CN205538210U - Rear -guard motor transmission driving error test bench - Google Patents

Abstract

The utility model relates to a rear -guard motor transmission driving error test bench belongs to motor transmission detection technical field, including test bench device, adjustment and strutting arrangement, the test bench device of saying includes: the synchronous universal joint of AC drive motor, input resilient coupling, input driving error comprehensive testing device, input ball cage, gearbox input integral key shaft, try gearbox, gearbox output flange axle, output resilient coupling no. 1, output driving error comprehensive testing device, two, two grades of reducing gear boxs of output resilient coupling, the synchronous universal joint of output ball cage, interchange load motor. The advantage adopts the overall arrangement of " U " type, reduces area, but the static state of simultaneous measurement gearbox, developments transmission error, adopt two to keep off reducing gear box and slip table mechanisms, the test requirement of adaptable different model gearboxes, the commonality of improvement test bench.

Description

A transmission error detection test bench for a rear-drive automobile gearbox

technical field

The utility model relates to the technical field of detection of automobile gearboxes, in particular to a testing platform for transmission error detection of rear-drive automobile gearboxes.

Background technique

There are two main drive forms for the application of mechanical gearboxes in minibuses: one is front-front drive, and the other is front-rear drive. Among them, in front-wheel-drive vehicles, the engine is placed horizontally, and the mechanical gearbox matched with it generally integrates a differential and a final drive. The power output by the gearbox assembly is directly transmitted to the front wheels through the half shaft to drive the vehicle. Driving; in a front-rear drive vehicle, the engine is generally placed vertically, and the gearbox does not integrate a differential and a final drive, but the power of the output shaft is transmitted to the rear axle through a drive shaft, and then through the differential, the main The reducer and half shaft are then transmitted to the rear wheels of the vehicle to complete the driving of the vehicle. Since most minibuses are single-box design, the head space of the vehicle is small. If the drive scheme of front and front drive is adopted, the layout of the engine and gearbox is difficult. The shaft transmits the power to the rear axle without affecting the interior space too much. Therefore, the front and rear drive gearboxes are widely used in minibuses. The gearbox is a key component of power conversion in the automotive transmission system, and the performance of the gearbox largely determines the performance of the vehicle. Transmission error is one of the main causes of gearbox vibration and noise, which includes many contents such as the dynamic performance and strength performance of the gearbox. The structure and manufacturing defects of the gearbox can be traced through the research on the transmission error of the gearbox, so as to give rational suggestions for the design and manufacture of the gearbox.

At present, some achievements have been made in the research on the static transmission error of single-stage gear transmission at home and abroad. Due to the large number of components and complex structure of the multi-stage gear transmission system, the research on its static transmission error and dynamic transmission error has not yet made a breakthrough. As a complex multi-stage gear transmission system composed of transmission shafts, gears, bearings, housings, synchronizers and other components, the research on transmission errors of automotive mechanical gearboxes is in its infancy. The study of errors requires a special detection test bench with high measurement and control accuracy and high reliability.

Since the front-rear drive gearbox does not integrate a differential and a final drive, its output power features high speed and low torque. At present, domestic mechanical gearbox test benches are mostly used for testing manual gearboxes of commercial vehicles and large and medium-sized buses. The overall operating speed of the bench is low, and the research and development difficulty is relatively small. Among these test benches, most old-fashioned mechanical gearbox benches adopt an open structure, and use eddy current dynamometers, magnetic powder brakes, etc. as loads, and a large amount of electric energy is consumed during the test.

Chinese Invention Patent Publication No. CN103698124A discloses a method for measuring gear transmission error, which only uses an angle encoder to measure the angular velocity of the gear to solve the transmission error. The disadvantage of this method is that the obtained transmission error has no connection with the load on the gear, and it cannot explain the deformation mechanism of the gear transmission system under load, and it has little effect on improving the gear transmission accuracy in practical applications.

Chinese Invention Patent Publication No. CN103543009A discloses a gearbox test bench, the main test object of which is a rear-drive gearbox, which adopts a power scheme of a drive motor and two sets of load flywheels. This invention adopts an open structure and consumes a lot of power. ;The adjustment mechanism is used to adapt the bench to different types of gearboxes, which increases the complexity of the structure; only the torque sensor is installed at the drive end, and there is no speed detection element, so the test control accuracy is low; the linear layout cannot effectively use the test site.

Chinese Invention Patent Publication No. CN103439108A discloses a gearbox running-in test bench, the main test object of which is a front-drive gearbox, an engine is used to drive the gearbox, and two sets of clamping devices are used as loads. The advantage is that the structure is simple and no complex electrical control system is required. The disadvantage is that the engine is used as the power, the vibration excitation source is increased, and the smoke exhaust device needs to be installed. At the same time, the engine control accuracy is low, and a stable and continuous speed cannot be obtained; there is no detection and control component, and the measurement and control accuracy is low; the clamping device is used as the load, which wastes energy. , and the noise is large.

Contents of the invention

The utility model provides a rear-drive automobile gearbox transmission error detection test bench to solve the problems of low measurement and control precision and large energy consumption of the existing gearbox test bench.

The technical solution adopted by the utility model is: the bottom of the T-slot installation platform is respectively connected with the rigid support seat of the T-slot installation platform and the air spring support device, and the base of the AC drive motor slide table and the special clamp for the gearbox are respectively installed on the T-slot installation. Above the platform, the AC drive motor and the input end transmission error comprehensive detection device are installed on the base of the AC drive motor slide table. The output end of the AC drive motor and the input end transmission error comprehensive detection device are connected through the input end elastic coupling, and the input end The transmission error comprehensive detection device is connected with the input spline shaft of the gearbox through the ball cage synchronous universal joint at the input end; the tested gearbox is positioned and clamped by the special fixture for the gearbox, and the output shaft of the tested gearbox is connected with the output of the gearbox. The flange shaft is connected, the comprehensive detection device of the transmission error at the output end is connected with the output flange shaft of the gearbox through the elastic coupling at the output end, and the comprehensive detection device of the transmission error at the output end is connected with the input end of the two-speed reduction box through the elastic coupling at the output end Second connection, the output end of the two-speed reduction box is connected with the AC loading motor through the output end ball cage synchronous universal coupling.

The input shaft and the output shaft of the two-speed reduction box described in the utility model are located on the same side, and are arranged in a "U" shape.

The structure of the input end transmission error comprehensive detection device described in the utility model is: the bearing in the bearing seat is installed on the output flange shaft journal, the input end torque sensor is connected with the output flange shaft through bolts, and the input end torque sensor is connected through bolts. Connected with the input flange shaft, the inner ring of the angle encoder at the input end is installed on the flange of the input flange shaft, and the outer ring is fixed on the bracket of the angle encoder by bolts. The degrees are respectively installed on the flange of the input flange shaft, and the bearing seat, the torque sensor at the input end, and the bracket of the angle encoder are installed on the fixed base through bolts.

The sensitive direction of the uniaxial acceleration sensor 1 and the uniaxial acceleration sensor 2 described in the utility model is the tangential direction of the transmission shaft.

The output end transmission error comprehensive detection device described in the utility model has the same structure as the input end transmission error detection device.

Under the conditions of simulating the actual working conditions of the gearbox, the transmission error of each gear is tested at the speed given by the test specification. Through the analysis of the transmission error, the structure and manufacturing defects of the gearbox are traced, so as to provide a basis for the transmission error of the gearbox. The design and manufacture give rationalization suggestions. In order to accurately measure the transmission error of the gearbox, the utility model realizes the measurement of the static and dynamic transmission errors of the gearbox.

The beneficial effects of the utility model are:

1. The utility model adopts a "U" layout, which can shorten the length of the test bench by more than 30% compared with the linear layout. It has a compact structure, reduces the floor space, makes full use of the space of the experimental site, and reduces costs.

2. Innovatively propose a comprehensive detection device for transmission errors. By integrating high-precision angle encoders, torque sensors, and single-axis acceleration sensors, the static and dynamic transmission errors of the gearbox can be measured on a test bench to achieve The purpose of a multi-purpose machine.

3. Use the gearbox to reduce the output speed of the gearbox, choose a loading motor with a lower rated speed, and reduce the investment in the motor; use a two-speed gearbox to flexibly adjust the output speed, compatible with different types of gearboxes, and improve the versatility of the test bench .

4. The base of the driving motor adopts a slide mechanism, which facilitates the installation of the tested gearbox and realizes the test of different types of gearboxes.

5. The ball-cage synchronous universal coupling is used to connect the drive end and the gearbox input shaft, the load end and the gearbox output shaft, reducing the extra load on the drive shaft caused by the coaxiality error, and improving the fatigue life of the drive shaft and The transmission efficiency of the test bench; at the same time, the use of ball cage synchronous universal coupling can adapt to different types of gearboxes to be tested and improve the versatility of the test bench.

6. The common DC bus technology is adopted to realize the recovery and utilization of electric energy of the test bench, which has high energy utilization rate and reduces the later operation cost; at the same time, since the electric energy fed back by the loading motor is not directly incorporated into the AC grid, electrical pollution to the AC grid can be avoided .

7. The test bench is supported by an air spring, which can effectively suppress the vibration amplitude of the test bench, isolate the impact, increase the natural frequency of the test bench, and avoid resonance.

Description of drawings

Fig. 1 is the structural representation of the utility model;

Fig. 2 is the top view of Fig. 1;

Fig. 3 is the comprehensive detection device of the input end transmission error of the utility model;

Fig. 4 is A-A sectional view of Fig. 3;

Fig. 5 is a structural schematic diagram of the base of the sliding table of the AC drive motor of the present invention.

detailed description

The bottom of the T-slot installation platform 18 is respectively connected with the T-slot installation platform rigid support seat 17 and the air spring support device 15, and the AC drive motor sliding table base 16 and the special clamp 6 for the gearbox are respectively installed above the T-slot installation platform 18. The AC drive motor 1 and the input end transmission error comprehensive detection device 3 are installed on the AC drive motor slide base 16, the output end of the AC drive motor 1 is connected to the input end transmission error comprehensive detection device 3 through the input end elastic coupling 2 , the transmission error comprehensive detection device 3 at the input end is connected with the input spline shaft 5 of the gearbox through the spherical cage synchronous universal coupling 4 at the input end; The output shaft of the gearbox is connected to the output flange shaft 8 of the gearbox, and the output end transmission error comprehensive detection device 10 is connected to the transmission output flange shaft 8 through the output end elastic coupling 9, and the output end transmission error comprehensive detection device 10 is connected to The input end of the two-speed reduction box 12 is connected through the output end elastic coupling 11, and the output end of the two-speed reduction box 12 is connected with the AC loading motor 14 through the output end spherical cage type synchronous universal shaft coupling 13;

The transmission error detection test bench for rear-drive automobile gearboxes is characterized in that the input shaft and output shaft of the two-speed reduction box 12 are located on the same side, in a "U"-shaped layout.

In the input end transmission error comprehensive detection device 3, the bearing in the bearing housing 302 is installed on the journal of the output flange shaft 301, the input end torque sensor 303 is connected with the output flange shaft 301 through bolts, and the input end torque sensor 303 is passed through Bolts are connected to the input flange shaft 309, the inner ring of the input angle encoder 308 is installed on the flange plate of the input flange shaft 309, the outer ring is fixed on the angle encoder bracket 307 by bolts, the single-axis acceleration sensor 304, the single-axis acceleration sensor The shaft acceleration sensor 2 305 is installed on the input flange shaft 309 flange respectively at 180 degrees, and the bearing seat 302, the input end torque sensor 303, and the angle encoder bracket 307 are installed on the fixed base 306 by bolts.

The sensitive direction of the uniaxial acceleration sensor 1 and the uniaxial acceleration sensor 2 is the tangential direction of the transmission shaft.

The output end transmission error comprehensive detection device 10 has the same structure as the input end transmission error detection device 3 .

The AC drive motor slide base 16 is composed of a drive motor moving base 1605, a slide base fixed base 1607, a triangular guide rail pair 1604, a rectangular guide rail pair 1603, a screw nut pair 1602, a hand wheel 1601, and a clamping mechanism 1606. The drive motor slide base can realize the axial movement of the motor to adapt to different types of gearboxes.

working principle:

The driving motor inputs the power to the gearbox through the elastic coupling at the input end, the comprehensive detection device for transmission error at the input end, the elastic coupling at the input end, and the spline shaft at the input end of the gearbox, and the output end of the gearbox is through the elastic coupling at the output end Device 1, the output end transmission error comprehensive detection device, the output end elastic coupling 2, the two-speed reduction box, the output end ball cage type universal shaft coupling and the loading motor. The driving motor works in speed control mode, and the loading motor works in torque control mode. The speed, torque, and tangential acceleration signals of the input and output ends of the gearbox are detected by the input and output end transmission error comprehensive detection devices respectively.

Claims (5)

1. an engine rear-drive automobile gearbox transmission error-detecting testing stand, it is characterised in that: below T-slot mounting platform It is connected with T-slot mounting platform rigid support seat, air spring support means respectively, AC driven motor slide unit base, Change speed gear box special fixture is separately mounted to above T-slot mounting platform, and AC driven motor and input driving error are combined Close detection device to be arranged on AC driven motor slide unit base, the outfan of this AC driven motor and input transmission Error synthesis detection device is connected by input yielding coupling, input driving error comprehensive detection device and speed change Case input splined shaft is connected by input synchro-nizing universal coupling with ball and sacker；By change speed gear box special fixture by tested change The location clamping of speed case, tested output shaft of gear-box is connected with change speed gear box output flange axle, and outfan driving error is comprehensively examined Survey device to be connected by outfan yielding coupling one with change speed gear box output flange axle, outfan driving error comprehensive detection Device and two gear reduction box inputs are connected by outfan yielding coupling two, and two gear reduction box outfans add with exchanging Carry motor to be connected by outfan synchro-nizing universal coupling with ball and sacker.

A kind of engine rear-drive automobile gearbox transmission error-detecting testing stand the most according to claim 1, its feature exists In: the power shaft of two described gear reduction boxes is positioned at the same side, in " U " type layout with output shaft.

A kind of engine rear-drive automobile gearbox transmission error-detecting testing stand the most according to claim 1, its feature exists In: described input driving error comprehensive detection device structure is: the bearing in bearing block is arranged on output flange axle On axle journal, input torque sensor is connected with output flange axle by bolt, and input torque sensor passes through bolt Being connected with input flange axle, input angular encoder inner ring is arranged on input flange shaft flange dish, spiral shell is passed through in outer ring Bolt is fixed on angular encoder support, and single-axis acceleration sensors one, single-axis acceleration sensors two are in 180 degree points It is not installed on input flange shaft flange dish, described bearing block, input torque sensor, angular encoder support It is arranged on firm banking by bolt.

A kind of engine rear-drive automobile gearbox transmission error-detecting testing stand the most according to claim 3, its feature exists In: described single-axis acceleration sensors one and the tangent line side that sensitive direction is power transmission shaft of single-axis acceleration sensors two To.

A kind of engine rear-drive automobile gearbox transmission error-detecting testing stand the most according to claim 1, its feature exists In: described outfan driving error comprehensive detection device and described input Transmission Error Measuring apparatus structure phase With.