A shift oil pressure correction method for an unmanned tracked vehicle transmission system

Abstract

The present application relates to a kind of unmanned tracked vehicle transmission system shift oil pressure correction method, comprising: the wear map of clutch friction element is collected, the wear of clutch friction element in the clutch engagement speed difference range and oil pressure range is obtained;Based on shift cycle test, the shift frequency of each gear clutch in actual driving is obtained;Combining the wear of clutch friction element and the shift frequency of each gear clutch, the total wear of shift is obtained;According to the total wear of shift, shift oil pressure iteration correction is carried out.The present application can realize real-time accurate monitoring of wear, and combined with the characteristics of gear adaptive dynamic oil pressure compensation and failure warning, so that clutch life and reliability are improved.

Description

Technical Field

[0001] This invention relates to the field of unmanned tracked vehicle transmission technology, and in particular to a method for correcting the shift hydraulic pressure of an unmanned tracked vehicle transmission system. Background Technology

[0002] In the military and special engineering fields, unmanned tracked vehicles have become core equipment for complex terrain warfare due to their superior off-road mobility, environmental adaptability, and sustained combat capability. Their transmission system, as the central hub of power transmission, undertakes three key functions: power distribution, torque conversion, and operating condition adaptation. Among these, the shift clutch, as the core actuator of the transmission system, directly determines three key performance indicators: ① power interruption time (affecting acceleration, required ≤0.8s); ② slippage resistance (determining service life, requiring tolerance ≥1.5×10⁻⁶ under standard operating conditions). 6 J / cm 2 ); ③ Thermal stability (the instantaneous temperature of the friction pad needs to 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 meet the precise hydraulic pressure control requirements under highly dynamic operating conditions. Existing technologies generally employ fixed threshold alarms or periodic maintenance strategies, forcibly replacing friction plates every 3000 kilometers. This not only wastes over 30% of the remaining lifespan but also struggles to cope with real-time wear compensation in complex terrain. Shift hydraulic pressure correction technology plays a crucial role in ensuring these performance requirements. Reasonable hydraulic pressure control can achieve wear compensation, shock suppression, and lifespan extension. While mainstream international solutions, such as the AS Tronic transmission system from ZF in Germany, incorporate temperature compensation algorithms, their response accuracy to instantaneous changes in sliding wear work remains insufficient. Patent CN201410153772.9 proposes a clutch hydraulic pressure correction method based on turbine speed variations; patent CN201810306422.X uses linear interpolation to derive the deviation between the actual and target main hydraulic pressure, thereby achieving adaptive control of the transmission's main hydraulic pressure. Currently, the industry generally employs three methods: ① mileage-based linear correction; ② temperature feedback adjustment; ③ torque prediction models. These methods suffer from insufficient fusion of multi-source parameters. Under extreme conditions such as high-frequency gear shifting and large impact loads in tracked vehicles, they generally suffer from compensation lag and insufficient accuracy, resulting in an error of up to ±25% in the calculation of the measured wear amount. Summary of the Invention

[0004] The purpose of this invention is to provide a method for correcting the shift hydraulic pressure in the transmission system of an unmanned tracked vehicle, thereby addressing the problems existing in the prior art. Based on the power characteristics of the unmanned tracked vehicle and the gear characteristics of the transmission system, the speed difference range during clutch engagement is obtained. Combined with pin-plate testing, the wear characteristics of the clutch under engagement conditions are obtained. Based on a 10km shift cycle operating condition spectrum under typical road conditions, the actual road condition shift cycle characteristics are obtained. Then, the wear of each gear clutch is calculated, and the shift hydraulic pressure is corrected. Based on the hydraulic pressure compensation, the health status of each gear clutch is assessed, failure warnings are given, and torque is corrected, and the remaining mileage is evaluated. By constructing a three-dimensional mapping model of shift frequency, wear, and hydraulic pressure compensation, real-time and accurate monitoring of wear is achieved. Combined with adaptive dynamic hydraulic pressure compensation and failure warning based on gear characteristics, the clutch life and reliability are improved.

[0005] To achieve the above objectives, the present invention provides the following solution:

[0006] A method for correcting the shift hydraulic pressure of a transmission system in an unmanned tracked vehicle includes:

[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 shift cycle test, the number of clutch shifts in each gear position during actual driving was obtained;

[0009] The total wear of the clutch friction elements is obtained by combining the wear of the clutch friction elements and the number of gear shifts of each gear;

[0010] Based on the total wear during gear shifting, the shifting hydraulic pressure is iteratively corrected.

[0011] Optionally, the wear coefficient of the clutch friction elements is collected to obtain the wear amount of the clutch friction elements within the clutch engagement speed difference range and oil pressure range, including:

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

[0013] A small-scale clutch friction plate friction and wear test was conducted to obtain the wear coefficient of the friction plate under different speed or pressure conditions under uniform lubricating oil temperature.

[0014] Based on the wear coefficient, the wear amount of each gear clutch under different oil pressures and speeds is calculated; 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 schematic diagrams of clutch engagement at different gears;

[0017] Based on the power characteristics of the power unit, the transmission ratio of each gear in 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 represents the wear measured in the friction test. test p represents the nominal contact area in the pin test. test In the friction test, S is the pressure applied to the friction interface of the friction plates, and K is the total relative sliding distance of the friction pair. δ This represents the wear coefficient of the friction plate under different rotational speeds or pressure conditions.

[0021] The amount of wear is:

[0022]

[0023] a j To calculate the clutch wear, A is the contact area of ​​the clutch friction plate, p c The friction interface pressure is denoted as n, where n is the maximum speed difference when the clutch is engaged, t is the clutch slippage time, and φ is the clutch slippage time. b φ is the outer diameter of the clutch friction plate. s This refers to the inner diameter of the clutch friction plate.

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

[0025] The shift cycle test was conducted to obtain the shift cycle operating condition spectrum over a preset distance;

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

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

[0028]

[0029] Where Ln(i,i-1) is the number of times the i-th rank will become the i-1 rank, and the total number of rank digits is n;

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

[0031]

[0032] Where S is the actual mileage and S0 is the preset distance.

[0033] Optionally, the total wear during gear shifting is:

[0034]

[0035] Among them, a n(i-1,i) With a n(i,i-1) These represent the total wear of each shifting clutch during upshifts and downshifts under actual driving conditions. a represents the number of times the clutch shifts in each gear during actual driving. j(i-1)s With a j(i-1)d These represent the amount of wear and tear during a single upshift and downshift, respectively.

[0036] Optionally, iterative correction of shift hydraulic pressure includes:

[0037] When the thickness change rate of the clutch friction pair exceeds a preset threshold, oil pressure correction is initiated. The correction formula is:

[0038]

[0039] Where, p b To replenish the required hydraulic pressure, n spr n is the number of piston return springs, k is the spring constant, and n is the number of piston return springs. mf A represents the number of friction plates in the friction pair. g φ is the effective contact area of ​​the piston. b φ is the outer diameter of the clutch friction plate. s This refers to the inner diameter of the clutch friction plate.

[0040] Optionally, the method further includes:

[0041] The total wear of the gear shifts is assessed to determine if there are any dangerous gears and to issue a warning.

[0042] Calculate the wear at the time of clutch failure and assess the remaining mileage of the clutch.

[0043] The beneficial effects of this invention are as follows:

[0044] This invention proposes an innovative method for correcting shift hydraulic pressure in the transmission system of unmanned tracked vehicles. Its significant advantage lies in achieving precise monitoring and dynamic hydraulic pressure compensation of clutch wear. By constructing a three-dimensional mapping model of shift frequency, wear amount, and hydraulic pressure compensation, this invention can track the clutch wear state in real time and precisely adjust the shift hydraulic pressure according to the wear amount, thereby effectively extending the clutch's service life and improving the stability of the transmission system. Furthermore, this method is based on mathematical statistics, ensuring reliable data and requiring less workload, thus reducing the cost of related components in the overall transmission system and facilitating widespread adoption. Overall, this invention demonstrates significant advantages in improving the performance of unmanned tracked vehicle transmission systems, reducing costs, and enhancing safety. Attached Figure Description

[0045] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0046] Figure 1 This is a schematic flowchart of a method for correcting the shift hydraulic pressure of a transmission system in an unmanned tracked vehicle according to an embodiment of the present invention.

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

[0048] Figure 3 This is a schematic diagram of the engagement of clutches at different gear positions according to an embodiment of the present invention;

[0049] Figure 4 This is a schematic diagram showing the wear results of each clutch in an embodiment of the present invention;

[0050] Figure 5 This invention relates to a shift hydraulic pressure correction system for the transmission system of an unmanned tracked vehicle. Detailed Implementation

[0051] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0052] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, the present invention will be 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 hydraulic pressure of an unmanned tracked vehicle transmission system, including:

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

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

[0056] Step 3. Collect wear patterns of the clutch friction elements to obtain the wear amount of the clutch friction elements within the clutch engagement speed difference range and oil pressure range; where the wear pattern is the wear coefficient.

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

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

[0059] Step 6. Combine the wear of the clutch friction elements and the number of clutch shifts in each gear to obtain the total wear during gear shifts;

[0060] Step 7. Perform iterative correction of shift hydraulic pressure based on the total wear during shifting;

[0061] Step 8. Assess the total wear and tear during gear shifting, determine if there are any dangerous gears, and issue a warning.

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

[0063] Furthermore, wear patterns of the clutch friction elements are collected to obtain the wear amount of the clutch friction elements within the clutch engagement speed difference range and oil pressure range, including:

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

[0065] A small-scale clutch friction plate friction and wear test was conducted to obtain the wear coefficient of the friction plate under different speed or pressure conditions under uniform lubricating oil temperature.

[0066] Based on the wear coefficient, the wear amount of each gear clutch under different oil pressures and speeds is calculated; whereby the wear amount includes: the wear amount of each clutch during upshifting and the wear amount during downshifting.

[0067] Specifically, in step 3 of this embodiment, the method for collecting the clutch wear map is as follows: a small-scale clutch friction plate friction and wear test is conducted using a UMT testing device. Under uniform lubricating oil temperature conditions, the wear coefficient K of the friction plate under different speed or pressure conditions is obtained. δ The specific calculation method is as follows:

[0068]

[0069] In the formula, A represents the wear measured in the friction test, and A represents the test result of the friction test. test p is the nominal contact area for the pin test. test S 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] Based on the measured friction wear coefficient K δ The calculation formula is as follows: Calculate the wear of the clutch in each gear under different oil pressures and speeds.

[0071]

[0072] In the formula, a j To calculate the clutch wear, A is the contact area of ​​the clutch friction plate, p c The friction interface pressure is denoted as n, where n is the maximum speed difference when the clutch is engaged, t is the clutch slippage time, and φ is the clutch slippage time. b φ is the outer diameter of the clutch friction plate. s This refers to the inner diameter of the clutch friction plate.

[0073] The wear amount 'a' of each clutch during upshifting or downshifting can be calculated from the above formula. nsj and a ndj .

[0074] Specifically, in step 4 of this embodiment, the number of times each gear is used when the vehicle is traveling in different regions is statistically obtained through a gear shift cycle test, resulting in a theoretical gear shift count matrix L for 10 kilometers. n :

[0075]

[0076] In the formula, L n (i, i-1) represents the number of times the i-th rank will become the i-1 rank, and the total number of rank digits is n.

[0077] Specifically, in step 5 of this embodiment, the number of clutch shifts for each gear during actual driving is estimated based on the cyclic operating condition spectrum. The matrix of actual shift counts for each gear during actual driving is then calculated.

[0078]

[0079] In the formula, S represents the actual mileage;

[0080] Based on the clutch engagement characteristics corresponding to each gear in step 1, the total number of clutch engagements for different gears is given.

[0081] Specifically, in step 6 of this embodiment, the wear amount of each gear clutch is determined by the actual number of gear shifts matrix. The total wear of each clutch under different oil pressures and speeds, as described in step 3, is then combined to obtain the total wear during gear shifting.

[0082]

[0083] a n(i-1,i) With a n(i,i-1) These represent the total wear of each shifting clutch during upshifts and downshifts under actual driving conditions.

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

[0085] The initial thickness of the clutch friction pair is set to δ. c The thickness varies by δ b The thickness change rate is ξ(i).

[0086]

[0087] If ξ(i) > 5%, then hydraulic pressure correction is initiated. The correction formula is:

[0088]

[0089] In the above formula, p b To replenish the required hydraulic pressure, n spr n is the number of piston return springs, k is the spring constant, and n is the number of piston return springs. mf A represents the number of friction plates in the friction pair. g φ is the effective contact area of ​​the piston. b φ is the outer diameter of the clutch friction plate. s This refers to the inner diameter of the clutch friction plate.

[0090] Correct the oil pressure p b Feedback to step 3 then corrects the total oil pressure to:

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

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

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

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

[0095]

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

[0097] When ε(i) > 60%, a dangerous gear position is reached, and a dangerous gear position warning is activated. At the same time, the driver is reminded of the dangerous gear shifting operation and driving suggestions are given. The dangerous gear shifting control strategy is activated to reduce gear shifting operations in severely worn gears.

[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 will light up a red light.

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

[0100] Specifically, in step 9 of this embodiment, based on the clutch with the most shifts obtained in step 4, the wear amount when the clutch fails (ε(i)>100%) is calculated according to the failure warning assessment method in step 8, and its remaining driving range is assessed.

[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 clearly defined, and the clutch engagement diagrams for different gears are clearly defined, as follows. Figure 3 As shown, the transmission ratio of each gear is clear, so the clutches that operate for each upshift and downshift can be identified, and downshifting is set as the reverse process of upshifting.

[0102] It should be clarified that during the shift from third to fourth gear, all four clutches (CH, C1, CL, and C2) operate simultaneously, constituting a four-clutch shift. All other shifts are dual-clutch shifts. Currently, the mainstream transmission in my country is the automatic transmission (AT) hydraulic-mechanical integrated transmission, which has four forward gears. Therefore, this example focuses on gears 1 through 4.

[0103] In step 2, the engine speed at its rated power is n. fThis engine speed is the engine speed when upshifting, and the engine speed when downshifting is n. fd Therefore, the maximum speed difference between the engagement of each clutch during upshifting is calculated to be n. CLs ...n C2s The maximum speed difference between the engagement of each clutch during 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 testing device. Under the condition of a uniform lubricating oil temperature of 100℃, the maximum speed difference n between the engaged working clutches during each gear shift was determined. ns and n nd And the engagement oil pressure P ns and P nd The wear coefficient K of the friction plate under different speed or pressure conditions was obtained. δ .

[0105] The shift time for both the dual-clutch and four-clutch transmissions was set to 0.8 seconds, and the stable engagement pressure of the clutches was 1.4 MPa. Other data were measured based on the actual characteristics of the friction plates. The wear of the friction elements during a single operation of each clutch was calculated: a CLsj ...a C2sj and a CLdj ...a C2dj .

[0106] In step 4, the road surface where the vehicle travels is set to be flat to obtain the usage of each gear under comprehensive driving conditions, and to obtain the number of times L is shifted from gear (i-1) to gear i over ten kilometers. n .

[0107]

[0108] Step 5: Based on the cyclic operating condition spectrum, estimate the number of clutch shifts for each gear during actual driving. Calculate the matrix of actual shift counts for each gear during actual driving.

[0109] Step 6: The wear of the clutch in each gear is determined by the actual number of gear shifts matrix. The total wear of each clutch under different oil pressures and speeds, as described in step 3, is then combined to obtain the total wear during gear shifting.

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

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

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

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

[0114]

[0115] In step 8, according to the above standard, the clutch fails when ε(i) > 100%. Calculations show that the severely worn CL, CM, and CH clutches can travel 49,030 km, 61,820 km, and 54,690 km respectively. Taking the CL clutch as the driving limit benchmark, the calculation in step 7 shows that the additional oil pressure required for the CL clutch is 0.25 MPa.

[0116] This embodiment also provides a shift hydraulic pressure correction system for the transmission system of an unmanned tracked vehicle, including a sensor, a receiver, a computing controller, and a display.

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

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

[0119] The display shows the amount of clutch wear, clutch failure, and warnings of dangerous gear positions.

[0120] The operational amplifier comprises 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 assessment module.

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

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

[0123] The wear calculation module is used to calculate the wear coefficient K of the friction pair obtained from the pin-disc test. δ This is used to calculate 'a' for each specific clutch. jThe total wear amount 'a' of each clutch is obtained by combining the shift cycle operating condition spectrum and the strict shift matrix. n .

[0124] The torque correction module is used to calculate the required supplemental oil pressure p. b Adjusting the hydraulic system oil pressure and increasing the piston control pressure are used to correct the torque.

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

[0126] This invention statistically analyzes the shifting frequency of the transmission device and combines the speed difference range and wear pattern during clutch engagement to accurately calculate the cumulative wear of clutches in different gears. This method is highly accurate and easy to implement.

[0127] The piston oil pressure is adjusted in real time according to the amount of wear. Dynamic adjustment of oil pressure is achieved through iterative calculation, which ensures the normal performance of the clutch during the wear process and improves the stability of the transmission system and the service life of the clutch.

[0128] The integrated early warning system can provide an alarm when the wear exceeds a set threshold, and combine real-time wear data to correct the oil pressure, realizing dynamic monitoring and compensation of wear, which further enhances the practicality and safety of the invention.

[0129] This embodiment proposes an innovative method and system for correcting shift hydraulic pressure in the transmission system of unmanned tracked vehicles. Its significant advantage lies in achieving precise monitoring and dynamic hydraulic pressure compensation of clutch wear. By constructing a three-dimensional mapping model of shift frequency, wear amount, and hydraulic pressure compensation, this invention can track the wear state of the clutch in real time and accurately adjust the shift hydraulic pressure according to the wear amount, thereby effectively extending the clutch's service life and improving the stability of the transmission system. Furthermore, this method is based on mathematical statistics, ensuring reliable data and requiring less workload, thus reducing the cost of related components in the integrated transmission system and facilitating widespread adoption. Simultaneously, the integrated early warning system can promptly alert the driver when the wear amount exceeds a set threshold, reminding them to take action and avoiding potential safety hazards, enhancing the system's practicality and safety. Overall, this invention demonstrates significant advantages in improving the performance of unmanned tracked vehicle transmission systems, reducing costs, and enhancing safety.

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

Claims

1. A method for correcting the shift hydraulic pressure of a transmission system in an unmanned tracked vehicle, 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 shift cycle test, the number of clutch shifts in each gear position during actual driving was obtained; The total wear of the clutch friction elements is obtained by combining the wear of the clutch friction elements and the number of gear shifts of each gear; Based on the total wear during gear shifting, the shifting hydraulic pressure is iteratively corrected. The wear coefficient of the clutch friction elements is collected, and the wear of the clutch friction elements within the clutch engagement speed difference range and oil pressure range is obtained, including: Obtain the engagement and disengagement speed difference range of each gear and clutch; A small-sample clutch friction plate friction and wear test was conducted to obtain the wear coefficient of the friction plate under different speed or pressure conditions under uniform lubricating oil temperature. Based on the wear coefficient, the wear of the clutch friction element under different oil pressures and speeds for each gear is calculated; wherein, the wear of the clutch friction element includes: the wear of each clutch during upshifting and the wear during downshifting; The wear coefficient is: in, The wear amount measured by the friction test. The nominal contact area for the pin test. In a friction test, the pressure applied to the friction interface of the friction plates is called the pressure. This represents the total relative sliding distance of the friction pair. This represents the wear coefficient of the friction plate under different rotational speeds or pressure conditions. The wear amount of the clutch friction element is: To calculate the wear of the clutch friction elements, The contact area of ​​the clutch friction plate. denoted as , where is the friction interface pressure under clutch operating conditions; 'n' is the maximum speed difference when the clutch is engaged; and 't' is the clutch slippage time. The outer diameter of the clutch friction plate. This refers to the inner diameter of the clutch friction plate.

2. The method for correcting the shift hydraulic pressure of the transmission system of an unmanned tracked vehicle according to claim 1, characterized in that, The range of engagement and disengagement speed differences for each gear and clutch includes: Calculate the gear characteristics of the transmission device and obtain schematic diagrams of clutch engagement at different gears; Based on the power characteristics of the power unit, the transmission ratio of each gear in the transmission device, and the clutch engagement diagram, the engagement and disengagement speed difference range of each clutch in each gear is obtained.

3. The method for correcting the shifting hydraulic pressure of the transmission system of an unmanned tracked vehicle according to claim 1, characterized in that, The number of clutch shifts in each gear during actual driving includes: The shift cycle test was conducted to obtain the shift cycle operating condition spectrum over a preset distance; Based on the described cyclic operating condition spectrum, the number of clutch shifts in each gear during actual driving is estimated.

4. The method for correcting the shift hydraulic pressure of the transmission system of an unmanned tracked vehicle according to claim 3, characterized in that, The shift cycle operating condition spectrum for the preset distance is as follows: in, n(i, i-1) is the number of times the i-th gear is downshifted to the (i-1)-th gear, and the total number of gears is n; The actual number of clutch shifts in each gear during driving is as follows: Where S is the actual mileage and S0 is the preset distance.

5. The method for correcting the shift hydraulic pressure of the transmission system of an unmanned tracked vehicle according to claim 1, characterized in that, The total wear during gear shifting includes: ， in, and These represent the total wear of each shifting clutch during upshifts and downshifts under actual driving conditions. This represents the number of gear shifts by the clutch in each gear position during actual driving. and These represent the amount of wear during a single upshift and downshift, respectively.

6. The method for correcting the shift hydraulic pressure of the transmission system of an unmanned tracked vehicle according to claim 1, characterized in that, The method further includes: The total wear of the gear shifts is assessed to determine if there are any dangerous gears and to issue a warning. Calculate the wear at the time of clutch failure and assess the remaining mileage of the clutch.

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