Gear shifting oil pressure correction method for transmission system of unmanned tracked vehicle

Abstract

The invention relates to an unmanned tracked vehicle transmission system gear shifting oil pressure correction method which comprises the following steps: collecting a wear map of a clutch friction element, and obtaining the wear loss of the clutch friction element in a clutch engagement speed difference range and an oil pressure range; on the basis of a gear shifting circulation test, the gear shifting times of clutches of all gears in actual driving are obtained; the total gear shifting abrasion loss is obtained by combining the abrasion loss of the clutch friction element and the gear shifting frequency of the clutch of each gear; and gear shifting oil pressure iteration correction is conducted according to the gear shifting total abrasion loss. Real-time accurate monitoring of the abrasion loss can be achieved, dynamic oil pressure compensation and failure early warning of gear feature self-adaption are combined, the service life of the clutch is prolonged, and the reliability of the clutch is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of unmanned tracked vehicle transmission, and in particular to a method for correcting the shift oil pressure of an unmanned tracked vehicle transmission system. Background Art

[0002] In the military and special engineering fields, unmanned tracked vehicles have become core equipment for complex terrain operations due to their excellent off-road mobility, environmental adaptability, and sustained combat capabilities. Their transmission system, as the hub of power transmission, undertakes three key functions: power distribution, torque conversion, and operating condition adaptation. Among them, the shift clutch, as the core executive component of the transmission system, directly determines three key performance indicators: 1) power interruption time (affecting acceleration, required to be ≤0.8s); 2) sliding wear capacity (determines service life, under standard operating conditions, it must withstand ≥1.5×10 6 J / cm 2 ); ③ Thermal stability (the instantaneous temperature of the friction plate must be controlled below 280℃).

[0003] The core challenge facing current unmanned tracked vehicle transmission systems lies in the inability of traditional clutch wear management methods to adapt to the precise oil pressure control requirements under highly dynamic operating conditions. Existing technologies generally employ fixed threshold alarms or periodic maintenance strategies, forcing friction plate replacement every 3,000 kilometers. This not only wastes over 30% of the remaining lifespan but also makes it difficult to compensate for wear in complex terrain. Shift oil pressure correction technology plays a crucial role in ensuring these performances. Proper oil pressure control can achieve wear compensation, shock suppression, and life extension. While mainstream international solutions, such as Germany's ZF AS Tronic transmission system, incorporate temperature compensation algorithms, their response accuracy to transient changes in sliding friction work remains insufficient. Patent CN201410153772.9 proposes a clutch oil pressure correction method based on turbine speed fluctuations; Patent CN201810306422.X uses linear interpolation to determine the deviation between actual and target main oil pressures, thereby enabling adaptive transmission main oil pressure control. Three common approaches are currently employed in the industry: 1) mileage-based linear correction; 2) temperature feedback adjustment; and 3) torque prediction models. These methods have the problem of insufficient fusion of multi-source parameters. Under extreme working conditions such as high-frequency gear shifting and large impact loads of tracked vehicles, there are generally problems of compensation lag and insufficient accuracy, resulting in an error of up to ±25% in the calculation of measured wear. Summary of the Invention

[0004] The purpose of the present invention is to provide a method for correcting the shift oil pressure of an unmanned tracked vehicle transmission system to solve the problems existing in the above-mentioned prior art. Based on the power characteristics of the unmanned tracked vehicle and the gear characteristics of the transmission system, the speed difference range when the clutch is engaged is obtained. The wear characteristics under the clutch engagement working condition are obtained in combination with the pin-disc test. The actual road condition shift cycle characteristics are obtained based on the vehicle's typical road condition 10-kilometer shift cycle working condition spectrum. The wear of the clutch in each gear is then calculated and the shift oil pressure is corrected. The health status of the clutch in each gear is evaluated, failure warnings are issued, torque corrections are made, and the remaining mileage is evaluated based on the oil pressure compensation. By constructing a three-dimensional mapping model of shift frequency-wear-oil pressure compensation, real-time and accurate monitoring of wear is achieved. In combination with dynamic oil pressure compensation and failure warnings that are adaptive to gear characteristics, the life and reliability of the clutch are improved.

[0005] To achieve the above object, the present invention provides the following solutions:

[0006] A method for correcting shift oil pressure in a transmission system of an unmanned tracked vehicle, comprising:

[0007] Collect the wear coefficient of the clutch friction element and obtain the wear amount of the clutch friction element within the clutch engagement speed difference range and oil pressure range;

[0008] Based on the gear shift cycle test, the number of clutch shifts in each gear during actual driving is obtained;

[0009] Combining the clutch friction element wear amount and the clutch shift times of each gear position to obtain the total shift wear amount;

[0010] The gear shift oil pressure is iteratively corrected according to the total gear shift wear amount.

[0011] Optionally, collecting the wear coefficient of the clutch friction element and obtaining the wear amount of the clutch friction element within the clutch engagement speed difference range and the oil pressure range includes:

[0012] Obtaining the engagement and disengagement speed difference range of each clutch in each gear;

[0013] Conduct friction and wear tests on small-scale clutch friction plates to obtain the wear coefficient of the friction plates under different speeds or pressures at a uniform lubricating oil temperature.

[0014] The calculated wear amount of each gear clutch at different oil pressures and speeds is calculated based on the wear coefficient; wherein the wear amount includes: the wear amount of each clutch during upshifting and the wear amount during downshifting.

[0015] Optionally, obtaining the engagement and disengagement speed difference range of each clutch in each gear includes:

[0016] Calculate the gear characteristics of the transmission device and obtain the clutch engagement diagrams for different gears;

[0017] According to the power characteristics of the power unit, the transmission ratios of each gear of the transmission device and the clutch engagement diagram, the engagement and disengagement speed difference range of each clutch in each gear is obtained.

[0018] Optionally, the wear coefficient is:

[0019]

[0020] in, A is the wear amount measured by the friction test, test is the nominal contact area of the pin-on-disc test, p test is the pressure applied to the friction interface of the friction plate during the friction test, S is the total relative sliding distance of the friction pair, K is δ is the wear coefficient of the friction plate under different speed or pressure conditions;

[0021] The wear amount is:

[0022]

[0023] a j To calculate the clutch wear, A is the contact area of the clutch friction plate, p c is the friction interface pressure when the clutch is working, n is the maximum speed difference when the clutch is engaged, t is the clutch slip time, φ b is the outer diameter of the clutch friction plate, φ s is the inner diameter of the clutch friction plate.

[0024] Optionally, obtaining the number of clutch shifts in each gear during actual driving includes:

[0025] Performing the shift cycle test to obtain a shift cycle operating condition spectrum of a preset distance;

[0026] The number of clutch shifts in each gear during actual driving is estimated based on the cyclic operating condition spectrum.

[0027] Optionally, the shift cycle operating condition spectrum of the preset distance is:

[0028]

[0029] Where Ln(i,i-1) is the number of times the i-th gear will be the i-1 gear, and the total number of gears is n;

[0030] The number of clutch shifts in each gear during actual driving is:

[0031]

[0032] Among them, S is the actual mileage and S0 is the preset distance.

[0033] Optionally, the total shift wear is:

[0034]

[0035] Among them, a n(i-1,i) with a n(i,i-1) are the total wear of upshifting and downshifting of each shift clutch under actual driving conditions, is the number of clutch shifts in each gear during actual driving, a j(i-1)s with a j(i-1)d Represents the wear amount of a single upshift and downshift respectively.

[0036] Optionally, performing iterative correction of the shift oil pressure includes:

[0037] When the thickness change rate of the clutch friction pair is greater than the preset threshold, the oil pressure correction is started. The correction formula is:

[0038]

[0039] Among them, p b is the required supplementary oil pressure, n spr is the number of piston return springs, k is the return spring coefficient, n mf is the number of friction plates in the friction pair, A g is the effective contact area of the piston, φ b is the outer diameter of the clutch friction plate, φ s is the inner diameter of the clutch friction plate.

[0040] Optionally, the method further includes:

[0041] Evaluate the total gear shift wear, determine whether there is a dangerous gear, and issue a warning;

[0042] Calculate the amount of clutch wear at failure and estimate the remaining mileage of the clutch.

[0043] The beneficial effects of the present invention are:

[0044] The present invention proposes an innovative method for correcting the shift oil pressure of the transmission system of an unmanned tracked vehicle, which has the significant advantage of realizing accurate monitoring of the clutch wear and dynamic oil pressure compensation. By constructing a three-dimensional mapping model of shift frequency-wear-oil pressure compensation, the present invention can track the wear state of the clutch in real time and accurately adjust the shift oil pressure according to the wear, thereby effectively extending the service life of the clutch and improving the stability of the transmission system. In addition, this method is based on mathematical statistics, the data is reliable and the workload is small, which reduces the use cost of related parts of the integrated transmission system and facilitates large-scale promotion. Overall, the present invention shows significant advantages in improving the performance of the transmission system of unmanned tracked vehicles, reducing costs and enhancing safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0045] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0046] Figure 1 A schematic flow chart of a method for correcting shift oil pressure in a transmission system of an unmanned tracked vehicle according to an embodiment of the present invention;

[0047] Figure 2 A schematic diagram of a DSG transmission device for an unmanned tracked vehicle according to an embodiment of the present invention;

[0048] Figure 3 Schematic diagram of clutch engagement in different gear positions according to an embodiment of the present invention;

[0049] Figure 4 Schematic diagram of wear results of each clutch in an embodiment of the present invention;

[0050] Figure 5 The present invention relates to an unmanned tracked vehicle transmission system shift oil pressure correction system. DETAILED DESCRIPTION

[0051] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. 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 making creative efforts are within the scope of protection of the present invention.

[0052] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, the present invention is further described in detail below with reference to the accompanying drawings and specific embodiments.

[0053] like Figure 1 As shown, this embodiment proposes a method for correcting the shift oil pressure of an unmanned tracked vehicle transmission system, comprising:

[0054] Step 1. Calculate the gear characteristics of the transmission device and obtain the clutch engagement diagrams of different gears;

[0055] Step 2. Based on the power characteristics of the power unit, the transmission ratios of each gear of the transmission unit, and the clutch engagement diagram, obtain the engagement and disengagement speed difference range of each clutch in each gear;

[0056] Step 3. Collect a wear map of the clutch friction element to obtain the wear amount of the clutch friction element within the clutch engagement speed difference range and the oil pressure range; wherein the wear map is the wear coefficient;

[0057] Step 4. Perform a shift cycle test to obtain a shift cycle operating condition spectrum for a preset distance; wherein the preset distance is 10 kilometers in this embodiment;

[0058] Step 5. Estimate the number of clutch shifts in each gear during actual driving based on the cycle operating condition spectrum;

[0059] Step 6. Combine the clutch friction element wear and the clutch shift times of each gear to obtain the total shift wear;

[0060] Step 7. Perform iterative correction of the shift oil pressure based on the total shift wear amount;

[0061] Step 8. Evaluate the total gear shift wear, determine whether there is a dangerous gear, and issue a warning;

[0062] Step 9. Calculate the amount of clutch wear at failure and estimate the remaining mileage of the clutch.

[0063] Furthermore, collecting the wear map of the clutch friction element and obtaining the wear amount of the clutch friction element within the clutch engagement speed difference range and the oil pressure range includes:

[0064] Obtaining the engagement and disengagement speed difference range of each clutch in each gear;

[0065] Conduct friction and wear tests on small-scale clutch friction plates to obtain the wear coefficient of the friction plates under different speeds or pressures at a uniform lubricating oil temperature.

[0066] Based on the wear coefficient, the calculated wear amount of each gear clutch at different oil pressures and different speeds is calculated; wherein the wear amount includes: the wear amount of each clutch during the upshift process and the wear amount during the downshift process.

[0067] Specifically, in step 3 of this embodiment, the clutch wear map is collected by using a UMT test device to conduct a small-scale clutch friction plate friction wear test, and obtain the wear coefficient K of the friction plate under different speeds or pressure conditions under the same lubricating oil temperature. δ , the specific calculation method is:

[0068]

[0069] Where, is the wear amount measured by the friction test, is the test result of the friction test, A test is the nominal contact area of the pin-on-disc test, p test is the pressure applied to the friction interface of the friction plate during the friction test, and S is the total relative sliding distance of the friction pair.

[0070] According to the measured friction pair wear coefficient K δ , calculate the calculated wear amount of each gear clutch at different oil pressure and different speed. The specific calculation formula is as follows:

[0071]

[0072] Where a j To calculate the clutch wear, A is the contact area of the clutch friction plate, p c is the friction interface pressure when the clutch is working, n is the maximum speed difference when the clutch is engaged, t is the clutch slip time, φ b is the outer diameter of the clutch friction plate, φ s is the inner diameter of the clutch friction plate.

[0073] The above formula can be used to calculate the wear amount a of each clutch during upshift or downshift nsj and a ndj .

[0074] Specifically, in step 4 of this embodiment, the number of times each gear is used when the vehicle travels in different regions is obtained through the gear shift cycle test, and the 10 km theoretical gear shift number matrix L is obtained. n :

[0075]

[0076] Where, L n (i,i-1) is the number of times the i-th gear will be the i-1 gear, and the total number of gears is n.

[0077] Specifically, in step 5 of this embodiment, the number of clutch shifts in each gear during actual driving is estimated based on the cycle operating spectrum. Calculate the actual number of clutch shifts in each gear during actual driving.

[0078]

[0079] Where, S is the actual mileage;

[0080] According to the clutch engagement characteristics corresponding to each gear in step 1, the total number of engagements of different clutches is given.

[0081] Specifically, in step 6 of this embodiment, the wear amount of each gear clutch is calculated by the actual shift times matrix The wear amount of each clutch at different oil pressures and speeds in step 3 is combined to obtain the total shift wear amount:

[0082]

[0083] a n(i-1,i) with a n(i,i-1) They are the total wear of upshifting and downshifting of each shift clutch under actual driving conditions.

[0084] Specifically, in step 7 of this embodiment, the method for correcting the oil pressure is as follows: due to the wear of the clutch friction pair, the thickness of the entire friction pair becomes thinner, and additional oil pressure is required to balance the spring force of the return spring. The specific calculation is as follows:

[0085] Set the initial thickness of the clutch friction pair to δ c , the thickness is varied by δ b , the thickness change rate is ξ(i).

[0086]

[0087] If ξ(i)>5%, the oil pressure correction is started. The correction formula is:

[0088]

[0089] In the above formula, p b is the required supplementary oil pressure, n spr is the number of piston return springs, k is the return spring coefficient, n mf is the number of friction plates in the friction pair, A g is the effective contact area of the piston, φ b is the outer diameter of the clutch friction plate, φ s is the inner diameter of the clutch friction plate.

[0090] The corrected oil pressure p b , fed back to step 3, the total oil pressure is corrected to:

[0091] p c (i) = p c +p b .

[0092] Specifically, in step 8 of this embodiment, the failure warning evaluation is calculated as:

[0093] The set shift clutch wear threshold is half of the clutch friction pair thickness, and the shift clutch initial working oil pressure is p in The oil pressure corresponding to the critical value of shift clutch wear is p max , the clutch oil pressure change rate is ε(i), where:

[0094] The method for evaluating clutch failure characteristics is:

[0095]

[0096] When ε(i)>10%, the torque correction program is started;

[0097] When ε(i)>60%, a dangerous gear is reached and a dangerous gear warning is activated; at the same time, the driver is reminded of dangerous gear shifting operations and given driving advice; the dangerous gear shift control strategy is activated to reduce gear shifting operations in gears with severe wear.

[0098] When ε(i)>90%, the clutch failure warning is activated to alert the driver of the risk of shift failure, and the instrument panel lights up red;

[0099] When ε(i)>100%, the clutch fails and the clutch maintenance warning is activated.

[0100] Specifically, in step 9 of this embodiment, the clutch with the most shifting times is obtained according to step 4, and the wear amount of the clutch when it fails (ε(i)>100%) is calculated according to the failure warning evaluation method in step 8 to evaluate its remaining mileage.

[0101] In this embodiment, the DSG transmission device of the unmanned tracked vehicle in step 1 is as follows: Figure 2 As shown, the gear characteristics are clear, and the clutch engagement diagrams of different gears are clear, such as Figure 3 As shown, the transmission ratio of each gear is clear, so the clutch working for each upshift and downshift can be clearly defined, and downshifting can be set as the reverse process of upshifting.

[0102] It should be noted that during the shift from third gear to fourth gear, the four clutches, CH, C1, CL, and C2, operate simultaneously, creating a four-clutch shift process. All other shift processes are dual-clutch shift processes. Currently, the mainstream transmission in my country is the AT hydromechanical transmission, which has four forward gears. Therefore, this embodiment studies gears 1 through 4.

[0103] In step 2, the engine speed at rated power is n fThe speed is the engine speed when upshifting, and the engine speed is n when downshifting. fd , from which the maximum speed difference of each clutch engagement during upshift is calculated to be n CLs ...n C2s The maximum speed difference between the clutches when downshifting is n CLd ...n C2d .

[0104] In step 3, a small-scale clutch friction plate friction and wear test was conducted using the UMT test device. Under the condition of a uniform lubricating oil temperature of 100°C, the maximum speed difference n of each working clutch engagement during each shift process was determined. ns and n nd and engagement oil pressure P ns and P nd , get the wear coefficient K of the friction plate under different speed or pressure conditions δ .

[0105] The shift time of the dual clutch and the four clutches is set to 0.8s, the stable clutch engagement pressure is 1.4MPa, and the remaining data are measured according to the actual characteristics of the friction plate. The wear amount of the friction element of each clutch during a single operation is calculated: CLsj ...a C2sj and a CLdj ...a C2dj .

[0106] In step 4, the vehicle is traveling on a plain road and the usage of each gear under the comprehensive driving conditions is obtained, and the number of times the (i-1)th gear is shifted to the i-th gear in ten kilometers is obtained. n .

[0107]

[0108] Step 5: Estimate the number of clutch shifts in each gear during actual driving based on the cycle operating spectrum. Calculate the actual number of clutch shifts in each gear during actual driving:

[0109] Step 6: The clutch wear of each gear is calculated from the actual gear shifting times matrix The wear amount of each clutch at different oil pressures and speeds in step 3 is combined to obtain the total shift wear amount:

[0110] The wear results of each clutch are as follows Figure 4 As shown:

[0111] like Figure 4As can be seen, after the actual formation, the wear of the CL, CM, and CH clutches is roughly the same, all around 0.8 mg. However, since the C1 and C2 clutches are only used during the 4th-downshift to 3rd gear, the wear is less, at 0.18 mg and 0.22 mg respectively.

[0112] In step 7, the method for correcting the oil pressure is as follows: due to the wear of the clutch friction pair, the thickness of the entire friction pair becomes thinner, and additional oil pressure is required to balance the spring force of the return spring.

[0113] In step 8, the failure warning evaluation is calculated as:

[0114]

[0115] In step 8, according to the above criteria, clutch failure occurs when ε(i) > 100%. Calculation shows that for the severely worn CL, CM, and CH clutches, their respective driving ranges are 49,030, 61,820, and 54,690 kilometers. Using the CL clutch as the driving limit, substituting this into the formula in step 7 reveals that the CL clutch's replenishing oil pressure is 0.25 MPa.

[0116] This embodiment also provides a shift oil pressure correction system for an unmanned tracked vehicle transmission system, comprising a sensor, a receiver, an operation controller, and a display.

[0117] The sensor is used to collect clutch speed and torque change data in real time and transmit it to the receiver.

[0118] The receiver is used to transmit the speed and torque change data to the operation controller for processing.

[0119] The display is used to show the clutch wear and clutch failure and dangerous gear warning.

[0120] The operational amplifier includes five modules: a sample storage module, a shift cycle operating condition spectrum calculation module, a wear calculation module, a torque correction module, and a clutch failure evaluation module.

[0121] The sample storage module stores the data obtained from the pin-disc test and the shift cycle test.

[0122] The shift cycle operating condition spectrum calculation module is used to establish the comprehensive road gear shift frequency, establish a shift model based on the gear shift frequency to obtain the comprehensive road gear shift cycle operating condition spectrum, and establish a strict gear shift number matrix.

[0123] The wear calculation module is used to convert the wear coefficient K of the friction pair obtained from the pin-disc test into δ , used to calculate a for each specific clutch j, and combined with the shift cycle operating condition spectrum and strict shift matrix to obtain the total wear amount of each clutch a n .

[0124] The torque correction module is used to calculate the required supplementary oil pressure p b , adjust the hydraulic system oil pressure and increase the piston control pressure to achieve torque correction.

[0125] The failure assessment and early warning module is used to monitor the oil pressure added to each clutch in real time and compare it with the set value, and give corresponding early warnings based on the value of the oil pressure added.

[0126] The present invention performs statistics based on the shifting frequency of the transmission device, combines the speed difference range when the clutch is engaged and the wear map, and accurately calculates the cumulative wear of clutches in different gears. The method is highly accurate and easy to implement.

[0127] The piston oil pressure is corrected in real time according to the amount of wear, and dynamic adjustment of the oil pressure is achieved through iterative calculation, ensuring the normal performance of the clutch during the wear process, thereby improving the stability of the transmission system and the service life of the clutch.

[0128] The integrated early warning system can give an alarm when the wear exceeds the set threshold, and perform oil pressure correction in combination with real-time wear data, thereby realizing dynamic monitoring and compensation of wear, further enhancing the practicality and safety of the present invention.

[0129] This embodiment proposes an innovative method and system for correcting the shift oil pressure of an unmanned tracked vehicle transmission system, which has the significant advantage of realizing accurate monitoring of clutch wear and dynamic oil pressure compensation. By constructing a three-dimensional mapping model of shift frequency-wear-oil pressure compensation, the present invention can track the wear state of the clutch in real time and accurately adjust the shift oil pressure according to the wear, thereby effectively extending the service life of the clutch and improving the stability of the transmission system. In addition, this method is based on mathematical statistics, the data is reliable and the workload is small, which reduces the cost of using related parts of the integrated transmission system and facilitates large-scale promotion. At the same time, the integrated early warning system can alarm in time when the wear exceeds the set threshold, reminding the driver to take measures, avoiding potential safety hazards, and enhancing the practicality and safety of the system. Overall, the present invention shows significant advantages in improving the performance of unmanned tracked vehicle transmission systems, reducing costs and enhancing safety.

[0130] The embodiments described above are merely descriptions of preferred embodiments of the present invention and are not intended to limit the scope of the present invention. Without departing from the spirit of the present invention, various modifications and improvements made to the technical solutions of the present invention by persons skilled in the art should fall within the scope of protection defined by the claims of the present invention.

Claims

1. A method for correcting the shift oil pressure of an unmanned tracked vehicle transmission system, characterized in that: include: Collect the wear coefficient of the clutch friction element and obtain the wear amount of the clutch friction element within the clutch engagement speed difference range and oil pressure range; Based on the gear shift cycle test, the number of clutch shifts in each gear during actual driving is obtained; Combining the clutch friction element wear amount and the clutch shift times of each gear position to obtain the total shift wear amount; The gear shift oil pressure is iteratively corrected according to the total gear shift wear amount.

2. The method for correcting the shift oil pressure of the transmission system of an unmanned tracked vehicle according to claim 1, characterized in that: Collecting the wear coefficient of the clutch friction element and obtaining the clutch friction element wear amount within the clutch engagement speed difference range and oil pressure range includes: Obtaining the engagement and disengagement speed difference range of each clutch in each gear; Conduct friction and wear tests on small-scale clutch friction plates to obtain the wear coefficient of the friction plates under different speeds or pressures at a uniform lubricating oil temperature. The calculated wear amount of each gear clutch at different oil pressures and speeds is calculated based on the wear coefficient; wherein the wear amount includes: the wear amount of each clutch during upshifting and the wear amount during downshifting.

3. The method for correcting the shift oil pressure of the transmission system of an unmanned tracked vehicle according to claim 2, characterized in that: Obtaining the engagement and disengagement speed difference ranges of each clutch in each gear includes: Calculate the gear characteristics of the transmission device and obtain the clutch engagement diagrams for different gears; According to the power characteristics of the power unit, the transmission ratios of each gear of the transmission device and the clutch engagement diagram, the engagement and disengagement speed difference range of each clutch in each gear is obtained.

4. The method for correcting the shift oil pressure of the transmission system of an unmanned tracked vehicle according to claim 2, characterized in that: The wear coefficient is: in, A is the wear amount measured by the friction test, test is the nominal contact area of the pin-on-disc test, p test is the pressure applied to the friction interface of the friction plate during the friction test, S is the total relative sliding distance of the friction pair, K is δ is the wear coefficient of the friction plate under different speed or pressure conditions; The wear amount is: a j To calculate the clutch wear, A is the contact area of the clutch friction plate, p c is the friction interface pressure when the clutch is working, n is the maximum speed difference when the clutch is engaged, t is the clutch slip time, φ b is the outer diameter of the clutch friction plate, φ s is the inner diameter of the clutch friction plate.

5. The method for correcting shift oil pressure of an unmanned tracked vehicle transmission system according to claim 1, characterized in that: Obtaining the number of clutch shifts in each gear during actual driving includes: Performing the shift cycle test to obtain a shift cycle operating condition spectrum of a preset distance; The number of clutch shifts in each gear during actual driving is estimated based on the cyclic operating condition spectrum.

6. The method for correcting the shift oil pressure of the transmission system of an unmanned tracked vehicle according to claim 5, characterized in that: The shift cycle operating condition spectrum of the preset distance is: Where Ln(i,i-1) is the number of times the i-th gear will be the i-1 gear, and the total number of gears is n; The number of clutch shifts in each gear during actual driving is: Among them, S is the actual mileage and S0 is the preset distance.

7. The method for correcting shift oil pressure of a transmission system of an unmanned tracked vehicle according to claim 1, characterized in that: The total shift wear is: Among them, a n(i-1,i) with a n(i,i-1) are the total wear of upshifting and downshifting of each shift clutch under actual driving conditions, is the number of clutch shifts in each gear during actual driving, a j(i-1)s with a j(i-1)d Represents the wear amount of a single upshift and downshift respectively.

8. The method for correcting shift oil pressure of an unmanned tracked vehicle transmission system according to claim 1, characterized in that: The iterative correction of the shift oil pressure includes: When the thickness change rate of the clutch friction pair is greater than the preset threshold, the oil pressure correction is started. The correction formula is: Among them, p b is the required supplementary oil pressure, n spr is the number of piston return springs, k is the return spring coefficient, n mf is the number of friction plates in the friction pair, A g is the effective contact area of the piston, φ b is the outer diameter of the clutch friction plate, φ s is the inner diameter of the clutch friction plate.

9. The method for correcting shift oil pressure of an unmanned tracked vehicle transmission system according to claim 1, characterized in that: The method further comprises: Evaluate the total gear shift wear, determine whether there is a dangerous gear, and issue a warning; Calculate the amount of clutch wear at failure and estimate the remaining mileage of the clutch.

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