CN114791358B - Transmission assembly wear and tear durability test method - Google Patents
Transmission assembly wear and tear durability test method Download PDFInfo
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- CN114791358B CN114791358B CN202110024735.8A CN202110024735A CN114791358B CN 114791358 B CN114791358 B CN 114791358B CN 202110024735 A CN202110024735 A CN 202110024735A CN 114791358 B CN114791358 B CN 114791358B
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Abstract
为克服现有技术中产品验证过程中缺乏对离合器总成的耐热耐磨性能进行验证的问题，本发明提供了一种变速器总成磨滑耐久性能测试方法，通过搭建一变速器总成试验台架，通过模拟整车实际起步过程，通过获取车型参数等信息，获取模拟整车起步工况时驱动电机的转速、负载电机的加速度及施加在被测变速器上的离合器压力。并据此在试验台架上循环进行同步器挂挡、离合器接合、离合器解除及同步器摘除等操作；对其试验过程的相关试验参数进行记录并分析，最终对变速器总成的耐磨耐滑等性能进行有效验证。该种方式可将变速器离合器总成的耐热耐磨特性提前验证，降低了整车的开发风险，降低了开发成本，提高了产品的可靠性。
In order to overcome the problem of lack of verification of the heat-resistant and wear-resistant performance of the clutch assembly in the product verification process in the prior art, the present invention provides a transmission assembly wear and slip durability performance test method, by building a transmission assembly test bench, simulating the actual starting process of the whole vehicle, and obtaining information such as vehicle model parameters, the speed of the drive motor, the acceleration of the load motor and the clutch pressure applied to the tested transmission when simulating the starting condition of the whole vehicle are obtained. Based on this, the synchronizer gear shifting, clutch engagement, clutch release and synchronizer removal operations are cyclically performed on the test bench; the relevant test parameters of the test process are recorded and analyzed, and finally the wear-resistant and slip-resistant performance of the transmission assembly is effectively verified. This method can verify the heat-resistant and wear-resistant characteristics of the transmission clutch assembly in advance, reduce the development risk of the whole vehicle, reduce the development cost, and improve the reliability of the product.
Description
Technical Field
The invention relates to the field of transmission performance test, in particular to a method for testing the wear and slip durability of a transmission assembly.
Background
A transmission is a mechanism for changing rotational speed and torque from an engine that is capable of fixed or stepped changes in the output shaft and input shaft gear ratios, also known as a gearbox. The clutch assembly is used as an important part in the transmission and plays roles in starting and shifting gears. During the working process, a large amount of energy is generated due to friction, so that the temperature of the clutch is increased, and the abrasion of the clutch is increased.
Taking a dual clutch transmission (DCT as an example), a dual clutch transmission is distinguished from a general automatic transmission system in that it is based on a manual transmission rather than an automatic transmission, and provides uninterrupted power output in addition to the flexibility of the manual transmission and the comfort of the automatic transmission. If the wear-resistant and heat-resistant performance of the double clutch assembly is not qualified, the light and the function is damaged, and the heavy vehicle loses the starting and gear shifting functions.
The existing product verification of the double clutch transmission mainly checks the performances of strength, fatigue durability, heat resistance, burn resistance and the like of mechanical parts and shaft teeth parts, and the existing motor driving fatigue durability test is mainly carried out through national standard QC/T1056-2017, and the gear shifting durability test is carried out through national standard QC/T1056-2017.
The motor driving fatigue endurance test can be used for checking the fatigue performance of mechanical parts, but in the test process, the clutch is in a normally closed combination state and is mainly used for stably transmitting torque. The clutch will not generate speed difference at the driving end and the driven end, so as to generate slip friction energy. In the gear shifting endurance test, the DCT is used for shifting gears by the synchronizer before the actual vehicle gear shifting strategy, and then the clutch is combined, and in the gear shifting endurance process, only the gear shifting of the synchronizer is executed every time, and the clutch is not combined. Even if the clutch is combined, the abrasion resistance and heat resistance of the clutch are limited due to no load of the whole vehicle. Therefore, the method has no assessment capability on the wear-resistant and heat-resistant performance of the clutch. In general, the existing heat and wear resistance of the clutch assembly is lack of assessment, so that the heat and wear resistance of the clutch can only be verified after the finished automobile is carried in the later period, and the judgment of the risk, the judgment of the reliability of the product and the development period of the finished automobile are all influenced.
Disclosure of Invention
In order to solve the problem that the heat and wear resistance of the clutch assembly is lack of verification in the product verification process in the prior art, the invention provides a transmission assembly slip durability test method, and fills the blank that the field is lack of verification of heat and wear resistance.
The invention discloses a method for testing the sliding durability of a transmission assembly, which comprises the following steps:
the method comprises the steps of constructing a test bed, wherein the test bed comprises a driving motor, a tested speed changer and a load motor, the driving motor is connected with the tested speed changer, the tested speed changer is connected with the load motor, and torque sensors are arranged between the driving motor and the tested speed changer and between the tested speed changer and the load motor;
Acquiring the rotating speed of a driving motor, the acceleration of a load motor and the clutch pressure applied to a tested transmission when the starting working condition of the whole vehicle is simulated;
The method comprises the steps of performing a test on a test bed, applying clutch pressure on a tested transmission, setting acceleration of a load motor, setting rotating speed of a driving motor, engaging a synchronizer of the tested transmission, maintaining a certain test time, disengaging the clutch, removing the synchronizer, returning to an initial state, recording relevant test parameters in the test process, wherein the test parameters comprise torque measured by a torque sensor, repeating the step for N times, and N is 2000-20000;
And after N times of circulation, analyzing the recorded related test parameters to obtain a performance test result.
According to the transmission assembly grinding durability test method disclosed by the invention, a transmission assembly test bench is built, the actual starting process of the whole vehicle is simulated, and the information such as the vehicle type parameters and the like is obtained, so that the rotating speed of a driving motor, the acceleration of a load motor and the clutch pressure applied to the tested transmission in the starting working condition of the whole vehicle is simulated. And the related test parameters of the test process are recorded and analyzed, and finally the wear resistance, the skid resistance and the like of the transmission assembly are effectively verified. The method can verify the heat-resistant and wear-resistant characteristics of the transmission clutch assembly in advance, reduces the development risk of the whole vehicle, reduces the development cost and improves the reliability of products.
Further, the step of acquiring the rotation speed of the driving motor, the acceleration of the load motor and the clutch pressure applied to the tested transmission when simulating the starting working condition of the whole vehicle specifically comprises the following steps:
acquiring vehicle type parameters related to a vehicle type on which the tested transmission is to be carried, wherein the vehicle type parameters comprise, but are not limited to, the mass of the whole vehicle, the maximum climbing gradient, the mass center height and the wheelbase;
simulating the working condition of full-load maximum gradient starting of the whole vehicle, and carrying out equivalent conversion according to the vehicle type parameters to obtain clutch pressure;
acquiring the rotating speed of a driving motor when the whole vehicle starts at the full load maximum gradient;
and acquiring acceleration from the starting to the corresponding rotating speed of the driving motor within the set time of the load motor when the whole vehicle starts at the full load maximum gradient.
Further, the step of acquiring the acceleration from the start to the corresponding rotation speed of the driving motor in the set time of the load motor when the whole vehicle starts at the full load maximum gradient specifically comprises the following steps:
According to the rotating speed of the driving motor, converting to obtain the rotating speed required to be controlled by the load motor through the speed ratio corresponding to the gear of the tested transmission;
And converting the rotation speed of the load motor required to be reached in a set time when starting to obtain the acceleration required by the load motor.
Further, the method also comprises the step of monitoring the temperature of the transmission oil and/or the clutch during the test on the test bed.
The method comprises the steps of starting a high-flow cooling switch of the clutch after the synchronizer is successfully put into gear, and then carrying out engagement of the clutch.
Further, the clutch half-joint and friction pair total thickness was recorded prior to each test;
during the test, transmission performance including clutch half-engagement point, clutch torque transfer characteristics, and torque transfer stability is tested at intervals of a certain number of cycles.
Further, the "after N cycles, the recorded relevant test parameters are analyzed to obtain the performance test result" specifically includes the following steps:
the torque data collected by the torque sensor is converted to obtain a friction coefficient according to the following formula:
μ= T/(P*A*RI);
Wherein T is torque, mu is friction coefficient, P is pressure of a piston cavity in the measured transmission, A is effective area of a piston, and RI is equivalent radius of a friction pair;
and comparing the friction coefficient with a threshold value to judge whether the friction coefficient meets the design requirement.
Further, the "after N cycles, the recorded relevant test parameters are analyzed to obtain a performance test result" further includes the following steps:
After N times of circulation, the clutch is disassembled, and the performance of the transmission is retested;
And judging whether the friction pair meets the design requirement or not according to the abrasion loss of the friction pair.
Further, the transmission to be tested is a dual clutch automatic transmission; the test bed comprises two load motors, and each load motor is connected to the tested transmission through the torque sensor.
The load motor is in spline connection with an output shaft of the tested transmission through the tool shaft, and the torque sensor is arranged on the tool shaft of the load motor.
Drawings
FIG. 1 is a flow chart of a transmission assembly slip durability test provided in an embodiment of the present invention;
FIG. 2 is a schematic illustration of a test rig provided in an embodiment of the present invention;
FIG. 3 is a schematic view of another test stand provided in an embodiment of the present invention;
FIG. 4 is a further refinement of step S2 in FIG. 1;
FIG. 5 is a schematic diagram of a force analysis of a vehicle during a semi-hill start.
The device comprises a driving motor, a measured transmission, a load motor, a torque sensor, a first torque sensor, a second torque sensor, a third torque sensor, a first load motor, a second load motor, a third load motor, a first load motor, a second load motor and a first torque sensor, wherein the driving motor, the measured transmission, the load motor, the torque sensor, the first torque sensor, the second torque sensor, the third torque sensor, the first load motor, the second load motor and the second load motor.
Detailed Description
In order to make the technical problems, technical schemes and beneficial effects solved by the invention more clear, the invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the scope of the invention.
In the description of the present invention, it should be understood that the terms "longitudinal," "radial," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," and the like indicate orientations or positional relationships that are based on the orientation or positional relationships shown in the drawings, merely to facilitate describing the present invention and simplify the description, and do not indicate or imply that the devices or elements referred to must have a specific orientation, be configured and operated in a specific orientation, and thus should not be construed as limiting the present invention. In the description of the present invention, unless otherwise indicated, the meaning of "a plurality" is two or more.
In the description of the present invention, unless explicitly stated or limited otherwise, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected, mechanically connected, electrically connected, directly connected, indirectly connected via an intervening medium, or in communication between two elements. The specific meaning of the above terms in the present invention will be understood in specific cases by those of ordinary skill in the art.
Example 1
As shown in fig. 1, the present example will specifically explain a method for testing the slip durability of a transmission assembly according to the present invention, which includes the following steps:
Step S1, a test bench is built, wherein the test bench comprises a driving motor 1, a tested speed changer 2 and a load motor 3, the driving motor 1 is connected with the tested speed changer 2, the tested speed changer 2 is connected with the load motor 3, torque sensors 4 are arranged between the driving motor 1 and the tested speed changer 2 and between the tested speed changer 2 and the load motor 3, and the torque sensors 4 are used for detecting the torque of the driving motor 1 and the load motor 3, namely the torque on an input shaft and an output shaft of the tested speed changer 2. For clarity of description, the torque sensor 4 between the driving motor 1 and the measured transmission 2 is referred to as a first torque sensor 4a, and the torque sensor 4 between the measured transmission 2 and the load motor 3 is a second torque sensor 4b.
S2, acquiring parameters of a simulated starting working condition, namely acquiring the rotating speed of a driving motor 1, the acceleration of a load motor 3 and the clutch pressure applied to a tested transmission 2 when the starting working condition of the whole vehicle is simulated;
Step S3, a test step is carried out on the test bench, the clutch pressure is applied on the tested transmission 2, the acceleration of the load motor 3 is set, the rotating speed of the driving motor 1 is set, the synchronizer of the tested transmission is engaged, the clutch is engaged, a certain test time is kept, the clutch is disengaged, the synchronizer is removed, the initial state is returned, relevant test parameters are recorded in the test process, wherein the test parameters comprise the torque measured by the torque sensor 4, the step N is repeated for 2000-20000, and for example, 10000 times of circulation are repeated in the example.
And S4, performing performance analysis, namely analyzing the recorded relevant test parameters after N times of circulation to obtain a performance test result.
In step S1, as shown in fig. 3, preferably, the transmission 2 to be tested is a dual clutch automatic transmission, and the test stand includes two load motors 3, where each load motor 3 is connected to the transmission 2 to be tested through the torque sensor 4. For clarity, the two load motors 3 are respectively named as a first load motor 3a and a second load motor 3b, the torque sensor 4 between the measured transmission 2 and the first load motor 3a is a second torque sensor 4b, and the torque sensor 4 between the measured transmission 2 and the second load motor 3b is a third torque sensor 4c.
The driving motor 1 is in spline connection with an input shaft of the tested transmission 2 through a tool shaft, the torque sensor 4 is arranged on the tool shaft of the driving motor, the load motor 3 is in spline connection with an output shaft of the tested transmission 2 through the tool shaft, and the torque sensor 4 is arranged on the tool shaft of the driving motor.
In this example, the drive motor 1 is provided for simulating a power plant such as an engine or a motor, and in this example, a simulated engine will be described. The load motor 3 is used to simulate the wheel end. Thus, the transmission 2 to be tested is arranged between the driving motor 1 and the load motor 3 to form a test bed for simulating the power device of the whole vehicle, and the state of the whole vehicle under the starting working condition can be simulated based on the test bed. Thus, the wear and slip durability performance of the transmission assembly in the whole vehicle starting process can be tested.
Preferably, the transmission assembly is placed in an uphill start condition for better testing of the slip performance of the transmission assembly.
As shown in fig. 5 below, this figure illustrates a schematic force diagram of the vehicle on a slope with an angle α. Wherein, the mass center of the vehicle is S,The calculation formula of the normal supporting force of the front wheel is shown as the following formula (I):
(one)
The calculation formula of the normal supporting force of the rear wheel is shown as the following formula (II):
(II)
Wherein, The quality of the whole car is achieved.
Then, the range of the driving force of the whole vehicle can be known through the following formula, and the numerical value of the driving force is calculated. Wherein Fi refers to a component force of the whole vehicle mass on the ramp downwards along the ramp, fz is a normal supporting force,Is the road surface coefficient (e.g=0.8), Fz multiplied by the road adhesion coefficient is the adhesion force, and the driving force is greater than this adhesion force, the tire will slip.
(III);
the calculation formula (four) of the traction force can be expressed as:
(IV);
wherein:
engine drive torque
Gear speed ratio
Main reduction ratio
The transmission efficiency is improved.
It is known that the corresponding engine driving torque can be obtained by the formula four. Based on the thought, according to the requirement of the maximum climbing gradient of the whole vehicleThe relationship of (2) obtains the maximum driving force, then obtains the driving torque based on the driving force conversion, the drive torque is then converted to a corresponding clutch pressure based on the clutch torque pressure characteristics for testing.
Meanwhile, in order to simulate the stress of the wheel end, the downward acceleration given by the wheel end and the required setting time thereof can be expressed as the following formula (five):
(V) a fifth step;
it is known that, for the load motor 3, the acceleration required for raising from zero to a required specific speed in a specific time can be obtained by calculation of the above formula (five).
Based on the description of the principle, the test bed designed based on the application can effectively carry out advanced test on the wear durability of the tested transmission 2.
As shown in fig. 4, step S2 specifically includes the following steps:
Acquiring vehicle type parameters related to a vehicle type on which the tested transmission 2 is to be mounted, wherein the vehicle type parameters comprise, but are not limited to, the mass of the whole vehicle, the maximum climbing gradient, the height of the mass center and the wheelbase;
The clutch pressure is obtained by simulating the working condition of full-load maximum gradient starting of the whole vehicle and carrying out equivalent conversion according to the vehicle type parameters, the torque required by the starting is converted to the clutch pressure control by simulation, and the slip torque (driving torque) borne by the clutch in the whole starting process is simulated by giving the corresponding clutch pressure. Based on the above principle introduction, it is known that in order to be able to calculate the clutch pressure, it is preferably recommended to obtain the windage/frontal area, the preparation mass, the full load mass, the front axle load, the rear axle load, the wheelbase, the centroid to front axle example, the centroid ground clearance, the tire gauge, the tire static radius/rolling radius etc. The slip torque (drive torque) carried by the clutch can then be obtained by the above-described formulas, and thus the clutch pressure can be converted.
The method comprises the steps of obtaining the rotation speed of a driving motor 1 during full-load maximum gradient starting of the whole vehicle, controlling the constant rotation speed of the driving motor 1 in the full-load maximum gradient starting process, simulating the maximum rotation speed of an engine during the whole vehicle starting, and determining the rotation speed according to the matched rotation speed of a vehicle to be designed during the starting generally according to the experience of a designer on the assumption that the input maximum constant rotation speed is 2000rpm in the example.
The acceleration of the corresponding rotation speed of the driving motor 1 started within the set time of the load motor 3 when the whole vehicle starts at the full load maximum gradient is obtained, and the calculation principle of the acceleration is described above. In particular. According to the formula (five), the rotation speed of the load motor 3 is obtained through conversion according to the rotation speed of the driving motor 1 and the speed ratio corresponding to the gear of the tested transmission 2, and the acceleration required by the load motor 3 is obtained through conversion according to the rotation speed of the load motor 3 required to be achieved in a set time during starting. For example, the acceleration is converted according to a formula according to the actual requirement of the whole vehicle, for example, when the vehicle is at a speed of from 0 to 2000 rpm for 3 seconds or the like.
In step S3, since the transmission has a gear, a low gear is generally selected for testing, and since the dual clutch transmission has a dual clutch, an odd gear and an even gear are preferably selected for conversion and testing, respectively. For example, first gear and reverse gear are selected for conversion and testing. For example, a first gear is tested in the current test step and a reverse gear is tested in the next test step. Or testing first gear for N times of circulation and testing reverse gear for N times of circulation. When the gear test is selected, if a first gear is selected, the input rotation speed is required to be obtained through speed ratio conversion, and the output rotation speed is the rotation speed required to be controlled by the load motor 3. If the input rotation speed is 2000rpm, the output rotation speed is calculated by the speed ratio 20, and the rotation speed of the load motor 3 should be controlled to be 100 rpm.
And step S3, in the test process of operating the tested transmission 2, before each clutch combination, the synchronizer of the tested transmission is shifted, after the synchronizer is shifted successfully, a large-flow cooling switch of the clutch is turned on, and then the clutch is engaged. After the clutch is synchronized, the clutch is disengaged after a period of time, and then the synchronizer is removed.
In a preferred embodiment, the test bench is further provided with a step of monitoring the transmission oil temperature and/or the clutch temperature during the test. If the temperature is too high, proper cooling is needed to prevent overheat damage to the clutch assembly caused by the superposition of circulating energy.
Preferably, the total clutch half-engagement and friction pair thicknesses are recorded prior to each test, and during the test, transmission performance including clutch half-engagement, clutch torque transfer characteristics, and torque transfer stability is tested at certain cycle intervals. The clutch half-engagement point is used for representing whether the pressure point corresponding to the characteristic point changes, if the pressure point changes, the change can be accepted if the pressure point is within a threshold value range, and the pressure point is considered to be abnormal if the pressure point is out of the threshold value range. The clutch torque transmission characteristic refers to a transmission characteristic in which the torque changes correspondingly every time the pressure increases by a corresponding value, and it is also judged whether it is abnormal by judging from a specific threshold value. Torque transmission stability is used to represent the magnitude of the change in transmitted pressure at a certain pressure. If the magnitude of the change is within an acceptable threshold, then the torque transfer stability is deemed normal.
The step S4 specifically comprises the following steps:
the torque data collected by the torque sensor is converted to obtain a friction coefficient according to the following formula:
μ= T/(P*A*RI);
Wherein T is torque, mu is friction coefficient, P is pressure of a piston cavity in the measured transmission, A is effective area of a piston, and RI is equivalent radius of a friction pair;
and comparing the friction coefficient with a threshold value to judge whether the friction coefficient meets the design requirement.
At the same time, the method further preferably comprises the following steps of disassembling the clutch after N times of circulation, retesting the performance of the transmission;
And judging whether the friction pair meets the design requirement or not according to the abrasion loss of the friction pair.
The test cycle number N can be defined according to the performance requirements of different whole vehicles, and if a vehicle in a main driving city working condition is used, the requirement on the cycle number can be increased.
Obviously, because of the plurality of torque sensors, each sensor can obtain a corresponding friction coefficient through conversion based on the detected torque, for example, the friction coefficient obtained through conversion of a first torque sensor between the driving motor and the transmission is compared with a corresponding threshold value, and the two friction coefficients obtained through conversion of a second torque sensor and a third torque sensor between the driving motor and the first load motor, the driving motor and the second load motor are also respectively compared with the corresponding threshold value, so as to comprehensively judge whether the measured transmission meets the design requirement.
Preferably, the torque data acquired by the torque sensor 4 is subjected to fast fourier transform to determine the torque fluctuation.
According to the transmission assembly slip durability test method disclosed by the embodiment, a transmission assembly test bench is built, the actual starting process of the whole vehicle is simulated, and the information such as the vehicle type parameters and the like is obtained, so that the rotating speed of the driving motor 1, the acceleration of the load motor 3 and the clutch pressure applied to the tested transmission 2 during the starting working condition of the whole vehicle are simulated. And the related test parameters of the test process are recorded and analyzed, and finally the wear resistance, the skid resistance and the like of the transmission assembly are effectively verified. The method can verify the heat-resistant and wear-resistant characteristics of the transmission clutch assembly in advance, reduces the development risk of the whole vehicle, reduces the development cost and improves the reliability of products.
The foregoing description of the preferred embodiments of the invention is not intended to be limiting, but rather is intended to cover all modifications, equivalents, and alternatives falling within the spirit and principles of the invention.
Claims (9)
1. A method for testing the wear and slip durability of a transmission assembly is characterized by comprising the following steps:
the method comprises the steps of constructing a test bed, wherein the test bed comprises a driving motor, a tested speed changer and a load motor, the driving motor is connected with the tested speed changer, the tested speed changer is connected with the load motor, and torque sensors are arranged between the driving motor and the tested speed changer and between the tested speed changer and the load motor;
Acquiring the rotating speed of a driving motor, the acceleration of a load motor and the clutch pressure applied to a tested transmission when the starting working condition of the whole vehicle is simulated;
The method comprises the steps of performing a test on a test bed, applying clutch pressure on a tested transmission, setting acceleration of a load motor, setting rotating speed of a driving motor, engaging a synchronizer of the tested transmission, maintaining a certain test time, disengaging the clutch, removing the synchronizer, returning to an initial state, recording relevant test parameters in the test process, wherein the test parameters comprise torque measured by a torque sensor, repeating the step for N times, and N is 2000-20000;
after N times of circulation, analyzing the recorded related test parameters to obtain a performance test result;
The method for analyzing the recorded relevant test parameters after the cycle for N times to obtain the performance test result specifically comprises the following steps:
the torque data collected by the torque sensor is converted to obtain a friction coefficient according to the following formula:
μ= T/(P*A*RI);
Wherein T is torque, mu is friction coefficient, P is pressure of a piston cavity in the measured transmission, A is effective area of a piston, and RI is equivalent radius of a friction pair;
and comparing the friction coefficient with a threshold value to judge whether the friction coefficient meets the design requirement.
2. The method for testing the slip durability of the transmission assembly according to claim 1, wherein the step of obtaining the rotational speed of the driving motor, the acceleration of the load motor and the clutch pressure applied to the transmission under test during the start-up condition of the whole vehicle comprises the steps of:
acquiring vehicle type parameters related to a vehicle type on which the tested transmission is to be carried, wherein the vehicle type parameters comprise, but are not limited to, the mass of the whole vehicle, the maximum climbing gradient, the mass center height and the wheelbase;
simulating the working condition of full-load maximum gradient starting of the whole vehicle, and carrying out equivalent conversion according to the vehicle type parameters to obtain clutch pressure;
acquiring the rotating speed of a driving motor when the whole vehicle starts at the full load maximum gradient;
and acquiring acceleration from the starting to the corresponding rotating speed of the driving motor within the set time of the load motor when the whole vehicle starts at the full load maximum gradient.
3. The method for testing the slip durability of the transmission assembly according to claim 2, wherein the step of obtaining the acceleration from the start to the corresponding rotation speed of the driving motor within the set time of the load motor when the whole vehicle starts at the full load maximum gradient is specifically performed comprises the following steps:
According to the rotating speed of the driving motor, converting to obtain the rotating speed required to be controlled by the load motor through the speed ratio corresponding to the gear of the tested transmission;
And converting the rotation speed of the load motor required to be reached in a set time when starting to obtain the acceleration required by the load motor.
4. The method of claim 1, further comprising the step of monitoring transmission oil temperature and/or clutch temperature during the test on the test stand.
5. The method for testing the slip durability of the transmission assembly according to claim 1, wherein the step of engaging the synchronizer of the tested transmission and engaging the clutch for a certain test time comprises the steps of opening a large-flow cooling switch of the clutch after the synchronizer of the tested transmission is successfully engaged and then engaging the clutch.
6. The transmission assembly slip durability test method of claim 1 wherein prior to each test, the clutch half joint and friction pair total thickness is recorded;
during the test, transmission performance including clutch half-engagement point, clutch torque transfer characteristics, and torque transfer stability is tested at intervals of a certain number of cycles.
7. The method for testing the slip durability of a transmission assembly according to claim 6, wherein said analyzing said recorded relevant test parameters after N cycles to obtain a performance test result further comprises the steps of:
After N times of circulation, the clutch is disassembled, and the performance of the transmission is retested;
And judging whether the friction pair meets the design requirement or not according to the abrasion loss of the friction pair.
8. The method for testing the slip durability of the transmission assembly according to claim 1, wherein the transmission to be tested is a dual clutch automatic transmission, the test bed comprises two load motors, and each load motor is connected to the transmission to be tested through the torque sensor.
9. The method for testing the slip durability of the transmission assembly according to claim 1, wherein the driving motor is in spline connection with an input shaft of the transmission to be tested through a tool shaft, the torque sensor is mounted on the tool shaft, the load motor is in spline connection with an output shaft of the transmission to be tested through the tool shaft, and the torque sensor is mounted on the tool shaft.
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| CN202110024735.8A CN114791358B (en) | 2021-01-08 | 2021-01-08 | Transmission assembly wear and tear durability test method |
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| CN202110024735.8A CN114791358B (en) | 2021-01-08 | 2021-01-08 | Transmission assembly wear and tear durability test method |
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| CN116773185B (en) * | 2023-08-17 | 2023-12-05 | 盛瑞传动股份有限公司 | Durability experiment method, device and equipment for hydraulic torque converter and readable storage medium |
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| CN105203321A (en) * | 2015-05-14 | 2015-12-30 | 宁波吉利罗佑发动机零部件有限公司 | Device and method for detecting speed changer |
| CN110220719A (en) * | 2019-06-25 | 2019-09-10 | 哈尔滨东安汽车发动机制造有限公司 | A test method for simulating the start durability of a real vehicle on a bench |
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| JP5092363B2 (en) * | 2006-11-21 | 2012-12-05 | 日産自動車株式会社 | Vehicle start control device |
| CN111964905A (en) * | 2019-05-20 | 2020-11-20 | 广州汽车集团股份有限公司 | Durability testing device and durability testing method for vehicle transmission |
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| CN105203321A (en) * | 2015-05-14 | 2015-12-30 | 宁波吉利罗佑发动机零部件有限公司 | Device and method for detecting speed changer |
| CN110220719A (en) * | 2019-06-25 | 2019-09-10 | 哈尔滨东安汽车发动机制造有限公司 | A test method for simulating the start durability of a real vehicle on a bench |
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