CN114486244B - Differential mechanism test device of passenger car gearbox - Google Patents
Differential mechanism test device of passenger car gearbox Download PDFInfo
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- CN114486244B CN114486244B CN202210033517.5A CN202210033517A CN114486244B CN 114486244 B CN114486244 B CN 114486244B CN 202210033517 A CN202210033517 A CN 202210033517A CN 114486244 B CN114486244 B CN 114486244B
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M13/00—Testing of machine parts
- G01M13/02—Gearings; Transmission mechanisms
- G01M13/025—Test-benches with rotational drive means and loading means; Load or drive simulation
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M17/00—Testing of vehicles
- G01M17/007—Wheeled or endless-tracked vehicles
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Abstract
The application discloses differential mechanism test device of passenger car gearbox relates to automobile differential mechanism test field, includes: a tooling sample comprising a differential sample and a support device; one variable frequency motor is connected with an input shell for driving a differential mechanism sample through an input shaft and a main speed reducer mechanism, and the other two variable frequency motors are connected with two output ends of the differential mechanism sample through two output shafts; the electric control system is respectively connected with all the variable frequency motors and the torque rotating speed sensors; the electric control system controls one variable frequency motor to be in a loading mode and the other two variable frequency motors to be in a driving mode according to test requirements, and torque of the input shaft and torque of the output shaft are detected in real time through the torque rotating speed sensor. The differential mechanism test device can scientifically simulate the operation condition of the differential mechanism of the passenger car gearbox on a real car, is independent of the gearbox assembly to carry out the limit condition test of the performance of the differential mechanism, and has simple structure and high reliability.
Description
Technical Field
The application relates to the field of automobile differential mechanism tests, in particular to a differential mechanism test device of a passenger car gearbox.
Background
Currently, in the process of automobile design and manufacture, simulation tests are required for a gearbox differential. The differential mechanism test device of the passenger car gearbox is mainly used for simulating the actual car use condition of the passenger car gearbox differential mechanism and carrying out various performance test verification of the differential mechanism. The transmission differential of the passenger car is a mechanism capable of realizing that left and right driving wheels operate at different rotation speed differences.
In the related art, in the development process of a passenger car gearbox, in order to verify the axle tooth strength and the differential performance of a differential mechanism under load (including the limit torque working condition in a real car, the limit torque generally exceeds 1.7 times of the rated torque of the gearbox), three test modes are mainly adopted by the existing car manufacturers for testing.
The first test mode is that the differential mechanism shell is fixed, one end of the differential mechanism is connected with the driving motor, the other end of the differential mechanism is connected with the load motor, the mode can only simply verify whether the working state of the internal gear of the differential mechanism is normal under the hundred-percent differential working condition, and the assembly performance of the differential mechanism under the different differential ratio working conditions can not be verified.
The second test mode is to design a pair of gear boxes meshed with cylindrical gears, wherein one cylindrical gear is used as power input, the differential is arranged at the center of the other cylindrical gear, power is transmitted to the differential shell through the cylindrical gears and is output from two ends of the differential, the differential is installed for adapting to differential with different axial dimensions, the differential output bearing is usually supported in a cantilever mode, in order to obtain a larger reduction ratio, the size and the weight of the cylindrical gear are large, the differential bears a larger bending moment, the output shaft is easy to break, meanwhile, the differential shaft teeth are not normally contacted due to deformation, the installation state is not consistent with a real vehicle, and the reliability of test results is lower.
The third test mode is a mode of assembling the differential assembly into a gearbox assembly matched with a real vehicle and performing differential tests by utilizing the gearbox assembly, but the mode is limited by the restriction factors such as strength and structure of other parts of the gearbox assembly, so that the differential cannot be subjected to more severe condition (the limit torque is 1.7 times of the rated torque of the gearbox), and other matched parts of the gearbox assembly are required to be replaced in each test, so that expensive development test cost is brought.
For the above reasons, those skilled in the art are highly required to design a reliable and convenient test device for simulating the working state of a differential in a passenger car gearbox assembly.
Disclosure of Invention
Aiming at the defects existing in the prior art, the purpose of the application is to provide a differential mechanism test device of a passenger car gearbox, which can scientifically simulate the operation condition of the passenger car gearbox differential mechanism on a real vehicle, and is independent of a gearbox assembly to carry out the limit condition test of the performance of the differential mechanism, and has simple structure and high reliability.
In order to achieve the above purpose, on one hand, the technical scheme adopted is as follows: a differential testing device for a passenger car transmission, comprising: the tool sample comprises a differential mechanism sample and a supporting device, wherein the differential mechanism sample is arranged on the supporting device; the differential sample has an input housing and two outputs;
one variable frequency motor is connected with an input shell for driving a differential mechanism sample through an input shaft and a main speed reducer mechanism, and the other two variable frequency motors are respectively connected with two output ends of the differential mechanism sample through two output shafts; torque and rotation speed sensors are arranged on the input shaft and the output shaft;
the electric control system is respectively connected with all the variable frequency motors and the torque rotating speed sensors; the electric control system controls one variable frequency motor to be in a loading mode and the other two variable frequency motors to be in a driving mode according to test requirements, and torque and rotation speed of the input shaft and the output shaft are detected in real time through torque and rotation speed sensors.
On the basis of the technical scheme, the supporting device comprises a speed reducer box body, a main speed reducer transition disc, a differential mechanism transition disc and two bearing seats;
the speed reducer box body is a rectangular shell with an open top and a circular opening on the side wall; the main speed reducer transition disc is a disc with a cross hole in the center; the differential mechanism transition disc is in a circular ring shape, and is sleeved and fixed on an input shell of a differential mechanism sample; the differential mechanism transition disc is vertically suspended and inserted into a straight hole of the cross hole of the main speed reducer transition disc; the main speed reducer transition disc is fixed on the inner side of the side wall of the speed reducer box body, which is provided with a circular opening;
the bottoms of the two bearing seats are fixed on a main speed reducer transition disc and are respectively arranged on two sides of a differential mechanism transition disc; the two output shafts are connected with the two output ends of the differential mechanism sample through the center of the bearing seat.
On the basis of the technical scheme, the main speed reducer mechanism comprises a drive bevel gear, a driven bevel gear and a main speed reducer shell for supporting the drive bevel gear; one side of the main speed reducer shell is attached and fixed to the main speed reducer transition disc, and the other side of the main speed reducer shell extends outwards from a circular opening on the side wall of the speed reducer box body; the drive bevel gear is arranged at the end part of the input shaft, the driven bevel gear is coaxially sleeved and fixed on the differential mechanism transition disc, and the drive bevel gear and the driven bevel gear are meshed in the main speed reducer shell.
On the basis of the technical scheme, the main reducer transition disc is provided with a plurality of groups of bearing seat mounting holes along the axial direction of the differential mechanism sample; bearing blocks on two sides of the differential transition disc can be matched with mounting holes of different bearing blocks according to the size of a differential sample.
On the basis of the technical scheme, two left rectangular grooves of the main speed reducer transition disc after the cross hole of the main speed reducer transition disc is provided with the differential mechanism transition disc are used as guide grooves of the two bearing seats; the bottom of the bearing seat is provided with a rectangular guide block in a protruding mode, and the rectangular guide block is matched with the guide groove.
On the basis of the technical scheme, each bearing seat is provided with a bearing and a locking mechanism, and the locking mechanism comprises a locking ring sleeve and a bearing seat end cover; the bearing and the locking ring sleeve are both arranged in the shaft hole of the bearing seat; the bearing seat end cover is arranged on the side end face of the bearing seat far away from the differential mechanism sample, and the position of the adjusting bearing in the bearing seat can be propped against through the locking ring sleeve.
On the basis of the technical scheme, the bearing seat end cover is connected to the side end face of the bearing seat through bolts, and a plurality of uniform scale marks with the distance of 1mm are arranged on the side face of the bearing seat end cover.
On the basis of the technical scheme, symmetrical mounting holes are formed in two side walls of the speed reducer box body, two output shafts respectively penetrate through one mounting hole, and the mounting holes are coaxial with the bearing; sealing devices for sealing oil are arranged between the output shaft and the mounting holes; the sealing device comprises a sealing ring, a circular spacer bush and two semicircular spacer bushes, wherein the two semicircular spacer bushes symmetrically clamp the output shaft, the circular spacer bush is arranged outside the two semicircular spacer bushes, the sealing ring is sleeved outside the circular spacer bush, and sealing glue layers are respectively coated between the sealing ring and the circular spacer bush as well as between the circular spacer bush and the semicircular spacer bush.
On the basis of the technical scheme, the speed reducer box body further comprises a box body top cover, the box body top cover is fixedly arranged at the top of the speed reducer box body, and a plurality of ventilation holes are formed in the box body top cover; an oil drain port is formed in the bottom wall of the speed reducer box body, and a detachable movable plug is arranged at the oil drain port.
On the basis of the technical scheme, extension walls are arranged on two sides of the bottom wall of the speed reducer box body; the extension wall is provided with a strip-shaped mounting groove; the supporting device further comprises an outer supporting mechanism, the outer supporting mechanism comprises a transmission shaft support, a half-bearing top cover and a half-bearing bottom support, the transmission shaft support is movably fixed in the strip-shaped mounting groove through bolts, the half-bearing bottom support is fixed on the transmission shaft support, the half-bearing top cover is fixed on the top end of the half-bearing bottom support, and the half-bearing top cover and the half-bearing bottom support are movably clamped on the output shaft.
The beneficial effects that technical scheme that this application provided brought include:
the differential mechanism test device comprises a tool sample, three variable frequency motors and an electric control system, wherein the electric control system controls one variable frequency motor to be in a loading mode and the other two variable frequency motors to be in a driving mode according to test requirements. The differential mechanism test device can scientifically simulate the operation condition of the differential mechanism of the passenger car gearbox on a real car, is independent of the limit condition test of the performance of the differential mechanism of the gearbox assembly, breaks away from the limit of the gearbox, is simple in structure and high in reliability, has compact layout, reasonable design and strong universality, can set the working modes (loading modes or driving modes) of three variable-frequency motors, can perform differential mechanism tests of different projects, and performs omnibearing assessment on the differential mechanism assembly.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings that are needed in the description of the embodiments will be briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
Fig. 1 is a schematic structural diagram of a tooling bench according to an embodiment of the present application;
fig. 2 is an explosion schematic diagram of a tooling sample provided in an embodiment of the present application;
FIG. 3 is a schematic installation diagram of a transition disc and a bearing seat of a final drive provided in an embodiment of the present application;
FIG. 4 is a schematic axial locking structure of a differential sample provided in an embodiment of the present application;
fig. 5 is a schematic view of a sealing structure of a differential transmission shaft according to an embodiment of the present disclosure;
reference numerals:
1. a first variable frequency motor; 2. a first torque rotation speed sensor; 3. a tool sample; 4. a second torque rotation speed sensor; 5. a second variable frequency motor; 6. a third torque rotation speed sensor; 7. a third variable frequency motor; 8. an electrical control system; 9. a drive bevel gear; 10. a main reducer housing; 11. differential sample; 12. a passive bevel gear; 13. a bearing seat; 14. a locking ring sleeve; 15. a semicircular spacer bush; 16. a round spacer bush; 17. an output shaft; 18. a bearing; 19. a bearing seat end cover; 21. a half bearing top cover; 22. a half bearing shoe; 23. a drive shaft bracket; 24. a seal ring; 25. a top cover of the box body; 26. a speed reducer box; 30. a differential transition disc; 39. a main reducer transition disc; 40. and (5) a sealant layer.
Detailed Description
In order to make the objects, technical solutions and advantages of the present application more apparent, the present invention will be further described in detail with reference to the accompanying drawings and examples. It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the scope of the invention. In addition, the technical features of the embodiments of the present invention described below may be combined with each other as long as they do not collide with each other.
As shown in fig. 1 and 2, the application discloses an embodiment of a differential testing device of a passenger car gearbox, wherein the differential testing device comprises a tool sample 3, three variable frequency motors and an electrical control system 8. The tool sample 3 comprises a differential sample 11 and a supporting device, wherein the differential sample 11 is installed in the supporting device, and the differential sample 11 can normally operate in the supporting device. The differential sample 11 has one input housing and two outputs.
One of the three variable frequency motors is connected with an input shell for driving the differential mechanism sample 11 through an input shaft and a main speed reducer mechanism. The other two variable frequency motors are respectively connected to two output ends of the differential mechanism sample 11 through two output shafts 17, namely one variable frequency motor is connected to one output end of the differential mechanism sample 11 through one output shaft 17. The input shaft and the output shaft 17 are provided with torque and rotation speed sensors for monitoring the torque and rotation speed of the input shaft and the output shaft 17. Specifically, a torque and rotation speed sensor mounted to the input shaft monitors the torque and rotation speed of the input shaft, and a torque and rotation speed sensor mounted to the output shaft 17 monitors the torque and rotation speed of the input shaft. Specifically, the output shafts and parts on both sides of the differential sample 11 are arranged completely symmetrically.
The electric control system 8 is respectively connected with all the variable frequency motors and the torque rotating speed sensors; the electric control system 8 controls one variable frequency motor to be in a loading mode and the other two variable frequency motors to be in a driving mode according to test requirements, and detects the torque and the rotation speed of the input shaft and the output shaft 17 in real time through a torque rotation speed sensor. The electric control system 8 controls the two driving motors to run at different rotational speeds, so as to realize constant differential speed ratio of the differential mechanism sample.
Preferably, the output shaft 17 is a solid vehicle drive shaft.
Specifically, the three variable frequency motors are a first variable frequency motor 1, a second variable frequency motor 5 and a third variable frequency motor 7 respectively, a first torque rotating speed sensor 2 is arranged on an output shaft 17 connected with the first variable frequency motor 1, a second torque rotating speed sensor 4 is arranged on the output shaft 17 connected with the second variable frequency motor 5, and a third torque rotating speed sensor 6 is arranged on an input shaft connected with the third variable frequency motor 7. In the running process of the differential mechanism test device, any one motor of the first variable frequency motor 1, the second variable frequency motor 5 and the third variable frequency motor 7 is in a loading mode, the other two motors are in a driving mode, the motors in the two driving modes form a differential ratio required by a test, and the motor in one loading mode provides loading force required by the test; the differential mechanism of the passenger car gearbox can scientifically simulate the operation working condition of the differential mechanism on a real car, and the differential mechanism performance limit working condition test is carried out independently of the gearbox assembly, so that the structure is simple, and the reliability is high.
The differential mechanism test device comprises a tool sample 3, three variable frequency motors and an electric control system 8, wherein the electric control system 8 controls one variable frequency motor to be in a loading mode and the other two variable frequency motors to be in a driving mode according to test requirements. The differential mechanism test device can scientifically simulate the operation condition of the differential mechanism of the passenger car gearbox on a real car, is independent of the gearbox assembly to carry out the limit condition test of the performance of the differential mechanism, and is free from the limitation of the gearbox, simple in structure and high in reliability; the invention has the advantages of compact layout, reasonable design and universality. Meanwhile, the differential mechanism test device can also adjust the differential mechanism to operate under different differential ratio working conditions according to experimental requirements, so that the technical problem of the first experimental mode in the background technology is solved, the axle tooth strength and the differential performance of the differential mechanism assembly under the load are fully verified, the device furthest reduces the actual vehicle working state of the passenger vehicle differential mechanism, and various performance tests of the differential mechanism are conveniently carried out.
Meanwhile, the differential mechanism experimental device has certain universality, and differential mechanism tests of different projects can be carried out by setting the working modes (loading modes or driving modes) of the three variable frequency motors, so that the differential mechanism assembly is subjected to omnibearing assessment.
Taking differential endurance test of the differential mechanism as an example, setting a first variable frequency motor 1 and a second variable frequency motor 5 as driving modes through an electric control system 8, setting a third variable frequency motor 7 as loading modes, setting the motor speeds of the two driving modes according to test requirements, setting different speeds to ensure that the left and right output of the differential mechanism obtains a stable differential speed ratio, and providing loading force required by the test through another loading mode motor so that a differential mechanism sample runs under the condition of loading; through the setting, the differential shell and the internal gear of the differential can be ensured to run under the condition of loading, the differential is more close to the use working condition of a real vehicle, and the axle tooth strength and the differential performance of the whole differential under the set rotating speed difference are checked.
In one embodiment, the support means comprises a reducer housing 26, a final drive transition disc 39, a differential transition disc 30 and two bearing blocks 13. The reducer casing 26 is a rectangular casing with an open top, and a circular opening is formed in the side wall of the rectangular casing. The main reducer transition disk 39 is a disk with a cross hole in the center, and the differential transition disk 30 is in a ring shape and is sleeved and fixed on an input housing of the differential sample 11. The differential transition plate 30 is vertically suspended and inserted into a straight hole of the cross hole of the final drive transition plate 39. Specifically, the cross-hole comprises two in-line holes, leaving two symmetrical rectangular holes after insertion of the differential transition disc 30.
A final drive transition plate 39 is secured to the reducer housing 26, the final drive transition plate 39 being located inboard of the side wall of the circular opening, and the final drive transition plate 39 being concentric with the circular opening. The bottoms of the two bearing seats 13 are fixed on a main reducer transition disc 39 and are respectively arranged on two sides of a differential mechanism transition disc 30; both output shafts 17 pass through the center of the bearing housing 13 and are connected to both output ends of the differential sample 11.
The differential mechanism experimental device has certain universality. Specifically, the left and right outputs of the differential mechanism sample are symmetrical structures, and for the differential mechanism assemblies of the passenger car gearboxes of different models, the locking ring sleeve 14, the differential mechanism transition disc 30, the main speed reducer transition disc 39 and corresponding sealing part components on two sides of the differential mechanism are replaced, so that the locking ring sleeve 14, the differential mechanism transition disc 30 and the main speed reducer transition disc 39 adapt to the self size and the input and output size of the differential mechanism, and related tests can be carried out.
Preferably, the edges of the circular opening in the side walls of the rectangular housing are stepped to accommodate the shape of final drive transition disc 39 for ease of assembly.
According to the differential mechanism test device, the differential mechanism transition disc 30 is in a circular ring shape and sleeved and fixed on the input shell of the differential mechanism sample 11, and the input shaft drives the input shell of the differential mechanism sample 11 to rotate so as to drive the differential mechanism sample 11 to rotate; by arranging the two bearing seats 13, the two output shafts 17 are supported and fixed, so that the coaxiality of the output shafts 17 at the two sides and the two output ends of the differential mechanism sample 11 is ensured; compared with the second test mode in the background technology, the differential mechanism test device avoids a cantilever supporting mode, the output shaft is hardly subjected to bending moment, and the output shaft can be prevented from being broken; and the installation state of the differential mechanism test device conforms to that of a real vehicle, and the reliability of test results is high.
In one embodiment, the final drive mechanism comprises a drive bevel gear 9, a driven bevel gear 12 and a final drive housing 10, the final drive housing 10 being adapted to support the drive bevel gear 9. One side of the final drive housing 10 is snugly secured to a final drive transition plate 39 and the other side extends outwardly from a circular opening in the side wall of the reduction housing 26. The drive bevel gear 9 is arranged at the end of the input shaft, the driven bevel gear 12 is coaxially arranged and fixed on the differential transition disc 30, and the drive bevel gear 9 and the driven bevel gear 12 are meshed in the final drive housing 10. When the differential test device operates, the input shaft drives the driven bevel gear 12 to rotate through the drive bevel gear 9, and the driven bevel gear 12 drives the shell of the differential sample 11 to rotate.
In one embodiment, final drive transition disc 39 is provided with multiple sets of bearing housing mounting holes along the axial direction of differential sample 11; the bearing seats 13 on both sides of the differential transition disc 30 may be matched to different bearing seat mounting holes depending on the size of the differential sample 11.
In the differential testing device, a plurality of groups of bearing seat mounting holes are formed in a main reducer transition disc 39 along the axial direction of a differential sample 11 (namely the length direction of an output shaft); the position of the bearing seat 13 can be adjusted according to actual needs, so that the meshing gap between the drive bevel gear 9 and the driven bevel gear 12 can be adjusted, and the universality of the device under the condition that the axial sizes of the differential mechanism samples 11 are different can be ensured. When the axial dimension of the differential sample 11 is large, the distance between the two bearing seats 13 is increased; when the axial dimension of the differential sample 11 is small, the spacing between the two bearing seats 13 is reduced.
In one embodiment, as shown in fig. 3, two rectangular grooves are left after the cross hole of the final drive transition plate 39 mounts the differential transition plate 30, the two rectangular grooves being located on both sides, respectively, as guide grooves for the two bearing blocks 13. The bottom of the bearing seat 13 is provided with a rectangular guide block in a protruding mode, and the rectangular guide block is matched with the guide groove.
According to the differential mechanism test device, the rectangular guide blocks of the bearing seat 13 are matched with the guide grooves, and the bearing seat 13 is matched with the bearing seat mounting holes, so that the differential mechanism sample 11 with different axial sizes can be conveniently adapted.
As shown in fig. 4, in one embodiment, each bearing housing 13 is provided with a bearing 18 and a locking mechanism comprising a locking collar 14 and a housing end cap 19; the bearing 18 and the locking ring sleeve 14 are arranged inside the shaft hole of the bearing seat 13. The bearing seat end cover 19 is arranged on the side end surface of the bearing seat 13 far away from the differential mechanism sample, and can support the position of the adjusting bearing 18 in the bearing seat 13 through the locking ring sleeve 14.
According to the differential mechanism test device, the locking ring sleeve 14 can prop against the position of the adjusting bearing 18 in the bearing seat 13; for differential samples 11 with different axial dimensions, firstly, selecting proper bearing seat mounting fixing holes on a main speed reducer transition disc 39 according to actual dimensions to mount the differential, and completing rough adjustment; finally, the bearing 18 on two sides is pushed by the elastic bearing seat end cover 19 and the locking ring sleeve 14, so that the meshing clearance between the driving bevel gear 9 and the driven bevel gear 12 is accurately controlled, and the aim of adjusting the pre-tightening force of the differential bearing is fulfilled.
In one embodiment, the bearing seat end cover 19 is connected to the side end surface of the bearing seat 13 through bolts, and the side surface of the bearing seat end cover 19 is provided with a plurality of uniform graduation marks with a distance of 1 mm. The uniform graduation marks of the bearing seat end covers 19 can be uniformly and slowly finely adjusted, and the axial gap and the pre-tightening amount of the bearings 18 at the two sides can be adjusted through the uniform graduation marks of the bearing seat end covers 19 at the two sides in the adjusting process, so that the adjustment is accurate and efficient.
Specifically, when the axial clearance of the bearings 18 on both sides is too small, the clamping force of the differential sample 11 is too large, and the differential is easy to jam when running, so that the aim of differential test cannot be achieved; when the axial clearance of the bearings 18 on both sides is too large, the differential sample 11 is too loose in the axial direction, and axial play is liable to occur.
As shown in fig. 5, in one embodiment, both side walls of the speed reducer case 26 are provided with symmetrical mounting holes, and the two output shafts 17 pass through one mounting hole, respectively, and the mounting holes are coaxial with the bearings 18. Sealing devices for sealing oil are arranged between the output shaft 17 and the mounting holes.
The sealing device comprises a sealing ring 24, a circular spacer 16 and two semicircular spacers 15, the two semicircular spacers 15 symmetrically clamp the output shaft 17, the circular spacer 16 is sleeved outside the two semicircular spacers 15, the sealing ring 24 is sleeved outside the circular spacer 16, and a sealing adhesive layer 40 is coated between the sealing ring 24 and the circular spacer 16 and between the circular spacer 16 and the semicircular spacers 15.
According to the differential mechanism test device, the mounting holes of the speed reducer box 26 are coaxial with the bearing 18, so that the axial coaxiality of the output shafts on two sides, the mounting holes of the speed reducer box 26 and the differential mechanism sample 11 is ensured, the coaxiality of the output shafts and the output ends of the differential mechanism sample can be ensured to be 0.02mm through the arrangement of the mechanisms in combination with mechanical processing and assembly, and the differential mechanism test device is suitable for mounting differential mechanisms with different axial dimensions; meanwhile, the support of the output shaft is stable and good, and the output shaft is prevented from being suspended. Meanwhile, the sealing device has good sealing performance, can prevent oil leakage, and ensures that the differential mechanism sample 11 is always in a good lubrication state.
In one embodiment, the reducer housing 26 further includes a housing top cover 25, and the housing top cover 25 is fixedly disposed at an open top opening of the reducer housing 26. The box top cover 25 is provided with a plurality of ventilation holes, the bottom wall of the speed reducer box 26 is provided with an oil drain port, and the oil drain port is provided with a detachable movable plug. The oil drain port that sets up can be when the oil is cleared up to needs, discharges oil as soon as possible, is convenient for wash.
In one embodiment, the bottom wall of the reducer housing 26 is provided with extension walls on both sides, which provide strip-shaped mounting slots. The support device further comprises an outer support mechanism comprising a drive shaft bracket 23, a half bearing top cover 21 and a half bearing bottom support 22, the half bearing top cover 21 and the half bearing bottom support 22 being mated and clamping the output shaft 17 with a suitable force. The transmission shaft support 23 is movably fixed in the strip-shaped mounting groove through bolts, the half-bearing bottom support 22 is fixed in the transmission shaft support 23, the half-bearing top cover 21 is fixed in the top end of the half-bearing bottom support 22, and the half-bearing top cover 21 and the half-bearing bottom support 22 are movably clamped on the output shaft.
Furthermore, the main speed reducing structure has two manufacturing methods, and the first is to design a driving bevel gear with proper teeth number, a driven bevel gear and a main speed reducer shell according to actual requirements, so that the main speed reducer shell and the main speed reducer transition disc can be manufactured into a whole. And the second is to select a drive axle main speed reducer assembly with proper speed ratio for modification, remove the original differential assembly, cut and remove the bearing support on the original main speed reducer shell along the installation end surface of the main speed reducer, reserve a drive bevel gear and a driven bevel gear, and connect with a differential sample of the gearbox through corresponding supporting mechanisms to form a new main speed reducer mechanism.
According to the differential mechanism test device, the actual vehicle working condition of the differential mechanism is simulated through the tool, the strength of the used materials is high, and the differential mechanism test device can bear larger load. According to the traditional testing method, the differential is directly tested in the gearbox, and the existing gearbox is generally designed in an aluminum alloy lightweight mode, so that the existing gearbox shell is easy to damage firstly during limit working condition test, the testing cost is high, and the aim of limit working condition test cannot be achieved. The differential mechanism test device is independent of a gearbox, can be not limited by factors such as strength and structure of other components in a passenger car gearbox assembly, independently checks the limit working condition performance of the differential mechanism, is convenient to carry out limit working condition verification of the differential mechanism (limit torque is 1.7 times of rated torque of the gearbox), and achieves the purpose of saving development test cost. Meanwhile, the differential mechanism test device can adapt to differential mechanism samples 11 with different sizes to carry out different tests, and has universality and high application value.
In the description of the present application, it should be noted that the azimuth or positional relationship indicated by the terms "upper", "lower", etc. are based on the azimuth or positional relationship shown in the drawings, and are merely for convenience of description of the present application and simplification of the description, and are not indicative or implying that the apparatus or element in question must have a specific azimuth, be configured and operated in a specific azimuth, and thus should not be construed as limiting the present application. Unless specifically stated or limited otherwise, the terms "mounted," "connected," and "coupled" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the terms in this application will be understood by those of ordinary skill in the art as the case may be.
It should be noted that in this application, relational terms such as "first" and "second" and the like are used solely to distinguish one entity or action from another entity or action without necessarily requiring or implying any actual such relationship or order between such entities or actions. Moreover, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one … …" does not exclude the presence of other like elements in a process, method, article, or apparatus that comprises the element.
The foregoing is merely a specific embodiment of the application to enable one skilled in the art to understand or practice the application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the application. Thus, the present application is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
Claims (9)
1. A differential testing device for a passenger car transmission, comprising:
a tooling sample (3) comprising a differential sample (11) and a support device, the differential sample (11) being mounted to the support device; the differential sample (11) has an input housing and two outputs;
one variable frequency motor is connected with an input shell for driving a differential mechanism sample (11) through an input shaft and a main speed reducer mechanism, and the other two variable frequency motors are respectively connected with two output ends of the differential mechanism sample (11) through two output shafts (17); torque and rotation speed sensors are arranged on the input shaft and the output shaft (17);
an electrical control system (8) respectively connected to all the variable frequency motors and the torque rotation speed sensor; the electric control system (8) controls one variable frequency motor to be in a loading mode and the other two variable frequency motors to be in a driving mode according to test requirements, and detects the torque and the rotation speed of the input shaft and the output shaft (17) in real time through a torque rotation speed sensor;
the supporting device comprises a speed reducer box body (26), a main speed reducer transition disc (39), a differential mechanism transition disc (30) and two bearing seats (13);
the speed reducer box body (26) is a rectangular shell with an open top and a circular opening on the side wall; the main speed reducer transition disc (39) is a disc with a cross hole in the center; the differential transition disc (30) is in a circular ring shape and is sleeved and fixed on an input shell of the differential sample (11); the differential mechanism transition disc (30) is vertically suspended and inserted into a straight hole of the cross hole of the main speed reducer transition disc (39); the main speed reducer transition disc (39) is fixed on the inner side of the side wall of the speed reducer box body (26) with the circular opening;
the bottoms of the two bearing seats (13) are fixed on a main speed reducer transition disc (39) and are respectively arranged on two sides of a differential mechanism transition disc (30); both output shafts (17) pass through the center of the bearing seat (13) and are connected with both output ends of the differential mechanism sample (11).
2. A differential testing device for a passenger car transmission as defined in claim 1, wherein: the final drive mechanism comprises a drive bevel gear (9), a driven bevel gear (12) and a final drive housing (10) for supporting the drive bevel gear (9);
one side of the main speed reducer shell (10) is attached and fixed to a main speed reducer transition disc (39), and the other side of the main speed reducer shell extends outwards from a circular opening on the side wall of the speed reducer box (26); the driving bevel gear (9) is arranged at the end part of the input shaft, the driven bevel gear (12) is coaxially sleeved and fixed on the differential mechanism transition disc (30), and the driving bevel gear (9) and the driven bevel gear (12) are meshed in the main speed reducer shell (10).
3. A differential testing device for a passenger car transmission as defined in claim 1, wherein: the main speed reducer transition disc (39) is provided with a plurality of groups of bearing seat mounting holes along the axial direction of the differential mechanism sample (11); bearing blocks (13) on two sides of the differential transition disc (30) can be matched with different bearing block mounting holes according to the size of the differential sample (11).
4. A differential testing device for a passenger car gearbox as defined in claim 3, wherein: the two rectangular grooves remained after the cross holes of the main speed reducer transition disc (39) are provided with the differential mechanism transition disc (30) are used as guide grooves of the two bearing seats (13); rectangular guide blocks are arranged at the bottoms of the bearing seats (13) in a protruding mode, and the rectangular guide blocks are matched with the guide grooves.
5. A differential testing device for a passenger car transmission as defined in claim 1, wherein: each bearing seat (13) is provided with a bearing (18) and a locking mechanism, and the locking mechanism comprises a locking ring sleeve (14) and a bearing seat end cover (19); the bearing (18) and the locking ring sleeve (14) are arranged in the shaft hole of the bearing seat (13);
the bearing seat end cover (19) is arranged on the side end surface of the bearing seat (13) far away from the differential mechanism sample, and can support and adjust the position of the bearing (18) in the bearing seat (13) through the locking ring sleeve (14).
6. A differential testing device for a passenger car gearbox as defined in claim 5, wherein: the bearing seat end cover (19) is connected to the side end surface of the bearing seat (13) through bolts, and a plurality of uniform scale marks with the interval of 1mm are arranged on the side surface of the bearing seat end cover (19).
7. A differential testing device for a passenger car gearbox as defined in claim 5, wherein: symmetrical mounting holes are formed in two side walls of the speed reducer box body (26), two output shafts (17) respectively penetrate through one mounting hole, and the mounting holes are coaxial with the bearing (18); sealing devices for sealing oil are arranged between the output shaft (17) and the mounting holes;
the sealing device comprises a sealing ring (24), a circular spacer bush (16) and two semicircular spacer bushes (15), wherein the two semicircular spacer bushes (15) symmetrically clamp an output shaft (17), the circular spacer bush (16) is sleeved outside the two semicircular spacer bushes (15), the sealing ring (24) is sleeved outside the circular spacer bush (16), and a sealing adhesive layer (40) is coated between the sealing ring (24) and the circular spacer bush (16) and between the circular spacer bush (16) and the semicircular spacer bushes (15).
8. A differential testing device for a passenger car transmission as defined in claim 1, wherein: the speed reducer box body (26) further comprises a box body top cover (25), the box body top cover (25) is fixedly arranged at the top of the speed reducer box body (26), and the box body top cover (25) is provided with a plurality of ventilation holes; an oil drain port is formed in the bottom wall of the speed reducer box body (26), and a detachable movable plug is arranged at the oil drain port.
9. A differential testing device for a passenger car transmission as defined in claim 1, wherein: extension walls are arranged on two sides of the bottom wall of the speed reducer box body (26); the extension wall is provided with a strip-shaped mounting groove;
the supporting device further comprises an outer supporting mechanism, the outer supporting mechanism comprises a transmission shaft support (23), a half-bearing top cover (21) and a half-bearing bottom support (22), the transmission shaft support (23) is movably fixed in a strip-shaped mounting groove through bolts, the half-bearing bottom support (22) is fixed on the transmission shaft support (23), the half-bearing top cover (21) is fixed on the top end of the half-bearing bottom support (22), and the half-bearing top cover (21) and the half-bearing bottom support (22) are movably clamped on an output shaft.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210033517.5A CN114486244B (en) | 2022-01-12 | 2022-01-12 | Differential mechanism test device of passenger car gearbox |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202210033517.5A CN114486244B (en) | 2022-01-12 | 2022-01-12 | Differential mechanism test device of passenger car gearbox |
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| CN114486244B true CN114486244B (en) | 2023-07-11 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN202210033517.5A Active CN114486244B (en) | 2022-01-12 | 2022-01-12 | Differential mechanism test device of passenger car gearbox |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN116067573B (en) * | 2023-04-03 | 2023-06-06 | 烟台润蚨祥油封有限公司 | Main assembly oil seal detection test bed that subtracts |
Family Cites Families (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| SU1530966A1 (en) * | 1987-08-17 | 1989-12-23 | Институт проблем надежности и долговечности машин АН БССР | Bench for testing vehicle differential gears |
| JP3225482B2 (en) * | 1996-05-29 | 2001-11-05 | 本田技研工業株式会社 | Inspection device for differential rotation generator |
| CN101441071B (en) * | 2008-12-31 | 2010-06-09 | 安徽巨一自动化装备有限公司 | Differential gear pad-choosing measuring system and measuring method |
| DE102010001797B4 (en) * | 2010-02-11 | 2023-09-28 | Robert Bosch Gmbh | Micromechanical sensor element for capacitive differential pressure detection |
| CN102445341B (en) * | 2011-12-26 | 2013-10-16 | 天津天海同步科技股份有限公司 | Novel limited slip differential experiment table |
| CN205280268U (en) * | 2016-01-12 | 2016-06-01 | 广东富华重工制造有限公司 | Main differential mechanism bearing pretightning force test fixture that subtracts |
| CN206010492U (en) * | 2016-08-31 | 2017-03-15 | 江苏金卡汽车部件有限公司 | A kind of differential case assembly cross bore fixture |
| CN110160729B (en) * | 2019-06-19 | 2024-06-18 | 苏州众源测试技术有限公司 | Differential mechanism impact test stand |
| CN113532850A (en) * | 2020-04-14 | 2021-10-22 | 陕西汉德车桥有限公司 | Torsional fatigue test device and method for differential spider |
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