汽車輪轂軸承總成性能試驗(yàn)臺(tái)設(shè)計(jì)【汽車輪轂軸承試驗(yàn)臺(tái)】,汽車輪轂軸承試驗(yàn)臺(tái),汽車輪轂軸承總成性能試驗(yàn)臺(tái)設(shè)計(jì)【汽車輪轂軸承試驗(yàn)臺(tái)】,汽車,輪轂,軸承,總成,性能,機(jī)能,試驗(yàn)臺(tái),設(shè)計(jì) 附錄 VIRTUAL INSTRUMENT AND FREQUENCY CONVERSION TECHNOLOGY-BASED BRAKE TEST SYSTEM Brake is widely useful and very important safety assuring equipment. The aim of Brake test system， which is based on visual instrument and frequency changing technology， is to integrative measure and analyze the performance and quality of the brake.This paper mainly introduces the principle， composing，function and features of the brake test system. And from the point of view of the principle of Visual Instrument （VI） technology， a test system， based on the VI and frequency changing technologies and consist of frequency changing drive and control sub-system and measuring sub-one， is constructed. With the test system the performances and braking course could be auto controlled and measured to the brakes which includes disc and drum ones. And the measuring and control software is programmed with the LabVIEW published by American NI Corporation， USA.Then data real time acquisition， processing， displaying and recording will be realized. The test system also has the functions of voltage adjusting， rotating speed control， load regulating， JC value setting， temperature measuring， and braking route and time memorizing and analyzing. It will be very important for meaning and exciting boosting effect to advance quality and capabilities of the brakes and the security of equipments and system which have adopt the brakes. 1 Operating principles According to the principle of work and power， the change of kinetic energy in the moving of objects equals to the full power of the force act on the object in that process.The energy obtained by brake to be tested： Therefore， it is feasible to use combined inertial flywheels to simulate rotating inertia of crane hoist and its transmission components to test the performance and quality of the brake. According to the moment of momentum theorem： Tb·t =Ji·ω （1） When Tb is fixed， tb can be controlled through combinations between Ji and ω differently. Brake drum or plate， which will be measured， and combined inertial flywheels for loading on are driven to rotate by AC frequency conversion motor （or DC one， which will not be dealt with in this article carefully）. According to the principles shown in the formula （1） ， we can simulate actual processes of brakes fitted on lifting and transport machineries， engineering ones， mining ones and construction ones by changing the technical specification duty JC， the flywheel's inertial moment Ji and motor's rotational speed ni.When detected brakes work in simulation cycle and brake repeated， infrared thermoscopes and torque sensors， and other sensors will record braking shown in the heat， braking torque，braking time and brake speed parameters. 2The composition and structure of the brake test system This test system is intended to achieve the performances of drum and disc brakes and has following functions： （1） Brake replacement According to different type of brakes the corresponding base will be chosen and brake position could be adjusted using electric slide test-bed； （2） Multi-level loading We can simulate the actual loading on brakes in a crane with different combined flywheels. The test system adopts manual hydraulic system composed by a three-position four-way hand-operated direction valve， a relief one and their accessories， and it is operation saving and convenient to replace flywheels. （3） Regulation the rotational speed n （or ω） It can be realized by changing frequency supplied to the AC motor. When braking torque is very large， such as 10000Nm， it should be appropriate for regulating initial brake speed upward 1000r/min to minimize rotating inertia possibly. （4） Braking frequency adjustment Based on actual needs braking frequency can be confined in a range of 1~4 times per minute. （5） Braking torque measurement There are three methods： a） Direct measurement via torque sensors：Rotational speed and torque sensor will be installed between the detected brake drum or plate and inertial flywheel plates.Dynamic braking torque of detected brake will be directly measured， shown in Fig.1 and Fig.2. According to the scope of braking torque of detected brakes， two or three rotational speed and torque sensors should be prepared for testing torque to meet the accuracy requirements； b） Indirect parameter measurement： Based on the rotating inertia and braking time we can get brake torque using mathematical relationship between these parameters， as shown in Fig. 2. c） Indirect measurement by pedestal-force： The pressure sensors are installed under the base where detected brake are fixed to feel the forces given by brake， and then to obtain brake torque. The second approach has small investment， simple structure and no torque sensors which mean not considering related troubles of changing torque sensors. But the procedure to calculate torque is complex， and accumulating total errors would be larger and then the result accuracy will be low. The third way has the advantage of the replacement of sensors is easier and no special requirements for sensors installing precision. It is still an indirect measurement but the procedure is less than that in the second method and that means the cumulative errors relatively is smaller. And visible shortcoming is poor dynamic response. （6） Automatic control Except to manual operation test system is also programmed control. （7） Monitoring Braking frequency， initial braking speed， the aggregate braking number， moment， time and so on will be shown automatically. （8） Automatically data acquisition and processing The curve describing braking torque， time and speed could be drawn automatically by means of computer software while detected brake is measured in dutycycle operation. Therefore， in response to the way to test braking torque the system can be divided into three ones of that with torque sensor such as Fig.1 and 2 above， that without torque sensor such as shown in Fig.3 and that of pedestal-power measurement without torque sensor， as shown in Fig.4. The test system is mainly composed of AC frequency conversion transmission system， flywheels loading system， rotational speed and torque sensors， base which to fix drum or plate brakes， adjustable DC power supply， detected brakes and test and control system. 基于制動(dòng)試驗(yàn)臺(tái)的虛擬儀器與變頻技術(shù) 制動(dòng)器是廣泛有益的和非常重要的安全保障設(shè)備。制動(dòng)測(cè)試系統(tǒng)的目的是綜合衡量和分析制動(dòng)試驗(yàn)系統(tǒng)的性能和質(zhì)量的剎車，組成，功能。從目視儀器理論的角度來看，基于VI和頻率不斷變化的技術(shù)和包括頻率變化的驅(qū)動(dòng)和控制子系統(tǒng)和測(cè)量分之一構(gòu)成的。隨著測(cè)試系統(tǒng)的性能和制動(dòng)過程可自動(dòng)測(cè)量，以控制和剎車，其中包括光盤和鼓的。和測(cè)量和控制軟件的設(shè)計(jì)與LabVIEW的出版的美國(guó)公司-美國(guó)。然后數(shù)據(jù)實(shí)時(shí)采集，處理，顯示和記錄一定會(huì)實(shí)現(xiàn)。測(cè)試系統(tǒng)還具有功能的電壓調(diào)整，轉(zhuǎn)速控制，負(fù)荷調(diào)節(jié)，巴埃納價(jià)值設(shè)定，溫度測(cè)量，和制動(dòng)路線和時(shí)間背誦和分析。這將是非常重要的意義和令人激動(dòng)的推動(dòng)作用，以推進(jìn)素質(zhì)和能力的剎車和安全的設(shè)備和系統(tǒng)已經(jīng)采取剎車。 1.工作原理 根據(jù)工作原理和功率的變化動(dòng)能在移動(dòng)的物體等于全部力量采取行動(dòng)，該部隊(duì)的目標(biāo)過程中取得的制動(dòng)能量進(jìn)行測(cè)試：因此，它是可行的使用相結(jié)合，模擬慣性飛輪轉(zhuǎn)動(dòng)慣量的起重機(jī)吊重機(jī)及其傳動(dòng)部件的性能測(cè)試和質(zhì)量制動(dòng)。根據(jù)動(dòng)量矩定理： Tb·t =Ji·ω （1） 當(dāng)TB是固定的，TB是可以控制的，通過組合之間籍和ω不同，制動(dòng)鼓或板，這將是衡量，并結(jié)合慣性飛輪裝載的驅(qū)動(dòng)旋轉(zhuǎn)的交流變頻電機(jī)。根據(jù)原則表現(xiàn)在公式（1），我們可以模擬實(shí)際過程中剎車安裝在起吊和運(yùn)輸機(jī)械，工程的，采礦業(yè)和建筑業(yè)的是通過改變技術(shù)規(guī)范責(zé)任巴埃納，飛輪的慣性時(shí)刻姬和電機(jī)轉(zhuǎn)速鎳。當(dāng)工作中發(fā)現(xiàn)剎車和制動(dòng)仿真周期重復(fù)，其他傳感器將記錄中顯示的制動(dòng)熱，制動(dòng)力矩，制動(dòng)時(shí)間和制動(dòng)的速度參數(shù)。 2.剎車測(cè)試系統(tǒng)的組成和結(jié)構(gòu) 該測(cè)試系統(tǒng)是為了實(shí)現(xiàn)表演鼓和盤式制動(dòng)器，并以下職能： （1）更換制動(dòng) 根據(jù)不同類型的剎車相應(yīng)的基地將選擇和剎車的位置可以調(diào)整使用電動(dòng)滑試驗(yàn)臺(tái)； （2）多層次載入中 我們可以模擬實(shí)際負(fù)荷制動(dòng)器在起重機(jī)不同組合飛輪。該測(cè)試系統(tǒng)采用手動(dòng)液壓系統(tǒng)組成，由一個(gè)三人立場(chǎng)四路手操作的方向閥，救濟(jì)及其配件之一，它是操作方便，節(jié)約和替代飛輪。 （3）規(guī)例轉(zhuǎn)速n 它可以實(shí)現(xiàn)通過改變頻率提供給交流電動(dòng)機(jī)。當(dāng)制動(dòng)力矩非常大，如10000Nm ，應(yīng)該適當(dāng)調(diào)節(jié)初始制動(dòng)速度向上1000r/min盡量轉(zhuǎn)動(dòng)慣量可能。 （4）制動(dòng)頻率調(diào)整 根據(jù)實(shí)際需要制動(dòng)頻率可以限于在1 ? 4倍，每分鐘。 （5）制動(dòng)力矩測(cè)量，有三種方法： a) 直接測(cè)量通過扭矩傳感器：轉(zhuǎn)速和扭矩傳感器將被安裝與檢測(cè)制動(dòng)鼓或板和慣性飛輪板.動(dòng)態(tài)制動(dòng)力矩的檢測(cè)制動(dòng)將直接測(cè)量，顯示在圖1和圖2 。根據(jù)范圍的制動(dòng)力矩的檢測(cè)剎車，兩個(gè)或三個(gè)轉(zhuǎn)速和扭矩傳感器應(yīng)準(zhǔn)備用于測(cè)試的扭矩，以滿足精度要求； b) 間接參數(shù)測(cè)量： 基于轉(zhuǎn)動(dòng)慣量和制動(dòng)時(shí)間，我們可以用數(shù)學(xué)制動(dòng)力矩這些參數(shù)之間的關(guān)系，如圖2所示 c) 間接測(cè)量的基座力： 壓力傳感器安裝在基地發(fā)現(xiàn)剎車固定感受到部隊(duì)給予剎車，然后獲得制動(dòng)力矩。第二個(gè)辦法投資少，結(jié)構(gòu)簡(jiǎn)單，沒有扭矩傳感器，這意味著不考慮相關(guān)故障的改變扭矩傳感器。但是程序計(jì)算扭矩是復(fù)雜的，并積累總額將是更大的錯(cuò)誤，然后將結(jié)果準(zhǔn)確性低。第三條道路的優(yōu)點(diǎn)是更換傳感器更容易，也沒有特殊要求的傳感器安裝精度。它仍然是一種間接測(cè)量的程序，但低于第二方法和手段的累積誤差相對(duì)較小。和明顯的缺點(diǎn)是窮人的動(dòng)態(tài)響應(yīng)。 （6）自動(dòng)控制 除手動(dòng)操作測(cè)試系統(tǒng)也編程控制。 （7）監(jiān)測(cè) 制動(dòng)頻率，初始制動(dòng)速度快，制動(dòng)人數(shù)的總和，目前，時(shí)間等將自動(dòng)顯示。 （8）自動(dòng)數(shù)據(jù)采集與處理 曲線描述制動(dòng)力矩，時(shí)間和速度可以得出自動(dòng)通過計(jì)算機(jī)軟件，同時(shí)檢測(cè)制動(dòng)測(cè)量占空比工作。因此，在應(yīng)對(duì)方式的制動(dòng)力矩測(cè)試系統(tǒng)可分為三個(gè)一的，在扭矩傳感器，例如圖1和2段，如果沒有扭矩傳感器，如在圖3所示和底座，功率測(cè)量無扭矩傳感器，圖4所示。該測(cè)試系統(tǒng)主要由交流變頻傳輸系統(tǒng)，飛輪加載系統(tǒng)，轉(zhuǎn)速和扭矩傳感器，基地修復(fù)剎車鼓或板，可調(diào)直流電源供應(yīng)器，檢測(cè)剎車系統(tǒng)以及測(cè)試和控制系統(tǒng)。 - 9 -