamel, and the test bench is painted with powder-coated gray-white paint.

[0022] Specifically, to ensure the safety of the equipment and operators, the cabinet door is equipped with an emergency stop button, a power indicator light, and an over-torque alarm indicator light, all of which are electrically connected to the PLC controller. The start and stop buttons are used for normal start-up and shutdown of the system. When the torque value detected by the torque sensor is too high, exceeding a preset threshold, the over-torque alarm indicator light illuminates, and the operator can manually stop the DC speed-regulating motor using the emergency stop button.

[0023] Specifically, a temperature sensor is fixedly attached to the outer wall of the bearing housing of the steering gear under test. The temperature sensor is electrically connected to the PLC controller via an analog signal acquisition module, which is installed inside the cabinet. The temperature sensor is a PT100 platinum resistance sensor, and a thermally conductive silicone grease layer is provided between it and the mounting surface of the steering gear under test. The driven shaft and output shaft of the steering gear are both supported by rolling bearings. When the bearings rotate at high speed or are insufficiently lubricated, they are prone to friction and heat generation. High temperatures can directly lead to accelerated bearing wear or even seizure. By fixing the temperature sensor to the outer wall of the bearing housing (avoiding the heat dissipation holes) with a magnetic base or bolts, the conductive temperature of the bearing can be directly monitored, reflecting the lubrication status and wear degree.

[0024] Specifically, the load connection mechanism is a replaceable structure, including a coupling, transmission flange or torque arm adapted to the output shaft of the steering gear to be tested.

[0025] This system utilizes modern industrial control principles and is developed using a mature human-machine interface and PLC system to achieve automatic equipment control. A torque sensor transmits speed and torque data to the touchscreen in real time, enabling constant-speed and timed experiments. Users can also manually input arbitrary speeds via the touchscreen. The system allows for modulation of speed and torque limits and provides overspeed and over-torque alarms and emergency stops. The PLC controller records torque, speed, vibration, and temperature parameters in real time. The touchscreen has functions for inputting speed and torque, and for acquiring and reading rotational parameters, enabling full-process recording of operating data and viewing of speed and torque curves.

[0026] The following describes the specifications and requirements for using this system to conduct no-load, load, and performance tests on steering gears.

[0027] 1. No-load operation test Objective: To inspect the assembly quality, operational stability, and internal no-load loss of the steering gear under no-load conditions.

[0028] Principle: When the magnetic powder brake controller is not powered or the output current is 0, the magnetic powder inside the magnetic powder clutch is in a free and loose state. When the output shaft of the steering gear under test rotates through the rotor of the magnetic powder clutch of the load connection mechanism, almost no resistance torque is generated, only a small bearing friction and wind resistance.

[0029] System status: At this time, the DC speed-regulating electric motor only needs to overcome the internal friction of the steering gear under test, and the entire system is in a light-load operation state.

[0030] Steps: Set the magnetic powder brake controller output to zero to ensure the system is in an unloaded state; set the speed of the DC speed-regulating motor to the rated input speed via the touch screen, for example, 1500 r / min; start the system and run the steering gear continuously in both forward and reverse directions for 3 minutes under unloaded conditions.

[0031] Acceptance criteria: Smooth operation, without abnormal impact, jamming or periodic vibration; no abnormal noise, only uniform gear meshing sound is allowed.

[0032] 2. Load test Objective: To assess the torque that the steering gear under test will withstand in actual operation, and to test its performance, temperature rise and stability.

[0033] Principle: When the magnetic powder brake controller is powered on, it outputs a precisely controlled excitation current. The current generates a magnetic field, which instantly magnetizes the magnetic powder, forming a magnetic powder chain. This generates shear resistance, thereby applying a braking torque to the rotating rotor. This torque acts in the opposite direction on the output shaft of the steering gear under test through the load connection mechanism, becoming its load. The PLC controller controls the signal output to the magnetic powder brake controller to linearly control the excitation current, thereby precisely and steplessly adjusting the load torque.

[0034] Steps: Set the excitation current of the magnetic powder clutch through the PLC controller to subject the output bearing of the steering gear to a load torque of 19.6 N·m; run continuously for 8 minutes in both forward and reverse directions at the rated input speed; switch the load torque to 14.7 N·m and repeat the above test.

[0035] Acceptance criteria: Stable operation without abnormalities; no oil leakage at any sealing surface.

[0036] At the end of the test, the highest temperature rise of the steering gear housing, as measured by the temperature sensor, did not exceed the specified value.

[0037] 3. Manual operation force test Objective: To simulate emergency or manual operating conditions and test the handwheel operating force of the steering gear under load.

[0038] Steps: Apply a constant load torque of 19.6 N·m to the output shaft of the steering gear using a magnetic powder clutch, disconnect the power supply of the DC speed-regulating motor, and install a torque wrench on the input shaft of the steering gear; the operator slowly and uniformly rotates the torque wrench for 1 minute; the input torque of the handwheel is collected and recorded in real time by a torque sensor, and the handwheel operating force is calculated based on the recorded input torque and the steering gear transmission ratio. This force should conform to ergonomic standards.

[0039] 4. Slippage torque test Objective: To verify the slippage protection function of the internal safety clutch of the steering gear under overload.

[0040] Steps: Gradually increase the load torque of the steering gear output shaft from zero using the magnetic powder clutch. When the torque reaches a certain set value within the range of 264.3 N·m to 323.4 N·m, the internal safety mechanism of the steering gear should slip. Use electric drive to make the steering gear rotate 3 to 5 revolutions to the left and right in the slipping state.

[0041] Acceptance criteria: The slippage torque is within the design range of 264.3 N·m to 323.4 N·m. The slippage process should be smooth. After the overload is released, the steering gear function should return to normal without damage.

[0042] 5. Requirements for Data Acquisition, Control, and Security Protection Systems The system should be able to automatically execute the above test procedures and control the start-stop, speed, direction, and load application and unloading of the DC speed-regulating motor through the PLC controller.

[0043] The following parameters are collected and displayed in real time: input shaft speed np (r / min), input shaft torque Mp (N·m), output shaft load torque (N·m), steering gear housing temperature (°C), and housing vibration acceleration (m / s2). Data recording and export: The system continuously records all data at a frequency of no less than 10Hz and supports exporting complete data (including timestamps) to CSV or Excel format.

[0044] 6. Power Calculation The system should be able to automatically calculate and record the no-load power P_no-load (kW) based on the real-time collected Mp and np. The calculation formula is: P_no-load = (Mp × np) / 9550. In the no-load test, this power is the no-load power; in the load test, this power is the input power.

[0045] The above description represents preferred embodiments of the present invention, used to explain the technical solutions of the present invention. Those skilled in the art can make conventional modifications, equivalent substitutions, and improvements within the spirit and principles of the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art and can be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention is not limited to the embodiments shown herein.

Claims

1. A steering gear no-load and load testing system, characterized in that: Including test benches and electrical control cabinets; The test bench is equipped with a DC speed-regulating motor, a torque sensor, and a steering gear under test. The DC speed-regulating motor, torque sensor, and steering gear under test are coaxially connected in sequence via a coupling. The output end of the steering gear under test is connected to a magnetic powder clutch via a load connection mechanism. A vibration sensor is fixed on the outer wall of the housing of the steering gear under test. The electrical control cabinet includes a door and a cabinet body. The door is equipped with a touch screen, a start button, and a stop button. The cabinet body houses a PLC controller, a DC speed controller, a magnetic powder brake controller, a main power circuit breaker, an air switch, a relay, and a dual-channel signal conversion module. The input terminal of the main power circuit breaker is connected to the external AC power grid, and the output terminal is connected to the air switch. The air switch, torque sensor, touch screen, start button, and stop button are all electrically connected to the PLC controller. The output terminal of the PLC controller is electrically connected to the magnetic powder clutch through the magnetic powder brake controller. The vibration sensor and the DC speed controller are electrically connected to the PLC controller through the dual-channel signal conversion module and the relay, respectively. The output terminal of the DC speed controller is electrically connected to the DC speed-regulating motor.

2. The steering gear no-load and loaded test system according to claim 1, characterized in that: The load connection mechanism is a replaceable structure, including a coupling, transmission flange or torque arm adapted to the output shaft of the steering gear to be tested.

3. The steering gear no-load and loaded test system according to claim 1, characterized in that: The cabinet door is also equipped with an emergency stop button, a power indicator light, and an over-torque alarm indicator light. The emergency stop button, power indicator light, and over-torque alarm indicator light are electrically connected to the PLC controller.

4. The steering gear no-load and loaded test system according to claim 1, characterized in that: A temperature sensor is fixedly attached to the outer wall of the bearing housing of the steering gear to be tested. The temperature sensor is electrically connected to the PLC controller through an analog signal acquisition module, which is installed inside the cabinet.

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