An AGV rudder wheel comprehensive performance testing device

Abstract

The utility model relates to the field of rudder wheel performance test technology, especially a kind of AGV rudder wheel comprehensive performance testing device. AGV rudder wheel comprehensive performance testing device includes: base;Load applying mechanism, including the support fixed in base, the rotating module installed in support, the swing arm rod fixedly connected with one end of rotating module and at least one group of counterweight module movably installed in the other end of swing arm rod;The position and weight of counterweight module are adjustable;Composite simulation mechanism, including rotating shaft, magnetic powder brake being located in one end of rotating shaft, flywheel being located in the other end of rotating shaft, torque sensor being installed in rotating shaft and the obstacle block being installed in the surface of flywheel;Wherein, the rudder wheel to be tested is fixed to swing arm rod, and rotates relative to flywheel. The utility model truly simulates the working condition of rudder wheel under different loads, and the measurement data is accurate, which significantly improves the rudder wheel test efficiency.

Description

Technical Field

[0001] This utility model relates to the field of steering wheel performance testing technology, and in particular to an AGV steering wheel comprehensive performance testing device. Background Technology

[0002] AGV (Automated Guided Vehicle) is a type of intelligent transportation equipment equipped with automatic guidance devices (such as laser guidance, magnetic strip guidance, vision guidance, etc.), which can drive autonomously along a preset route and integrate safety protection functions (such as emergency stop button, obstacle avoidance sensor, audible and visual alarm) and designated operation functions (such as material handling, automatic loading and unloading).

[0003] Among the various subcategories of AGVs, steering wheel AGVs are widely used in medium to heavy-duty material transportation scenarios due to their flexible steering and high load-bearing capacity (capable of carrying loads from hundreds of kilograms to tens of tons). After assembly, these AGVs must undergo rigorous performance testing to verify their reliability. The core testing items include three main categories: First, load performance testing, simulating the impact of different loads (such as 50%, 100%, and 120% of the rated load) on the AGV's travel speed, endurance, and steering wheel driving force under actual working conditions; second, obstacle performance testing of the walking mechanism, detecting the AGV's stability when traversing complex road conditions such as ground seams, protrusions (such as obstacles with a height of 3mm-5mm), and depressions, to avoid jamming or slipping; and third, steering performance testing, verifying the steering wheel steering angle accuracy (such as whether it meets the ±0.5° error requirement), steering response speed, and coordination when rotating on the spot / making right-angle turns, ensuring precise docking with the workstation during operation.

[0004] However, current testing platforms for AGV steering wheel trolleys in the industry have significant technical shortcomings: most platforms use traditional jacks to apply pressure to the steering wheel to simulate load. This method can only roughly apply force through the mechanical stroke of the jacks, and it cannot monitor and display the specific value of the applied force in real time, nor can it accurately adjust the load according to the test requirements (for example, when a stable 500kg load needs to be applied, it can only rely on the operator's experience to judge, and the error often exceeds 10%). More importantly, the static pressure applied by the jacks is very different from the dynamic load that the steering wheel bears when the AGV is moving in actual working conditions (such as the inertial force when starting and accelerating, the lateral force when turning, and the impact force when passing through obstacles). This results in the test data not being able to truly reflect the performance of the AGV in actual operation, which may cause problems such as "passing the test but experiencing excessive wear of the steering wheel and insufficient power in actual use", creating potential safety and efficiency hazards for subsequent industrial applications. Utility Model Content

[0005] To address the shortcomings of existing technologies, this utility model discloses an AGV steering wheel comprehensive performance testing device.

[0006] The technical solution adopted in this utility model is as follows: An AGV steering wheel comprehensive performance testing device includes: Base; The load application mechanism includes a bracket fixed to the base, a rotating module mounted on the bracket, a swing arm fixedly connected to one end of the rotating module, and at least one set of counterweight modules movably mounted on the other end of the swing arm; the position and weight of the counterweight modules are adjustable. A composite simulation mechanism includes a rotating shaft, a magnetic powder brake located at one end of the rotating shaft, a flywheel located at the other end of the rotating shaft, a torque sensor mounted on the rotating shaft, and an obstacle block mounted on the surface of the flywheel. The steering wheel to be tested is fixed to the swing arm and rotates relative to the flywheel.

[0007] In one embodiment of the present invention, the rotating module includes a bracket fixed to the support and a swing arm connecting plate, at least one set of rotating support seats fixedly connected to the swing arm connecting plate, and rotating shafts at both ends rotatably connected to the rotating support seats.

[0008] In one embodiment of the present invention, the counterweight module includes a counterweight connecting plate disposed at the other end of the swing arm rod, a set of screws that pass vertically through the counterweight connecting plate and are fixedly connected to the counterweight connecting plate, and a counterweight block connected to the end of the screws away from the swing arm rod; wherein, the set of screws is located on both sides of the swing arm rod.

[0009] In one embodiment of this utility model, a steering wheel mounting plate is fixed on the swing arm, and the steering wheel is fixed to the steering wheel mounting plate.

[0010] In one embodiment of the present invention, the composite simulation mechanism further includes a flywheel support fixed to the base and rotatably connected to the rotating shaft.

[0011] In one embodiment of the present invention, the composite simulation mechanism further includes a torque sensor seat fixed to the base and supporting the torque sensor.

[0012] In one embodiment of this utility model, the magnetic powder brake and the torque sensor are connected by a coupling.

[0013] In one embodiment of the present invention, the bracket includes a set of columns fixed to the base and at least one crossbeam disposed between the set of columns.

[0014] In one embodiment of this utility model, a connector is provided at the connection between the column and the beam.

[0015] In one embodiment of this utility model, rotating shaft caps are provided at both ends of the rotating shaft.

[0016] The above-mentioned technical solution of this utility model has the following advantages compared with the prior art: The AGV steering wheel comprehensive performance testing device of this utility model achieves different load torques by adjusting the distance between the counterweight and the steering wheel, and realizes steering impact simulation test by adjusting the contact angle between the obstacle block and the steering wheel. It truly simulates the working conditions of the steering wheel under different loads, and the measurement data is accurate, which significantly improves the steering wheel testing efficiency and ensures that the steering wheel load torque and other parameters meet the product design requirements. Attached Figure Description

[0017] To make the content 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.

[0018] Figure 1 This is a schematic diagram of the AGV steering wheel comprehensive performance testing device in this utility model.

[0019] Figure 2 This is a side view of the AGV steering wheel comprehensive performance testing device of this utility model.

[0020] Explanation of reference numerals in the instruction manual: 10. Load application mechanism; 101. Rotary support base; 102. Rotary shaft; 103. Swing arm connecting plate; 104. First fastener; 105. Swing arm rod; 106. Screw; 107. Second fastener; 108. Counterweight connecting plate; 109. Counterweight block; 110. Steering wheel mounting plate; 111. Column; 112. Crossbeam; 113. Column mounting base; 114. Connector; 115. Rotary shaft cover; 116. Third fastener; 20. Composite simulation mechanism; 201. Magnetic powder brake; 202. Coupling; 203. Torque sensor; 204. Torque sensor holder; 205. Flywheel; 206. Flywheel support; 207. Obstacle block; 30. Base; 40. Steering wheel. Detailed Implementation

[0021] The present invention will be further described below with reference to the accompanying drawings and specific embodiments, so that those skilled in the art can better understand and implement the present invention. However, the embodiments are not intended to limit the present invention.

[0022] The foregoing and other technical contents, features, and effects of this utility model will be clearly presented in the following detailed description of the embodiments with reference to the accompanying drawings. The directional terms mentioned in the following embodiments, such as up, down, left, right, front, or back, are only for reference to the directions in the accompanying drawings. Therefore, the directional terms used are for illustrative purposes and not for limiting the present utility model. Furthermore, in all embodiments, the same reference numerals denote the same elements.

[0023] In existing technologies, AGV steering wheel testing typically uses static pressure with jacks to simulate load. However, this method cannot accurately adjust the load value, and the static pressure differs significantly from dynamic operating conditions. During actual transportation, the steering wheel must withstand inertial forces, lateral forces, and impact forces. Traditional testing platforms cannot reproduce these dynamic loads, leading to distorted test data. Even products that pass testing may still experience premature steering wheel wear or insufficient power during actual use, posing safety hazards.

[0024] To address these issues, researchers realized the need to build a testing environment capable of simulating dynamic loads and complex road conditions. Traditional jacks can only apply unidirectional static pressure, failing to reflect the multidirectional force states experienced during actual driving. By analyzing the mechanical characteristics of the steering wheel during AGV operation, it was discovered that dynamic loads need to be achieved through a combination of adjustable counterweights and a rotating mechanism. Simultaneously, steering accuracy and obstacle-passing performance testing require integrating different simulation modules on a unified platform to avoid inefficiencies caused by repeated disassembly and reassembly of testing equipment.

[0025] Therefore, combining Figure 1 and Figure 2 This embodiment presents a testing device comprising a base 30, a load application mechanism 10, and a composite simulation mechanism 20. The load application mechanism 10 includes a bracket fixed to the base 30, a rotating module mounted on the bracket, a swing arm 105 fixedly connected at one end to the rotating module, and at least one set of counterweight modules movably mounted on the other end of the swing arm 105. The position and weight of the counterweight modules are adjustable. The composite simulation mechanism 20 includes a rotating shaft, a magnetic powder brake 201 located at one end of the rotating shaft, a flywheel 205 located at the other end of the rotating shaft, a torque sensor 203 mounted on the rotating shaft, and an obstacle block 207 mounted on the surface of the flywheel 205.

[0026] The steering wheel 40 to be tested is fixed to the swing arm 105 and rotates relative to the flywheel 205. Different loads are simulated by adjusting the position and weight of the counterweight module, and complex road conditions are simulated by the rotation of the flywheel 205 and its combination with the obstacle block 207.

[0027] This embodiment further proposes a rotating module including a swing arm connecting plate 103 fixed to the bracket and the swing arm connecting plate 103, at least one set of rotating support seats 101 fixedly connected to the swing arm connecting plate 103, and rotating shafts 102 whose two ends are respectively rotatably connected to the rotating support seats 101.

[0028] Among them, the swing arm connecting plate 103 refers to the plate-shaped structure used to connect the bracket and the swing arm rod 105. Specifically, it can be achieved by welding or by using the first fastener 104 such as bolts. Its function is to establish a rigid connection between the bracket and the swing arm to ensure the stability of load transmission.

[0029] The rotating support 101 is a structural component used to support the rotating shaft 102. Specifically, it can be implemented as a metal base with a bearing seat. Its function is to provide stable support for the rotating shaft 102 while allowing the rotating shaft 102 to rotate freely around the axis.

[0030] The rotating shaft 102 refers to the shaft component that passes through the rotating support 101 and is connected to the swing arm. Its function is to convert the swing of the swing arm 105 into rotational motion, so as to realize the dynamic load simulation during the test of the steering wheel 40.

[0031] Specifically, the swing arm connecting plate 103 is rigidly connected to the bracket by a fixing method. The rotating support seats 101 are symmetrically distributed on both sides of the swing arm connecting plate 103 in a group and are fixed by bolts or welding. The two ends of the rotating shaft 102 are respectively inserted into the bearings inside the rotating support seats 101 to form a connection structure that can rotate around the axis. When the steering wheel 40 is subjected to dynamic load, the swing of the swing arm 105 is transmitted to the rotating support seats 101 through the rotating shaft 102. The fixed connection between the rotating support seats 101 and the swing arm connecting plate 103 can effectively suppress the lateral displacement during the swing process, thereby ensuring the accuracy of the load application direction during the testing of the steering wheel 40.

[0032] This embodiment further proposes a counterweight module with a counterweight connecting plate 108 located at the other end of the swing arm 105, a set of screws 106 that pass vertically through the counterweight connecting plate 108 and are fixedly connected to the counterweight connecting plate 108, and a counterweight block 109 connected to the end of the screws 106 away from the swing arm 105. The set of screws 106 is located on both sides of the swing arm 105.

[0033] The counterweight connecting plate 108 is a plate-like structure used to fix the screw 106. It can be implemented using a steel plate with through holes, the positions of which correspond to the installation positions of the screw 106. It is connected to the swing arm 105 via a second fastener 107, such as a nut. The screw 106 is a threaded rod-like component. The counterweight 109 can be moved axially along the screw 106 by tightening the nut. The counterweight 109 is a metal block used to apply the load. It can be made of cast iron or steel and has a through hole in its center to fit onto the screw 106. The load torque can be changed by replacing the counterweight 109 with different weights or adjusting the position of the counterweight module on the swing arm 105. A set of screws 106 located on both sides of the swing arm 105 means that two screws 106 are symmetrically distributed on both sides of the longitudinal axis of the swing arm 105. They can be arranged in parallel to maintain the balance of the counterweight module through symmetrical layout.

[0034] This embodiment further proposes that a steering wheel mounting plate 110 is fixed on the swing arm 105, and the steering wheel 40 is fixed to the steering wheel mounting plate 110.

[0035] Among them, the steering wheel mounting plate 110 refers to the plate-shaped structure used to support and fix the steering wheel 40. Specifically, it can be rigidly connected to the swing arm 105 by welding or bolting. Its function is to provide a stable mounting reference surface for the steering wheel 40 and avoid load transmission distortion caused by the offset of the fixing point during the test.

[0036] This embodiment further proposes that the composite simulation mechanism 20 also includes a flywheel support 206 fixed to the base 30 and rotatably connected to the rotating shaft. The flywheel support 206 is a fixed structure used to support the rotating shaft and allow it to rotate. Specifically, it can be implemented as a metal base with bearings, which is fixedly connected to the base 30 by bolts, thereby providing stable rotational support for the rotating shaft. The rotating shaft refers to the shaft that transmits torque and connects the flywheel 205 and the magnetic powder brake 201.

[0037] Specifically, the flywheel support 206 is fixed to the base 30, and the rotating shaft passes through the flywheel support 206 and is rotatably connected to it via a bearing. When the magnetic powder brake 201 applies a braking torque to the rotating shaft, the flywheel support 206 can effectively suppress the radial displacement of the rotating shaft caused by the inertia of the flywheel 205, avoiding abnormal vibration or friction between the rotating shaft and the flywheel 205. During the contact between the steering wheel 40 and the obstacle block 207 on the surface of the flywheel 205, the flywheel support 206 further maintains the stability of the axis of rotation of the flywheel 205, making the relative rotation between the steering wheel 40 and the flywheel 205 closer to the dynamic load conditions under real road conditions.

[0038] This embodiment further proposes that the composite simulation mechanism 20 also includes a torque sensor seat 204 fixed to the base 30 and supporting the torque sensor 203.

[0039] Among them, the torque sensor holder 204 refers to the structural component used to install and support the torque sensor 203. Specifically, it can be implemented by a metal bracket with mounting holes. Its function is to stably fix the torque sensor 203 on the base 30 to avoid measurement data deviation due to vibration or displacement.

[0040] This embodiment further proposes that the magnetic particle brake 201 and the torque sensor 203 are connected by a coupling 202. The coupling 202 is a mechanical component used to connect the magnetic particle brake 201 and the torque sensor 203 and transmit torque. The magnetic particle brake 201 is a device that generates braking torque by adjusting the magnetic flux between magnetic particles. Specifically, it can be implemented using a ring structure with an excitation coil. The magnitude of the braking torque is controlled by changing the current to simulate the load on the steering wheel 40 under different operating conditions. The torque sensor 203 is a device used to measure the torque on the rotating shaft. Specifically, it can be implemented using a strain gauge or magnetoelastic sensor. It outputs a torque signal by detecting the deformation or changes in the magnetic properties of the shaft, providing data support for performance testing.

[0041] Specifically, after the magnetic particle brake 201 and the torque sensor 203 are connected via a coupling 202, the braking torque generated by the magnetic particle brake 201 is transmitted to the torque sensor 203 through the coupling 202, and the torque sensor 203 measures the torque value in real time. It should be noted that in this embodiment, the magnetic particle brake 201 has a range of 630 N·m, the torque sensor 203 has a torque of 700 N·m and a speed range of 4000 rpm, and the coupling 202 has a rated torque of 430 N·m and a maximum torque of 860 N·m.

[0042] In addition, the base 30 has a positioning pin hole, which maintains coaxiality with the flywheel support 206, torque sensor 204 and magnetic powder brake 201.

[0043] This embodiment further proposes that the support includes a set of uprights 111 fixed to the base 30 and at least one crossbeam 112 disposed between the set of uprights 111. The uprights 111 are support structures vertically fixed to the base 30, providing vertical load-bearing capacity and transmitting the force from the load application mechanism 10 to the base 30. The crossbeams 112 are rigid members horizontally connecting adjacent uprights 111, enhancing the structural stability between the uprights 111 and forming an overall frame support.

[0044] Specifically, the uprights 111 are fixed to the surface of the base 30 via the upright mounting base 113 and bolts or welding, forming a support system perpendicular to the ground. The crossbeams 112 are installed between adjacent uprights 111, forming a rigid connection in the horizontal direction. The uprights 111 and crossbeams 112 together constitute a frame-type support structure. During the movement of the swing arm 105 of the load application mechanism 10, this structure can effectively distribute the dynamic load generated by the rotating module, avoiding deformation of the support caused by localized stress concentration.

[0045] Furthermore, a connector 114 is provided at the connection between the column 111 and the crossbeam 112. The connector 114 is a mechanical component used to fix the column 111 and the crossbeam 112. It can be implemented by using reinforcing ribs, and its function is to enhance the overall structural stability of the support.

[0046] This embodiment further proposes that rotating shaft 102 is provided with rotating shaft caps 115 at both ends.

[0047] The rotating shaft cover 115 refers to the sealing structure covering the end of the rotating shaft 102. Specifically, it can be implemented as an end cap and is fixedly connected to the rotating shaft 102 by a third fastener 116, such as a bolt. This structure is used to limit the axial displacement of the rotating shaft 102 during rotation, while preventing lubricating grease leakage and foreign matter from entering the bearing.

[0048] The working principle of this embodiment is as follows: During testing, the steering wheel 40 is fixed to the middle of the swing arm 105. The counterweight module moves along the swing arm 105 or increases or decreases the number of counterweight blocks 109, creating different torques acting on the axis of the steering wheel 40. When the rotation module drives the swing arm 105 to swing, the steering wheel 40 and the flywheel 205 maintain contact and roll. The magnetic powder brake 201 changes the braking torque by adjusting the current to simulate different driving resistances. The obstacle block 207 on the surface of the flywheel 205 periodically contacts the steering wheel 40 as it rotates, generating impact loads. The torque sensor 203 collects the torque data of the drive shaft in real time. Combined with the speed and steering angle signals of the steering wheel 40, key parameters such as driving force and steering accuracy can be calculated.

[0049] Compared to existing technologies, traditional jacks can only apply static pressure in the vertical direction, while this solution, through the combination of the swing arm 105 and the adjustable counterweight, can precisely control the load size and achieve dynamic loading in multiple directions. The combined design of the flywheel 205 and the obstacle block 207 allows a single device to simultaneously complete load performance, obstacle clearance performance, and steering performance tests without changing the test platform. The integration of the magnetic powder brake 201 and the torque sensor 203 enables precise digital control of load and resistance and real-time data acquisition, solving the problem of traditional testing relying on manual experience.

[0050] In the description of the embodiments of this utility model, it should also be noted that, unless otherwise explicitly specified and limited, the terms "set" and "connection" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; 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; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0051] Obviously, the above embodiments are merely illustrative examples for clear explanation and are not intended to limit the implementation. Those skilled in the art will recognize that other variations or modifications can be made based on the above description. It is neither necessary nor possible to exhaustively list all possible implementations here. However, obvious variations or modifications derived therefrom are still within the protection scope of this invention.

Claims

1. A comprehensive performance testing device for AGV steering wheels, characterized in that, include: Base (30); The load application mechanism (10) includes a bracket fixed to the base (30), a rotating module mounted on the bracket, a swing arm (105) fixedly connected at one end to the rotating module, and at least one set of counterweight modules movably mounted at the other end of the swing arm (105); the position and weight of the counterweight modules are adjustable. The composite simulation mechanism (20) includes a rotating shaft, a magnetic powder brake (201) located at one end of the rotating shaft, a flywheel (205) located at the other end of the rotating shaft, a torque sensor (203) mounted on the rotating shaft, and an obstacle block (207) mounted on the surface of the flywheel (205). The steering wheel (40) to be tested is fixed to the swing arm (105) and rotates relative to the flywheel (205).

2. The AGV steering wheel comprehensive performance testing device according to claim 1, characterized in that, The rotating module includes a bracket fixed to the support and the swing arm connecting plate (103), at least one set of rotating support seats (101) fixedly connected to the swing arm connecting plate (103), and rotating shafts (102) with both ends rotatably connected to the rotating support seats (101).

3. The AGV steering wheel comprehensive performance testing device according to claim 1, characterized in that, The counterweight module includes a counterweight connecting plate (108) located at the other end of the swing arm (105), a set of screws (106) that pass vertically through the counterweight connecting plate (108) and are fixedly connected to the counterweight connecting plate (108), and a counterweight block (109) connected to the end of the screws (106) away from the swing arm (105); wherein, the set of screws (106) is located on both sides of the swing arm (105).

4. The AGV steering wheel comprehensive performance testing device according to claim 1, characterized in that, A steering wheel mounting plate (110) is fixed on the swing arm (105), and the steering wheel (40) is fixed to the steering wheel mounting plate (110).

5. The AGV steering wheel comprehensive performance testing device according to claim 1, characterized in that, The composite simulation mechanism (20) also includes a flywheel support (206) fixed to the base (30) and rotatably connected to the rotating shaft.

6. The AGV steering wheel comprehensive performance testing device according to claim 1, characterized in that, The composite simulation mechanism (20) also includes a torque sensor seat (204) fixed to the base (30) and supporting the torque sensor (203).

7. The AGV steering wheel comprehensive performance testing device according to claim 1, characterized in that, The magnetic powder brake (201) and the torque sensor (203) are connected by a coupling (202).

8. The AGV steering wheel comprehensive performance testing device according to claim 1, characterized in that, The support includes a set of columns (111) fixed to the base (30) and at least one crossbeam (112) disposed between the set of columns (111).

9. The AGV steering wheel comprehensive performance testing device according to claim 8, characterized in that, A connector (114) is provided at the connection between the column (111) and the beam (112).

10. The AGV steering wheel comprehensive performance testing device according to claim 1, characterized in that, The two ends of the rotating shaft (102) are respectively provided with rotating shaft caps (115).

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