CN114791358A - Method for testing wear-sliding durability of transmission assembly - Google Patents
Method for testing wear-sliding durability of transmission assembly Download PDFInfo
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- CN114791358A CN114791358A CN202110024735.8A CN202110024735A CN114791358A CN 114791358 A CN114791358 A CN 114791358A CN 202110024735 A CN202110024735 A CN 202110024735A CN 114791358 A CN114791358 A CN 114791358A
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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
Abstract
In order to solve the problem that the heat resistance and wear resistance of a clutch assembly are not verified in the product verification process in the prior art, the invention provides a method for testing the wear-sliding durability of the transmission assembly. The operations of synchronizer gear engagement, clutch release, synchronizer removal and the like are circularly performed on the test bench; relevant test parameters in the test process are recorded and analyzed, and finally, performances of wear resistance, sliding resistance and the like of the transmission assembly are effectively verified. The mode can verify the heat-resistant and wear-resistant characteristics of the transmission clutch assembly in advance, reduces the development risk of the whole vehicle, reduces the development cost and improves the reliability of the product.
Description
Technical Field
The invention relates to the field of transmission performance testing, in particular to a method for testing the wear-sliding durability of a transmission assembly.
Background
A transmission is a mechanism for changing the speed and torque from an engine, which can change the transmission ratio of an output shaft and an input shaft, either fixed or stepped, and is also called a gearbox. The clutch assembly is used as an important part in the transmission and plays a role in starting and gear shifting. During the working process, a large amount of energy is generated due to friction, so that the temperature of the clutch is increased, and the abrasion of the clutch is accelerated.
Taking a dual clutch transmission (DCT as an example), the dual clutch transmission is different from a general automatic transmission system, is based on a manual transmission rather than an automatic transmission, and can provide uninterrupted power output in addition to possessing the flexibility of the manual transmission and the comfort of the automatic transmission. If the double-clutch assembly is unqualified in wear-resisting and heat-resisting properties, the functions are damaged if the double-clutch assembly is light, and the vehicle loses the functions of starting and gear shifting if the double-clutch assembly is heavy.
The existing product verification of the dual-clutch transmission mainly examines the strength, fatigue durability, heat resistance, burn resistance and other performances of mechanical parts, and the existing product verification mainly carries out a motor driving fatigue durability test through the national standard QC/T1056-.
The motor driving fatigue endurance test can be used for checking the fatigue performance of mechanical parts, but in the test process, the clutch is in a normally closed combination state and is mainly used for stably transmitting torque. The clutch does not generate speed difference at the driving end and the driven end, and further generates sliding friction energy. In the shift endurance test, the DCT firstly shifts the synchronizer and then combines the clutch in the actual vehicle shift strategy, and in the shift endurance process, only the synchronizer is shifted each time, and the clutch is not combined. Even if the clutch is combined, the checking strength of the wear-resisting and heat-resisting performance of the clutch is extremely limited due to no load of the whole vehicle. Therefore, the method has no assessment capability on the wear-resisting and heat-resisting properties of the clutch. Generally, the heat resistance and wear resistance of the existing clutch assembly is not examined, so that the heat resistance and wear resistance of the clutch can only be verified after the whole vehicle is carried in the later period, and the risk prejudgment, the product reliability judgment and the whole vehicle development period are influenced.
Disclosure of Invention
In order to solve the problem that the heat-resistant and wear-resistant performance of a clutch assembly is not verified in the product verification process in the prior art, the invention provides a method for testing the wear-resistant and wear-resistant performance of a transmission assembly, and fills the gap that the heat-resistant and wear-resistant performance is not verified in the field.
The invention discloses a method for testing the wear-sliding durability of a transmission assembly, which comprises the following steps:
constructing a test bench which comprises a driving motor, a tested speed changer and a load motor; the driving motor is connected with the tested speed changer, and the tested speed changer is connected with the load motor, wherein torque sensors are arranged between the driving motor and the tested speed changer and between the tested speed changer and the load motor;
acquiring the rotating speed of a driving motor, the acceleration of a load motor and the pressure of a clutch applied to a tested transmission when the starting working condition of the whole vehicle is simulated;
performing a test on the test bench, applying the clutch pressure on the transmission to be tested, setting the acceleration of the load motor, and setting the rotating speed of the driving motor; the tested transmission synchronizer is shifted, and the clutch is engaged; keeping a certain testing time; releasing the clutch from engagement, removing the synchronizer and returning to an initial state; recording related test parameters in a test process, wherein the test parameters comprise torque measured by the torque sensor; repeating the step for N times of circulation, wherein N is 2000-20000;
and after N times of circulation, analyzing the recorded relevant test parameters to obtain a performance test result.
The invention discloses a testing method for the wear-slip durability of a transmission assembly. And the operations such as synchronizer gear engagement, clutch release, synchronizer removal and the like are circularly carried out on the test bench; and recording and analyzing relevant test parameters in the test process, and finally, effectively verifying the performances of wear resistance, sliding resistance and the like of the transmission assembly. The mode can verify the heat-resistant and wear-resistant characteristics of the transmission clutch assembly in advance, reduces the development risk of the whole vehicle, reduces the development cost and improves the reliability of the product.
Further, the step of acquiring the rotating speed of the driving motor, the acceleration of the load motor and the clutch pressure applied to the tested transmission under the simulated starting condition of the whole vehicle specifically comprises the following steps of:
obtaining vehicle type parameters related to a vehicle type to be carried with the tested transmission, wherein the vehicle type parameters comprise but are not limited to the whole vehicle mass, the maximum climbing gradient, the mass center height and the wheelbase;
simulating the working condition of full-load maximum-gradient starting of the whole vehicle, and performing equivalent conversion according to the vehicle type parameters to obtain clutch pressure;
acquiring the rotating speed of a driving motor when the whole vehicle is started with full load and the maximum gradient;
and acquiring the acceleration of the corresponding rotating speed of the driving motor when the whole vehicle starts in the set time of the load motor when the whole vehicle is fully loaded and the maximum gradient is reached.
Further, the step of acquiring the acceleration of the whole vehicle starting to the corresponding rotating speed of the driving motor within the set time of the load motor when the whole vehicle starts with the full load and the maximum gradient specifically comprises the following steps:
according to the rotating speed of the driving motor, converting the rotating speed to be controlled by the load motor according to the speed ratio corresponding to the gear of the tested transmission;
and converting the rotation speed of the load motor required to be reached within the set time during starting to obtain the acceleration required by the load motor.
Further, the method comprises the step of monitoring the transmission oil temperature and/or the clutch temperature during the test on the test bench.
Further, the "tested transmission synchronizer is engaged, the clutch is engaged; the step of keeping a certain test time' specifically comprises the following steps: and after the synchronizer of the tested transmission is successfully engaged, opening the high-flow cooling switch of the clutch, and then engaging the clutch.
Further, before each test, recording the total thickness of the clutch half-joint and the friction pair;
in the testing process, the performance of the transmission is tested according to a certain cycle number at intervals, wherein the performance of the transmission comprises a clutch half joint, the torque transmission characteristic of the clutch and the torque transmission stability.
Further, the step of analyzing the recorded relevant test parameters after N cycles to obtain the performance test result specifically comprises the following steps:
the friction coefficient is obtained by converting the torque data acquired by the torque sensor according to the following formula:
μ＝T/(P*A*RI)；
wherein T is torque, mu is friction coefficient, P is piston cavity pressure in the tested speed changer, A is effective area of the piston, and RI is equivalent radius of the friction pair;
and comparing the friction coefficient with a threshold value to judge whether the friction coefficient meets the design requirement.
Further, the step of analyzing the recorded relevant test parameters after N cycles to obtain a performance test result further comprises the following steps:
after N times of circulation, disassembling the clutch, and retesting the performance of the transmission; simultaneously recording the abrasion loss of the friction pair;
and judging whether the friction pair meets the design requirement or not according to the abrasion loss of the friction pair.
Further, the tested transmission is a dual-clutch automatic transmission; the test bench comprises two load motors, and each load motor is connected to the transmission to be tested through the torque sensor.
Further, the driving motor is in splined connection with an input shaft of the tested transmission through a tool shaft, and the torque sensor is mounted on the tool shaft; the load motor is connected with an output shaft spline of the tested speed changer through a tool shaft, and the torque sensor is installed on the tool shaft.
Drawings
FIG. 1 is a flow chart of a transmission assembly wear-slip durability test provided in an embodiment of the present invention;
FIG. 2 is a schematic illustration of a test rig provided in an embodiment of the present invention;
FIG. 3 is a schematic illustration of another test rig provided in an embodiment of the present invention;
FIG. 4 is a further detailed flowchart of step S2 in FIG. 1;
FIG. 5 is a schematic diagram of force analysis of a vehicle during a hill start.
Wherein, 1, driving a motor; 2. a transmission under test; 3. a load motor; 4. a torque sensor; 4a, a first torque sensor; 4b, a second torque sensor; 4c, a third torque sensor; 3a, a first load motor; 3b and a second load motor.
Detailed Description
In order to make the technical problems, technical solutions and advantageous effects solved by the present invention more apparent, the present invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and do not limit the invention.
In the description of the present invention, it is to be understood that the terms "longitudinal", "radial", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. indicate orientations or positional relationships based on those shown in the drawings, and are only for convenience in describing the present invention and simplifying the description, but do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be construed as limiting the present invention. In the description of the present invention, "a plurality" means two or more unless otherwise specified.
In the description of the present invention, it should be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.
Example 1
As shown in FIG. 1, the present embodiment will specifically explain the method for testing the wear-skid durability of the transmission assembly disclosed by the present invention, which comprises the following steps:
step S1, test step building step: as shown in fig. 2, a test bench is constructed, and the test bench comprises a driving motor 1, a tested speed changer 2 and a load motor 3; the driving motor 1 is connected with the transmission 2 to be tested, the transmission 2 to be tested is connected with the load motor 3, wherein torque sensors 4 are arranged between the driving motor 1 and the transmission 2 to be tested and between the transmission 2 to be tested and the load motor 3; the torque sensor 4 is used for detecting the torques of the driving motor 1 and the load motor 3, namely, the torques on the input shaft and the output shaft of the transmission 2 to be detected. For clarity of description, the torque sensor 4 between the driving motor 1 and the transmission 2 under test is referred to as a first torque sensor 4 a; the torque sensor 4 between the transmission 2 under test and the load motor 3 is a second torque sensor 4 b.
Step S2, acquiring simulated starting condition parameters: acquiring the rotating speed of a driving motor 1, the acceleration of a load motor 3 and the clutch pressure applied to a tested transmission 2 when the starting working condition of the whole vehicle is simulated;
step S3, test step: performing a test on the test bench, applying the clutch pressure to the transmission 2 to be tested, setting the acceleration of the load motor 3, and setting the rotation speed of the driving motor 1; the synchronizer of the tested speed changer is engaged, and the clutch is engaged; keeping a certain testing time; the clutch is released, the synchronizer is removed, and the state returns to the initial state; recording relevant test parameters in the test process, wherein the test parameters comprise the torque measured by the torque sensor 4; repeating the step for N times of circulation, wherein N is 2000-20000; for example, in this example, 10000 cycles are repeated.
Step S4, performance analysis step: and after N times of circulation, analyzing the recorded related test parameters to obtain a performance test result.
In step S1, as shown in fig. 3, the transmission 2 to be tested is preferably a dual clutch automatic transmission; the test bench comprises two load motors 3, and each load motor 3 is connected to the transmission 2 to be tested through the torque sensor 4. For the sake of clarity, the two load motors 3 are respectively named a first load motor 3a and a second load motor 3 b; the torque sensor 4 between the transmission 2 under test and the first load motor 3a is a second torque sensor 4 b; the torque sensor 4 between the transmission 2 under test and the second load motor 3b is a third torque sensor 4 c.
The driving motor 1 is in splined connection with an input shaft of the tested transmission 2 through a tool shaft, and the torque sensor 4 is installed on the tool shaft; the load motor 3 is connected with an output shaft of the tested speed changer 2 through a tool shaft in a spline mode, and the torque sensor 4 is installed on the tool shaft.
In this example, the drive motor 1 is provided for simulating a power plant such as an engine or a motor; in this example, a description will be given taking a simulated engine as an example. The load motor 3 is used to simulate a wheel end. Therefore, the tested transmission 2 is arranged between the driving motor 1 and the load motor 3 to form a test bench for simulating the power device of the whole vehicle, and the state of the whole vehicle under the starting working condition can be simulated based on the test bench. Therefore, the abrasion and sliding durability of the transmission assembly in the starting process of the whole vehicle can be tested.
Preferably, to better test the wear and slip performance of its transmission assembly, it is preferable to place it in an uphill launch condition.
As shown in fig. 5 below, this figure illustrates a diagram of the forces exerted by the vehicle on a slope of angle alpha. Wherein, the center of mass of the vehicle is S, and L is the wheelbase; a is the distance from the front axle to the center of mass; b is the distance from the rear axle to the center of mass;H g the formula for calculating the normal supporting force of the front wheel is shown as the following formula (I):
the calculation formula of the normal supporting force of the rear wheel is shown as the following formula (II):
wherein G is the mass of the whole vehicle.
Then, the range of the driving force of the entire vehicle can be known by the following formula, and the value of the driving force is calculated. Fi refers to a component force of the whole vehicle mass on the ramp downwards along the ramp; fz is a normal supporting force, ψ is a road surface coefficient (for example ψ is 0.8), Fz multiplied by a road surface adhesion coefficient is a traction force, and a tire having a driving force larger than this traction force slips.
F I ≤F X ≤F Z ψ (three);
the calculation formula (iv) of the traction force can be expressed as:
wherein:
T bq : engine drive torque
i g : gear ratio
i 0 : final reduction ratio
Eta: and (4) transmission efficiency.
It can be seen that the corresponding engine drive torque can be obtained by the equation four. Based on the above thought, the requirement of the maximum climbing gradient of the whole vehicle is met according to F I ≤F X ≤F Z The maximum driving force is obtained through the relation of psi, then the driving torque is obtained through conversion based on the driving force, and then the driving torque is converted into the corresponding pair according to the torque pressure characteristic of the clutchPressure of the clutch to test.
Meanwhile, in order to simulate the stress of the wheel end, the downward acceleration given by the wheel end and the required setting time can be expressed as the following formula (five):
ma＝Fx-mgsinα
t ═ Δ Y/a (five);
it is understood that the acceleration required for the load motor 3 to rise from zero to a desired specific speed in a specific time can be obtained by the above equation (five) calculation.
Based on the introduction of the principle, the test bench designed based on the application can effectively perform advanced test on the wear-slip durability of the tested transmission 2.
As shown in fig. 4, step S2 specifically includes the following steps:
obtaining vehicle type parameters related to a vehicle type to carry the tested transmission 2, wherein the vehicle type parameters comprise but are not limited to the whole vehicle mass, the maximum climbing gradient, the mass center height and the wheel base;
simulating the working condition of full-load maximum-gradient starting of the whole vehicle, and performing equivalent conversion according to the vehicle type parameters to obtain clutch pressure; the torque required by starting is converted into clutch pressure control in a simulation mode, and the slip torque (driving torque) borne by the clutch in the whole starting process is simulated by giving corresponding clutch pressure. Based on the above principle introduction, it can be known that, in order to obtain the clutch pressure by calculation, it is preferable to propose a wind resistance coefficient/windward area, a service mass, a full load mass, a front axle load, a rear axle load, an axle distance, a center-of-mass-to-front axle example, a center-of-mass ground height, a tire specification, a tire static force radius/rolling radius, and the like. The slip torque (drive torque) carried by the clutch can then be obtained by the above-described formula, and can therefore be converted to clutch pressure.
Acquiring the rotating speed of a driving motor 1 when the whole vehicle starts with full load and maximum gradient; during full load maximum grade start, the drive motor 1 is normally controlled at a constant rotation speed to simulate the maximum rotation speed of the engine during start of the whole vehicle, and in this example, the input maximum constant is assumed to be 2000rpm (revolutions per minute), and the rotation speed is usually determined according to the rotation speed matched with the vehicle to be designed during start, and is generally determined according to the experience of a designer.
The acceleration of the load motor 3 starting to the corresponding rotating speed of the driving motor 1 within the set time when the whole vehicle starts with full load and maximum gradient is obtained, and the calculation principle of the acceleration is introduced above. Specifically, the method comprises the following steps. According to the formula (V), based on the rotating speed of the driving motor 1, converting the rotating speed required to be controlled by the load motor 3 through the speed ratio corresponding to the gear of the tested transmission 2; and converting the acceleration required by the load motor 3 according to the rotating speed of the load motor 3 required to be reached within the set time during starting. For example, according to the actual requirement of the whole vehicle, for example, when the acceleration is increased from 0 to 2000rpm in 3 seconds and the like, the acceleration is converted according to a formula.
In step S3, since there are gears in the transmission, it is generally necessary to select a low gear for testing, and since there is a dual clutch in the dual clutch transmission, it is preferable to select an odd gear and an even gear for conversion and testing, respectively. For example, first gear and reverse gear are selected for conversion and testing. For example, a first gear is tested in the current test step and a reverse gear is tested in the next test step. Or testing first gear for N times of circulation and testing reverse gear for N times of circulation. After the gear position test is selected, if a gear is selected, the output rotating speed, namely the rotating speed required to be controlled by the load motor 3, is obtained by converting the speed ratio to obtain the fixed input rotating speed. If the input rotation speed is 2000rpm, the output rotation speed is calculated by the speed ratio 20, and the rotation speed of the load motor 3 should be controlled to be 100rpm (revolutions per minute).
In the test process of operating the tested transmission 2 in the step S3, before the clutch is engaged each time, the synchronizer of the tested transmission is engaged, and after the synchronizer is successfully engaged, the large-flow cooling switch of the clutch is turned on, and then the clutch is engaged. After the clutch is synchronized, the clutch is disengaged and then the synchronizer is disengaged after keeping for a period of time.
Preferably, in this example, the method further comprises the step of monitoring transmission oil temperature and/or clutch temperature during the test on the test rig. If the temperature is too high, the temperature needs to be properly reduced, so that the clutch assembly is prevented from being damaged due to overheating caused by cyclic energy superposition.
Preferably, before each test, recording the total thickness of the clutch half-joint and the friction pair; in the testing process, the performance of the transmission is tested according to a certain cycle number at intervals, wherein the performance of the transmission comprises a clutch half joint, clutch torque transmission characteristics and torque transmission stability. The clutch half-joint points are used for representing whether the pressure points corresponding to the characteristic points are changed, if the pressure points are changed, the change is acceptable if the change is within a threshold range, and if the change is beyond the threshold range, the change is considered to be abnormal. The clutch torque transmission characteristic refers to a transmission characteristic in which the torque thereof changes correspondingly every time the pressure thereof increases by a corresponding value, and it is also judged whether or not it is abnormal by a judgment with a specific threshold value. Torque transmission stability is used to indicate the magnitude of change in the transmission pressure at a certain pressure. If the magnitude of the change is within an acceptable threshold range, the torque transfer stability is considered normal.
Step S4 specifically includes the following steps:
the friction coefficient is obtained by converting the torque data acquired by the torque sensor according to the following formula:
μ＝T/(P*A*RI)；
wherein T is torque, mu is friction coefficient, P is piston cavity pressure in the tested speed changer, A is effective area of the piston, and RI is equivalent radius of the friction pair;
and comparing the friction coefficient with a threshold value to judge whether the friction coefficient meets the design requirement.
Meanwhile, it further preferably comprises the steps of: after N times of circulation, disassembling the clutch, and retesting the performance of the transmission; simultaneously recording the abrasion loss of the friction pair;
and judging whether the friction pair meets the design requirement or not according to the abrasion loss of the friction pair.
The test cycle number N can be defined according to the performance requirements of different whole vehicles, and the requirement on the cycle number can be increased if the vehicles mainly work under the urban working condition.
Obviously, because there are multiple torque sensors, each sensor may convert the detected torque to obtain a corresponding friction coefficient, for example, a friction coefficient obtained by converting the first torque sensor between the driving motor and the transmission, compare the friction coefficient with a corresponding threshold, and compare two friction coefficients obtained by converting the second torque sensor and the third torque sensor between the driving motor and the first load motor, between the driving motor and the second load motor with the corresponding threshold, respectively, to comprehensively determine whether the transmission under test meets the design requirement.
Preferably, the torque data acquired by the torque sensor 4 is subjected to fast fourier transform, and the fluctuation of the torque is determined.
According to the testing method for the wear-skid durability of the transmission assembly, the rotating speed of the driving motor 1, the acceleration of the load motor 3 and the clutch pressure applied to the tested transmission 2 under the starting working condition of the whole vehicle are obtained by building a transmission assembly test bench, simulating the actual starting process of the whole vehicle and obtaining information such as vehicle model parameters. The operations of synchronizer gear engagement, clutch release, synchronizer removal and the like are circularly performed on the test bench; relevant test parameters in the test process are recorded and analyzed, and finally, performances of wear resistance, sliding resistance and the like of the transmission assembly are effectively verified. The mode can verify the heat-resistant and wear-resistant characteristics of the transmission clutch assembly in advance, reduces the development risk of the whole vehicle, reduces the development cost and improves the reliability of the product.
The above description is intended to be illustrative of the preferred embodiment of the present invention and should not be taken as limiting the invention, but rather, the intention is to cover all modifications, equivalents, and alternatives falling within the spirit and scope of the invention.
Claims (10)
1. A method for testing the wear-skid durability of a transmission assembly is characterized by comprising the following steps:
constructing a test bench which comprises a driving motor, a tested speed changer and a load motor; the driving motor is connected with the tested speed changer, and the tested speed changer is connected with the load motor, wherein torque sensors are arranged between the driving motor and the tested speed changer and between the tested speed changer and the load motor;
acquiring the rotating speed of a driving motor, the acceleration of a load motor and the pressure of a clutch applied to a tested transmission when the starting working condition of the whole vehicle is simulated;
performing a test on the test bench, applying the clutch pressure on the transmission to be tested, setting the acceleration of the load motor, and setting the rotating speed of the driving motor; the tested transmission synchronizer is shifted, and the clutch is engaged; keeping a certain testing time; the clutch is released, the synchronizer is removed, and the state returns to the initial state; recording related test parameters in a test process, wherein the test parameters comprise torque measured by the torque sensor; repeating the step for N times of circulation, wherein N is 2000-20000;
and after N times of circulation, analyzing the recorded related test parameters to obtain a performance test result.
2. The method for testing the wear-skid durability of the transmission assembly according to claim 1, wherein the step of obtaining the rotation speed of the driving motor, the acceleration of the load motor and the clutch pressure applied to the transmission to be tested when the starting condition of the whole vehicle is simulated specifically comprises the following steps:
obtaining vehicle type parameters related to a vehicle type to be carried with the tested transmission, wherein the vehicle type parameters comprise but are not limited to the whole vehicle mass, the maximum climbing gradient, the mass center height and the wheelbase;
simulating the working condition of full-load maximum-gradient starting of the whole vehicle, and performing equivalent conversion according to the vehicle type parameters to obtain clutch pressure;
acquiring the rotating speed of a driving motor when the whole vehicle is started with full load and the maximum gradient;
and acquiring the acceleration of the corresponding rotating speed of the driving motor when the whole vehicle starts in the set time of the load motor when the whole vehicle is fully loaded and the maximum gradient is reached.
3. The method for testing the abrasion and slip durability of the transmission assembly according to claim 2, wherein the step of obtaining the acceleration of the corresponding rotating speed of the driving motor starting within the set time of the load motor when the whole vehicle starts under the full load and the maximum gradient specifically comprises the following steps:
according to the rotating speed of the driving motor, converting to obtain the rotating speed required to be controlled by the load motor through the speed ratio corresponding to the gear of the tested transmission;
and converting the rotation speed of the load motor required to be reached within the set time during starting to obtain the acceleration required by the load motor.
4. The transmission assembly wear-and-slip durability test method of claim 1, further comprising the step of monitoring transmission oil temperature and/or clutch temperature during the test on the test rig.
5. The transmission assembly wear-and-slip durability test method of claim 1, wherein the "transmission synchronizer gear shift under test, clutch engagement; the step of keeping a certain test time' specifically comprises the following steps: and after the synchronizer of the tested transmission is successfully engaged, opening the high-flow cooling switch of the clutch, and then engaging the clutch.
6. The transmission assembly wear-and-slip durability test method of claim 1, wherein prior to each test, the total clutch half-joint and friction pair thickness is recorded;
in the testing process, the performance of the transmission is tested according to a certain cycle number at intervals, wherein the performance of the transmission comprises a clutch half joint, clutch torque transmission characteristics and torque transmission stability.
7. The method for testing the wear-and-slip durability of the transmission assembly according to claim 6, wherein the step of analyzing the recorded relevant test parameters after N cycles to obtain the performance test result specifically comprises the following steps:
the friction coefficient is obtained by converting the torque data acquired by the torque sensor according to the following formula:
μ＝T/(P*A*RI)；
wherein T is torque, mu is friction coefficient, P is piston cavity pressure in the tested speed changer, A is effective area of the piston, and RI is equivalent radius of the friction pair;
and comparing the friction coefficient with a threshold value to judge whether the friction coefficient meets the design requirement.
8. The method for testing wear-and-skid durability of transmission assembly according to claim 7, wherein the step of analyzing the recorded relevant test parameters after N cycles to obtain the performance test result further comprises the following steps:
after N times of circulation, disassembling the clutch, and retesting the performance of the transmission; simultaneously recording the abrasion loss of the friction pair;
and judging whether the friction pair meets the design requirement or not according to the abrasion loss of the friction pair.
9. The method for testing the wear-slip durability of the transmission assembly according to claim 1, wherein the transmission to be tested is a dual clutch automatic transmission; the test bench comprises two load motors, and each load motor is connected to the transmission to be tested through the torque sensor.
10. The method for testing the wear-and-slip durability of the transmission assembly according to claim 1, wherein the driving motor is in splined connection with an input shaft of the transmission to be tested through a tool shaft, and the torque sensor is mounted on the tool shaft; the load motor is connected with an output shaft spline of the tested speed changer through a tool shaft, and the torque sensor is installed on the tool shaft.
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN116773185A (en) * | 2023-08-17 | 2023-09-19 | 盛瑞传动股份有限公司 | Durability experiment method, device and equipment for hydraulic torque converter and readable storage medium |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN116773185A (en) * | 2023-08-17 | 2023-09-19 | 盛瑞传动股份有限公司 | Durability experiment method, device and equipment for hydraulic torque converter and readable storage medium |
| CN116773185B (en) * | 2023-08-17 | 2023-12-05 | 盛瑞传动股份有限公司 | Durability experiment method, device and equipment for hydraulic torque converter and readable storage medium |
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