JPH0526776A - Clutch testing method - Google Patents

Abstract

PURPOSE:To obtain the characteristics of a clutch assuming a usual use time by executing the test corresponding to an actual use state. CONSTITUTION:A process cutting off a lockup clutch C1, a process rotationally driving the lockup clutch C1 on the input side thereof in the number of driving rotations, a process rotationally driving the lockup clutch C1 on the output side thereof in the number of driving rotations along with a fly wheel 21, a process stopping the driving of the lockup clutch C1 on the output side thereof and a process completely connecting the lockup clutch C1 are provided. Therefore, the lockup clutch C1 is perfectly connected and the data of all processes from the start of connection to the completion thereof can be collected and, since the lockup clutch is connected while the inertial force of the fly wheel 21 is consumed, load can be made approximate to that at the time of actual operation.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a method for testing a clutch, for example, a method for testing a facing of a lock-up clutch, a speed change clutch, etc. installed in an automatic transmission for a vehicle. It can be used for various clutch tests.

[0002]

2. Description of the Related Art As a conventional test apparatus using this type of clutch test method, there is a lock-up clutch test apparatus used in an automatic transmission for a vehicle as shown in FIG.

FIG. 25 is a front view showing a schematic structure of the conventional clutch testing apparatus. As is well known, the lockup clutch C1 is housed in a torque converter of an automatic transmission (not shown) to prevent power loss due to slippage of the torque converter. More specifically, due to the structure of the torque converter, power loss due to slippage between the input and output is an unavoidable problem, and there are drawbacks such as reduced fuel consumption due to the power loss. Therefore, when the vehicle is running at a constant speed, the input side (engine side) and the output side (transmission side) of the torque converter are directly connected to each other to prevent power loss due to slippage of the torque converter. It is the lockup clutch C1. That is, the lockup clutch C1 is completely connected in a state where there is a rotation difference between the input and the output, so that the input and the output have the same rotation speed.

As shown in the figure, an input side motor 202a is installed on a base 201 of the test apparatus, and an input side shaft 203a connected to the input side motor 202a is erected on the base 201. It is supported by the input side bearing 204a. The tip of the input side shaft 203a is the input side bearing 2
The jig head 205 which projects from 04a and accommodates the lock-up clutch C1 is fixed and supported, and the entire jig head 205 is rotationally driven by the input side motor 202a. Further, an output side motor 202b is installed on the opposite side of the input side motor 202a on the base 201, and an output side shaft 203b connected to the output side motor 202b has an output side which is erected on the base 201. It is supported by the bearing 204b. The tip of the output side shaft 203b projects from the output side bearing 204b and is connected to the clutch disc 206 of the lockup clutch C1 in the jig head 205, and the clutch disc 206 is rotationally driven. As is well known, the clutch disc 206 is a ring-shaped core metal 206.
A facing 206a is adhered to b, and a frictional force is generated by the facing 206a.

Further, although not shown, a hydraulic circuit is connected to the lock-up clutch C1 and a connecting / disconnecting operation (hereinafter referred to as "ATF") is performed by an automatic transmission fluid (hereinafter referred to simply as "ATF") supplied from the hydraulic circuit. , Simply referred to as "disconnection operation").

Next, the operation of the conventional clutch testing apparatus configured as described above will be described. In the test, first, the lockup clutch C1 is disengaged in the hydraulic circuit,
The input side motor 202a drives the jig head 205 at 3000 rpm in a specific direction, and the output side motor 202b drives the clutch disc 206 of the lockup clutch C1 to 2500 rpm.
It is driven to rotate at rpm and keeps its rotation speed. Therefore, a rotation difference occurs between the input and output of the lockup clutch C1 as in the case of actual vehicle mounting. Then, the connection of the lockup clutch C1 is started in the hydraulic circuit, and the clutch C1 is disengaged again before the input and output speeds influence each other and start approaching each other. After that, half-engagement and disconnection of the clutch C1 are repeated in the same manner, and the number of repetitions is, for example, 15000.
The test ends when the number of times is reached.

During the test, each time the lock-up clutch C1 is connected, the torque meter changes the transmission torque (transmission between the input side and the output side between the clutch connection start and the clutch disengagement). The change in the transmitted torque) is detected, and data on how the change in the transmitted torque changes with the progress of the test is collected. Further, after the test, the facing 20 of the clutch C1 is
The wear and the peeling state of 6a are observed, and the durability of the facing 206a and the appropriateness of the material are determined based on the observation result and the data of the transmission torque.

[0008]

The test apparatus using the conventional clutch testing method does not completely connect the lock-up clutch C1 as described above, but disconnects the lock-up clutch C1 in the middle of connection, so that the above-mentioned torque meter is used. Data on the transition of the transmission torque could be collected only during the connection, and the test results were insufficient.

There is a possibility that the load applied to the clutch C1 is different between the time of the test and the time when the vehicle is actually mounted, and as a result, the wear and separation of the facing 206a may be different. That is, when the vehicle is actually mounted on the vehicle, the drive system of the vehicle is connected to the output side of the lockup clutch C1, and when the clutch C1 is connected, the rotational speed of the output side is increased by the input side while consuming the inertial force of the drive system. The phenomenon of being pulled up occurs. On the other hand, during the test, the rotation speed on the output side is increased while consuming the torque of the output side motor 202b instead of the inertial force of the drive system described above. While the inertial force of the drive system gradually decreases from the start of connection to the completion of the connection, the output side motor 20
Since the torque of 2b is constant from the start to the end of connection,
As described above, the load applied to the clutch C1 is different. Further, due to the difference in the load, the abrasion or peeling state of the facing 206a generated after the test is different from that when actually mounted on the vehicle, which leaves a problem that an accurate determination cannot be performed.

Therefore, an object of the present invention is to provide a test method of a clutch which can carry out a test corresponding to an actual use condition and can obtain a characteristic of the clutch on the assumption of normal use.

[0011]

According to a first aspect of the present invention, there is provided a clutch testing method, which comprises a step of disengaging the clutch, and a step of rotationally driving one side of the clutch at a driving rotational speed.
A step of rotationally driving the other side of the clutch at a driven rotational speed and a step of completely connecting the clutch are provided.

According to a second aspect of the present invention, there is provided a clutch testing method, which includes a step of disengaging the clutch, a step of rotationally driving one side of the clutch at a driving rotational speed, and a second side of the clutch which is driven to rotate together with an inertial body. It is provided with a step of rotationally driving by a number, a step of stopping driving of the other side of the clutch, and a step of completely connecting the clutch.

In the clutch testing method according to the third aspect of the present invention, the connection speed of the clutch is adjusted to the connection speed during actual operation of the clutch.

[0014]

According to the first aspect of the present invention, one side of the clutch is rotated at the drive rotational speed and the other side of the clutch is rotated at the driven rotational speed, and the clutch is completely connected in this state. It will be possible to collect data for the entire process until completion.

According to the second aspect of the invention, one side of the clutch is rotated at the driving rotational speed, the other side of the clutch is rotated at the driven rotational speed together with the inertial body, and the driving of the other side is stopped. Since it is completely connected, it is possible to collect data for the entire process from the start to the end of connection, and because it is connected while consuming the inertial force of the inertial body, the load applied to the clutch can be approximated during actual operation. be able to.

According to the third aspect of the present invention, the connection speed of the clutch is adjusted to the connection speed at the time of actual operation, so that a test in conformity with the time of operation becomes possible.

[0017]

EXAMPLE A method for testing a clutch according to an example of the present invention will be described below.

FIG. 2 is a front view showing the overall construction of a test apparatus using the clutch test method according to one embodiment of the present invention, and FIG. 3 is a test using the clutch test method according to one embodiment of the present invention. It is a top view which shows the whole structure of an apparatus. The test device of this example is for testing various clutches installed in an automatic transmission for a vehicle. The test performed by this test device is the input / output of the clutch in the disengaged state. Can be roughly divided into a dynamic test in which a rotational difference is applied to the clutch and the clutch is engaged, and a static test in which torque is applied between the input and output of the engaged clutch to cause slippage. As for the clutch as the test object, a lockup clutch C1 used for directly connecting the torque converter TC is used.
And a shift clutch C2 used for a shift operation, and as is well known, these clutches C1,
Both C2 are wet clutches. In the figure, a lockup clutch C1 is used as a test object, and a torque converter TC accommodating the clutch C1 is installed in a test apparatus. Therefore, first, a case of testing the lockup clutch C1 will be described.

<< Overall Configuration >> As shown in the figure, the test apparatus is divided into an input side mechanical section 1 on the left side and an output side mechanical section 2 on the right side with the torque converter TC as the center.
First, the schematic configuration of the input side mechanical unit 1 will be described. An input side dynamic motor 4 is installed at the left end on the base 3 of the test apparatus, and an output shaft 4a of the input side dynamic motor 4 is connected via a coupling 5 to the input side. It is connected to the input shaft 6a of the gearbox 6. The output shaft 6b of the input side gearbox 6 is connected to a static motor 7 and also connected to the input side of the torque converter TC via an input side torque meter 8 and an input side bearing 9.

The output side mechanical section 2 has substantially the same structure, and an output side dynamic motor 10 is installed at the right end on the base 3, and its output shaft 10a has a coupling 11a.
It is connected to the input shaft 12a of the output side gearbox 12 via. The output shaft 12b of the output side gearbox 12 is connected to a lock motor 13, and the output of the torque converter TC is output via an output side torque meter 14, an output side fixed bearing 15, a torsion shaft 17 and an output side movable bearing 18. Connected to the side.

Incidentally, the input side dynamic motor 4
The output side dynamic motor 10 is used for the dynamic test, and the static motor 7 and the lock motor 13 are used for the static test.

<Input Side Mechanism Section> The above is the overall configuration of the test apparatus. Next, the configuration of the input side gearbox 6 in the input side mechanism section 1 will be described in detail.

<Input Side Gearbox> FIG. 4 is a plan sectional view showing the internal structure of the input side gearbox of the test apparatus using the clutch testing method according to the embodiment of the present invention.

As shown in the figure, in the input side gearbox 6, the input shaft 6a and the output shaft 6b are arranged in parallel with each other, and both the shafts 6a and 6b are bearings 19, respectively.
It is rotatably supported at 20. As described above, the left end of the input shaft 6a is connected to the input side dynamic motor 4, and the right end of the output shaft 6b is the torque meter 8
(Shown in FIG. 2). In addition, the left end of the output shaft 6b protrudes out of the gearbox 6 and the flywheel 21
Is detachably fixed, and the flywheel 21 can be replaced with another flywheel having a different inertial weight.

A large-diameter drive gear 22 and a small-diameter drive gear 23 are fixed to the input shaft 6a, and both gears 22 and 23 are rotationally driven by the input side dynamic motor 4. Further, a small-diameter driven gear 24 and a large-diameter driven gear 25 are supported on the output shaft 6b by bearings 26 and 27 so as to be rotatable and immovable in the axial direction, and the small-diameter driven gear 24 is the large-diameter drive gear 22. Mesh with the large diameter driven gear 2
Reference numeral 5 is in mesh with the small diameter drive gear 23. Then, as the input shaft 6a rotates, both driven gears 24 and 25 idle on the output shaft 6b, respectively, and the idling speed of the small diameter driven gear 24 is increased more than the rotation speed of the input shaft 6a, so that the large diameter driven gear is rotated. The idling speed of 25 is reduced from the input shaft 6a.

A spline 28 is formed between the driven gears 24 and 25 of the output shaft 6b, and a meshing clutch 29 is fitted in the spline 28 so as to be relatively unrotatable and movable in the axial direction. . One end of an operating lever 31 rotatable about a pin 30 is connected to the dog clutch 29, and the other end of the operating lever 31 is connected to a piston rod 32a of a speed changing cylinder 32.
Then, when the operating lever 31 rotates in response to the retracting / retracting operation of the piston rod 32a of the speed change cylinder 32, the dog clutch 29 moves on the output shaft 6b, and both driven gears 2 are moved.
A neutral position that does not engage with any of the Nos. 4 and 25, a speed increasing position that moves to the left to engage with the small diameter driven gear 24, and a deceleration position that moves to the right to engage with the large diameter driven gear 25. Switching operation between the three positions.

Therefore, the output shaft 6b is cut off from the input side dynamic motor 4 at the neutral position, and is rotated at a speed higher than the rotation speed of the input side dynamic motor 4 at the speed increasing position. The torque decreases conversely, and at the deceleration position, the torque is decelerated from the rotation speed of the input side dynamic motor 4 and the torque conversely increases. In an actual test, the switching operation is performed for the purpose of adjusting the torque of the output shaft 6b to change the rotational speed of the output shaft 6b so as to match the test content. In addition, a pair of gear position detection sensors 33 are arranged near the operation lever 31, and both detection sensors 33 are turned on by the operation lever 31 when the dog clutch 29 is in the speed increasing position or the speed reducing position. It has become so.

<Input Side Torque Meter, Input Side Bearing> Next, the input side torque meter 8 in the input side mechanism section 1
The configuration of the input side bearing 9 will be described in detail.

FIG. 5 is a front view showing an input-side torque meter and an input-side bearing of a test apparatus using a clutch testing method according to an embodiment of the present invention. FIG. 6 shows a clutch according to an embodiment of the present invention. It is a front view showing a support structure of a torque converter of a test device using a test method.

As shown in the figure, a transmission shaft 35 having a flanged clutch pawl 34 is connected to the output shaft 6b of the input side gearbox 6, and a flange 35a is integrally formed at the right end of the transmission shaft 35. Has been done. Flange 3
5a includes an input flange 8a of the input side torque meter 8
Are connected by bolts 36, and the input side torque meter 8 is fixed on a support seat 37 provided upright on the base 3. The output flange 8b of the input side torque meter 8 is the input flange 38a provided at the left end of the input side shaft 38.
The input side shaft 38 is rotatably supported by the input side bearing 9 by a number of bearings 41. The input side bearing 9 is installed on a support seat 40, and the support seat 40 is provided on an auxiliary base 73 that is detachably fixed to the base 3. An output flange 38b is integrally formed at the right end of the input side shaft 38,
An attachment member 42 is spigot-fitted to the output flange 38b and fixed by a bolt 43. The attachment member 42 is formed in the same shape as the rear end portion of the crankshaft of the engine to which the automatic transmission is connected, and the drive plate 44 of the torque converter TC is fixed to the attachment member 42 with a bolt 45 to drive the drive. On the plate 44, as in the actual vehicle,
The torque converter TC is fixed with the center positioned.

Therefore, when the input side dynamic motor 4 rotates while the input side gearbox 6 is in the speed increasing position or the decelerating position, the rotational force is generated by the output shaft 6a of the gear box 6, the transmission shaft 35, and the input shaft. The torque is transmitted to the torque converter TC via the side torque meter 8 and the input shaft 38, and as a result, as in the case of actual vehicle mounting,
The entire torque converter TC is rotationally driven together with the internal lock-up clutch C1. Hereinafter, the portion where the rotational force is transmitted from the input side dynamic motor 4 in this manner is referred to as the input side of the lockup clutch C1.

<Static Motor> Next, the structure of the static motor 7 in the input side mechanical section 1 will be described in detail.

FIG. 7 is an enlarged front view showing the installed state of the static motor of the test apparatus using the clutch testing method according to the embodiment of the present invention, and FIG. 8 is the test of the clutch according to the embodiment of the present invention. It is a side view which shows the installation state of the static motor of the test apparatus which used the method.

As shown in the figure, a cylindrical support tube 46 is fitted onto the transmission shaft 35, and the left end of the support tube 46 is fixed to the side surface of the input side gearbox 6 by a bolt 47. . A wheel ring 49 is rotatably fitted to the outer circumference of the support tube 46 via a pair of bearings 48, and the worm wheel 50 is fitted to the wheel ring 49.
Is fixed. Further, the wheel ring 49 is formed with a clutch pawl 52 having the same shape as the clutch pawl 34 of the transmission shaft 35 so as to be adjacent to the clutch pawl 34, and a moving ring 53 is fitted in the clutch pawl 52 so as to be movable in the axial direction. There is. A circumferential operation groove 53a is formed on the outer circumference of the moving ring 53, and the inner circumference of the moving ring 53 is engaged with both of the clutch pawls 34 and 52 so as not to rotate relative to each other. Has become. And the moving ring 5
3 can be switched between two positions, a disengaged position where only the clutch claw 52 on the wheel ring 49 side is engaged and a closing position where the clutch claw 52, 34 of both the wheel ring 49 and the transmission shaft 35 is engaged. It has become. That is, the wheel ring 49 and the transmission shaft 35 rotate independently of each other at the separation position and rotate integrally at the closing position.

A bracket 55 is erected on the base 3 in the vicinity of the input side gear box 6, and a mounting seat 56 is horizontally provided on the bracket 55. A bearing 57 is provided on an upper side surface of the bracket 55, and a lower portion of an operation lever 58 is supported by the bearing 57 so as to be tiltable by a pin 59. Further, a switching cylinder 60 is disposed on the mounting seat 56 so as to be rotatable around the rear portion,
The piston rod 60a of the switching cylinder 60 is rotatably connected to the upper part of the operation lever 58 protruding upward through the through hole 56a of the mounting seat 56. A semicircular shift fork 61 that opens downward is integrally provided at the lower end of the operating lever 58.
1 is fitted into the moving ring 53 from above.
Pins 61a are projected on both sides of the shift fork 61,
Both pins 61a are inserted into the operation groove 53a while allowing the rotation of the moving ring 53. When the piston rod 60a of the switching cylinder 60 appears and disappears,
The operation lever 58 tilts around the pin 59 of the bearing 57, and the shift fork 61 moves the moving ring 53 in the axial direction to perform switching operation between the separation position and the closing position.

On the other hand, a support seat 62 is installed below the worm wheel 50 on the base 3, and the pair of bearing members 63 provided on the support seat 62 has a worm wheel 5 attached thereto.
Worm shaft 64 extending in a direction orthogonal to the axis of 0
Is rotatably supported. A worm 65 is provided on the worm shaft 64 between the bearing members 63, and the worm 65 is arranged from below in the worm wheel 50.
Meshes with. Further, the static motor 7 is installed on the base 3, and its output shaft 7a is connected to one end of the worm shaft 64 via a joint composed of a pair of sprockets 66.

Then, when the moving ring 53 at the disengaged position is moved to the closing position by the switching cylinder 60, the static motor 7 causes the moving ring 53 to instinctively rotate and the clutch pawl 34 of the transmission shaft 35. Adjust the rotation angle so that it can be engaged with. That is, the static motor 7 at this time serves to synchronize the moving ring 53 and the clutch pawl 34 so that they can engage with each other.

Since a motor having a sufficiently large output torque is selected as the static motor 7, when the moving ring 53 is in the closing position, the transmission shaft 35 is transmitted through the worm 65 together with the worm wheel 50. Can be forcibly driven to rotate. That is, the static motor 7 at this time serves as a power source for a static test described later.

Since the moving ring 53 is normally switched to the disengaged position, the static motor 7 is located on the transmission shaft 35 side, that is, the lockup clutch C1.
Is disconnected from the input side of.

<< Output Side Mechanism Section >> The above is the overall configuration of the input side mechanism section 1. Next, the configuration of the output side mechanism section 2 will be described in detail. As described above, the configuration of the output side mechanical unit 2 is substantially the same as the configuration of the input side mechanical unit 1, and in particular, the output side dynamic motor 10, the output side gearbox 12, the output side of the output side mechanical unit 2 are The side torque meter 14 has completely the same configuration as the input side dynamic motor 4, the input side gear box 6, and the input side torque meter 8 of the input side mechanism unit 1. Therefore, the description of the same parts is omitted, and the different points are the lock motor 13, the output side fixed bearing 15,
The configurations of the torsion shaft 17 and the output side movable bearing 18 will be sequentially described.

<Locking Motor> First, the output side mechanical section 2
The configuration of the lock motor 13 in FIG.

FIG. 9 is a side view showing the installation state of the lock motor of the test apparatus using the clutch test method according to the embodiment of the present invention.

As shown in the figure, the lock motor 13 of the output side mechanical section 2 is installed in place of the static motor 7 of the input side mechanical section 1, and is erected on the base 3. The output shaft 13 a is installed on the support seat 67 and is connected to the worm shaft 64 via a pair of sprockets 66. Further, in this figure, the configuration other than the lock motor 13, for example, the engagement state of the worm wheel 50 and the worm 65, the engagement state of the moving ring 53 and the clutch claws 34, 52, and the like are all the same. The output torque of the lock motor 13 is very small, and unlike the static motor 7, it is not supposed to forcibly rotate the transmission shaft 35 for the static test. Therefore, the locking motor 13 plays only a role of synchronizing the moving ring 53 with the clutch claw 34 when the moving ring 53 at the disengaged position moves to the closing position.

Like the static motor 7, the lock motor 13 is normally disconnected from the output side of the lockup clutch C1.

<Fixed bearing on output side, torsion shaft>
Next, the output side fixed bearing 15 in the output side mechanism portion 2,
The structure of the torsion shaft 17 will be described in detail.

FIG. 10 is a front view showing a torsion shaft mounting structure of a test apparatus using a clutch test method according to an embodiment of the present invention, and FIG. 11 shows a clutch test method according to an embodiment of the present invention. It is a top view which shows the attachment structure of the torsion shaft of the test apparatus used.

As shown in FIGS. 3, 10, and 11, the output side fixed bearing 15 is installed on a support seat 68 erected on the base 3, and is rotatably supported by the output side fixed bearing 15. The right end of the output side fixed shaft 69 is connected to the output side torque meter 14. Output side fixed shaft 69
The output end 70 is provided with an output flange 70, and the right end of the torsion shaft 17 is inserted and fixed in a joint member 72 connected to the output flange 70 by a bolt 71.

As shown in FIGS. 6, 10 and 11, a slide base 74 is disposed on the auxiliary base 73, and the slide base 74 is guided by a guide rail (not shown) to move left and right. I'm supposed to get it. A pair of guide grooves 75 opening to the left is formed in the slide base 74, and a pair of guide pins 76 are provided upright from the auxiliary base 73 in both guide grooves 75. The collar portion 7 protrudes upward from inside 75.
6a is formed. The flange portion 76 of this guide pin 76
An air clamp 77 and a compression spring 78, which can be expanded and contracted in the vertical direction by supplying air, are interposed between a and the upper surface of the slide base 74.
It is always crimped to the auxiliary base 73 by the urging force of. When the air clamp 77 is extended, the urging force of the compression spring 78 is increased and the slide base 74 is moved to the auxiliary base 73.
When the air clamp 77 is contracted, the biasing force of the compression spring 78 is reduced so that the slide base 74 can move on the auxiliary base 73.

A support seat 79 is provided on the slide base 74.
The output side movable bearing 18 is installed on the support seat 79. An output side movable shaft 80 is rotatably supported by a bearing 81 on the output side movable bearing 18, and an input flange 82 is provided at the right end of the output side movable shaft 80. A cylindrical joint member 84 is connected to the input flange 82 with a bolt 83, the left end of the torsion shaft 17 is inserted into the joint member 84, and the key 85 is movable in the axial direction, and They are connected so that they cannot rotate relative to each other.

As shown in FIG. 10, a bearing bracket 86 is erected on the right end of the auxiliary base 73, and a bearing plate 87 is provided on the left side surface of the bearing bracket 86 with bolts 8.
It is fixed at 8. The right end of the feed screw 90 is rotatably supported by a bearing 89 built in the bearing plate 87 so as to be immovable in the axial direction, and the right end of the feed screw 90 is formed in a through hole 86 a formed in the bearing bracket 86.
A handle 91 is attached to the handle 91 and protrudes to the right.
Further, a pair of ribs 92, 93 are arranged on the left and right sides on a support seat 79 for supporting the output side movable bearing 18, and the feed screw 90 is provided in a screwing member 94 provided on the right rib 92. The left end of is screwed. Reference numeral 95 is an escape hole formed in the left rib 93 to avoid interference with the left end of the feed screw 90.

When the feed screw 90 is rotated by the handle 91, the output side movable bearing 18 moves left and right together with the slide base 74 in accordance with the operating direction, and the relative distance from the input side bearing 9 is increased. Be changed. Therefore,
When installing the torque converters TC having different total lengths in the test apparatus, it is possible to install the torque converters only by adjusting the relative distance between the bearings 9 and 18 in accordance with the total length of the torque converter TC. Further, with the movement of the output side movable bearing 18,
The left end of the torsion shaft 17 projects in and out of the joint member 84 to absorb the positional displacement.

The torsion shaft 17 is constructed so as to be attachable to and detachable from the test apparatus. By selectively installing various torsion shafts 17 having different rigidity, the same judder as when mounted on the vehicle is positively connected when the clutch is engaged. However, since it is not directly related to the gist of the invention, detailed description thereof will be omitted.

<Output Side Movable Bearing> Further, the output side mechanical section 2
The configuration of the output side movable bearing 18 in FIG.

As shown in FIG. 6, the flange 96 integrally formed at the left end of the output side movable shaft 80 has:
The attachment member 97 is engaged with the spigot and the bolt 9
It is fixed by 8, and the base end of the input shaft 99 is fitted and fixed to the center of the attachment member 97. The input shaft 99 is obtained by additionally machining the input shaft that is actually used in the automatic transmission. The tip of the input shaft 99 is inserted into the torque converter TC, and is engaged with the turbine liner 100 and the clutch disc 101 of the lockup clutch C1 by splines so as not to rotate relative to each other.

Therefore, the output side gearbox 12
When the output-side dynamic motor 10 rotates when is in the acceleration position or the deceleration position, the rotational force of the output-side dynamic motor 10 is the output shaft 12a of the gear box 12, the transmission shaft 35, the output-side torque meter 14, and the output-side fixed shaft 69. It is transmitted to the turbine liner 100 and the clutch disc 101 of the lockup clutch C1 via the torsion shaft 17, the output side movable shaft 80 and the input shaft 99, and as a result, the turbine liner 100 and the clutch disc 101 rotate in the torque converter TC. Will be driven. Hereinafter, the portion to which the rotational force is transmitted from the output side dynamic motor 10 in this way is referred to as the output side of the lockup clutch C1. Then, when the clutch piston 102 of the lock-up clutch C1 moves to the right and is pressed against the clutch disc 101, the clutch C1 is connected and its input side and output side are integrated. As described above, the auxiliary base 73 can be attached to and detached from the base 3, and in the test apparatus, the auxiliary base 171 for the speed change clutch C2 (see FIG. 2) is provided separately from the auxiliary base 73.
(Shown in FIG. 4) is prepared, and clutches C1 and C, which are test objects
The auxiliary bases 73 and 171 according to the type 2 are installed on the base 3.

The test apparatus according to the present embodiment is not limited to the lock-up clutch C1 provided with the dedicated clutch piston 102 for receiving the ATF oil pressure as described above, but the ATF oil pressure is directly received by the clutch disc. It is also possible to test a general lock-up clutch adapted to the above.

<< Control Panel >> Next, the structure of the control panel provided in the test apparatus of this embodiment will be described in detail.

FIG. 12 is a front view showing a control panel of a testing apparatus using the clutch testing method according to one embodiment of the present invention.

As shown in the figure, a liquid crystal display board 112 is installed on the control panel 111, and a setting start switch for starting the setting of the test conditions prior to the test is provided below the liquid crystal display board 112. 113, a mode changeover switch 114 for sequentially designating test conditions at the time of setting,
A numeric keypad 115 for inputting set values for each test condition based on the display on the liquid crystal display 112, a test start switch 116 for starting a test, and an end lamp 117 for indicating the end of the test are provided. .

<< Hydraulic Circuit >> Further, the hydraulic circuit of the clutch testing apparatus of this embodiment will be described.

FIG. 1 is a hydraulic circuit diagram showing a test of a lockup clutch of a test apparatus using a clutch testing method according to an embodiment of the present invention.

As shown in the figure, this hydraulic circuit is composed of a clutch connecting / disconnecting hydraulic circuit 121 and a heat retaining hydraulic circuit 122. ATF is stored in the oil tank 123 of the clutch connection / disconnection hydraulic circuit 121, and the heater 1
24 is provided, and the oil tank 123 has a motor 125.
A hydraulic pump 126 driven by is connected. An oil temperature sensor 127 and a check valve 1 are provided on the discharge side of the hydraulic pump 126.
A servo-type 4-port 2-position switching valve 131 is connected via a pressure regulating valve 129 and a variable throttle valve 130. The pair of clutch connection / disconnection connection ports 131a and 131b on the discharge side of the switching valve 131 are the same as those described above. The lockup clutches C1 housed in the torque converter TC are respectively connected. Reference numeral 132 is an accumulator that adjusts the connection speed when the clutch is connected, but is separated from the one clutch connection / disconnection connection port 131a in the figure.

During the test, the heater 1
At 24, the ATF in the oil tank 123 is heated, and the A
TF is supplied to the lockup clutch C1 from one of the clutch connection / disconnection connection ports 131a and 131b according to the switching operation of the switching valve 131. As a result, the lock-up clutch C1 executes the connecting / disconnecting operation, and is held at the temperature at which the lock-up clutch C1 is actually mounted and operating in the vehicle at the ATF.

Further, the oil tank 1 of the heat retaining hydraulic circuit 122
33, ATF is stored in the same manner as the clutch connection / disconnection hydraulic circuit 121, and the motor 13 is stored in the oil tank 133.
The hydraulic pump 135 driven by 4 is connected. A check valve 136, a pressure control valve 137, a variable throttle valve 138 and a heater 139 are connected to the discharge side of the hydraulic pump 135, and the discharge side of the heater 139 is connected to a heat retention port 139a.
I am trying. Further, 140 is an oil temperature sensor for controlling the heater 139. It should be noted that this warming hydraulic circuit 122
Is for maintaining the temperature of the clutch at the time of actual operation during the test. However, in the test of the lock-up clutch C1, due to the structure of the torque converter TC, as described above, the hydraulic circuit for clutch connection / disconnection is used. The heat retaining hydraulic circuit 122 is not used because the heat retaining action is exerted at 121. Therefore, as shown in FIG.
a is separated from the torque converter TC,
The oil temperature sensor 140 is not used.

<< Electrical Circuit >> Next, the electrical configuration of the clutch testing apparatus of this embodiment will be described.

FIG. 13 and FIG. 14 are block diagrams showing the electrical construction of a test apparatus using the clutch testing method according to an embodiment of the present invention.

As shown in the drawing, the gears of the input side mechanical unit 1 and the output side mechanical unit 2 are provided on the input side of the central processing unit 141 (hereinafter, simply referred to as "CPU") installed in the control panel 111. A position detection sensor 33 (only one of each is shown) is connected, and a rotation speed sensor 142 that detects the rotation speed of the input side dynamic motor 4 and the output side dynamic motor 10 is also connected. The setting start switch 113, the mode changeover switch 114, the ten-key pad 115, and the test start switch 116 of the control panel 111 are connected to the input side of the CPU 141, and the clutch connection / disconnection hydraulic circuit 121 and the heat retention hydraulic circuit are connected. 122 oil temperature sensors 127 and 140 are connected.

On the other hand, on the output side of the CPU 141, the input dynamic motor 4, the static motor 7, the shift cylinder control valve 143 for controlling the shift cylinder 32 of the input mechanism 1, the shift cylinder are provided. 60
The switching cylinder control valve 144 for controlling the
5 to 148, the output side dynamic motor 10, the lock motor 13, the shift cylinder control valve 143, and the switching cylinder control valve 144 of the output side mechanism unit 2 connect the drive circuits 149 to 152. Connected through. On the output side of the CPU 141, the liquid crystal display panel 112 of the control panel 111 and the end lamp 117 are connected via drive circuits 153 and 154, and the heater 124 of the clutch connecting / disconnecting hydraulic circuit 121 and the motor 125 are connected. The switching valve 131, the motor 134 of the hydraulic circuit 122 for heat retention, and the heater 139 form the drive circuits 155-1.
It is connected via 59.

Further, the CPU 141 has a read-only memory 160 (hereinafter simply referred to as "ROM") and a random access memory 161 (hereinafter simply referred to as "RAM").
The ROM 160 stores various programs such as a program for causing the test apparatus to execute a series of test operations and a program for causing the liquid crystal display panel 112 to perform a display operation, and the CPU 141 follows these programs. It is supposed to work. Also, RA
The M161 is adapted to temporarily store the processing data executed by the CPU 141.

Next, a case will be described in which a dynamic test of the lockup clutch C1 is carried out by the clutch testing device of the present embodiment having the above-described structure.

<< Main Routine >> FIG. 15 is a flowchart showing a main routine executed by the CPU in the test apparatus using the clutch test method according to the embodiment of the present invention.

First, the outline of the dynamic test will be described. The lockup clutch C1 of the torque converter TC is described.
Is rotationally driven on the input side and rotationally driven on the output side at different rotational speeds in the same direction, and is completely connected in this state. Then, after repeating this series of operations for a predetermined cycle, the test ends.

Here, the various conditions for the test will be described. The hydraulic circuit 121 for connecting and disconnecting the clutch during the test is described.
The set temperature of the heater 124 is set to Te1, and the set temperature of the heater 139 of the heat retaining hydraulic circuit 122 is set to Te1.
Set to 2. Further, the rotation speed on the input side before the clutch is connected is set to the drive rotation speed Re1, and the rotation speed on the output side before the clutch is connected is set to the driven rotation speed Re2. Further, the connection start time for starting the connection of the clutch C1 is Tm1, the braking start time for starting the braking after the connection is Tm2, the time required for one final cycle is Tm3, and the number of cycles repeated during the test is N. To do.

The main routine of FIG. 15 operates at the same time when the power switch (not shown) is turned on.

Now, when neither the setting start switch 113 nor the test start switch 116 is operated, the CPU 1
41 initializes in step S1, clears all flags and memory to be used, and sets start switch 1 in step S2.
Since No. 13 is not operated, the process proceeds to step S3, and since the test start switch 116 is not operated in this step S3, the process returns to step S2. Therefore, in this case, the setting completion flag is held in the clear state, and the test and the test condition setting process are not executed.

When the test start switch 116 is operated from the above-mentioned state, steps S3 to S4 are performed.
Then, since the setting completion flag is not set in step S4, the process returns to step S2. That is, at this point in time, the test conditions have not been set, so the test will not be performed even if the test start switch 116 is operated.

Further, when the setting start switch 113 is operated from the above-mentioned state, steps S2 to S5
Then, the test condition is set, the setting completion flag is set in step S6, and the process returns to step S2. And
After that, when the test start switch 116 is operated, the process proceeds from step S3 to step S4, and the setting completion flag is already set, that is, the test condition is set. Therefore, the process proceeds to step S7 to perform the test. Run. After the test is completed, the end lamp 117 is turned on in step S8 to notify the operator of the end of the test, the process returns to step S2, and this routine is repeatedly executed.

<< Setting Process >> Next, the details of the test condition setting process executed in step S5 of the above-mentioned main routine will be described.

FIG. 16 and FIG. 17 are CPUs in a test device using the clutch test method according to one embodiment of the present invention.
18 and 19 are explanatory views showing the display of the liquid crystal display panel in the test device using the clutch test method according to the embodiment of the present invention.

When the test condition setting processing routine is called, the CPU 141 displays a message "Select a test object" on the liquid crystal display panel 112 in step S11, as shown in FIG. The worker takes step S1
When the lock-up clutch C1 is tested with 2, the numeric keypad 1 is pressed, and when the shift clutch C2 is tested, the numeric keypad 2 is used.
Press to operate. As described above, since the test object is the lockup clutch C1, the numeric keypad 1 is pressed at this time. And step S1
When the operator presses the mode changeover switch 114 in step 3, the process proceeds to step S14. Next, in step S14, it is determined which of the lock-up clutch C1 and the speed change clutch C2 is selected. Since the lock-up clutch C1 is selected as described above, the process proceeds to step S15, as shown in FIG. Then, "Please input the heater set temperature Te1" on the liquid crystal display board 112.
Is displayed.

In response to the message, the operator inputs the set temperature Te1 with the ten keys 115 in step S16. When the operator presses the mode changeover switch 114 in step S17, in step S18,
As shown in FIG. 19, a message “Please input the driving speed Re1” is displayed on the liquid crystal display panel 112, and in response to this, the operator drives the driving speed R in step S19.
When e1 is input and the mode changeover switch 114 is pressed in step S20, the process proceeds to step S21. Then, in step S21, the message "Please input the driven rotation speed Re2" is displayed on the liquid crystal display plate 112, and in response thereto, the driving rotation speed Re2 is input by the operator in step S22, and in step S23. When the mode changeover switch 114 is pressed, step S2
Go to 4. Here, the heater set temperature Te1 is 1
At 20 ° C., it is assumed that 3000 rpm is input as the driving rotational speed Re1 and 2500 rpm is input as the driven rotational speed Re2.

Further, in step S24, the liquid crystal display panel 112 is used.
Message "Please input the connection start time Tm1" is displayed. In response to this, the worker inputs the connection start time Tm1 in step S25 and presses the mode changeover switch 114 in step S26. Then, the process proceeds to step S27. Then, in step S27, "Enter the braking start time Tm2" on the liquid crystal display panel 112.
Message is displayed, and in response, step S2
In step 8, the operator inputs the braking start time Tm2, and when the mode changeover switch 114 is pressed in step S29, the process proceeds to step S30. Then, step S30
The message "Please input the required time Tm3" is displayed on the liquid crystal display 112, and in response thereto, the required time Tm3 is input by the operator in step S31, and the mode changeover switch 114 is pressed in step S32. When operated, the process proceeds to step S33. Connection start time Tm here
15 seconds as 1 and 20 seconds as braking start time Tm2
However, it is assumed that 80 seconds is input as the required time Tm3.

Next, in step S33, the liquid crystal display panel 11
2 displays a message "Please input the number of cycles N", and in response thereto, the number of cycles N is input by the operator in step S34, and the mode changeover switch 114 is pressed in step S35. , The step S1
Return to 1. Here, it is assumed that 15,000 times is input as the number of cycles N. All the above input data are stored in the RAM 161.

<< Test Execution Process >> Next, the details of the test execution process executed in step S7 of the above-mentioned main routine will be described.

20 and 21 are CPUs in a test apparatus using the clutch test method according to one embodiment of the present invention.
23 is a flowchart showing details of a test execution processing routine executed by the CPU, FIG. 22 is a flowchart showing details of an oil temperature control routine executed by the CPU in the test apparatus using the clutch testing method according to the embodiment of the present invention, and FIG. FIG. 3 is a time chart at the time of testing the lockup clutch of the test apparatus using the clutch testing method according to the embodiment of the present invention.

As shown in FIGS. 20 and 21, when the test execution processing routine is called in step S7, C
The PU 34 clears the counter n in step S41, and determines in step S42 whether or not the type determination flag is set. Since the type determination flag is not set as described above, the process proceeds to step S44, and the oil temperature control of the clutch connecting / disconnecting hydraulic circuit 121 is executed.

When the oil temperature control routine is called in step S44, as shown in FIG. 22, step S71 is executed.
The actual oil temperature sensor 1 of the clutch connection / disconnection hydraulic circuit 121
The temperature of the ATF detected in step 27 is the same as in step S1.
In step 6, it is determined whether or not the temperature is 120 ° C. or higher, which is set as the set temperature Te1, and when it is 120 ° C. or higher, the heater 124 is kept off in step S72. Keep on. Therefore, step S7 of this routine
The heater 124 is controlled to be turned on and off by the processing of 1 to step S73, and the actual temperature of the ATF is set to the set temperature Te.
It will be maintained at about 120 ° C which is 1.

Then, as shown in FIGS. 20 and 21,
In step S45, it is determined whether or not the counter n has reached 15000, which has been set as the cycle number N in step S34, and since it has not yet reached, the process proceeds to step S46. Then, in this step S46, the switching valve 131 of the clutch connecting / disconnecting hydraulic circuit 121 is switched to connect the ATF from the hydraulic pump 126 to the clutch connecting / disconnecting connection port 13.
It is supplied to the lockup clutch C1 via 1b. As a result, as shown in FIG. 23, the lockup clutch C
1 is kept in the cutoff state.

Then, in step S47, the shift cylinder 32 is switched by the shift cylinder control valve 143, and the input gearbox 6 and the output gearbox 1 are switched.
Switch both 2 to the acceleration position. Further, step S48
If it is determined that the switching to the speed increasing position is completed based on the detection value from the gear position detecting sensor 33, the step S
At 49, the input side dynamic motor 4 and the output side dynamic motor 10 are rotationally driven in the same direction. Therefore, as shown in FIG. 23, the torque of the output side dynamic motor 10 shows a constant value on the positive side, and
Although not shown, the torque of the input side dynamic motor 4 also shows a constant value on the positive side, and as a result, the input side and the output side of the lockup clutch C1 start rotating in the same direction together with their respective flywheels 21. . (Fig. 23
Point a).

Then, in step S50, based on the detection value of the rotation speed sensor 142 of the output side mechanical section 2, the output side rotation speed of the lockup clutch C1 is determined in the step S50.
2500 rpm set as the driven speed Re2 in 22.
It is determined whether or not As described above, since the rotation of the output side dynamic motor 10 is accelerated by the output side gearbox 12, the CPU 141 determines the rotation speed sensor 142 based on the speedup ratio of the output side gearbox 12.
Of the actual lockup clutch C1 by correcting the detected value of
The rotation speed on the output side of is calculated. Also, the clutch C1
The same calculation process is executed on the input side of.

When it is determined in step S50 that the rotation speed on the output side of the lockup clutch C1 has reached 2500 rpm (point b in FIG. 23), this 2500 rpm is used as the target rotation speed of the output side dynamic motor 10 in step S51. The speed is controlled at a constant speed. Therefore,
After that, only the rotation speed on the input side of the lockup clutch C1 continues to increase, and a rotation difference occurs between the input side and the output side. As shown in FIG. 23, the torque converter TC increases due to the increase in the rotation speed of the input side of the clutch C 1.
The torque of ΔT is transmitted from the input side to the output side through the action of increasing the rotational speed of the output side, but at this time, the torque of the output side dynamic motor 10 shifts to the negative side to exert a braking action. , Keep the output speed constant. Therefore, thereafter, the rotation speed on the output side of the lockup clutch C1 is maintained at 2500 rpm.

Then, the rotation speed of the lock-up clutch C1 on the input side continues to increase, and when the rotation speed reaches 3000 rpm set as the driving rotation speed Re1 in step S19 (point c in FIG. 23). In step S53, the rotation speed of the input side dynamic motor 4 is controlled at a constant speed by using this 3000 rpm as the target rotation speed, and the input side rotation speed is maintained at 3000 rpm. Further, in step S54, both dynamic motors 4, 1
When it is determined that 15 seconds set as the connection start time Tm1 in step S25 has elapsed since the start of 0 rotation (points d and e in FIG. 23), the output side dynamic motor 10 is driven in step S55 ( At this point, braking is stopped to set the torque to 0, and the output side gearbox 12 is switched to the neutral position by the shift cylinder 32 in step S56. As a result, the driving force is not transmitted to the output side of the lockup clutch C1 and the inertial rotation is started together with the flywheel 21 of the output side mechanism unit 2.

Therefore, the torque of the input side dynamic motor 4, which is an alternative means of the engine, is applied to the input side of the lockup clutch C1 at this time, and the output side is an alternative means of the drive system of the vehicle. The inertial force of the flywheel 21 of the output side mechanism unit 2 acts, and it can be said that the flywheel 21 is in an operating state extremely similar to that when actually mounted on a vehicle.

When the switching of the output side gearbox 12 is completed in step S57, the switching valve 131 of the clutch connecting / disconnecting hydraulic circuit 121 is switched in step S58, and the ATF from the hydraulic pump 126 is connected for clutch connecting / disconnecting. It is supplied to the lockup clutch C1 via the connection port 131a. As a result, as shown in FIG. 23, the lockup clutch C1 is switched to the connected state, the rotation speeds of the input side and the output side influence each other while slipping, and the rotation speed of the output side causes the rotation speed of the output side mechanism. The rotation speed on the input side is lowered together with the flywheel 21 of the part 2 and is lowered together with the flywheel 21 of the input side mechanism part 1 to gradually approach. That is, the lockup clutch C1 is connected while consuming the inertial force of the flywheel 21 on the input side and the output side. Then, when the clutch C1 is completely connected, the input side and the output side have the same rotational speed (point f in FIG. 23), and then the input / output is performed by the driving force of the input side dynamic motor 4 which is controlled at a constant speed. The number of revolutions is gradually increased and is maintained at 3000 rpm (point g in FIG. 23).

Next, in step S59, the rotation of both the dynamic motors 4 and 10 is started, and then 20 seconds set as the braking start time Tm2 in step S28.
When it is determined that has elapsed (point h in FIG. 23), the torque of the input side dynamic motor 4 is changed to the negative side and braking is executed in step S60. Therefore, the rotational speed of the input and output of the lockup clutch C1 sharply decreases and finally becomes 0 (point i in FIG. 23), and step S61
If it is determined that 80 seconds set as the required time Tm3 in step S31 has elapsed from the start of the rotation of the dynamic motors 4 and 10, then step S62
Then, the counter n is incremented by "+1" and the process returns to step S42.

One cycle is completed by the above processing, and the lock-up clutch C1 is completely driven while consuming the inertial force of the flywheel 21 while the input side and the output side are rotationally driven at different rotational speeds. Will be connected to. And, at the time of connection, the lockup clutch C
The torque transmitted from the input side to the output side of No. 1 changes as shown in FIG. 23, and the transmitted torque is detected by the torque meters 8 and 14 and displayed in various forms such as a display and a printout. Collected.

Further, the CPU 141 causes the step S42.
To step S44, the oil temperature control is executed, the counter n is still 1 in step S45, and the number of cycles N
Since it has not reached 15000 set as, the processing from step S46 is repeated again. Then, this series of cycles is repeated 15000 times, and step S45
When the counter n reaches the number of cycles N in step S11, it is determined that the test is completed, and the end lamp 11 is operated in step S8 shown in FIG.
7 is turned on and the process returns to step S2.

Thus, the lockup clutch C1
Is completely connected every time the process of step S58 is executed, and therefore, the transition data of the transmission torque can be collected by the torque meters 8 and 14 throughout the entire process from the connection start to the completion. Becomes

As described above, the lockup clutch C1 at the time of connection consumes the inertial force of the flywheel 21 on the output side while the torque of the input side dynamic motor 4 is applied to the input side. Connected. The inertia force of the flywheel 21 on the output side is the same as the inertia force of the drive system of the vehicle when mounted on the clutch C.
Since the tendency of gradually decreasing from the start of connection of No. 1 to the completion of the connection of No. 1, the lock-up clutch C1 is applied with a load extremely similar to that when mounted on the vehicle.

Furthermore, the inertial force of the flywheel 21 of the input side mechanical section 1 acts on the lockup clutch C1 not only on the output side but also on the input side. It can be regarded as the inertial force of the moving parts of the engine, such as the crankshaft and connecting rod. In other words, the lock-up clutch C1 when mounted on the vehicle is subjected to the inertial force of the moving parts on the input side as well, but the inertial force of the flywheel 21 acts as an alternative means, so the load applied to the clutch C1 is more practical. It will be approximated when the vehicle is mounted.

In the test described above, the torque of the input side dynamic motor 4 is applied to the input side of the lockup clutch C1 and the flywheel 21 is applied to the output side.
Although the clutch C1 is connected by applying the inertial force of the above, the input / output relationship is reversed, the torque of the input side dynamic motor 4 is applied to the output side of the lockup clutch C1, and the flywheel 21 is connected to the input side. The clutch C1 may be connected by applying the inertial force of. Even in this case, the load applied to the lockup clutch C1 does not change at all.

In the above-mentioned test, the accumulator 132 of FIG. 1 was not operated, but the test can be carried out while the accumulator 132 is operated. In this case, the accumulator 132 is connected to the clutch connecting / disconnecting connection port 131a, the test is started, and when the ATF from the switching valve 131 is supplied to the lockup clutch C1, a part of the ATF is stored in the accumulator 132. It is introduced to compress the internal compression spring 132a. As a result, a sudden increase in the hydraulic pressure to the lockup clutch C1 is suppressed, and the connecting operation of the clutch C1 is performed gently as in the actual vehicle mounting, as shown by the broken line in FIG. The load applied to the clutch C1 at the time of connection can be approximated to that when mounted on a vehicle.

Next, a case where a dynamic test of the speed change clutch C2 is carried out by the test apparatus of this embodiment will be described.

FIG. 24 is a hydraulic circuit diagram showing a test condition of the speed change clutch C2 of the test apparatus using the clutch test method according to the embodiment of the present invention.

As shown in the figure, when testing the speed change clutch C2, instead of the auxiliary base 73 for the lockup clutch C1, the auxiliary base 1 for the speed change clutch C2 is used.
The jig head 174 accommodating the speed change clutch C2 is fixed between the input side bearing 172 and the output side movable bearing 173 thereof. Clutch drum 175 and clutch piston 17 that constitute the speed change clutch C2
6, each member such as the clutch disc 177 is accommodated in the jig head 174 in a state of a subassembly that can be actually connected and disconnected, and like the lockup clutch C1, the input side of the speed change clutch C2 is Input side bearing 172
The input side dynamic motor 4 is rotationally driven via members such as the above, and the output side is rotationally driven by the output side dynamic motor 10 via members such as the output side movable bearing 173.

The hydraulic circuit 121 for connecting and disconnecting the clutch is also used.
One clutch connecting / disconnecting connection port 131a is connected to the speed change clutch C2, and the other clutch connecting / disconnecting connection port 131b.
Is not used. When the ATF is supplied from one of the clutch connecting / disconnecting connection ports 131a, the speed change clutch C2 is connected by the hydraulic pressure, and when the ATF is not supplied, the speed change clutch C2 is disengaged by a return spring (not shown). . Further, the heat retaining connection port 139a of the heat retaining hydraulic circuit 122 is connected to the jig head 174, and
The oil temperature sensor 140 is installed in the jig head 174. The inside of the jig head 174 is connected to the heat retention connection port 139.
The oil temperature sensor 14 is heated by the ATF supplied from a.
Based on the detection of 0, the temperature at the time of actual operation is always maintained.

Next, the operation of the variable speed clutch C2 during the test by the clutch testing apparatus of the present embodiment having the above-mentioned structure will be described. Since the test of the shift clutch C2 is almost the same as the test of the lockup clutch C1, the difference will be mainly described.

First, the processing of the main routine shown in FIG. 15 is exactly the same as the test of the lockup clutch C1,
The process of the setting process routine shown in FIGS. 16 and 17 is different in that the processes of steps S36 to S39 are newly executed. That is, in response to the request of "Please select a test object" in step S11, step S12
Then, the operator presses 2 on the ten-key pad 115 to test the shift clutch C2. Therefore, the CPU 141
After step S13, the shift clutch C2 is selected in step S14, the process proceeds to step S36, the type determination flag is set, and in step S37, "Enter heater set temperature Te2" on the liquid crystal display plate 112. Is displayed. Then, the operator inputs the set temperature Te2 in step S38, and the set temperature Te2 is input in step S38.
When the mode changeover switch 114 is pressed at 39,
After that, the same setting process as the test of the lockup clutch C1 is executed.

Therefore, in the setting processing routine of the shift clutch C2, the heater set temperature Te2 is newly set, and it is assumed that the set temperature Te2 is 120 ° C. which is the same as the set temperature Te1. To do.

Further, the process of the test execution process routine shown in FIGS. 20 and 21 is different in that the process of step S43 is newly executed. That is, since the type determination flag is set in step S36, the process proceeds from step S42 to step S43, and the heat retaining hydraulic circuit 1 is operated.
The oil temperature control 22 is executed. Although not described in detail, the content of the oil temperature control at this time is the same as the oil temperature control of the clutch connecting / disconnecting hydraulic circuit 121 shown in FIG.
The heater 139 is on / off controlled based on the detection of 40, and the actual temperature of the ATF of the heat retaining hydraulic circuit 122 is maintained at about 120 ° C. which is the set temperature Te2.

Since the speed change clutch C2 does not generate the torque transmitting action by the torque converter TC like the lockup clutch C1, ΔT becomes 0 in the time chart of FIG. 24, and the input side and the output side are completely. Be cut off. Therefore, even if the input side speed of the clutch C1 increases from the point b to the point c, the output side speed does not increase accordingly.
Therefore, in the constant speed control of step S51, it is not necessary to brake the output side of the shift clutch C2 by the output side dynamic motor 10, and the output side dynamic motor 1
The output of 0 is maintained at almost 0, and the output side of the speed change clutch C2 is almost inertially rotated together with the flywheel 21 from the point b to the point e.

Also in the test of the shift clutch C2 carried out in this way, like the test of the lock-up clutch C1, every time the process of step S58 is executed, the connection is completely made, and therefore the connection is made. Through the entire process from the start to the completion, it becomes possible to collect the data of the transition of the transmission torque with the torque meters 8 and 14.

Further, since the speed change clutch C2 at the time of connection is connected while consuming the inertial force of the flywheel 21 on the output side in a state where the torque of the input side dynamic motor 4 is applied to the input side, it is mounted on the vehicle. Sometimes a very close load is applied.

In the above-mentioned test, the heater set temperatures Te1 and Te2 are 120 ° C., the driving speed Re1 is 3000 rpm, and the driven speed Re2 is 2500.
rpm is set respectively, and the connection start time Tm1 is 15 seconds and the braking start time Tm2 is 20 seconds.
However, the required time Tm3 is set to 80 seconds and the cycle number N is set to 15000 times. These set values are set to the lockup clutch C1 and the speed change clutch C2.
It can be arbitrarily set according to the specifications.

The driving rotational speed Re1 and the driven rotational speed Re2 can be set to either positive or negative, and the polarities of both are set to be opposite to each other, and the input side and the output side of the clutches C1 and C2 are set in the opposite directions. It can also be rotationally driven. Even when the input and output are rotated in the opposite directions as described above, the clutches C1 and C2 are completely connected during the test, so that the transmission torque in the entire process from the start to the completion of connection can be collected, and the fly torque can be obtained. Since the connection is made while consuming the inertial force of the wheel 21, it is possible to apply a load that is extremely similar to that when mounted on a vehicle.

On the other hand, the outline of the case where the static test of the lockup clutch C1 and the speed change clutch C2 is carried out by the test apparatus of this embodiment will be described.

Prior to this static test, the CPU 1
Reference numeral 41 switches the input side gearbox 6 and the output side gearbox 12 to the neutral positions by the shift cylinder 32, and disconnects the dynamic motors 4 and 10 from the input and output of the clutches C1 and C2. Also, CPU
141 is a static motor 7 and a lock motor 1
At 3, the input / output moving ring 53 is moved to the loading position while involuntarily rotating. As a result, the static motor 7 and the lock motor 13 have the clutch C.
It is connected to the input and output of 1, C2.

Then, the CPU 141 connects the clutches C1 and C2 in the clutch connecting / disconnecting hydraulic circuit 121, rotationally drives the static motor 7 in a specific direction, and applies torque to the input side of the clutches C1 and C2. At this time,
Since the worm wheel 50 on the output side of the clutches C1 and C2 meshes with the worm 65 and is prevented from rotating, the torque of the static motor 7 is applied between the input and output of the clutches C1 and C2, and the applied amount of the torque is changed. When it is gradually increased, the clutches C1 and C2 start to slip. Then, the torque transmitted when the slip occurs is detected by the torque meters 8 and 14, and the data is detected.
It can be used to judge the durability of facings, suitability of materials, and the like.

As described above, the test method carried out by the clutch testing device of the above-described embodiment includes the step of disengaging the lockup clutch C1 or the speed change clutch C2 and the input side of the lockup clutch C1 or the speed change clutch C2. And driving the output side of the lock-up clutch C1 or the speed change clutch C2 together with the flywheel 21 at a driven rotational speed Re2 lower than the drive rotational speed Re1. A step of stopping the driving of the lockup clutch C1 or the speed change clutch C2 to the output side, and a step of absorbing the rotational difference between the input side and the output side in the connected state of the lockup clutch C1 or the speed change clutch C2. It has.

Therefore, since the lockup clutch C1 and the speed change clutch C2 are completely engaged, the torque meter 8 and 14 must collect the data of the transition of the transmission torque during the whole process from the start to the completion of the engagement. You can Therefore, based on the abundant characteristic data, it is possible to accurately determine the durability of the facing of the lockup clutch C1 and the speed change clutch C2, the appropriateness of the material, and the like.

On the output side of the lockup clutch C1 and the speed change clutch C2, the inertial force of the flywheel 21 similar to the inertial force of the drive system of the vehicle acts, and the clutches C1 and C2 are consumed while consuming the inertial force. Is connected, it is possible to apply a load extremely similar to that when mounted on a vehicle. Therefore, it is possible to reproduce the same wear and peeling on the facings of the lockup clutch C1 and the speed change clutch C2 as when actually mounted on the vehicle. Based on the facing state, the durability of the facing and the appropriateness of the material can be more accurately determined. Can be determined.

Further, the test method carried out by the clutch testing device of the above embodiment is such that the connection speed of the lockup clutch C1 or the speed change clutch C2 is adjusted to the actual connection speed when mounted on a vehicle. .

Therefore, the lock-up clutch C1 and the speed change clutch C2 are gently connected as in the case of actual vehicle mounting, and the load applied to the clutches C1 and C2 at the time of connection can be made closer to that of vehicle mounting. Therefore, it is possible to greatly improve the determination accuracy of the durability of the facing and the appropriateness of the material.

The above embodiment has been embodied as a test method for testing the wet clutches C1 and C2 of the automatic transmission for a vehicle. However, the present invention is not limited to this and is not limited to this. The type of clutch is not limited as long as it is a test method for testing the clutch. Therefore, for example, it can be embodied as a test method for testing a dry clutch of a manual transmission or an industrial clutch.

In the above embodiment, the clutches C1 and C2 are used.
By completely connecting the clutches C1 and C2 while consuming the inertial force of the flywheel 21 and collecting the data of all the processes from the start of connection to the completion of the clutches C1 and C2. However, the present invention is not limited to this, and the procedure for consuming the inertial force of the flywheel 21 is executed. Instead, it may be embodied as a test method that executes only the procedure for completely connecting the clutches C1 and C2.

[0126]

As described above, according to the clutch testing method of the first aspect of the present invention, the clutch is disengaged, the one side of the clutch is rotationally driven at the driving rotational speed, and the other side of the clutch is driven. Since it comprises a step of rotationally driving at a driven rotation speed and a step of completely connecting the clutch, one side of the clutch is rotated at a driving rotation speed and the other side of the clutch is rotated at a driven rotation speed. With the clutch completely connected, it is possible to collect data for the entire process from the start to the end of connection, and based on its abundant characteristic data,
It is possible to accurately determine the durability of the facing of the clutch and the appropriateness of the material.

The clutch testing method according to the invention of claim 2 is
A step of disengaging the clutch; a step of rotationally driving one side of the clutch at a driving rotational speed; a step of rotationally driving the other side of the clutch together with an inertial body at a driven rotational speed; and a driving of the other side of the clutch. Since it includes the step of discontinuing and the step of completely connecting the clutch, one side of the clutch is rotated at the drive rotation speed, and the other side of the clutch is rotated at the driven rotation speed together with the inertial body, and the drive to the other side is stopped. Since the clutch is completely connected in the engaged state, it is possible to collect data for the entire process from the start of connection to the completion, and based on the abundant characteristic data, it is possible to accurately determine the durability of the facing of the clutch and the appropriateness of the material. Can be determined to
Moreover, since the clutch is connected while consuming the inertial force of the inertial body, the load applied to the clutch can be approximated during actual operation, and the accuracy of determining the durability of the facing and the appropriateness of the material can be greatly improved. Can be improved.

The clutch testing method of the invention of claim 3 is
Since the connection speed of the clutch according to any one of claims 1 and 2 is adjusted to the connection speed during actual operation of the clutch, the clutch is connected at the connection speed during actual operation, and at the time of further operation. It is possible to significantly improve the determination accuracy of the durability of facings, the appropriateness of the material, etc. by carrying out a standardized test.

[Brief description of drawings]

FIG. 1 is a hydraulic circuit diagram showing a test of a lockup clutch of a test apparatus using a clutch test method according to an embodiment of the present invention.

FIG. 2 is a front view showing an overall configuration of a test apparatus using a clutch testing method according to an embodiment of the present invention.

FIG. 3 is a plan view showing an overall configuration of a test apparatus using a clutch test method according to an embodiment of the present invention.

FIG. 4 is a plan sectional view showing an internal structure of an input side gearbox of a test apparatus using a clutch testing method according to an embodiment of the present invention.

FIG. 5 is a front view showing an input-side gearbox, a static motor, and an input-side torque meter of a test device using a clutch testing method according to an embodiment of the present invention.

FIG. 6 is a front view showing a support structure of a torque converter of a test device using a clutch test method according to an embodiment of the present invention.

FIG. 7 is an enlarged front view showing an installation state of a static motor of a test device using a clutch testing method according to an embodiment of the present invention.

FIG. 8 is a side view showing an installed state of a static motor of a test device using a clutch testing method according to an embodiment of the present invention.

FIG. 9 is a side view showing an installed state of a lock motor of a test device using a clutch test method according to an embodiment of the present invention.

FIG. 10 is a front view showing a mounting structure of a torsion shaft of a testing device using a clutch testing method according to an embodiment of the present invention.

FIG. 11 is a plan view showing a mounting structure of a torsion shaft of a testing device using a clutch testing method according to an embodiment of the present invention.

FIG. 12 is a front view showing a control panel of a test device using a clutch testing method according to an embodiment of the present invention.

FIG. 13 is a block diagram showing an electrical configuration of a test device using a clutch test method according to an embodiment of the present invention.

FIG. 14 is a block diagram showing another electrical configuration of the test apparatus using the clutch test method according to the embodiment of the present invention.

FIG. 15 is a flowchart showing a main routine executed by the CPU in the test apparatus using the clutch test method according to the embodiment of the present invention.

FIG. 16 is a flowchart showing details of a setting processing routine executed by the CPU in the test apparatus using the clutch test method according to the embodiment of the present invention.

FIG. 17 is a flowchart showing another detail of a setting processing routine executed by the CPU in the test apparatus using the clutch test method according to the embodiment of the present invention.

FIG. 18 is an explanatory diagram showing a display on a liquid crystal display panel in a test device using a clutch test method according to an embodiment of the present invention.

FIG. 19 is an explanatory diagram showing another display of the liquid crystal display panel in the test apparatus using the clutch test method according to the embodiment of the present invention.

FIG. 20 is a flowchart showing details of a test execution processing routine executed by the CPU in the test apparatus using the clutch test method according to the embodiment of the present invention.

FIG. 21 is a flowchart showing another detail of the test execution processing routine executed by the CPU in the test device using the clutch test method according to the embodiment of the present invention.

FIG. 22 is a flow chart showing details of an oil temperature control routine executed by the CPU in the test apparatus using the clutch test method according to the embodiment of the present invention.

FIG. 23 is a time chart during the test of the lockup clutch of the test apparatus using the clutch test method according to the embodiment of the present invention.

FIG. 24 is a hydraulic circuit diagram showing a test of a speed change clutch of a test apparatus using a clutch test method according to an embodiment of the present invention.

FIG. 25 is a front view showing a schematic configuration of a testing device using a conventional clutch testing method.

[Explanation of symbols]

21 Flywheel (inertial body) C1 lockup clutch C2 shift clutch

Claims (3)

[Claims] 1. A process of disengaging a clutch, a process of rotationally driving one side of the clutch at a preset drive speed, and a process of rotating the other side of the clutch at a driven speed different from the drive speed. A test method for a clutch comprising: a step of driving; and a step of absorbing a rotation difference between one side and the other side while the clutch is in a connected state. 2. A step of disengaging the clutch, a step of rotationally driving one side of the clutch at a preset driving speed, and a driven rotation of the other side of the clutch together with an inertial body different from the driving speed. Number of steps, rotationally driving the other side of the clutch, stopping the driving of the other side of the clutch, and absorbing the rotational difference between the one side and the other side in the connected state of the clutch. Test method. 3. The method for testing a clutch according to claim 1, wherein the connection speed of the clutch is adjusted to the actual connection speed of the clutch during operation.