Clutch comprehensive test bench system, function test method and life test method

Abstract

The present invention provides a clutch comprehensive test bench system, functional testing method, and life testing method. The clutch comprehensive test bench system includes: a differential, the differential comprising an inner differential housing and an outer differential housing, a mounting position for a clutch to be tested formed between the inner differential housing and the outer differential housing, and two drive axle shafts connected to the differential; a flywheel assembly, two flywheel assemblies; a test drive connected to the input end of the differential and configured to input torque to the input end of the differential to simulate power input to the differential; and a clutch actuator, the clutch to be tested having a coupling position for coupling the inner differential housing and the outer differential housing, and a disengaging position for disengaging the inner differential housing and the outer differential housing. This application addresses the problem in the prior art of the lack of a mature comprehensive test device and method for clutches in drive axles.

Description

Technical Field

[0001] The present invention relates to the technical field of clutch comprehensive test bench system design, and in particular to a clutch comprehensive test bench system, a function test method, and a life test method. Background Art

[0002] Existing clutch testing equipment typically simulates transmission force through a transmission structure and detects wet dual clutch parameters using various sensors. Alternatively, it employs technologies such as digital twins to perform virtual testing and evaluation of clutch performance. However, these solutions are not suitable for clutch testing within a drive axle, nor can they realistically simulate the actual clutch operation within the drive axle, resulting in inaccurate test results.

[0003] In the prior art, there is no mature comprehensive testing device and method for the clutch in the drive axle. Summary of the Invention

[0004] The main purpose of the present invention is to provide a clutch comprehensive test bench system, function test method and life test method to solve the problem that there is no mature comprehensive test device and method for the clutch in the drive axle in the prior art.

[0005] To achieve the above objectives, according to one aspect of the present invention, a comprehensive clutch test bench system is provided, comprising: a differential, the differential comprising an inner differential housing and an outer differential housing, a mounting position for mounting a clutch to be tested being formed between the inner differential housing and the outer differential housing, and two drive axles connected to the differential; two flywheel assemblies, each corresponding to one of the two drive axles, each flywheel assembly connected to a corresponding drive axle, the flywheel assemblies being used to simulate the inertia of the wheel ends during vehicle travel, and the speed and moment of inertia of the flywheel assemblies being adjustable; a test drive device connected to an input end of the differential and configured to input torque to the input end of the differential to simulate power input to the differential; and a clutch actuator, the clutch to be tested having a coupling position for coupling the inner differential housing and the outer differential housing, and a disengaging position for disengaging the inner differential housing and the outer differential housing, the clutch actuator being configured to drive the clutch to be tested between the coupling position and the disengaging position.

[0006] Furthermore, the flywheel assembly includes: a hub connected to the corresponding transmission half-shaft; and a flywheel mounted on the hub.

[0007] Furthermore, the flywheel assembly further comprises: a flywheel brake, the flywheel brake being connected to the mounting base, the flywheel brake being connected to the flywheel, the flywheel brake having a braking state for keeping the flywheel stationary, and a closed state for not hindering the movement of the flywheel;

[0008] The speed encoder is connected to the flywheel brake and is used to adjust the braking force of the flywheel brake on the flywheel to change the speed of the flywheel.

[0009] Furthermore, there are two pressure chambers in the clutch to be tested, and the clutch actuator is a pneumatic actuator, which includes: an air source; an air circuit converter, one end of the air circuit converter is connected to the air source, and the other end of the air circuit converter is connected to the two pressure chambers, wherein adjusting the air circuit converter can change the ratio of gas entering the two pressure chambers to drive the clutch to be tested to be in the coupling position and the disengagement position.

[0010] Furthermore, the test drive device includes: a drive flange, one end of which is connected to the input flange of the differential; and a drive motor, which is connected to the other end of the drive flange.

[0011] Furthermore, the clutch comprehensive test bench system also includes: an air pressure sensor, two air pressure sensors, the two air pressure sensors are connected to the differential, the air path converter has two gas passages, the two air pressure sensors are correspondingly arranged in the two gas passages, and the air pressure sensors are used to detect the gas pressure in the corresponding gas passages.

[0012] According to one aspect of the present invention, a clutch function testing method is provided. A clutch comprehensive test bench system adopts the clutch function testing method for testing. The clutch comprehensive test bench system is the clutch comprehensive test bench system described above. The method includes: step S1, controlling a drive motor to start at an initial speed and controlling a flywheel brake to be in a closed state; step S2, controlling an air circuit converter to perform air source conversion to put the clutch to be tested into a coupled position. After the test clutch operates stably, controlling the air circuit converter to perform air source conversion to put the clutch to be tested into a disengaged position; step S3, judging whether the coupling process and the disengagement process of the clutch to be tested meet set standards; step S4, if not, controlling the speed of the drive motor to decrease in steps from the initial speed, and repeating steps S2 to S3 under each adjusted speed condition until the coupling process and the disengagement process of the clutch to be tested meet the set standards.

[0013] Furthermore, in step S2, after controlling the gas path converter to perform gas source conversion so that the clutch to be tested enters the disengaged position, the method includes: controlling the flywheel brake to enter a braking state.

[0014] According to another aspect of the present invention, a clutch life test method is provided. A clutch comprehensive test bench system uses the clutch life test method for testing. The clutch comprehensive test bench system is the clutch comprehensive test bench system described above. The method includes: step S1, controlling a drive motor to start at a first speed; step S2, controlling a clutch to be tested to repeatedly perform a single gear shifting task until the number of gear shifts reaches a predetermined value; step S3, when the number of gear shifts of the clutch to be tested reaches the predetermined value, determining whether the operating state of the clutch to be tested meets the test standard; if so, determining that the life test of the clutch to be tested has passed.

[0015] Furthermore, controlling the clutch to be tested to repeatedly perform a single gear shifting task includes: step S21, judging whether the speed of the flywheel is 0; step S22, if so, controlling the flywheel brake to be in a closed state; step S23, after a first delay, controlling the air circuit converter to perform air source conversion, so that the clutch to be tested enters a coupled position; step S24, judging whether the speed of the flywheel reaches a second speed, the second speed is determined by the first speed; step S25, if so, after a second delay, controlling the air circuit converter to perform air source conversion, so that the clutch to be tested enters a disengaged position; step S26, after a third delay, controlling the flywheel brake to enter a braking state.

[0016] The technical solution of the present invention is applied to form an installation position for installing the clutch to be tested between the differential inner housing and the differential outer housing, and simultaneously utilizes a flywheel assembly to simulate the inertia of the wheel end during vehicle driving and a test drive device to input torque to the input end of the differential to simulate the power input of the differential. This achieves a simulation of the clutch's actual vehicle installation environment, verifies the clutch's function and life under actual vehicle operating conditions, and makes the test results more accurate. This application solves the problem that the prior art lacks a mature comprehensive test device and method for the clutch in the drive axle. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The accompanying drawings, which constitute part of this application, are intended to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are intended to explain the present invention and do not constitute an undue limitation of the present invention. In the accompanying drawings:

[0018] Figure 1 It shows a schematic structural diagram of a first embodiment of a clutch comprehensive test bench system according to the present invention;

[0019] Figure 2 It shows a schematic structural diagram of a second embodiment of a clutch comprehensive test bench system according to the present invention;

[0020] Figure 3 A schematic flow chart of an embodiment of a clutch life test method according to the present invention is shown.

[0021] The above drawings include the following reference numerals:

[0022] 11. Differential; 111. Wheel hub; 112. Another wheel hub; 113. Input flange; 114. Clutch to be tested; 1211. Drive flange; 1212. Drive motor; 121. First flywheel brake bracket; 122. Second flywheel brake bracket; 123. Flywheel brake; 124. Another flywheel brake; 125. Speed ​​encoder; 126. Another speed encoder; 127. Flywheel; 128. Another flywheel; 129. First fixed bracket; 1210. Second fixed bracket; 131. Air source; 132. Air path converter; 133. Controller; 134. Air pressure sensor; 135. Another air pressure sensor. DETAILED DESCRIPTION

[0023] It should be noted that, in the absence of conflict, the embodiments and features of the embodiments in this application can be combined with each other. The present invention will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0024] It should be noted that the terms used herein are only for describing specific embodiments and are not intended to limit the exemplary embodiments according to the present application. As used herein, unless the context clearly indicates otherwise, the singular form is also intended to include the plural form. In addition, it should be understood that when the terms "comprise" and / or "include" are used in this specification, they indicate the presence of features, steps, operations, devices, components and / or combinations thereof.

[0025] It should be noted that the terms "first", "second", etc. in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that the terms used in this way are interchangeable where appropriate, so that the embodiments of the present application described herein can, for example, be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0026] Now, exemplary embodiments according to the present application will be described in more detail with reference to the accompanying drawings. However, these exemplary embodiments can be implemented in a variety of different forms and should not be interpreted as being limited to the embodiments described herein. It should be understood that these embodiments are provided to make the disclosure of this application thorough and complete, and to fully convey the concepts of these exemplary embodiments to those of ordinary skill in the art. In the accompanying drawings, for the sake of clarity, the thickness of layers and regions may be exaggerated, and the same reference numerals are used to represent the same devices, and thus their descriptions will be omitted.

[0027] The driven rear axle is a key component of the vehicle's drivetrain. Located at the rear of the vehicle, it is responsible for transmitting power from the engine (or electric motor) or mid-axle power to the drive wheels. The following are some of the key features and functions of the driven rear axle:

[0028] Power Transfer: The driven rear axle contains the gears, bearings, and other mechanical components that transfer power from the transmission to the wheels.

[0029] Differential function: The differential in the rear axle allows the wheels to rotate at different speeds, which is essential for maintaining vehicle stability when turning and reducing tire wear.

[0030] Support and Suspension: The driven rear axle provides structural support for the vehicle and connects the axle to the suspension system, affecting the vehicle's ride and handling.

[0031] Braking system: The rear axle is usually integrated with a braking system, including brake discs or drums and brake calipers to provide effective stopping force.

[0032] Drive shaft: The drive shaft (half shaft) connects the differential and wheels to transmit torque.

[0033] Load-carrying capacity: The driven rear axle is designed with appropriate strength and rigidity to bear the weight of the vehicle and the loads generated during driving.

[0034] The driven rear axle is the core component of the rear-wheel drive system of a car. It transmits the power of the engine (or electric motor) or the middle axle to the rear wheels. To achieve the above functions, the driven rear axle generally has the following structure:

[0035] Differential: The differential is one of the most important components in the rear axle, allowing the left and right wheels to rotate at different speeds to accommodate the vehicle's cornering.

[0036] The differential works as follows: Its primary function is to allow the inside and outside wheels to rotate at different speeds when turning, as the outside wheels have a longer distance to cover. A differential typically consists of a sun gear (also called a differential housing), two side gears, and multiple planetary gears. When the vehicle is traveling straight, the planetary gears rotate synchronously with the side gears and the sun gear, allowing the wheels on both sides to rotate at the same speed. When turning, the planetary gears rotate freely between the sun gear and the side gears, allowing the wheels on both sides to rotate at different speeds. The planetary gears rotate around the sun gear, and when turning, the speed of the planetary gears adjusts according to the radius of the turn. The differential automatically adjusts torque distribution during cornering, ensuring that the appropriate amount of power is delivered to each wheel to maintain vehicle stability and traction. In certain situations, such as off-roading or on low-grip surfaces, it may be necessary to lock the differential to improve traction. Differential lock prevents wheel slip and distributes torque to the wheels with traction. A limited-slip differential is a special type of differential that automatically adjusts torque distribution when it detects wheel slip to improve vehicle handling and stability.

[0037] Axle shaft (drive shaft): Axle shaft connects the differential and wheels, transmitting the power output from the differential to the wheels.

[0038] Bearings: Bearings support the differential and axle shafts, reducing friction and ensuring their stable operation.

[0039] Gear set: The gear set includes the final reduction gear and planetary gears, which are used to reduce the speed and increase the torque.

[0040] Rear axle housing: The rear axle housing is the outer shell of the rear axle, providing support and protection for internal components.

[0041] Brake components: including brake discs, brake drums, brake calipers, etc., used in the vehicle's braking system.

[0042] Suspension connection: The rear axle is connected to the suspension system, affecting the vehicle's driving stability and comfort.

[0043] Oil seals and seals: Used to keep the rear axle internally lubricated and prevent contaminants from entering.

[0044] How it works: Power generated by the engine or electric motor is transmitted to the rear axle via a drive shaft. This power is first transferred to the final reduction gear, which reduces the rotational speed and increases the torque to meet the vehicle's driving needs. The differential allows the wheels to rotate at different speeds, ensuring proper adhesion to the road when the vehicle turns. The differential distributes power evenly between the left and right axles, which are then transmitted to the wheels. The wheels receive torque through the axles, driving the vehicle forward or backward. Lubricating oil inside the rear axle not only reduces friction but also helps dissipate heat, maintaining the rear axle's normal operating temperature. When deceleration or stopping is required, the braking system generates braking force through friction acting on the brake discs or drums.

[0045] Among them, the clutch in the driven rear axle is arranged between the differential inner housing and the differential outer housing of the differential, and the joint adopts the end face tooth meshing type. The existing technology has not yet mentioned the verification of this type of clutch. Therefore, a reasonable solution for clutch function and life test verification is urgently needed to fill the gap in the end face tooth type clutch verification device and method.

[0046] The test of the clutch in the drive axle usually includes functional testing and life testing. Functional testing is to test under what working conditions the clutch can complete the normal separation and engagement tasks. It mainly focuses on the input speed of the drive axle (corresponding to the vehicle speed) at which it can still complete the normal separation and engagement tasks. In other words, the clutch engagement ability is tested at different input speeds to verify whether its function meets the use requirements of the drive axle. Life testing is to test and evaluate the reliability and durability of the clutch in long-term use. Through repeated engagement and disengagement, the cycle life of the clutch is tested and the wear of the clutch components after long-term use is evaluated.

[0047] Combine Figures 1 to 2 As shown, according to a specific embodiment of the present application, a clutch comprehensive test bench system is provided, comprising: a differential 11, wherein the differential 11 comprises an inner differential housing and an outer differential housing, wherein an installation position for installing a clutch to be tested is formed between the inner differential housing and the outer differential housing, and two drive half shafts are connected to the differential 11; a flywheel assembly, wherein there are two flywheel assemblies, and the two flywheel assemblies are respectively arranged in a one-to-one correspondence with the two drive half shafts, and each flywheel assembly is connected to the corresponding drive half shaft, and the flywheel assembly is used to simulate the inertia of the wheel end during the vehicle driving process, and the flywheel assembly The rotational speed and the moment of inertia can be adjusted; a test drive device is connected to the input end of the differential 11, and the test drive device is used to input torque to the input end of the differential 11 to simulate the power input of the differential 11; a clutch actuator, the clutch to be tested 114 has a coupling position for coupling the differential inner housing and the differential outer housing, and the clutch to be tested 114 has a disengagement position for disengaging the differential inner housing and the differential outer housing, and the clutch actuator is used to drive the clutch to be tested 114 to be located in the coupling position and the disengagement position.

[0048] By applying the technical solution of the present application, a mounting position for the clutch 114 to be tested is formed between the differential inner housing and the differential outer housing, and a flywheel assembly is used to simulate the inertia of the wheel end during vehicle driving, and a test drive device is used to input torque to the input end of the differential 11 to simulate the power input of the differential 11. This achieves a simulation of the clutch actual vehicle mounting environment, verifies the function and life of the clutch under actual vehicle operating conditions, and makes the test results more accurate. The present application solves the problem that there is no mature comprehensive test device and method for the clutch in the drive axle in the prior art.

[0049] Furthermore, the flywheel assembly includes: a hub 111 , which is connected to a corresponding transmission half-shaft; and a flywheel 127 , which is mounted on the hub 111 .

[0050] The flywheel assembly including the wheel hub 111 and the flywheel 127 can simulate the inertia of the wheel end during vehicle driving. During the test, the inertia of the wheel end of different models can be simulated by simply configuring flywheels of different masses. In combination with the adjustment scheme of the flywheel speed encoder 125, a wider range of simulated test conditions can be achieved.

[0051] Furthermore, the flywheel assembly further includes: a flywheel brake 123, the flywheel brake 123 being connected to the mounting base, the flywheel brake 123 being connected to the flywheel 127, the flywheel brake 123 having a braking state for keeping the flywheel 127 stationary, and a closed state for not hindering the movement of the flywheel 127;

[0052] The flywheel brake 123 is used to actively perform work to overcome the rotation of the flywheel assembly when the clutch is in a state from an engaged state to a disengaged state, so as to enter the next test cycle.

[0053] The speed encoder 125 is connected to the flywheel brake 123 . The speed encoder 125 is used to adjust the braking force of the flywheel brake 123 on the flywheel 127 to change the speed of the flywheel 127 .

[0054] Furthermore, there are two pressure chambers in the clutch to be tested 114, and the clutch actuator is a pneumatic actuator, which includes: an air source 131; an air path converter 132, one end of the air path converter 132 is connected to the air source 131, and the other end of the air path converter 132 is connected to the two pressure chambers, wherein adjusting the air path converter 132 can change the ratio of the gas entering the two pressure chambers to drive the clutch to be tested 114 to be in the coupling position and the disengagement position.

[0055] The test system includes a control device. The air circuit converter consists of an air source 131, an air circuit converter 132, a controller 133, and an air pressure sensor 134. The air pressure sensor is installed at the clutch vent of the drive axle sample to be tested to characterize the shifting force and the disengaging force.

[0056] Furthermore, the test drive device includes: a drive flange 1211 , one end of which is connected to the input flange 113 of the differential 11 ; and a drive motor 1212 , which is connected to the other end of the drive flange 1211 .

[0057] Furthermore, the clutch comprehensive test bench system also includes: an air pressure sensor 134, there are two air pressure sensors 134, the two air pressure sensors 134 are connected to the differential 11, the air path converter 132 has two gas passages, the two air pressure sensors 134 are correspondingly arranged in the two gas passages, and the air pressure sensors 134 are used to detect the gas pressure in the corresponding gas passages.

[0058] like Figure 1 and Figure 2 As shown, the clutch comprehensive test bench system includes a drive axle sample to be tested, a test device, and a control device. The drive axle sample to be tested consists of a wheel hub 111 and another wheel hub 112, an input flange 113, a clutch to be tested 114, and its internal transmission subassembly and housing.

[0059] The test device consists of a first flywheel brake bracket 121 and a second flywheel brake bracket 122, a flywheel brake 123 and another flywheel brake 124, a speed encoder 125 and another speed encoder 126, a flywheel 127 and another flywheel 128, a first fixing bracket 129 and a second fixing bracket 1210, a drive flange 1211, and a drive motor 1212;

[0060] The control device consists of an air source 131 , an air path converter 132 , a controller 133 , an air pressure sensor 134 and another air pressure sensor 135 .

[0061] The clutch function and life bench test method is composed of test conditions, input motor drive, output flywheel installation, speed encoder and flywheel brake to control flywheel speed, controller combined with speed encoder signal to control air path conversion and realize clutch engagement and disengagement.

[0062] Before the test begins, the speed difference between the two sides of the clutch is obtained through statistical analysis of actual user usage data, and the input speed of the shift life test and the minimum number of shifts N of the clutch 114 to be tested at this speed are calculated based on the speed ratio of the drive axle sample to be tested.

[0063] The installation process of the test system is as follows:

[0064] The drive axle sample to be tested is installed on the test bench according to the installation angle of the actual vehicle through the brake base plate and bolted to the first fixed bracket 129 and the second fixed bracket 1210, and lubricating oil is added. A flywheel 127 and another flywheel 128 with appropriate rotational inertia are respectively installed on the wheel hub 111 and the other wheel hub 112 on both sides of the drive axle sample to be tested to simulate the inertia of the entire vehicle during driving.

[0065] A flywheel brake 123 and another flywheel brake 124 are installed at the flywheel 127 and another flywheel 128 respectively. The flywheel brake 123 and another flywheel brake 124 are installed on the test bench through the first flywheel brake bracket 121 and the second flywheel brake bracket 122 respectively. A speed encoder 125 and another speed encoder 126 are installed on the flywheel brake 123 and another flywheel brake 124 respectively, which are used to detect and control the speed of the flywheel 127 and another flywheel 128. The signals of the speed encoder 125 and another speed encoder 126 are received by the controller 133.

[0066] The two air vents of the clutch under test 114 in the test drive axle sample are equipped with air pressure sensors 134 and 135, respectively. One end of an air path switch 132 is connected to the two air vents, and the other end is connected to an air source 131. The control signal of the air path switch 132 is provided by a controller 133. The input flange 113 of the test drive axle sample is connected to a drive motor 1212 via a drive flange 1211, serving as the drive input for the test sample.

[0067] Specifically, the clutch function and life bench test device consists of a drive axle sample to be tested, a test device, and a control device. The test device also includes a flywheel brake bracket, a flywheel brake, a speed encoder, a flywheel, a sample mounting bracket, a drive flange, and a drive motor. The speed encoder and flywheel brake are used to rapidly reduce the flywheel speed to zero.

[0068] According to one aspect of the present invention, a clutch function test method is provided. A clutch comprehensive test bench system uses the clutch function test method for testing. The clutch comprehensive test bench system is the clutch comprehensive test bench system described above. The method includes:

[0069] Step S1, controlling the driving motor 1212 to start at an initial speed and controlling the flywheel brake 123 to be in a closed state;

[0070] Step S2: Control the gas circuit converter 132 to switch the gas source so that the clutch to be tested 114 enters the coupled position. After the test clutch 114 operates stably, control the gas circuit converter 132 to switch the gas source so that the clutch to be tested 114 enters the disengaged position.

[0071] Step S3, determining whether the coupling process and the disengagement process of the clutch to be tested 114 meet the set standards;

[0072] Step S4: If not, control the speed of the drive motor 1212 to decrease in steps from the initial speed, and repeat steps S2 to S3 under each adjusted speed condition until the coupling process and the disengagement process of the clutch 114 to be tested meet the set standards.

[0073] That is, the clutch function test input speed is reduced from a high speed in a certain step size until the highest speed that enables the clutch to realize its function is found, and the air pressure sensor pressure and the time of engagement and disengagement process are recorded to represent the shift force and shift time.

[0074] In this test procedure, the clutch is initially disengaged and the flywheel brake is released. The air path switching and flywheel brake are manually controlled. The air source and drive motor are started, and the drive motor is operated at an input speed equivalent to vehicle speed V1. Once the speed stabilizes, the air source is switched to engage the clutch. After engagement is complete and operation stabilizes, the air source is switched to disengage the clutch, and the flywheel brake is activated to rapidly decelerate the flywheel to zero speed. The above procedure is repeated after the flywheel comes to rest. The clutch is engaged and disengaged three times before the test is terminated. During this period, the time-dependent relationship between the air pressure sensor and displacement sensor is continuously recorded, and the clutch engagement and disengagement operating times are recorded. If the clutch fails to engage and disengage at the drive motor input speed equivalent to vehicle speed V1, the test is repeated, reducing V1 by appropriate steps until the clutch engages and disengages smoothly. Ultimately, the maximum input speed V0 at which the clutch can engage and disengage normally is determined. The time-dependent relationship between the air pressure sensor and displacement sensor is recorded, and the clutch engagement and disengagement operating times are used to characterize clutch function.

[0075] Furthermore, in step S2 , after controlling the gas path converter 132 to switch the gas source so that the clutch to be tested 114 enters the disengaged position, the method includes: controlling the flywheel brake 123 to enter a braking state.

[0076] According to another aspect of the present invention, a clutch life test method is provided. A clutch comprehensive test bench system uses the clutch life test method for testing. The clutch comprehensive test bench system is the clutch comprehensive test bench system described above. The method includes:

[0077] Step S1, controlling the driving motor 1212 to start at a first speed;

[0078] Before controlling the drive motor 1212 to start at the first speed, the method includes: detecting whether it is in the disengaged position and the flywheel brake 123 is in the closed state. If so, executing step S1, that is, before controlling the drive motor 1212 to start at the first speed, the clutch needs to be disengaged and the flywheel brake is in the released state.

[0079] Step S2, controlling the clutch to be tested 114 to repeatedly perform a single shift task until the number of shifts reaches a predetermined value;

[0080] The controller 133 completes one control logic cycle, which is considered a clutch shift. The test is terminated when the number of shifts reaches the predetermined value N or the sample is damaged. After the test is complete, the clutch is disassembled and the status of the shift mechanism components is recorded. If the number of shifts reaches the predetermined value N and no damage to the shift mechanism components that could affect shifting function is observed, the clutch life test passes.

[0081] Step S3 , when the shifting times of the clutch to be tested 114 reach a predetermined value, it is determined whether the operating state of the clutch to be tested 114 meets the test standard. If so, it is determined that the life test of the clutch to be tested 114 has passed.

[0082] The test standard can be set manually. The life test of the clutch can include the following aspects:

[0083] Cyclic durability test: This test measures the clutch's cyclic life by repeatedly engaging and disengaging the clutch. In this scenario, the test criterion can be whether the number of engagement and disengagement cycles reaches the target value.

[0084] Wear test: Evaluate the wear of clutch components after long-term use. In this scenario, the test criteria can be selected as the number of changes in morphological features (flaking, pitting, etc.) or changes in regional physical properties.

[0085] Long-term load test: This test measures the durability of the clutch under continuous high load. In this scenario, the test standard can be whether the clutch operating time under high load reaches the target value.

[0086] Aging test: This test simulates the effects of long-term use and environmental factors on clutch performance. In this scenario, the test standard can be the clutch material aging rate under high load.

[0087] Environmental adaptability test: Test the performance of the clutch under different environmental conditions, such as high temperature, low temperature, humidity, etc.

[0088] Failure Mode Analysis Test: Identify possible failure modes and causes of clutch failures through life testing.

[0089] After the clutch function test is completed, with the clutch disengaged and the flywheel brake released, the drive motor, flywheel brake, speed encoder, air source, air source switch, and controller are activated. The drive motor is driven at a constant speed, and the controller coordinates the flywheel brake and air source switch. The controller coordinates the flywheel brake and air source switch, specifically controlling the clutch under test 114 to repeatedly execute a single shift task.

[0090] like Figure 3 As shown, further, controlling the clutch to be tested 114 to repeatedly perform a single shift task includes:

[0091] Step S21, determining whether the rotation speed of the flywheel 127 is 0;

[0092] That is to say, determine whether the flywheel speed is 0.

[0093] Step S22, if yes, control the flywheel brake 123 to be in a closed state;

[0094] That is, the flywheel brake is controlled to be disengaged.

[0095] Step S23 , after a first delay, controlling the gas path converter 132 to switch the gas source so that the clutch to be tested 114 enters the coupling position; the first delay can be set to 1 second.

[0096] That is, the clutch is controlled to engage after a delay of 1 second.

[0097] Step S24, determining whether the rotational speed of the flywheel 127 reaches a second rotational speed, where the second rotational speed is determined by the first rotational speed;

[0098] That is, the flywheel speed is controlled to reach a second speed corresponding to the first speed.

[0099] Step S25: If yes, after a second delay, control the gas circuit converter 132 to switch the gas source so that the clutch to be tested 114 enters the disengaged position;

[0100] That is, the clutch is controlled to disengage after a delay of 1s.

[0101] Step S26: After a delay of a third time period, the flywheel brake 123 is controlled to enter a braking state.

[0102] That is, the flywheel brake is controlled to operate after a delay of 1s.

[0103] From the above description, it can be seen that the above embodiments of the present invention achieve the following technical effects:

[0104] 1. The present application provides a clutch function and life test device and method, which simulates the clutch actual vehicle installation environment to verify the clutch function and life under actual vehicle operating conditions, making the test results more accurate.

[0105] 2. The above method can simulate the clutch's driving conditions on an actual vehicle. First, by configuring the test conditions and testing the clutch's engagement ability at different input speeds, it is verified whether its function meets the requirements of the drive axle. Under a specific speed difference between the end teeth on both sides, it is verified whether the clutch assembly life of the end teeth type meets the requirements.

[0106] 3. By using this test method, the function of the clutch can be effectively verified and its service life can be evaluated, thus reducing safety hazards.

[0107] For ease of description, spatially relative terms such as "above", "above", "on the upper surface of", "above", etc. may be used herein to describe the spatial positional relationship of a device or feature to other devices or features as shown in the figures. It should be understood that spatially relative terms are intended to include different orientations of the device in use or operation in addition to the orientation described in the figures. For example, if the device in the drawings is inverted, the device described as "above other devices or structures" or "above other devices or structures" will be positioned as "below other devices or structures" or "below other devices or structures". Thus, the exemplary term "above" can include both "above" and "below". The device can also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatially relative descriptions used here are interpreted accordingly.

[0108] In addition to the above, it should be noted that references to "one embodiment," "another embodiment," "an embodiment," and the like in this specification refer to specific features, structures, or characteristics described in conjunction with that embodiment as included in at least one embodiment generally described in this application. The appearance of the same expression in multiple places in the specification does not necessarily refer to the same embodiment. Furthermore, when a specific feature, structure, or characteristic is described in conjunction with any embodiment, it is intended that such feature, structure, or characteristic, when implemented in conjunction with other embodiments, also falls within the scope of the present invention.

[0109] In the above embodiments, the description of each embodiment has its own focus. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0110] The foregoing description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Those skilled in the art will readily appreciate that various modifications and variations of the present invention are possible. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present invention are intended to be within the scope of protection of the present invention.

Claims

1. A clutch comprehensive test bench system, characterized in that: include: A differential (11), the differential (11) comprising a differential inner shell and a differential outer shell, a mounting position for mounting a clutch to be tested (114) being formed between the differential inner shell and the differential outer shell, and two drive half shafts being connected to the differential (11); Flywheel assemblies, wherein there are two flywheel assemblies, and the two flywheel assemblies are respectively provided with a one-to-one correspondence with the two transmission half-shafts, and each flywheel assembly is connected to the corresponding transmission half-shaft. The flywheel assembly is used to simulate the inertia of the wheel end during vehicle driving, and the speed and rotational inertia of the flywheel assembly can be adjusted; a test drive device connected to an input end of the differential (11), the test drive device being used to input torque to the input end of the differential (11) to simulate power input of the differential (11); A clutch actuator, wherein the clutch to be tested (114) has a coupling position for coupling the differential inner housing and the differential outer housing, and the clutch to be tested (114) has a disengaging position for disengaging the differential inner housing and the differential outer housing, and the clutch actuator is used to drive the clutch to be tested (114) to be located at the coupling position and the disengaging position; The flywheel assembly comprises: A wheel hub (111), the wheel hub (111) being connected to the corresponding transmission half shaft; a flywheel (127), the flywheel (127) being mounted on the wheel hub (111); The flywheel assembly further comprises: A flywheel brake (123), the flywheel brake (123) being connected to a mounting base, the flywheel brake (123) being connected to the flywheel (127), the flywheel brake (123) having a braking state for keeping the flywheel (127) stationary, and the flywheel brake (123) having a closed state for not hindering the movement of the flywheel (127); A rotation speed encoder (125) is connected to the flywheel brake (123), and the rotation speed encoder (125) is used to adjust the braking force of the flywheel brake (123) on the flywheel (127) to change the rotation speed of the flywheel (127).

2. The clutch comprehensive test bench system according to claim 1 is characterized in that: The clutch to be tested (114) has two pressure chambers therein, and the clutch actuator is a pneumatic actuator, which includes: Gas source (131); An air circuit converter (132), one end of the air circuit converter (132) is connected to the air source (131), and the other end of the air circuit converter (132) is connected to the two pressure chambers, wherein adjusting the air circuit converter (132) can change the ratio of gases entering the two pressure chambers to drive the clutch to be tested (114) to be located in the coupled position and the disengaged position.

3. The clutch comprehensive test bench system according to claim 2, characterized in that: The test driving device comprises: A driving flange (1211), one end of the driving flange (1211) being connected to an input flange (113) of the differential (11); A drive motor (1212) is connected to the other end of the drive flange (1211).

4. The clutch comprehensive test bench system according to claim 2, characterized in that: The clutch comprehensive test bench system further includes: an air pressure sensor (134), wherein there are two air pressure sensors (134), the two air pressure sensors (134) are connected to the differential (11), the air path converter (132) has two gas paths, the two air pressure sensors (134) are arranged corresponding to the two gas paths, and the air pressure sensors (134) are used to detect the gas pressure in the corresponding gas paths.

5. A clutch function test method, wherein the clutch comprehensive test bench system adopts the clutch function test method for testing, characterized in that: The clutch comprehensive test bench system is the clutch comprehensive test bench system according to any one of claims 3 to 4, and the method includes: Step S1, controlling the driving motor (1212) to start at an initial speed and controlling the flywheel brake (123) to be in a closed state; Step S2, controlling the gas circuit converter (132) to perform gas source conversion so that the clutch to be tested (114) enters the coupled position; after the clutch to be tested (114) operates stably, controlling the gas circuit converter (132) to perform gas source conversion so that the clutch to be tested (114) enters the disengaged position; Step S3, judging whether the coupling process and the disengagement process of the clutch to be tested (114) meet the set standards; Step S4: If it does not meet the requirements, the speed of the driving motor (1212) is controlled to decrease in steps from the initial speed, and steps S2 to S3 are repeated under each adjusted speed condition until the coupling process and the disengagement process of the clutch to be tested (114) meet the set standards.

6. The clutch function testing method according to claim 5, characterized in that: In step S2, after controlling the gas path converter (132) to switch the gas source so that the clutch to be tested (114) enters the disengaged position, the method includes: The flywheel brake (123) is controlled to enter a braking state.

7. A clutch life test method, wherein the clutch comprehensive test bench system adopts the clutch life test method for testing, characterized in that: The clutch comprehensive test bench system is the clutch comprehensive test bench system according to any one of claims 3 to 4, and the method includes: Step S1, controlling the driving motor (1212) to start at a first speed; Step S2, controlling the clutch to be tested (114) to repeatedly perform a single shifting task until the number of shifts reaches a predetermined value; Step S3, when the number of gear shifts of the clutch to be tested (114) reaches a predetermined value, it is determined whether the operating state of the clutch to be tested (114) meets the test standard; if so, it is determined that the life test of the clutch to be tested (114) has passed.

8. The clutch life testing method according to claim 7, characterized in that: Controlling the clutch to be tested (114) to repeatedly perform a single shift task includes: Step S21, determining whether the rotation speed of the flywheel (127) is 0; Step S22, if yes, control the flywheel brake (123) to be in a closed state; Step S23, after a first delay, controlling the gas circuit converter (132) to switch the gas source so that the clutch to be tested (114) enters the coupling position; Step S24, determining whether the rotational speed of the flywheel (127) reaches a second rotational speed, the second rotational speed being determined by the first rotational speed; Step S25, if yes, after a second delay, controlling the gas circuit converter (132) to switch the gas source so that the clutch to be tested (114) enters the disengaged position; Step S26: After a delay of a third time period, the flywheel brake (123) is controlled to enter a braking state.

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