A multifunctional friction element performance test device

Abstract

The utility model relates to a kind of multifunctional friction element performance test device, relate to a kind of friction element performance test device of multiple-disc friction clutch, to solve the problem of long test cycle and inaccurate time measurement of connection or disconnection of existing wet friction clutch friction element performance test device.The drive motor of the utility model is installed in the low-speed end of speed-increasing box on one side, and the inertia rotor is installed in the low-speed end of speed-increasing box on the other side through shaft coupling;The friction element is arranged in the friction element test housing, and the inner friction plate seat of friction element is connected with the one end of high-speed shaft of speed-increasing box through flange;The inner friction plate is arranged in the inner friction plate seat, and the outer friction plate is arranged in the outer friction plate seat, and the inner friction plate and the outer friction plate are arranged in cross;The oil inlet connector is installed in the other end of high-speed shaft of speed-increasing box, and the oil inlet connector is used to pass into the pressure oil acting on the piston.The beneficial effect is to shorten the test cycle and improve the accuracy of connection and disconnection time measurement.

Description

Technical Field

[0001] This invention relates to a testing device for the performance of friction elements in a multi-plate friction clutch. Background Technology

[0002] A wet multi-plate friction clutch mainly consists of an input assembly, an output assembly, friction elements, a piston, a return spring, and an oil inlet device. The inner friction plate rotates with the input assembly, and the outer friction plate rotates with the output assembly. When working oil is introduced into the clutch, the piston presses the inner and outer friction plates together, generating friction between them, thus engaging the clutch and transmitting torque. When the working oil is cut off, the piston returns to its original position under the action of the return spring, separating the inner and outer friction plates, and disengaging the clutch. The wet multi-plate friction clutch is characterized by its simple control, high reliability, ability to engage and disengage the host machine and load with speed differences, and rapid disengagement. As connecting devices in mechanical transmission systems, wet friction clutches are widely used in industries such as shipbuilding and construction machinery. Friction elements and pistons are key components affecting the performance of wet friction clutches. Typically, before developing a new type of friction clutch, the performance of its friction elements and pistons needs to be tested and verified. Friction elements usually undergo pull-out torque characteristic tests and thermal load characteristic tests to verify whether the pull-out torque and thermal load performance of the wet friction clutch when disengaged and engaged with speed difference can meet the design requirements. For pistons, extension and retraction characteristic tests are conducted to verify whether the engagement and disengagement times of the wet friction clutch meet the design requirements.

[0003] Currently available devices for testing the torque characteristics of friction components, such as Figure 1 As shown, the friction element 400 under test is typically supported by an independent support housing 300. The support housing 300 usually consists of two drive shafts, four bearings, and the housing itself. The friction element 400 is mounted between the two drive shafts. One end of the shaft system of the support housing 300 is connected to the fixed support 100 via a torque meter 200, and the other end is connected to the drive motor 500. When the test speed of the friction element 400 is high, a speed increaser 600 needs to be connected in series between the drive motor 500 and the support housing 300, arranged as shown in the diagram. Figure 2 As shown; the drive motor 500 drives one end of the friction element 400 to rotate, and the torque meter 200 can measure the driving torque of the friction element 400.

[0004] When testing the thermal load performance of friction elements, based on the torque test connection method, a rotor 700 with a larger moment of inertia needs to be connected in series on the shaft system between the drive motor 500 and the support housing 300; for example Figure 3As shown, when the inertia rotor 700 is rotating, the clutch is engaged. The thermal load performance of the friction element 400 is calculated using the torque of the friction element 400 and the deceleration time curve data of the inertia rotor 700 during deceleration. Because the speed difference in the torque test is relatively large, typically the operating speed of the friction clutch, up to a maximum of 6000 r / min, while the speed difference in the thermal load test is smaller, typically less than 1000 r / min, this is related to the dynamic engagement speed specification of the friction clutch during design. Therefore, to shorten the test time and reduce energy consumption, the inertia rotor 700 should not be connected in series in the shaft system during the torque test. Figure 3 The experimental setup shown requires adjusting the position of the drive motor 500 and installing the inertia rotor 700 when changing the test content, which increases the workload of the test; therefore, the following method is adopted. Figure 4 The arrangement shown features a dual-shaft drive for the drive motor 500, with the inertia rotor 700 mounted on the other side. Test configurations can be changed by installing and removing the coupling between the drive motor 500 and the inertia rotor 700. However, using a dual-shaft drive for the drive motor 500 increases costs and is not the optimal solution. Furthermore, clutch engagement and disengagement can only be measured by the establishment of pressure within the oil chamber; this requires a dedicated friction element support housing and changes in connection status for different tests, increasing test bench construction costs and test cycle. Additionally, the method for measuring clutch engagement and disengagement time is not accurate enough. Summary of the Invention

[0005] The purpose of this invention is to solve the problems of long test cycles and inaccurate measurement of engagement or disengagement time in existing wet friction clutch friction element performance testing devices, and to propose a multifunctional friction element performance testing device.

[0006] The present invention discloses a multifunctional friction element performance testing device, which includes a speed increaser, a friction element test housing, an oil inlet connector, an inertia rotor, a drive motor, and a coupling;

[0007] The drive motor is installed on one side of the low-speed end of the speed increaser, and the inertia rotor is installed on the other side of the low-speed end of the speed increaser via a coupling.

[0008] The friction element is set inside the friction element test housing, and the inner friction plate seat of the friction element is connected to one end of the high-speed shaft of the speed increaser via a flange;

[0009] The friction element includes an outer friction plate seat, an outer friction plate, an inner friction plate seat, an inner friction plate, and a piston;

[0010] The inner friction plate is set in the inner friction plate seat, and the outer friction plate is set in the outer friction plate seat, with the inner and outer friction plates arranged alternately. The piston moves under the action of pressure oil, so that the inner and outer friction plates are pressed together, and the friction element is in the disengaged state. After the pressure oil is turned off, the piston is reset under the action of the spring, so that the friction element is in the disengaged state.

[0011] The oil inlet connector is installed at the other end of the high-speed shaft of the speed increaser, and is used to introduce pressurized oil acting on the piston.

[0012] Furthermore, a manual clutch is used to replace the coupling; that is, the inertial rotor is installed on the other side of the low-speed end of the speed increaser via a manual clutch.

[0013] Furthermore, the test apparatus also includes an external friction pad support bracket;

[0014] A rectangular notch is provided on the test housing of the friction element;

[0015] The external friction pad holder bracket is mounted on the external friction pad holder through a rectangular notch in the friction element test housing.

[0016] Furthermore, the testing apparatus also includes a housing support and a force gauge;

[0017] The housing support is mounted on the friction element test housing;

[0018] The force gauge is connected between the housing support and the outer friction plate seat support. The force gauge is used to measure the tension when the inner friction plate and the outer friction plate rotate relative to each other, as well as the driving torque of the friction element.

[0019] Furthermore, the testing apparatus also includes a measuring ring;

[0020] The measuring ring is nested on the piston and is used to measure the absolute axial displacement of the piston relative to the test housing of the friction element.

[0021] Furthermore, the experimental setup also includes two eddy current sensors;

[0022] An eddy current sensor is used to measure the absolute axial displacement of the piston relative to the test housing of the friction element via a measuring ring;

[0023] Another eddy current sensor is used to measure the absolute axial displacement of the flange of the internal friction pad seat relative to the test housing of the friction element.

[0024] Furthermore, a rolling bearing is provided between the outer friction pad seat and the friction element test housing;

[0025] The outer friction plate seat is fixedly connected to the inner ring of the rolling bearing, and the outer ring of the rolling bearing is fixedly connected to the test housing of the friction element.

[0026] Furthermore, the experimental setup also includes a temperature sensor;

[0027] The temperature sensor is located at the lubricating oil drain hole on the outer friction plate seat, and the axial position of the temperature sensor is aligned with the lubricating oil drain hole on the outer friction plate seat.

[0028] When the test device described in this invention performs a thermal load test on the friction element, the drive motor drives the speed increaser, the inertia rotor, and the internal friction plate to rotate. After reaching the required speed difference, the friction element is connected, the friction element slides, the inertia rotor decelerates, and the thermal load test of the friction element is completed.

[0029] When conducting the friction element torque test, remove the coupling between the speed increaser and the inertia rotor, such as... Figure 6 As shown, the drive motor drives the speed increaser and the inner friction plate to rotate, achieving the required speed difference and completing the torque test of the friction element.

[0030] The beneficial effects of this invention are as follows: by integrating the speed increaser, drive motor, inertia rotor, and friction element testing device together, a multifunctional friction element performance testing device is formed. This allows for friction element torque testing, friction element thermal load testing, and friction element connection / disconnection time measurement without changing the overall layout of the testing device. This saves on the construction cost of the test bench, shortens the test cycle, and improves the accuracy of friction element connection / disconnection time measurement. Attached Figure Description

[0031] Figure 1 This is a layout diagram of an existing friction element testing device in the background art;

[0032] Figure 2 for Figure 1 Layout diagram of a friction element test device after adding a speed increaser;

[0033] Figure 3 This is a layout diagram of a friction element test device with an inertial rotor in the background art.

[0034] Figure 4 This is a layout diagram of another existing friction element test device with an inertial rotor in the background art;

[0035] Figure 5 This is a layout diagram of a multifunctional friction element performance testing device as described in Specific Embodiment 1;

[0036] Figure 6 To be Figure 5 A layout diagram of a multifunctional friction element performance testing device after removing the coupling;

[0037] Figure 7 This is a cross-sectional view of the friction element installed inside the friction element test housing in Specific Implementation Method 1;

[0038] Figure 8 for Figure 7 X-direction sectional view;

[0039] Figure 9 To be Figure 5 The diagram shows the layout of a multifunctional friction element performance testing device after the coupling in the diagram is replaced with a manual clutch. Detailed Implementation

[0040] Specific implementation method one, combined with Figure 5-8 This embodiment describes a multifunctional friction element performance testing device, which includes a speed increaser 600, a friction element test housing 800, an oil inlet connector 610, an inertia rotor 700, a drive motor 500, and a coupling 900.

[0041] The drive motor 500 is installed on one side of the low-speed end of the speed increaser 600, and the inertia rotor 700 is installed on the other side of the low-speed end of the speed increaser 600 via a coupling 900.

[0042] The friction element 400 is installed inside the friction element test housing 800, and the inner friction plate seat 840 of the friction element 400 is connected to one end of the high-speed shaft of the speed increaser 600 through a flange.

[0043] The friction element 400 includes an outer friction plate seat 830, an outer friction plate 831, an inner friction plate seat 840, an inner friction plate 841, and a piston 850;

[0044] The inner friction plate 841 is disposed within the inner friction plate seat 840, and the outer friction plate 831 is disposed within the outer friction plate seat 830, with the inner friction plate 841 and the outer friction plate 831 arranged alternately. The piston 850 moves under the action of pressurized oil, causing the inner friction plate 841 and the outer friction plate 831 to be pressed together, at which time the friction element 400 is in the disengaged state. After the pressurized oil is turned off, the piston 850 is reset under the action of the spring, causing the friction element 400 to be in the disengaged state.

[0045] The oil inlet connector 610 is installed at the other end of the high-speed shaft of the speed increaser 600, and the oil inlet connector 610 is used to introduce pressurized oil acting on the piston 850.

[0046] In a preferred embodiment, the test apparatus further includes an external friction pad support bracket 832;

[0047] A rectangular notch is provided on the friction element test housing 800;

[0048] The external friction plate holder bracket 832 is mounted on the external friction plate holder 830 through a rectangular notch in the friction element test housing 800.

[0049] In a preferred embodiment, the testing apparatus further includes a housing support 812 and a force gauge 860;

[0050] The housing support 812 is mounted on the friction element test housing 800;

[0051] The force gauge 860 is connected between the housing support 812 and the outer friction plate seat support 832. The force gauge 860 is used to measure the tension when the inner friction plate 841 and the outer friction plate 831 rotate relative to each other, as well as the driving torque of the friction element 400.

[0052] In a preferred embodiment, the test apparatus further includes a measuring ring 851;

[0053] The measuring ring 851 is nested on the piston 850 and is used to measure the absolute axial displacement of the piston 850 relative to the friction element test housing 800.

[0054] In a preferred embodiment, the test apparatus further includes two eddy current sensors 820;

[0055] An eddy current sensor 820 is used to measure the absolute axial displacement of piston 850 relative to friction element test housing 800 via measuring ring 851, i.e., to measure the axial displacement of piston 850.

[0056] Another eddy current sensor 820 is used to measure the absolute axial displacement of the flange of the internal friction plate holder 840 relative to the friction element test housing 800, that is, to measure the axial movement of the high-speed shaft of the speed increaser 600.

[0057] In a preferred embodiment, a rolling bearing is provided between the outer friction pad seat 830 and the friction element test housing 800;

[0058] The outer friction plate seat 830 is fixedly connected to the inner ring of the rolling bearing, and the outer ring of the rolling bearing is fixedly connected to the friction element test housing 800.

[0059] In a preferred embodiment, the testing apparatus further includes a temperature sensor 870;

[0060] The temperature sensor 870 is located at the lubricating oil drain hole on the outer friction plate seat 830, and the axial position of the temperature sensor 870 is aligned with the lubricating oil drain hole on the outer friction plate seat 830.

[0061] In this embodiment, the structure of the friction element test housing 800 is as follows: Figure 7As shown, the outer friction plate seat 830 has one degree of freedom relative to the friction element test housing 800, namely rotation along the axis; one end of the tension gauge 860 is connected to the outer friction plate seat 830 through the outer friction plate seat bracket 832, and the other end of the tension gauge 860 is connected to the housing (810) through the housing bracket (812). When a belt torque test or a heat load test is performed, there is a friction torque transmission between the inner friction plate 841 and the outer friction plate 831. The torque value is obtained by calculating the tension measured by the tension gauge 860 and its arrangement radius.

[0062] An eddy current sensor mounting bracket 811 is provided on the friction element test housing 800. Two eddy current sensors 820 are installed on the bracket 811. One measures the absolute axial displacement of the measuring ring 851 of the piston 850, and the other measures the absolute axial displacement of the flange of the inner friction plate seat 840. The difference between the two absolute displacements eliminates the influence of the axial movement of the high-speed shaft of the speed increaser 600. Therefore, the difference between the two absolute displacements is the displacement of the piston 850 relative to the inner friction plate seat 840. By comparing it with the designed working stroke of the piston 850, the engagement and disengagement time of the friction element 400 can be determined. A temperature sensor 870 is installed on the friction element test housing 800 to measure the temperature of the lubricating oil discharged between the inner friction plate 841 and the outer friction plate 831 during the belt torque test and the thermal load test.

[0063] Specific implementation method two, combined with Figure 9 This embodiment describes a multifunctional friction element performance testing device where a manual clutch 1000 replaces the coupling 900 in the experimental device described in Specific Embodiment 1; that is, the inertia rotor 700 is installed on the other side of the low-speed end of the speed increaser 600 via the manual clutch 1000.

[0064] In this embodiment, the conversion between the thermal load test and the torque test of the friction element 400 is realized by engaging and disengaging the manual clutch 1000, making the test more convenient.

[0065] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present invention should be included within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A multifunctional friction element performance testing device, the testing device comprising a speed increaser (600), a friction element test housing (800), an oil inlet connector (610), an inertia rotor (700), a drive motor (500), and a coupling (900). Its features are, The drive motor (500) is installed on one side of the low-speed end of the speed increaser (600), and the inertia rotor (700) is installed on the other side of the low-speed end of the speed increaser (600) via a coupling (900). The friction element (400) is set inside the friction element test housing (800), and the inner friction plate seat (840) of the friction element (400) is connected to one end of the high-speed shaft of the speed increaser (600) through a flange; The friction element (400) includes an outer friction plate seat (830), an outer friction plate (831), an inner friction plate seat (840), an inner friction plate (841), and a piston (850). The inner friction plate (841) is disposed in the inner friction plate seat (840), and the outer friction plate (831) is disposed in the outer friction plate seat (830), and the inner friction plate (841) and the outer friction plate (831) are arranged crosswise; The piston (850) moves under the action of the pressure oil, so that the inner friction plate (841) and the outer friction plate (831) are pressed together. At this time, the friction element (400) is in the disengagement state. After the pressure oil is turned off, the piston (850) is reset under the action of the spring, so that the friction element (400) is in the disengagement state. The oil inlet connector (610) is installed at the other end of the high-speed shaft of the speed increaser (600), and the oil inlet connector (610) is used to introduce pressurized oil acting on the piston (850).

2. The multifunctional friction element performance testing device according to claim 1, characterized in that, Replace the coupling (900) with a manual clutch (1000); that is, the inertial rotor (700) is installed on the other side of the low-speed end of the speed increaser (600) via the manual clutch (1000).

3. The multifunctional friction element performance testing device according to claim 1, characterized in that, The test apparatus also includes an external friction pad support bracket (832). A rectangular notch is provided on the friction element test housing (800); The external friction plate holder bracket (832) is mounted on the external friction plate holder (830) through a rectangular notch in the friction element test housing (800).

4. The multifunctional friction element performance testing device according to claim 3, characterized in that, The test apparatus also includes a housing support (812) and a force gauge (860). The housing support (812) is mounted on the friction element test housing (800); The force gauge (860) is connected between the housing support (812) and the outer friction plate seat support (832). The force gauge (860) is used to measure the tension when the inner friction plate (841) and the outer friction plate (831) rotate relative to each other, as well as the driving torque of the friction element (400).

5. The multifunctional friction element performance testing device according to claim 1, characterized in that, The test apparatus also includes a measuring ring (851); The measuring ring (851) is nested on the piston (850) and is used to measure the absolute axial displacement of the piston (850) relative to the friction element test housing (800).

6. The multifunctional friction element performance testing device according to claim 5, characterized in that, The test setup also includes two eddy current sensors (820). An eddy current sensor (820) is used to measure the absolute axial displacement of the piston (850) relative to the friction element test housing (800) via a measuring ring (851); Another eddy current sensor (820) is used to measure the absolute axial displacement of the flange of the inner friction pad holder (840) relative to the friction element test housing (800).

7. The multifunctional friction element performance testing device according to claim 1, characterized in that, A rolling bearing is provided between the outer friction pad seat (830) and the friction element test housing (800); The outer friction plate seat (830) is fixedly connected to the inner ring of the rolling bearing, and the outer ring of the rolling bearing is fixedly connected to the test housing (800) of the friction element.

8. The multifunctional friction element performance testing device according to claim 1, characterized in that, The test setup also includes a temperature sensor (870); The temperature sensor (870) is located at the lubricating oil drain hole on the outer friction plate seat (830), and the axial position of the temperature sensor (870) is aligned with the lubricating oil drain hole on the outer friction plate seat (830).

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