Gear gluing failure evaluation method based on control slip rate

Abstract

The invention discloses a gear gluing failure evaluation method based on a control slip rate. The method comprises the steps of calculating slip rate distribution based on gear parameters, determining the maximum slip rate, comparing the maximum slip rate with an allowable slip rate, obtaining a slip rate safety coefficient to judge whether the slip rate is qualified or not, and obtaining optimized gear parameters. Determining lubricating oil parameters according to the viscosity and the FZG grade, and selecting lubricating oil corresponding to the lubricating oil parameters; establishing an accurate speed reducer model, and importing the gear parameters and the lubricating oil parameters into the accurate speed reducer model to obtain a real operation simulation result; based on an integral temperature method, the gluing safety coefficients under different working conditions are calculated to evaluate the gluing risk of the gear; calculating a comprehensive gluing safety coefficient according to the evaluation calculation formula, and judging whether to return and adjust gear parameters or reselect lubricating oil parameters or not according to the calculated comprehensive gluing safety coefficient. Gluing failure is reduced by controlling the slip rate of the gear, so that the service life of the gear is prolonged.

Description

Technical Field

[0001] The present invention relates to the technical field of gear transmission evaluation, and in particular to a gear bonding failure evaluation method based on controlling slip rate. Background Art

[0002] With the continuous development of the automobile industry, the new energy vehicle market has shown a rapid growth trend, and electric vehicles have gradually become the mainstream of the market. The electrification process of automobile control systems has accelerated the integration of electrification and intelligent interconnection technologies, making the electric drive assembly of electric vehicles (including motors, electronic controls and reducers) develop in the direction of integration, becoming a strategic focus of major automobile companies and parts companies. In the electric drive assembly, the gear inside the reducer is a key component, which is responsible for transmitting the power output of the motor to the entire vehicle.

[0003] The gear transmission system is an important part of mechanical power transmission. Due to the characteristics of the new energy gear power system, high torque and high speed changes often occur during startup, acceleration and deceleration, resulting in frequent impacts on the gear surface. In addition, in order to meet the requirements of the motor system, existing oil-cooled motors often use low-viscosity oils, and high-contact gear designs generally result in a larger slip rate, which will aggravate the wear of the gear surface and even lead to bonding failure.

[0004] Scuffing of gears is a failure mode caused by excessively high local temperature on the tooth surface, rupture of the lubricating oil film, and direct metal contact. The frictional heat caused by the meshing and slipping of the tooth surface causes the temperature of the tooth surface to rise rapidly. If the lubricating oil film cannot maintain an effective isolation effect, direct metal contact on the tooth surface will cause scuffing, forming large wear marks, and ultimately affecting the gear transmission performance. The high slip rate on the tooth surface caused by the pursuit of high overlap in new energy transmission gears increases the probability of scuffing. This failure mode not only increases the cost of maintenance and replacement, but also affects the operating efficiency and reliability of the gear system.

[0005] Existing gear bonding failure assessment methods mostly focus on material properties, surface treatment processes, oil parameters, etc. However, as the working conditions of gear transmission systems in the new energy industry become more and more complex, traditional failure prediction methods are difficult to accurately assess the risk of bonding failure. Summary of the invention

[0006] The purpose of the present invention is to overcome the shortcomings of the prior art. To achieve the above purpose, a gear bonding failure assessment method based on controlling the slip rate is adopted to solve the problems raised in the above background technology.

[0007] A gear bonding failure assessment method based on controlling slip rate comprises the following steps:

[0008] Step S1, calculating the slip rate distribution based on the pre-designed gear parameters, determining the actual maximum slip rate, and comparing it with the allowable slip rate, obtaining the slip rate safety factor to determine whether the slip rate is qualified, and obtaining the optimized gear parameters;

[0009] Step S2: if the slip ratio is determined to be qualified, the lubricating oil parameters are determined according to the viscosity and the anti-adhesion FZG grade, and the lubricating oil type and additives corresponding to the lubricating oil parameters are selected;

[0010] Step S3, establishing a precise reducer model of the gear transmission system, importing the optimized gear parameters and lubricating oil parameters into the precise reducer model, and combining the actual operating conditions to obtain a true operation simulation result;

[0011] Step S4, based on the integral temperature method, according to the determined gear parameters and lubricating oil parameters, and the obtained operation simulation results, calculate the bonding safety factor under different working conditions to evaluate the bonding risk of the gear;

[0012] Step S5, combining the durability test and bonding test data, calculating the comprehensive bonding safety factor according to the evaluation calculation formula, and judging whether it is necessary to return to step S1 to adjust the gear parameters or step S2 to reselect the lubricating oil parameters according to the calculated comprehensive bonding safety factor.

[0013] As a further solution of the present invention: the specific steps in step S1 include:

[0014] Step S11: Calculate the slip rate distribution of the gear at each position of the meshing line and the slip rate distribution at different positions based on the pre-designed gear parameters, and determine the actual maximum slip rate ξ max ;

[0015] Step S12: Based on historical design practices and corresponding bonding test data, define the allowable slip rate [ξ h ];

[0016] Step S13: The ratio of the allowable slip rate to the determined actual maximum slip rate is used as the slip rate safety factor S h , the formula is:

[0017]

[0018] Step S14: If the slip rate safety factor S h ≥1, the slip rate is judged to be qualified and the subsequent steps are entered; if the slip rate safety factor S h <1, it is necessary to return and redesign and adjust the gear parameters, which include pressure angle, module, and tooth top height.

[0019] As a further solution of the present invention: the specific steps in step S2 include:

[0020] Based on the risk of gear bonding under different slip conditions, the lubricant parameters are determined based on the viscosity of the lubricant and the anti-bonding FZG grade, and the lubricant type and additives corresponding to the lubricant parameters are selected to ensure that the gears always maintain a good lubrication state under high load conditions.

[0021] As a further solution of the present invention: the specific steps in step S3 include:

[0022] Establishing a precise reducer model of the gear transmission system, and substituting the optimized gear parameters and lubricating oil parameters into the precise reducer model;

[0023] Combined with the actual application conditions of the gear transmission system, the torque, speed, and temperature conditions are substituted to obtain realistic operation simulation results.

[0024] As a further solution of the present invention: the specific steps in step S4 include:

[0025] According to the gear parameters and lubricating oil parameters determined in the above steps, and based on the integral temperature method, the bonding safety factor S under different working conditions is calculated. SI .

[0026] As a further solution of the present invention: the calculation formula of the tooth surface integral temperature Sint of the integral temperature method is:

[0027] Sint=SM+C2∫gaSgai dx ga=SM+C2Sgaint≤Ssint;

[0028] Among them, Sint is the integrated temperature of the tooth surface (℃); Sgai is the instantaneous temperature rise of each meshing point on the actual meshing line (℃); ga is the actual meshing line length (mm); dx is any small segment on the actual meshing line (mm); SM is the body temperature of the gear tooth (℃); Sgaint is the average temperature rise of the tooth surface (℃); Ssint is the bonding temperature of the gear (℃); C2 is the weighting number.

[0029] As a further solution of the present invention: the specific steps in step S5 include:

[0030] Step S51: Based on the data of the durability test and the bonding test under different working conditions obtained at different slip rates, an evaluation calculation formula for the comprehensive bonding safety factor is obtained, and the comprehensive bonding safety factor S is calculated. The formula is:

[0031] S=S SI ×S h ×X;

[0032] In the formula, S SI is the bonding safety factor; X is the operating condition factor; S h is the slip rate safety factor;

[0033] Step S52: if S is less than the first safety factor, return to step S1 to adjust the gear parameters;

[0034] If S is greater than the first safety factor and less than the second safety factor, return to step S2 to adjust the lubricating oil parameters;

[0035] If S is greater than the second safety factor, it is considered that the bonding risk is low and meets the design requirements.

[0036] Compared with the prior art, the present invention has the following technical effects:

[0037] By adopting the above technical solution, the friction and heat generation of the tooth surface are effectively reduced, and the service life of the gear is extended by accurately controlling the slip rate and optimizing the design of the gear system. Reduce the risk of bonding failure. Under high load and high-speed operating conditions, this method significantly reduces the probability of gear bonding failure, so that the new energy gear transmission system can still maintain reliable operation under extreme conditions. Improve transmission efficiency. Reduce the energy loss caused by high slip rate, optimize the lubrication and heat dissipation design, and effectively improve the overall transmission efficiency of the electric drive system. Reduce development and maintenance costs. Through accurate risk assessment and optimization in the design stage, the maintenance and replacement costs caused by gear failure in the later stage are reduced, while the market competitiveness of the product is improved. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] The specific embodiments of the present invention are described in detail below in conjunction with the accompanying drawings:

[0039] Figure 1 This is a schematic diagram of the structure of the embodiment disclosed in this application;

[0040] Figure 2 A flowchart of a method for evaluating bonding failure according to an embodiment of the present application;

[0041] Figure 3 This is an example diagram of calculation results of the slip rate on the tooth meshing line of the embodiment disclosed in this application;

[0042] Figure 4 This is an example diagram of the calculation results of the bonding safety factor using the integrated temperature method according to the embodiment disclosed in this application. DETAILED DESCRIPTION

[0043] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0044] Please refer to Figure 1 and Figure 2 In an embodiment of the present invention, a gear bonding failure assessment method based on controlling slip rate includes the following steps:

[0045] Step S1, calculating the slip rate distribution based on the pre-designed gear parameters, determining the actual maximum slip rate, and comparing it with the allowable slip rate, obtaining the slip rate safety factor to determine whether the slip rate is qualified, and obtaining the optimized gear parameters, the specific steps of which include:

[0046] Step S11: Calculate the slip rate distribution of the gear at each position of the meshing line and the slip rate distribution at different positions based on the pre-designed gear parameters, and determine the actual maximum slip rate ξ max ;

[0047] One of the specific implementation steps is to accurately design the gears of the gear transmission system based on the geometric relationship in advance, so as to obtain the gear parameters that meet the requirements; then calculate the slip rate of each position obtained by forming the meshing line when the gears are meshed, and the distribution relationship of the slip rate, as shown in 3, which is an example diagram of the calculation results of the slip rate on a pair of tooth meshing lines;

[0048] Step S12: Based on historical design practices and corresponding bonding test data, define the allowable slip rate [ξ h ];

[0049] One of the specific implementation steps is to define the allowable slip ratio [ξ h ], as shown in Table 1 below, which is a recommended value table;

[0050] Table 1 Permissible slip ratio for bonding [ξ h ]Recommended value

[0051] <![CDATA[m n ]]> <![CDATA[1<m n <1.4]]> <![CDATA[1.4<m n <2.5]]> <![CDATA[2.5<m n <4]]> <![CDATA[[ξ h ]]]> 1.45 1.5 1.55

[0052] Step S13: The ratio of the allowable slip rate to the determined actual maximum slip rate is used as the slip rate safety factor S h , the formula is:

[0053]

[0054] According to the above, the allowable slip ratio [ξ h ] is divided by the actual maximum slip rate obtained above, and finally a ratio is obtained, which is used as the slip rate safety factor to subsequently determine whether the slip rate is qualified.

[0055] Step S14: If the slip rate safety factor S h ≥1, the slip rate is judged to be qualified and the subsequent steps are entered; if the slip rate safety factor S h <1, it is necessary to return and redesign and adjust the gear parameters, which include pressure angle, module, and tooth top height.

[0056] Specifically, Figure 2 As shown in the figure, it is a flow chart of the bonding failure assessment method. If the slip safety factor S obtained in step S13 is h ≥1, it is qualified, and lubricating oil is selected based on this;

[0057] If it is unqualified, the gear parameters are redesigned, including pressure angle, module, and tooth top height; and the gear parameters are redesigned based on the existing gear geometry;

[0058] Step S2: if the slip rate is determined to be qualified, the lubricating oil parameters are determined according to the viscosity and the anti-adhesion FZG grade, and the lubricating oil type and additives corresponding to the lubricating oil parameters are selected. The specific steps include:

[0059] Based on the risk of gear bonding under different slip conditions, the lubricant parameters are determined based on the viscosity of the lubricant and the anti-bonding FZG grade, and the lubricant type and additives corresponding to the lubricant parameters are selected to ensure that the gears always maintain a good lubrication state under high load conditions.

[0060] One of the specific implementation steps is to consider the risk of gear bonding under different slip conditions. According to different risk conditions, it is necessary to select the appropriate lubricant type and additives, and the focus is on the viscosity of the lubricant and the anti-bonding FZG grade. This ensures that the gears always maintain a good lubrication state under high load conditions, thereby reducing the probability of direct contact between the tooth surfaces.

[0061] Step S3, establishing an accurate reducer model of the gear transmission system, importing the optimized gear parameters and lubricating oil parameters into the accurate reducer model, and combining the actual operating conditions to obtain a real operation simulation result, the specific steps of which include:

[0062] Step S31, establishing a precise reducer model of the gear transmission system, and substituting the optimized gear parameters and lubricating oil parameters into the precise reducer model;

[0063] One of the specific implementation steps is that in the design of the gear transmission system, in order to accurately evaluate its performance and optimize the parameter configuration, we first need to establish an accurate reducer model. This model should be able to fully reflect the actual operating conditions of the gear transmission system, including the geometric parameters of the gears, material properties, lubrication conditions, working environment and other factors.

[0064] Substitute the optimized gear parameters (such as module, pressure angle, number of teeth, helix angle, etc.) and lubricant parameters (such as viscosity, anti-wear, extreme pressure, etc.) obtained through optimization calculation into this accurate reducer model. These parameters are obtained through rigorous calculation and screening in the previous steps to ensure that the gear transmission system can meet the performance requirements while having high reliability and durability.

[0065] Step S32: Combine the actual application conditions of the gear transmission system, substitute the torque, speed, and temperature conditions, and obtain a real operation simulation result.

[0066] One of the specific implementation steps is that we have considered various operating parameters in detail, including but not limited to torque, speed and temperature conditions, in combination with the actual application conditions of the gear transmission system. Through precise mathematical models and advanced simulation technology, we substitute these actual operating parameters into the simulation model of the gear transmission system. This process not only ensures the accuracy and authenticity of the simulation results, but also enables us to fully and deeply understand the performance and performance of the gear transmission system in actual operation. Through this real operation simulation, we can effectively predict and evaluate various performance indicators of the gear transmission system, such as transmission efficiency, wear, temperature distribution, etc., so as to provide strong data support and theoretical basis for subsequent optimization design, troubleshooting and maintenance.

[0067] Step S4, based on the integral temperature method, according to the determined gear parameters and lubricating oil parameters, and the obtained operation simulation results, calculate the bonding safety factor under different working conditions to evaluate the bonding risk of the gear, and the specific steps include:

[0068] According to the gear parameters and lubricating oil parameters determined in the above steps, and based on the integral temperature method, the bonding safety factor S under different working conditions is calculated. SI .

[0069] In this embodiment, the calculation formula of the tooth surface integral temperature Sint of the integral temperature method is:

[0070] Sint=SM+C2∫gaSgai dx ga=SM+C2Sgaint≤Ssint;

[0071] Among them, Sint is the integrated temperature of the tooth surface (℃); Sgai is the instantaneous temperature rise of each meshing point on the actual meshing line (℃); ga is the actual meshing line length (mm); dx is any small segment on the actual meshing line (mm); SM is the body temperature of the gear tooth (℃); Sgaint is the average temperature rise of the tooth surface (℃); Ssint is the bonding temperature of the gear (℃); C2 is the weighting number.

[0072] like Figure 4 As shown in the figure, an example of the calculation result of the bonding safety factor using the integral temperature method is shown. Based on the integral temperature method and combined with the relevant parameters determined in the previous step, the bonding safety factor under different working conditions is calculated.

[0073] Step S5: Combine the durability test and bonding test data, calculate the comprehensive bonding safety factor according to the evaluation calculation formula, and determine whether it is necessary to return to step S1 to adjust the gear parameters or step S2 to reselect the lubricating oil parameters according to the calculated comprehensive bonding safety factor. The specific steps include:

[0074] Step S51: Based on the data of the durability test and the bonding test under different working conditions obtained at different slip rates, an evaluation calculation formula for the comprehensive bonding safety factor is obtained, and the comprehensive bonding safety factor S is calculated. The formula is:

[0075] S=S SI ×S h ×X;

[0076] In the formula, S SI is the bonding safety factor; X is the operating condition factor; S h is the slip rate safety factor;

[0077] In this embodiment, the operating condition coefficient includes the drive operating condition and the reverse operating condition, which are 1.25, and the coast operating condition, which are 1;

[0078] Step S52: if S is less than the first safety factor, return to step S1 to adjust the gear parameters;

[0079] If S is greater than the first safety factor and less than the second safety factor, return to step S2 to adjust the lubricating oil parameters;

[0080] If S is greater than the second safety factor, it is considered that the bonding risk is low and meets the design requirements.

[0081] In this embodiment, if the calculated slip rate safety factor or comprehensive glue safety factor is less than the first safety factor threshold, which is set to 1.65, it means that the slip rate or glue risk of the gear transmission system exceeds the acceptable range. In this case, in order to ensure the durability and reliability of the gear, it is necessary to return to step S1 and carefully review and adjust the geometric parameters of the gear. This may include changing the key parameters of the gear, such as the module, pressure angle, number of teeth, etc., to reduce the slip rate and reduce the glue risk.

[0082] If the safety factor is greater than 1.65 but less than the second safety factor threshold, the threshold is set to 1.7, which indicates that although the slip rate or bonding risk of the gear is reduced, there is still room for optimization. At this time, attention should be paid to the impact of the lubrication system on the performance of the gear, so return to step S2, carefully select the appropriate lubricant type and additives according to the working conditions and load characteristics of the gear, and may need to adjust the key indicators such as the viscosity and anti-bonding performance of the lubricant to further improve the lubrication effect and durability of the gear.

[0083] Although the embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention. The scope of the present invention is defined by the appended claims and their equivalents, and all should be included within the scope of protection of the present invention.

Claims

1. A gear bonding failure assessment method based on controlling slip ratio, characterized in that: The following steps are involved: Step S1, calculating the slip rate distribution based on the pre-designed gear parameters, determining the actual maximum slip rate, and comparing it with the allowable slip rate, obtaining the slip rate safety factor to determine whether the slip rate is qualified, and obtaining the optimized gear parameters; Step S2: if the slip ratio is determined to be qualified, the lubricating oil parameters are determined according to the viscosity and the anti-adhesion FZG grade, and the lubricating oil type and additives corresponding to the lubricating oil parameters are selected; Step S3, establishing a precise reducer model of the gear transmission system, importing the optimized gear parameters and lubricating oil parameters into the precise reducer model, and combining the actual operating conditions to obtain a true operation simulation result; Step S4, based on the integral temperature method, according to the determined gear parameters and lubricating oil parameters, and the obtained operation simulation results, calculate the bonding safety factor under different working conditions to evaluate the bonding risk of the gear; Step S5, combining the durability test and bonding test data, calculating the comprehensive bonding safety factor according to the evaluation calculation formula, and judging whether it is necessary to return to step S1 to adjust the gear parameters or step S2 to reselect the lubricating oil parameters according to the calculated comprehensive bonding safety factor.

2. The gear bonding failure assessment method based on controlling the slip ratio according to claim 1, characterized in that: The specific steps in step S1 include: Step S11: Calculate the slip rate distribution of the gear at each position of the meshing line and the slip rate distribution at different positions based on the pre-designed gear parameters, and determine the actual maximum slip rate ξ max ; Step S12: Based on historical design practices and corresponding bonding test data, define the allowable slip rate [ξ h ]; Step S13: The ratio of the allowable slip rate to the determined actual maximum slip rate is used as the slip rate safety factor S h , the formula is: Step S14: If the slip rate safety factor S h ≥1, the slip rate is judged to be qualified and the subsequent steps are entered; if the slip rate safety factor S h <1, it is necessary to return and redesign and adjust the gear parameters, which include pressure angle, module, and tooth top height.

3. The gear bonding failure assessment method based on controlling slip rate according to claim 1, characterized in that: The specific steps in step S2 include: Based on the risk of gear bonding under different slip conditions, the lubricant parameters are determined based on the viscosity of the lubricant and the anti-bonding FZG grade, and the lubricant type and additives corresponding to the lubricant parameters are selected to ensure that the gears always maintain a good lubrication state under high load conditions.

4. The gear bonding failure assessment method based on controlling slip rate according to claim 1 is characterized in that: The specific steps in step S3 include: Establishing a precise reducer model of the gear transmission system, and substituting the optimized gear parameters and lubricating oil parameters into the precise reducer model; Combined with the actual application conditions of the gear transmission system, the torque, speed, and temperature conditions are substituted to obtain realistic operation simulation results.

5. The gear bonding failure assessment method based on controlling slip rate according to claim 1, characterized in that: The specific steps in step S4 include: According to the gear parameters and lubricating oil parameters determined in the above steps, and based on the integral temperature method, the bonding safety factor S under different working conditions is calculated. SI .

6. The gear bonding failure assessment method based on controlling the slip ratio according to claim 5 is characterized in that: The calculation formula of the tooth surface integral temperature Sint of the integral temperature method is: Sint=SM+C2∫gaSgai dx ga=SM+C2Sgaint≤Ssint; Among them, Sint is the integrated temperature of the tooth surface (℃); Sgai is the instantaneous temperature rise of each meshing point on the actual meshing line (℃); ga is the actual meshing line length (mm); dx is any small segment on the actual meshing line (mm); SM is the body temperature of the gear tooth (℃); Sgaint is the average temperature rise of the tooth surface (℃); Ssint is the bonding temperature of the gear (℃); C2 is the weighting number.

7. The gear bonding failure assessment method based on controlling slip ratio according to claim 1 is characterized in that: The specific steps in step S5 include: Step S51: Based on the data of the durability test and the bonding test under different working conditions obtained at different slip rates, an evaluation calculation formula for the comprehensive bonding safety factor is obtained, and the comprehensive bonding safety factor S is calculated. The formula is: S=S SI ×S h ×X; In the formula, S SI is the bonding safety factor; X is the operating condition factor; S h is the slip rate safety factor; Step S52: if S is less than the first safety factor, return to step S1 to adjust the gear parameters; If S is greater than the first safety factor and less than the second safety factor, return to step S2 to adjust the lubricating oil parameters; If S is greater than the second safety factor, it is considered that the bonding risk is low and meets the design requirements.

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