Oil immersed type intermediate shaft brake unit testing device

Abstract

The utility model discloses a kind of oil immersion type intermediate shaft brake monomer testing device, including intermediate shaft, intermediate shaft is also installed with intermediate shaft brake, intermediate shaft brake is completely immersed into gear oil in oil immersion test bin. The input end of intermediate shaft is also connected with the output end of power and transmission unit through spline. Mechanical protection module is also provided in power and transmission unit. Electrical protection module is also provided in power and transmission unit or between power and transmission unit and intermediate shaft brake. The device of the utility model breaks through the test bottleneck of traditional intermediate shaft brake, realizes independent working condition simulation under oil immersion environment, gets rid of the whole box dependence of gearbox assembly, directly verifies the temperature rise influence of gear oil cooling on the brake pad of intermediate shaft brake;At the same time, the rotational inertia of vehicle is accurately simulated by inertia disc, and the authenticity of dynamic load is significantly improved.

Description

Technical Field

[0001] This utility model belongs to the field of transmission testing technology, and relates to an oil-immersed intermediate shaft brake unit, specifically to an oil-immersed intermediate shaft brake unit testing device. Background Technology

[0002] Currently, significant technical bottlenecks exist in the testing of intermediate shaft brakes. First, traditional testing methods heavily rely on the gearbox environment, requiring the intermediate shaft brake to be installed within the gearbox assembly and driven by the engine, which is not only complex but also extremely time-consuming in tooling adjustments. Second, existing test benches severely lack the ability to simulate oil immersion conditions and cannot integrate a realistic gear oil groove environment, leaving crucial temperature rise characteristics and performance verification of brake pads under actual oil cooling conditions a gap. Third, sudden torque over-limits during high-frequency braking tests can easily damage sensors, and existing devices generally lack overload protection mechanisms, failing to design effective redundancy at both critical mechanical and electrical soft protection levels, posing a significant threat to the safety of testing equipment and data. These pain points collectively restrict the ability to efficiently, accurately, and reliably evaluate the performance of intermediate shaft brakes. Summary of the Invention

[0003] In view of the shortcomings of the existing technology, the purpose of this utility model is to provide an oil-immersed intermediate shaft brake unit testing device to solve the technical problem that it is difficult to achieve both high efficiency and reliability in the testing of intermediate shaft brakes in the existing technology.

[0004] To solve the above-mentioned technical problems, the present invention adopts the following technical solution: An oil-immersed intermediate shaft brake unit testing device includes an intermediate shaft, on which an intermediate shaft brake is also installed, wherein the intermediate shaft brake is completely immersed in gear oil in an oil-immersed testing chamber.

[0005] The input end of the intermediate shaft is also connected to the output end of the power and transmission unit via a spline.

[0006] The power and transmission unit is also equipped with a mechanical protection module.

[0007] An electrical protection module is also provided within the power and transmission unit or between the power and transmission unit and the intermediate shaft brake.

[0008] This utility model also has the following technical features: Specifically, an infrared thermal imager is also installed on the pressure-resistant viewing window on the side wall of the oil immersion test chamber, and the infrared thermal imager is also connected to the PLC main controller.

[0009] Specifically, an oil temperature sensor is also installed at the bottom of the oil tank in the oil immersion test chamber, and the oil temperature sensor is also connected to the PLC main controller.

[0010] Specifically, a laser displacement meter is also installed above the pressure plate of the intermediate shaft brake, and the laser displacement meter is also connected to the PLC main controller.

[0011] Specifically, the power and transmission unit includes a servo motor. The output end of the servo motor is connected to the input end of the electromagnetic clutch via a coupling. The output end of the electromagnetic clutch is connected to the input end of the inertia disk via a chain transmission system. The output end of the inertia disk is also connected to the input end of the transmission shaft.

[0012] The output end of the drive shaft is connected to the input end of the intermediate shaft via a spline.

[0013] The servo motor, electromagnetic clutch, and inertia disk are also connected to the PLC main controller.

[0014] Specifically, the mechanical protection module is a torque limiter, which is connected in series between the inertia disk and the drive shaft.

[0015] The torque limiter is also connected to the PLC main controller.

[0016] Specifically, the electrical protection module is a torque sensor, which is located between the output end of the inertia disk and the input end of the intermediate shaft brake.

[0017] The torque sensor is also connected to the PLC main controller.

[0018] Specifically, a speed sensor is also installed between the chain drive system and the input end of the inertia disk.

[0019] The speed sensor is also connected to the PLC main controller.

[0020] Specifically, the input end of the intermediate shaft brake is also connected to the output end of the pneumatic actuator.

[0021] Specifically, the pneumatic actuator includes a brake air source, the output end of which is connected to the input end of a brake solenoid valve, the output end of which is connected to the input end of a cylinder, and the output end of the cylinder is connected to the input end of an intermediate shaft brake.

[0022] The brake air source and brake solenoid valve are also connected to the PLC main controller.

[0023] Compared with the prior art, the present invention has the following beneficial technical effects: (I) The device of this utility model breaks through the testing bottleneck of traditional intermediate shaft brakes, realizes independent working condition simulation in oil immersion environment, gets rid of the dependence on the whole gearbox assembly, and directly verifies the effect of gear oil cooling on the temperature rise of brake pads of intermediate shaft brakes; at the same time, it accurately simulates the vehicle rotational inertia through inertia disc, significantly improving the realism of dynamic load; furthermore, it integrates mechanical-electrical dual redundancy overload protection mechanism, effectively preventing sensor damage caused by sudden torque over-limit during high-frequency testing.

[0024] (II) The device of this utility model can simultaneously monitor parameters such as oil temperature and brake pad temperature in real time, accurately capture the multi-physical field coupling effect, and comprehensively solve the core defects of traditional technology such as strong dependence of the entire gearbox assembly, lack of oil immersion condition, insufficient dynamic load accuracy and overload protection gap.

[0025] (III) The device of this utility model drives the inertia disk to simulate rotational inertia through a servo motor-electromagnetic clutch-chain transmission system. Combined with the oil immersion environment, it truly restores the lubrication and heat dissipation conditions of the intermediate shaft brake. It integrates a pneumatic actuator and multiple sensors to monitor the braking torque, temperature and wear parameters in real time. At the same time, it innovatively introduces a mechanical-electrical dual overload protection module to solve the problems of existing tests relying on whole-box assembly and being unable to simulate oil immersion heat dissipation and dynamic load. It realizes high-precision testing of braking response time, thermal fade characteristics and durability. Attached Figure Description

[0026] Figure 1 This is a schematic diagram of the device in this utility model.

[0027] Figure 2 This is a schematic diagram of the control structure of the PLC main controller in this utility model.

[0028] The meanings of the labels in the diagram are as follows: 1-Intermediate shaft, 2-Intermediate shaft brake, 3-Oil immersion test chamber, 4-Spline, 5-Power and transmission unit, 6-Infrared thermal imager, 7-PLC main controller, 8-Oil temperature sensor, 9-Laser displacement gauge, 10-Torque limiter, 11-Torque sensor, 12-Speed ​​sensor, 13-Brake air source, 14-Brake solenoid valve, 15-Cylinder, 16-Human machine interface.

[0029] 501-Servo motor, 502-Coupling, 503-Electromagnetic clutch, 504-Chain drive system, 505-Inertia disk, 506-Drive shaft.

[0030] The specific content of this utility model will be further explained in detail below with reference to the embodiments. Detailed Implementation

[0031] It should be noted that, unless otherwise specified, all components, equipment, and systems in this utility model are based on commonly known components, equipment, and systems in the prior art. For example, the intermediate shaft is a known intermediate shaft, the intermediate shaft brake is a known intermediate shaft brake, the oil immersion test chamber is a known oil immersion test chamber, the spline is a known spline, the infrared thermal imager is a known infrared thermal imager, the PLC main controller is a known PLC main controller, the oil temperature sensor is a known oil temperature sensor, the laser displacement gauge is a known laser displacement gauge, the torque limiter is a known torque limiter, the torque sensor is a known torque sensor, the speed sensor is a known speed sensor, the brake air source is a known brake air source, the brake solenoid valve is a known brake solenoid valve, the cylinder is a known cylinder, the human-machine interface is a known human-machine interface, the servo motor is a known servo motor, the coupling is a known coupling, the electromagnetic clutch is a known electromagnetic clutch, the inertia disk is a known inertia disk, the drive shaft is a known drive shaft, and the chain drive system is a known chain drive system.

[0032] Unless otherwise specified, all connection methods in this utility model adopt the connection methods commonly known in the art in the prior art. For example, the connection method between the infrared thermal imager and the PLC main controller adopts the connection method commonly known in the art, and the connection method between the PLC main controller and the human-machine interface adopts the connection method commonly known in the art.

[0033] Following the above technical solution, the following are specific embodiments of this utility model. It should be noted that this utility model is not limited to the following specific embodiments, and all equivalent modifications made based on the technical solution of this application fall within the protection scope of this utility model.

[0034] Example: This embodiment provides a single-unit testing device for an oil-immersed intermediate shaft brake, such as... Figure 1 As shown, it includes an intermediate shaft 1, on which an intermediate shaft brake 2 is also installed. The intermediate shaft brake 2 is completely immersed in the gear oil in the oil immersion test chamber 3.

[0035] The input end of the intermediate shaft 1 is also connected to the output end of the power and transmission unit 5 via spline 4.

[0036] The power and transmission unit 5 is also equipped with a mechanical protection module.

[0037] An electrical protection module is also provided inside the power and transmission unit 5 or between the power and transmission unit 5 and the intermediate shaft brake 2.

[0038] In this embodiment, the controllable range of gear oil temperature is -20 to 120°C.

[0039] As a preferred embodiment, an infrared thermal imager 6 is also provided on the pressure-resistant viewing window on the side wall of the oil immersion test chamber 3, and the infrared thermal imager 6 is also connected to the PLC main controller 7.

[0040] In this embodiment, the infrared thermal imager 6 is used to monitor the surface temperature field of the brake pads of the intermediate shaft brake 2.

[0041] As a preferred embodiment, an oil temperature sensor 8 is also provided at the bottom of the oil tank in the oil immersion test chamber 3, and the oil temperature sensor 8 is also connected to the PLC main controller 7.

[0042] In this embodiment, the oil temperature sensor 8 is used to monitor the gear oil temperature.

[0043] As a preferred embodiment, a laser displacement meter 9 is also provided above the pressure plate of the intermediate shaft brake 2, and the laser displacement meter 9 is also connected to the PLC main controller 7.

[0044] In this embodiment, the laser displacement meter 9 is used to monitor the wear of the brake pads of the intermediate shaft brake 2.

[0045] As a preferred embodiment, the power and transmission unit 5 includes a servo motor 501. The output end of the servo motor 501 is connected to the input end of the electromagnetic clutch 503 through a coupling 502. The output end of the electromagnetic clutch 503 is connected to the input end of the inertia disk 505 through a chain transmission system 504. The output end of the inertia disk 505 is also connected to the input end of the transmission shaft 506.

[0046] The output end of the drive shaft 506 is connected to the input end of the intermediate shaft 1 via spline 4.

[0047] like Figure 2 As shown, the servo motor 501, the electromagnetic clutch 503, and the inertia disk 505 are also connected to the PLC main controller 7.

[0048] In this embodiment, the servo motor 501 outputs a rotational speed, which is connected to the electromagnetic clutch 503 via the coupling 502, and then further transmitted to the inertia disk 505 via the chain transmission system 504. The diameter of the inertia disk 505 is adjustable to accommodate different equivalent inertia.

[0049] In this embodiment, the inertia disk 505 is splinedly connected to the intermediate shaft 1 via the drive shaft 506 to simulate the kinetic energy of the vehicle.

[0050] As a preferred embodiment, the mechanical protection module is a torque limiter 10, which is connected in series between the inertia disk 505 and the drive shaft 506.

[0051] The torque limiter 10 is also connected to the PLC main controller 7.

[0052] In this embodiment, the torque limiter 10 is connected in series with the drive shaft 506. When the torque exceeds the limit set by the torque limiter 10, the torque limiter 10 automatically slips.

[0053] As a preferred embodiment, the electrical protection module is a torque sensor 11, which is located between the output end of the inertia disk 505 and the input end of the intermediate shaft brake 2.

[0054] The torque sensor 11 is also connected to the PLC main controller 7.

[0055] In this embodiment, the torque sensor 11 is placed between the inertia disk 505 and the intermediate shaft brake 2 to monitor the braking torque fluctuation; furthermore, the PLC main controller 7 monitors the data of the torque sensor 11 in real time, and cuts off the power to the servo motor 501 and triggers an alarm when the data exceeds the threshold of the torque sensor 11.

[0056] As a preferred embodiment, a speed sensor 12 is also provided between the input end of the chain drive system 504 and the inertia disk 505.

[0057] The speed sensor 12 is also connected to the PLC main controller 7.

[0058] In this embodiment, the speed sensor 12 is placed between the chain drive system 504 and the inertia disk 505 to monitor the speed.

[0059] As a preferred embodiment, the input end of the intermediate shaft brake 2 is also connected to the output end of the pneumatic actuator.

[0060] As a preferred embodiment, the pneumatic actuator includes a brake air source 13, the output end of which is connected to the input end of a brake solenoid valve 14, the output end of which is connected to the input end of a cylinder 15, and the output end of which is connected to the input end of an intermediate shaft brake 2.

[0061] The brake air source 13 and the brake solenoid valve 14 are also connected to the PLC main controller 7.

[0062] In this embodiment, the diameter of cylinder 15 is adjustable; the brake solenoid valve 14 controls cylinder 15 to push the brake piston.

[0063] In this embodiment, the braking air pressure range of the braking air source 13 is 0 to 1 MPa; further, the braking air pressure is 0.6 MPa.

[0064] In this embodiment, the PLC main controller 7 can control the speed of the servo motor 501, control the state of the electromagnetic clutch 503, and control the opening and closing of the brake solenoid valve 14 in real time. It monitors each state quantity by receiving signals from the speed sensor 12, torque sensor 11, infrared thermal imager 6, oil temperature sensor 8, and laser displacement meter 9, and calculates relevant braking parameters.

[0065] In this embodiment, the PLC main controller 7 is also connected to the human-machine interface 16, which displays relevant information such as oil temperature, air pressure, braking slope, and brake pad wear in real time, and generates an analysis report.

[0066] The device in this embodiment specifically includes the following steps when in use: Step 1, clamping and initialization: Step 1.1: Fix the intermediate shaft brake 2 onto the fixture of the oil immersion test chamber 3. The intermediate shaft 1 is connected to the inertia disk 105 through the spline 4, the drive shaft 506 and the torque limiter 10. Gear oil is injected into the oil immersion test chamber 3 until the intermediate shaft brake 2 is submerged. The oil temperature can be set freely to simulate different working conditions, such as high-speed or national highway.

[0067] Step 1.2, set parameters for the human-machine interface 16: Inertia disk 505 equivalent inertia: adaptable to different equivalent inertia to simulate different box types or vehicle models; The brake air pressure of the brake air source 13 is adjustable, and in this embodiment, it is further preferably 0.6 MPa; The torque overload threshold can be set freely, and in this embodiment, it is further preferred to be 500 N·m.

[0068] Step 2, Test Execution and Data Acquisition: Step 2.1, Power loading: The electromagnetic clutch 503 closes to transmit torque, and the servo motor 501 drives the inertia disk 505 to 1900 rpm.

[0069] Step 2.2, Natural deceleration: The electromagnetic clutch 503 is disengaged, and the inertia disc 505 drops to 1500 rpm, initiating the natural deceleration process.

[0070] Step 2.3, establish braking: the brake solenoid valve 14 is energized, and the cylinder 15 pushes the brake piston to press the brake pads of the intermediate shaft brake 2.

[0071] Step 2.4, Monitoring Key Parameters: Braking response delay time: from the energization of the brake solenoid valve 14 to the achievement of the natural deceleration slope; Braking delay time: from the onset of braking to the achievement of the maximum braking slope; Maximum braking capacity: The maximum braking slope generated by the intermediate shaft brake 2; Brake release delay time: from the de-energization of brake solenoid valve 14 to the natural deceleration slope; Temperature field distribution: The infrared thermal imager 6 scans the friction pad through the viewing window and marks the area greater than 180℃; Wear amount: The thickness change of the brake pads of the intermediate shaft brake 2 is measured by the laser displacement gauge 9 every thousand cycles.

[0072] Step 3, overload protection triggered: When the torque sensor 11 detects a peak value > 500 N·m, the PLC main controller 7 immediately cuts off the power supply to the servo motor 501; the torque limiter 10 mechanically slips, and the drive shaft 506 disengages.

[0073] Step 4, Result Analysis: The human-machine interface 16 displays parameter reports in real time after each test, under different oil temperatures, different equivalent inertia, or different braking air pressures.

Claims

1. A single-unit testing device for an oil-immersed intermediate shaft brake, comprising an intermediate shaft (1), wherein an intermediate shaft brake (2) is further mounted on the intermediate shaft (1), characterized in that, The intermediate shaft brake (2) is completely immersed in the gear oil in the oil immersion test chamber (3); The input end of the intermediate shaft (1) is also connected to the output end of the power and transmission unit (5) via a spline (4); The power and transmission unit (5) is also equipped with a mechanical protection module; An electrical protection module is also provided in the power and transmission unit (5) or between the power and transmission unit (5) and the intermediate shaft brake (2).

2. The single-unit testing device for an oil-immersed intermediate shaft brake as described in claim 1, characterized in that, An infrared thermal imager (6) is also installed on the pressure-resistant window on the side wall of the oil immersion test chamber (3), and the infrared thermal imager (6) is also connected to the PLC main controller (7).

3. The single-unit testing device for an oil-immersed intermediate shaft brake as described in claim 1, characterized in that, The bottom of the oil tank in the oil immersion test chamber (3) is also equipped with an oil temperature sensor (8), which is also connected to the PLC main controller (7).

4. The single-unit testing device for an oil-immersed intermediate shaft brake as described in claim 1, characterized in that, A laser displacement meter (9) is also installed above the pressure plate of the intermediate shaft brake (2), and the laser displacement meter (9) is also connected to the PLC main controller (7).

5. The single-unit testing device for an oil-immersed intermediate shaft brake as described in claim 1, characterized in that, The power and transmission unit (5) includes a servo motor (501). The output end of the servo motor (501) is connected to the input end of the electromagnetic clutch (503) through a coupling (502). The output end of the electromagnetic clutch (503) is connected to the input end of the inertia disk (505) through a chain transmission system (504). The output end of the inertia disk (505) is also connected to the input end of the transmission shaft (506). The output end of the drive shaft (506) is connected to the input end of the intermediate shaft (1) via a spline (4); The servo motor (501), electromagnetic clutch (503) and inertia disk (505) are also connected to the PLC main controller (7).

6. The single-unit testing device for an oil-immersed intermediate shaft brake as described in claim 5, characterized in that, The mechanical protection module is a torque limiter (10), which is connected in series between the inertia disk (505) and the drive shaft (506); The torque limiter (10) is also connected to the PLC main controller (7).

7. The oil-immersed intermediate shaft brake unit testing device as described in claim 5, characterized in that, The electrical protection module is a torque sensor (11), which is located between the output end of the inertia disk (505) and the input end of the intermediate shaft brake (2). The torque sensor (11) is also connected to the PLC main controller (7).

8. The single-unit testing device for an oil-immersed intermediate shaft brake as described in claim 5, characterized in that, A speed sensor (12) is also provided between the chain drive system (504) and the input end of the inertia disk (505). The speed sensor (12) is also connected to the PLC main controller (7).

9. The single-unit testing device for an oil-immersed intermediate shaft brake as described in claim 1, characterized in that, The input end of the intermediate shaft brake (2) is also connected to the output end of the pneumatic actuator.

10. The single-unit testing device for an oil-immersed intermediate shaft brake as described in claim 9, characterized in that, The pneumatic actuator includes a brake air source (13), the output end of the brake air source (13) is connected to the input end of the brake solenoid valve (14), the output end of the brake solenoid valve (14) is connected to the input end of the cylinder (15), and the output end of the cylinder (15) is connected to the input end of the intermediate shaft brake (2). The brake air source (13) and brake solenoid valve (14) are also connected to the PLC main controller (7).

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