WO2016062181A1 - 汽车转向系统蜗轮蜗杆配合摩擦系数跳动变化测试方法 - Google Patents

汽车转向系统蜗轮蜗杆配合摩擦系数跳动变化测试方法 Download PDF

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WO2016062181A1
WO2016062181A1 PCT/CN2015/090383 CN2015090383W WO2016062181A1 WO 2016062181 A1 WO2016062181 A1 WO 2016062181A1 CN 2015090383 W CN2015090383 W CN 2015090383W WO 2016062181 A1 WO2016062181 A1 WO 2016062181A1
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worm
worm gear
assembly
friction coefficient
steering system
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PCT/CN2015/090383
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English (en)
French (fr)
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任卫东
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奇瑞汽车股份有限公司
芜湖普威技研有限公司
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Publication of WO2016062181A1 publication Critical patent/WO2016062181A1/zh

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    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01N—INVESTIGATING OR ANALYSING MATERIALS BY DETERMINING THEIR CHEMICAL OR PHYSICAL PROPERTIES
    • G01N19/00—Investigating materials by mechanical methods
    • G01N19/02—Measuring coefficient of friction between materials

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  • the invention relates to a test method for a worm gear and a friction coefficient bounce change of a deceleration mechanism of a column type electric steering system on an automobile, and belongs to the technical field of automobile manufacture.
  • the worm gear of the deceleration mechanism of the tubular electric steering system is easy to produce mechanical noise. As the customer's requirements for the comfort of the car become more and more demanding, if the mechanical noise of the whole vehicle steering system is not well controlled, it will cause customer complaints. Serious circumstances have even affected customers' choice of vehicle brand purchases, resulting in a decline in vehicle sales and affecting corporate profits.
  • the worm gear of the reduction mechanism of the tubular electric steering system is easy to produce mechanical noise.
  • the mechanism of noise generation mainly includes the following situations: 1. The machining of the parts of the worm gear and the worm does not meet the design requirements, and the clearance does not meet the design requirements. 2, worm gear, worm with axial misalignment; 3, worm gear, worm fit surface is easy to wear, the surface has burrs, etc.; 4, worm gear, worm fit between the grease performance is not good, did not play the due Lubrication.
  • the detection of the above four mechanisms can be found by the worm gear of the reduction mechanism combined with the friction coefficient of the friction coefficient. In the case of a problem, the friction of the friction system will be relatively large, and even an abnormal situation will occur.
  • the technical problem to be solved by the present invention is to provide a test method for the worm gear of a vehicle steering system with a friction coefficient jump change in accordance with the deficiencies of the prior art, in order to avoid mechanical noise generated by the worm gear in advance.
  • a test method for a worm gear of a vehicle steering system with a friction coefficient jump change comprising the following steps:
  • the pressure F applied to the worm assembly is kept constant.
  • the torque sensor T of the worm assembly is tested using a torque sensor.
  • a support plate is disposed below the worm gear assembly, and the top surface of the support plate is a smooth plane for contacting the surface of the worm wheel assembly.
  • the worm gear fixture and the worm fixture are disposed on the support plate, and the worm assembly is laterally disposed above the worm gear assembly.
  • the worm assembly is coupled to the worm fixture by bearings, and the worm gear assembly is coupled to the worm gear fixture by bearings.
  • test method for the worm gear of the automobile steering system with the friction coefficient jump change also includes the following steps:
  • the invention adopts the traditional friction coefficient test method, and is applied to the friction pair bounce change test between the worm and the worm gear of the deceleration mechanism of the column-type electric steering system, and the method is simple and practical, and the realization cost is low; the early deceleration structure design can pass this
  • the test method raises the problem and avoids the mechanical noise generated by the worm gear in advance, thereby reducing the cost and cycle of the later design change, avoiding the quality problem until the vehicle is found to the customer, and improving customer satisfaction.
  • FIG. 1 is a front view of a test device for a worm gear of a speed reduction mechanism with a friction coefficient jump change
  • FIG. 2 is a side view of a test device for a worm gear of a speed reduction mechanism with a friction coefficient jump change
  • Figure 3 is a graph showing the variation of the normal friction coefficient jitter
  • Fig. 4 is a graph showing the variation of the abnormal friction coefficient jitter.
  • Fig. 1 is a front view of the worm gear of the speed reduction mechanism with the friction coefficient jump change test device
  • Fig. 2 is a side view of the worm gear of the speed reduction mechanism with the friction coefficient jump change test device.
  • the cooperation relationship between the component worm assembly 1 and the worm gear assembly 2 of the speed reduction mechanism of the tubular electric steering system can measure the friction coefficient of the mating surface by the present invention, and can be measured. The amount of change in the coefficient of friction of the friction coefficient.
  • the present invention relates to a test method for a worm gear of a vehicle steering system with a friction coefficient jump change, which comprises the following steps:
  • the worm gear assembly 2 is rotatably disposed on the worm gear fixing device 5, the worm assembly 1 is rotatably disposed on the worm fixing device 4, and the worm assembly 1 is meshed with the worm gear assembly 2;
  • the worm gear assembly 2 of the speed reduction mechanism is composed of a shaft and a worm wheel sleeved on the shaft, and the main body portion of the worm assembly 1 is a worm that meshes with the worm wheel.
  • a support plate 3 is further disposed below the worm wheel assembly 2, and the top surface of the support plate 3 is a smooth plane for contacting the surface of the worm wheel assembly 2.
  • the support plate 3 is placed horizontally, and the contact surface of the support plate 3 ensures sufficient smoothness to ensure that the friction between the worm wheel assembly 2 and the support plate 3 is close to zero.
  • the worm wheel fixing device 5 and the worm fixing device 4 are vertically disposed on the support plate 3, and the worm wheel fixing device 5 and the worm fixing device 4 may be fixed blocks. Then, the worm wheel assembly 2 is fixed by the worm wheel fixing device 5, and the worm wheel assembly 2 is ensured to be in close contact with the support plate 3 after being fixed.
  • the worm wheel fixing device 5 and the worm wheel assembly 2 are connected by bearings, and the worm wheel assembly 2 can be axially fixed after fixing. Free rotation, for the requirements of fixed bearings, the type of bearing with the smaller self-friction is better.
  • the worm assembly 1 is assembled to the worm gear assembly 2, and then the worm assembly 1 is fixed by the worm fixing device 4, and the worm fixing device 4 and the worm total
  • the bearing 1 is connected by a bearing. After fixing, the worm assembly 1 can be rotated freely in the axial direction.
  • the bearing adopts the type whose self-friction is smaller and better.
  • the damper of the entire speed reduction mechanism cooperates with the friction coefficient jump change test device. It has been built.
  • step (200) the pressure F applied to the worm assembly 1 is kept constant, and the pressure F is applied vertically to the circumference of the worm assembly 1 above the worm assembly 1 and the worm gear assembly 2. On the surface, as shown in Figure 1.
  • the rotational speed of the worm assembly 1 is kept constant, and the rotational torque T of the worm assembly 1 is tested using a torque sensor during the test operation.
  • FIG. 3 is a graph showing a change in the coefficient of variation of the normal friction coefficient
  • FIG. 4 is a graph showing a change in the coefficient of jitter of the abnormal friction coefficient.
  • test method for the worm gear of the automobile steering system with the friction coefficient jump change also includes the following steps:
  • the invention adopts the traditional friction coefficient test method, and is applied to the friction pair bounce change test between the worm and the worm gear of the deceleration mechanism of the column-type electric steering system, and the method is simple and practical, and the realization cost is low; the early deceleration structure design can pass this
  • the test method raises the problem and avoids the mechanical noise generated by the worm gear in advance, thereby reducing the cost and cycle of the later design change, avoiding the quality problem until the vehicle is found to the customer, and improving customer satisfaction.

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  • Analytical Chemistry (AREA)
  • General Health & Medical Sciences (AREA)
  • Physics & Mathematics (AREA)
  • Health & Medical Sciences (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Chemical & Material Sciences (AREA)
  • Automation & Control Theory (AREA)
  • Biochemistry (AREA)
  • Engineering & Computer Science (AREA)
  • General Physics & Mathematics (AREA)
  • Immunology (AREA)
  • Pathology (AREA)
  • Gear Transmission (AREA)
  • Power Steering Mechanism (AREA)
  • Gears, Cams (AREA)

Abstract

一种汽车转向系统蜗轮蜗杆配合摩擦系数跳动变化测试方法，其包括如下步骤：将蜗轮总成（2）可旋转的设置在蜗轮固定装置（5）上，将蜗杆总成（1）可旋转的设置在蜗杆固定装置（4）上，并使蜗杆总成（1）与蜗轮总成（2）啮合；对蜗杆总成（1）施加压力F，旋转蜗杆总成（1）；测量蜗杆总成（1）的旋转扭矩T；计算蜗轮蜗杆配合摩擦系数；绘制蜗轮蜗杆配合摩擦系数跳动变化曲线图。该测试方法将传统的摩擦系数测试方法应用到管柱式电动转向系统的减速机构涡轮蜗杆配合之间的摩擦副跳动变化测试，方法简单实用，实现成本低；在早期减速结构设计时可以通过此测试方法提前发现问题，提前规避蜗轮蜗杆产生机械噪音，从而降低后期设计更改的费用和周期。

Description

汽车转向系统蜗轮蜗杆配合摩擦系数跳动变化测试方法 技术领域
本发明涉及一种汽车上的管柱式电动转向系统减速机构蜗轮蜗杆配合摩擦系数跳动变化测试方法，属于汽车制造技术领域。
背景技术
随着汽车工业的发展，传统的液压转向系统应用越来越少，为了改善汽车的操控性能和整车舒适性，以及降低整车的油耗，越来越多的汽车采用电动转向系统，并且目前一多半电动转向系统采用管柱式电动转向系统。
管柱式电动转向系统的减速机构蜗轮蜗杆配合很容易产生机械噪音，随着客户对于汽车舒适性要求越来越苛刻，整车转向系统零部件对此机械噪音如果控制不好，会引起客户抱怨，严重的情况甚至影响客户的整车品牌购买选择，导致整车销量下滑，影响企业利润。
管柱式电动转向系统的减速机构蜗轮蜗杆配合很容易产生机械噪音，产生噪音的机理主要有以下几种情况：1、蜗轮、蜗杆的零部件本身加工不满足设计要求，配合间隙不满足设计要求；2、蜗轮、蜗杆配合轴向重合度差；3、蜗轮、蜗杆配合表面容易磨损，表面有毛刺等；4、蜗轮、蜗杆配合之间涂抹的润滑脂性能不好，没有起到应有的润滑作用。以上四个机理的探测都可以通过减速机构蜗轮蜗杆配合摩擦系数跳动变化来发现，存在问题的情况摩擦系统跳动都会比较大，甚至会出现异变情况。
发明内容
本发明所要解决的技术问题在于，针对现有技术的不足提供一种汽车转向系统蜗轮蜗杆配合摩擦系数跳动变化测试方法，目的是提前规避蜗轮蜗杆产生机械噪音。
本发明所要解决的技术问题，是通过如下技术方案实现的：
一种汽车转向系统蜗轮蜗杆配合摩擦系数跳动变化测试方法，其包括如下步骤：
(100)将蜗轮总成可旋转的设置在蜗轮固定装置上，将蜗杆总成可旋转的设置在蜗杆固定装置上，并使蜗杆总成与蜗轮总成啮合；
(200)对蜗杆总成施加压力F，旋转蜗杆总成；
(300)测量蜗杆总成的旋转扭矩T；
(400)根据公式μ＝T/R×F，计算蜗轮蜗杆配合摩擦系数；
(500)绘制蜗轮蜗杆配合摩擦系数跳动变化曲线图。
在所述步骤(200)中，对蜗杆总成施加的压力F保持恒定。
在所述步骤(300)中，使用扭矩传感器测试蜗杆总成的旋转扭矩T。
在所述步骤(200)和(300)中，蜗杆总成的旋转速度保持恒定。
在所述步骤(100)中，在所述蜗轮总成的下方设有支撑板，支撑板的顶面为用于与蜗轮总成表面接触光滑平面。
所述蜗轮固定装置和所述蜗杆固定装置设置在所述支撑板上，所述蜗杆总成横置在所述蜗轮总成的上方。
所述蜗杆总成采用轴承与所述蜗杆固定装置连接，所述蜗轮总成采用轴承与所述蜗轮固定装置连接。
本汽车转向系统蜗轮蜗杆配合摩擦系数跳动变化测试方法，还包括如下步骤：
(600)对试验结果进行分析，通过分析蜗轮蜗杆配合摩擦系数跳动变化曲线图，来判断蜗轮蜗杆配合是否满足设计要求，如果不满足要求，通过机理排查锁定问题根本原因，重新优化设计，重新测试蜗轮蜗杆配合摩擦系数，直到试验结果合格为止。
本发明采用传统的摩擦系数测试方法，应用到管柱式电动转向系统的减速机构涡轮蜗杆配合之间的摩擦副跳动变化测试，方法简单实用，实现成本低；在早期减速结构设计时可以通过此测试方法提起发现问题，提前规避蜗轮蜗杆产生机械噪音，从而降低后期设计更改的费用和周期，避免质量问题待整车到顾客后才发现，提高客户满意度。
下面结合附图和具体实施例，对本发明的技术方案进行详细地说明。
附图说明
图1为减速机构涡轮蜗杆配合摩擦系数跳动变化测试装置的主视图；
图2为减速机构涡轮蜗杆配合摩擦系数跳动变化测试装置的侧视图；
图3为正常的摩擦系数跳动变化变化曲线图；
图4为异常的摩擦系数跳动变化变化曲线图。
附图标记说明：
1、蜗杆总成；2、蜗轮总成；3、支撑板；4、蜗杆固定装置；5、蜗轮固定装置。
具体实施方式
下面结合附图及相关内容，对本发明做进一步说明：
通过对实施例的描述，对本发明的具体实施方式如所涉及的各部分之间的相互位置及连接关系等，作进一步详细的说明，以帮助本领域技术人员对本发明的构思、技术方案的实施有更完整、准确和深入的理解。
图1为减速机构涡轮蜗杆配合摩擦系数跳动变化测试装置的主视图；图2为减速机构涡轮蜗杆配合摩擦系数跳动变化测试装置的侧视图。如图1、图2所示，对于管柱式电动转向系统的减速机构的零部件蜗杆总成1和蜗轮总成2之间的配合关系通过本发明可以测量配合面的摩擦系数，并且可以测量摩擦系数的跳动变化量。
具体地说，本发明一种汽车转向系统蜗轮蜗杆配合摩擦系数跳动变化测试方法，其包括如下步骤：
(100)将蜗轮总成2可旋转的设置在蜗轮固定装置5上，将蜗杆总成1可旋转的设置在蜗杆固定装置4上，并使蜗杆总成1与蜗轮总成2啮合；
(200)对蜗杆总成1施加压力F，旋转蜗杆总成1；
(300)测量蜗杆总成1的旋转扭矩T；
(400)根据公式μ＝T/R×F，计算蜗轮蜗杆配合摩擦系数；
(500)绘制蜗轮蜗杆配合摩擦系数跳动变化曲线图。
减速机构的蜗轮总成2是由轴和套设在该轴上的蜗轮组成，蜗杆总成1的主体部分是与蜗轮啮合的蜗杆。在上述步骤(100)中，在所述蜗轮总成2的下方还设有一块支撑板3，支撑板3的顶面为用于与蜗轮总成2表面接触光滑平面。支撑板3为水平放置，支撑板3的接触面保证足够的光滑，保证蜗轮总成2与支撑板3之间的摩擦力接近0。
如图1和图2所示，蜗轮固定装置5和蜗杆固定装置4为竖直设置在支撑板3上，蜗轮固定装置5和蜗杆固定装置4可以为固定块。然后采用蜗轮固定装置5把蜗轮总成2固定，固定后保证蜗轮总成2与支撑板3紧密接触，蜗轮固定装置5与蜗轮总成2采用轴承连接，固定后保证蜗轮总成2可以轴向自由转动，对于固定轴承的要求轴承采用自身摩擦力越小越好的类型。
然后根据管柱式电动转向系统的减速机构的实际设计位置要求，把蜗杆总成1装配到蜗轮总成2上，然后用蜗杆固定装置4把蜗杆总成1固定，蜗杆固定装置4与蜗杆总成1采用轴承连接，固定后保证蜗杆总成1可以轴向自由转动，对于固定轴承的要求轴承采用自身摩擦力越小越好的类型；到这里整个减速机构涡轮蜗杆配合摩擦系数跳动变化测试装置已搭建完成。
在上述步骤(200)中，对蜗杆总成1施加的压力F保持恒定，该压力F为在蜗杆总成1与蜗轮总成2配合处的上方竖直向下施加在蜗杆总成1的圆周表面上，如图1所示。
在上述步骤(200)和(300)中，蜗杆总成1旋转时的旋转速度保持恒定，试验操作过程中使用扭矩传感器测试蜗杆总成1的旋转扭矩T。
在上述步骤(400)和(500)中，根据公式μ＝T/R×F计算减速机构涡轮蜗杆配合摩擦系数，然后绘制减速机构蜗轮蜗杆配合摩擦系数跳动变化曲线图，如图3、图4所示，其中，图3为正常的摩擦系数跳动变化变化曲线图；图4为异常的摩擦系数跳动变化变化曲线图。
本汽车转向系统蜗轮蜗杆配合摩擦系数跳动变化测试方法，还包括如下步骤：
(600)对试验结果进行分析，通过分析蜗轮蜗杆配合摩擦系数跳动变化曲线图，来判断蜗轮蜗杆配合是否满足设计要求，如果不满足要求，通过机理排查锁定问题根本原因，重新优化设计，重新测试蜗轮蜗杆配合摩擦系数，直到试验结果合格为止。
本发明采用传统的摩擦系数测试方法，应用到管柱式电动转向系统的减速机构涡轮蜗杆配合之间的摩擦副跳动变化测试，方法简单实用，实现成本低；在早期减速结构设计时可以通过此测试方法提起发现问题，提前规避蜗轮蜗杆产生机械噪音，从而降低后期设计更改的费用和周期，避免质量问题待整车到顾客后才发现，提高客户满意度。
上面结合附图对本发明进行了示例性描述，显然本发明具体实现并不受上述方式的限制，只要采用了本发明的方法构思和技术方案进行的各种非实质性的改进，或未经改进将本发明的构思和技术方案直接应用于其它场合的，均在本发明的保护范围之内。

Claims (8)

  1. 汽车转向系统蜗轮蜗杆配合摩擦系数跳动变化测试方法，其特征在于，包括如下步骤：
    (100)将蜗轮总成(2)可旋转的设置在蜗轮固定装置(5)上，将蜗杆总成(1)可旋转的设置在蜗杆固定装置(4)上，并使蜗杆总成与蜗轮总成啮合；
    (200)对蜗杆总成施加压力F，旋转蜗杆总成；
    (300)测量蜗杆总成的旋转扭矩T；
    (400)根据公式μ＝T/R×F，计算蜗轮蜗杆配合摩擦系数；
    (500)绘制蜗轮蜗杆配合摩擦系数跳动变化曲线图。
  2. 根据权利要求1所述的汽车转向系统蜗轮蜗杆配合摩擦系数跳动变化测试方法，其特征在于，在所述步骤(200)中，对蜗杆总成(1)施加的压力F保持恒定。
  3. 根据权利要求1或2所述的汽车转向系统蜗轮蜗杆配合摩擦系数跳动变化测试方法，其特征在于，在所述步骤(300)中，使用扭矩传感器测试蜗杆总成(1)的旋转扭矩T。
  4. 根据权利要求1至3任一所述的汽车转向系统蜗轮蜗杆配合摩擦系数跳动变化测试方法，其特征在于，在所述步骤(200)和(300)中，蜗杆总成(1)的旋转速度保持恒定。
  5. 根据权利要求1至4任一所述的汽车转向系统蜗轮蜗杆配合摩擦系数跳动变化测试方法，其特征在于，在所述步骤(100)中，在所述蜗轮总成(2)的下方设有支撑板(3)，支撑板的顶面为用于与蜗轮总成表面接触光滑平面。
  6. 根据权利要求5所述的汽车转向系统蜗轮蜗杆配合摩擦系数跳动变化测试方法，其特征在于，所述蜗轮固定装置(5)和所述蜗杆固定装置(4)设置在所述支撑板(3)上，所述蜗杆总成(1)横置在所述蜗轮总成(2)的上方。
  7. 根据权利要求6所述的汽车转向系统蜗轮蜗杆配合摩擦系数跳动变化测试方法，其特征在于，所述蜗杆总成(1)采用轴承与所述蜗杆固定装置(4)连接，所述 蜗轮总成(2)采用轴承与所述蜗轮固定装置(5)连接。
  8. 根据权利要求1至7任一所述的汽车转向系统蜗轮蜗杆配合摩擦系数跳动变化测试方法，其特征在于，还包括如下步骤：
    (600)对试验结果进行分析，通过分析蜗轮蜗杆配合摩擦系数跳动变化曲线图，来判断蜗轮蜗杆配合是否满足设计要求，如果不满足要求，通过机理排查锁定问题根本原因，重新优化设计，重新测试蜗轮蜗杆配合摩擦系数，直到试验结果合格为止。
PCT/CN2015/090383 2014-10-22 2015-09-23 汽车转向系统蜗轮蜗杆配合摩擦系数跳动变化测试方法 WO2016062181A1 (zh)

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