Sliding resistance testing mechanism and method for automobile clutch spline

Abstract

The invention relates to a sliding resistance testing mechanism and method for an automobile clutch spline, and relates to the technical field of automobile part testing, and the testing mechanism comprises a testing auxiliary mechanism which is provided with a gearbox input shaft and is provided with a constant-temperature cabin, the constant-temperature cabin is internally provided with a clutch driven disc assembly, and the gearbox input shaft extends into the constant-temperature cabin; a weight adjusting device is arranged on an input shaft of the gearbox; the axial driving mechanism is arranged on the test auxiliary mechanism and is connected with the gearbox input shaft through a first push-pull force detection piece; the control system comprises a computer and is used for controlling the axial driving mechanism to drive the gearbox input shaft to do reciprocating motion in the axial direction, so that a spline groove of the gearbox input shaft is far away from or engaged with a spline of the clutch driven plate assembly; and in the reciprocating motion process of the gearbox input shaft, the sliding resistance of the spline of the driven disc assembly is obtained in real time through the first push-pull force detection piece.

Description

TECHNICAL FIELD

[0001] The application relates to the technical field of automobile part testing, in particular to a sliding resistance testing mechanism and method for automobile clutch splines. BACKGROUND

[0002] In the field of traditional fuel vehicles, dry clutches are widely used in manual transmission or AMT (automated mechanical transmission) equipped vehicles. As a key component for power transmission and disconnection, the dry clutch is frequently operated during vehicle operation and is long-term exposed to harsh environments such as high temperature, dust and corrosion. Such a complex and severe working environment puts the clutch driven disc spline under great test, with extremely harsh working conditions.

[0003] Specifically, the clutch driven disc spline working surface is prone to a variety of adverse phenomena. On the one hand, frequent axial movement and erosion of the harsh environment lead to accelerated wear of the spline working surface, with gradually reduced surface precision, which in turn affects the fitting precision of the spline with the transmission input shaft spline; on the other hand, under high temperature working conditions and environments, the spline working surface is prone to rust, and the rust layer not only increases the frictional resistance between the splines, but also may damage the surface structure of the spline, reducing its service life; in addition, dust generated during vehicle operation will gradually accumulate on the spline working surface, forming dust blockage, further hindering the normal sliding of the spline and affecting the performance of the clutch.

[0004] When the vehicle is shifting, the clutch disengagement is a key link. At this time, the clutch driven disc friction plate needs to be separated from the flywheel to cut off the power transmission and ensure smooth shifting operation. In order to achieve this goal, the clutch needs to move axially by a certain distance, i.e. the large end of the pressure plate is separated from the flywheel by a certain distance. In this process, the driven disc moves along the transmission input shaft under the action of the axial force of the wave-shaped plate. However, relying solely on the axial force of the wave-shaped plate is often insufficient to ensure that the friction plate is completely separated from the flywheel, and the driven disc still needs to move a certain distance along the transmission input shaft. However, this additional distance has no direct external driving force, so the smoothness of the movement between the driven disc spline and the transmission input shaft spline is crucial, i.e. the sliding resistance between them must be very small. If the sliding resistance is too large, the driver will need to exert excessive shifting force when shifting, increasing driving fatigue; in severe cases, it may even result in failed shifting, affecting the normal driving of the vehicle, and reducing driving safety and comfort.

[0005] In view of the important influence of clutch spline sliding resistance on vehicle shifting performance, accurate testing of clutch spline sliding resistance and its reliability has become an indispensable link in the engineering verification stage of automobile development. Through comprehensive testing, problems existing in the design or manufacturing process of the spline can be found in time, and the product can be optimized and improved, thereby improving the performance and quality of the clutch and ensuring smooth and smooth shifting operation of the vehicle under various working conditions.

[0006] However, there is currently a lack of devices and methods for testing the sliding resistance of automobile clutch splines on the market. The existing testing methods often cannot accurately simulate the working conditions of clutch splines in actual work, and the testing results are less accurate and reliable, and the testing cost is high, which is difficult to meet the needs of automobile development engineering verification. Therefore, it is of great practical significance to develop a device and method that can accurately and efficiently test the sliding resistance of automobile clutch splines and its reliability. SUMMARY

[0007] The present application provides a sliding resistance testing mechanism and method for automobile clutch splines, which can solve the problem of low-cost simulation of real working conditions for clutch spline axial sliding resistance testing and durability verification in the prior art.

[0008] In a first aspect, the embodiments of the present application provide a sliding resistance testing mechanism for automobile clutch splines, comprising: A test auxiliary mechanism has a transmission input shaft placed thereon, and a constant temperature chamber is installed thereon, wherein the constant temperature chamber is provided with a clutch driven disc assembly, and the transmission input shaft extends into the constant temperature chamber; a weight adjusting device is arranged on the transmission input shaft; An axial driving mechanism is installed on the test auxiliary mechanism and connected with the transmission input shaft through a first push-pull force detection member; A control system includes a computer for controlling the axial driving mechanism to drive the transmission input shaft to reciprocate along the axial direction, so that the spline groove of the transmission input shaft is away from or engaged with the spline of the driven disc assembly; and during the reciprocating movement of the transmission input shaft, the sliding resistance of the spline of the driven disc assembly is obtained in real time through the first push-pull force detection member.

[0009] In some embodiments, a transmission shaft is arranged between the axial driving mechanism and the transmission input shaft, and the transmission shaft is detachably connected to the transmission input shaft.

[0010] In some embodiments, the weight adjusting device includes a second fixed plate connected to the transmission input shaft, a steel wire and a weight connected to the second fixed plate, and a second push-pull force detection member arranged between the second fixed plate and the steel wire, and the second push-pull force detection member is connected to the computer.

[0011] In some embodiments, the axial driving mechanism comprises a slider-crank mechanism connected to the transmission shaft and a power assembly for powering the slider-crank mechanism.

[0012] In some embodiments, the power assembly comprises a driving motor and a speed reducer connected between the driving motor and the slider-crank mechanism. The slider-crank mechanism comprises a wheel disc, a connecting rod and a slider connected to the wheel disc in sequence, the slider being connected to the transmission shaft, and a counting sensor for recording the number of rotations of the wheel disc being connected to the wheel disc.

[0013] In some embodiments, the test auxiliary mechanism comprises a gantry for supporting the clutch driven disc assembly, a first sliding support box for supporting the slider-crank mechanism and a second sliding support box for supporting the transmission shaft.

[0014] In some embodiments, a clutch pressure plate assembly is connected to the clutch driven disc assembly, and the clutch pressure plate assembly and the clutch driven disc assembly are both fixed to the gantry through a first fixing plate. The first fixing plate has a circular cross section, and a circular opening is provided at the center of the first fixing plate for the transmission input shaft to pass through.

[0015] In some embodiments, a high-temperature air conditioner for controlling and maintaining the temperature in the constant-temperature chamber is connected to the constant-temperature chamber.

[0016] In a second aspect, the embodiments of the present application further provide a test method implemented by the sliding resistance test mechanism for the automobile clutch spline, comprising the following steps: According to the specifications of the clutch driven disc assembly, the weight of the weight adjusting device is adjusted, and the temperature in the constant-temperature chamber is raised to the actual working temperature of the clutch driven disc assembly. The axial driving mechanism drives the transmission input shaft to perform the test, and the first push-pull force detection member records the sliding resistance of the clutch driven disc assembly spline and transmits the data to the computer in real time.

[0017] In some embodiments, when the weight of the weight adjusting device is adjusted, the weight of the weight adjusting device is adjusted by selecting a weight of the weight adjusting device according to the specifications of the clutch driven disc assembly.

[0018] The technical scheme provided by the embodiments of the present application has the following beneficial effects: The present application provides a sliding resistance test mechanism and method for an automobile clutch spline, which comprises: a test auxiliary mechanism, a constant-temperature chamber being installed on the test auxiliary mechanism, a clutch driven disc assembly being arranged in the constant-temperature chamber, and a transmission input shaft of a transmission being arranged in the constant-temperature chamber; a weight adjusting device being arranged on the transmission input shaft. An axial driving mechanism is installed on the test auxiliary mechanism and connected with the gearbox input shaft through the first push-pull force detection member; A control system including a computer is used to control the axial driving mechanism to drive the gearbox input shaft to reciprocate along the axial direction, so that the spline groove of the gearbox input shaft is away from or engaged with the spline of the clutch driven disc assembly, and the sliding resistance of the spline of the driven disc assembly is obtained in real time through the first push-pull force detection member during the reciprocation of the gearbox input shaft.

[0019] In actual use, the thermostat chamber is installed and the clutch driven disc assembly is arranged in the thermostat chamber, and the gearbox input shaft is extended into the thermostat chamber. This design can simulate the temperature environment of the clutch spline in actual work, because the dry clutch is long-term in high temperature environment, the thermostat chamber can accurately control the temperature, so that the test environment is closer to the actual working condition, thereby improving the accuracy and reliability of the test results.

[0020] The weight adjusting device is arranged on the gearbox input shaft, which can simulate the weight distribution of the gearbox input shaft and related parts under different working conditions. Different loads and other factors in actual operation of the vehicle will cause different effects of the weight of the related parts on the spline. Through the device, the actual working state can be more truly restored, and the torque of the parts can be adjusted according to the needs of different clutch specifications by using the weight adjusting device to adjust the pre-tightening torque, so that the test results have more practical reference value.

[0021] The axial driving mechanism is installed on the test auxiliary mechanism and connected with the gearbox input shaft through the first push-pull force detection member. The control system controls the axial driving mechanism to drive the gearbox input shaft to reciprocate along the axial direction, simulates the relative movement between the spline of the clutch driven disc assembly and the spline groove of the gearbox input shaft in the actual shifting process. In the reciprocation process, the first push-pull force detection member can obtain the sliding resistance of the spline of the driven disc assembly in real time, which provides accurate data support for accurately evaluating the spline performance.

[0022] The control system includes a computer, which can realize automatic control of the axial driving mechanism. Compared with the existing situation of lack of special test means, the development of such a special test device and method can more accurately and efficiently complete the test task. The high cost of multiple tests or product improvement in the later stage due to inaccurate testing is avoided, and the test cost in the whole process of automobile development is reduced.

[0023] At present, there is a lack of device and method for testing the spline sliding resistance of automobile clutch in the market, and the existing testing means cannot accurately simulate the actual working condition, and the testing result has low accuracy and reliability and high cost. The testing device accurately simulates the actual working condition through the constant temperature chamber and the weight adjusting device, and accurately obtains the data by using automatic control and precise detection, which effectively supplements the deficiency of the existing testing means, and is consistent with the target of improving the testing accuracy and reliability in the overall technical scheme. The application can accurately obtain the sliding resistance data, and provides strong support for the manufacturing, process testing and verification of the clutch spline, and realizes the testing and durability verification of the spline axial sliding resistance of the clutch under the actual working condition. BRIEF DESCRIPTION OF DRAWINGS

[0024] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings needed in the embodiment description will be briefly introduced. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative labor.

[0025] Figure 1 The side view of the testing mechanism provided in the embodiments of the present application is shown in the drawings. Figure 2 The top view of the testing mechanism is shown in the drawings. Figure 3 The schematic view of the crank slider mechanism and the speed reducer is shown in the drawings. Figure 2 The schematic view of the crank slider mechanism is shown in the drawings. Figure 4 The schematic view of the crank slider mechanism is shown in the drawings. Figure 2 The schematic view of the crank slider mechanism and the speed reducer is shown in the drawings. Figure 5 The schematic view of the crank slider mechanism is shown in the drawings. Figure 2 The schematic view of the crank slider mechanism is shown in the drawings. Figure 6 The schematic view of the crank slider mechanism is shown in the drawings. Figure 2 The schematic view of the crank slider mechanism is shown in the drawings.

[0026] In the drawings: 1, constant temperature chamber; 2, crank slider mechanism; 3, first push-pull force detection piece; 4, transmission shaft; 5, second fixed plate; 6, gearbox input shaft; 7, clutch driven disc assembly; 8, clutch pressure plate assembly; 9, first fixed plate; 10, counting sensor; 11, second push-pull force detection piece; 12, weight; 13, steel wire rope; 21, wheel disc; 22, connecting rod; 23, slider; 24, slide; 110, driving motor; 111, speed reducer; 112, gantry; 113, first sliding support box; 114, second sliding support box. DETAILED DESCRIPTION

[0027] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments of the present application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present application.

[0028] This application provides a sliding resistance testing mechanism and method for automotive clutch splines, which can solve the problem in the prior art that it is impossible to simulate the real working state at low cost to conduct axial sliding resistance testing and durability verification of clutch splines.

[0029] See Figure 1 and Figure 2 As shown, in one aspect, this application provides a sliding resistance testing mechanism for automotive clutch splines, comprising: The test auxiliary mechanism has a gearbox input shaft 6 placed on it and a constant temperature chamber 1 installed thereon. The constant temperature chamber 1 is equipped with a clutch driven plate assembly 7. The gearbox input shaft 6 extends into the constant temperature chamber 1. The gearbox input shaft 6 is equipped with a weight adjustment device. An axial drive mechanism is mounted on a test auxiliary mechanism and connected to the gearbox input shaft 6 via a first push-pull force detection element 3. The control system includes a computer for controlling the axial drive mechanism to drive the gearbox input shaft 6 to reciprocate along the axial direction, so that the spline groove of the gearbox input shaft 6 moves away from or engages with the spline of the clutch driven plate assembly 7; and during the reciprocating motion of the gearbox input shaft 6, the sliding resistance of the driven plate assembly spline is obtained in real time through the first push-pull force detection element 3.

[0030] In practical use, a constant temperature chamber 1 is installed, and the clutch driven plate assembly 7 is placed inside it, while the gearbox input shaft 6 extends into the constant temperature chamber 1. This design can simulate the temperature environment of the clutch spline in actual operation. Because dry clutches are in a high-temperature environment for a long time, the constant temperature chamber 1 can precisely control the temperature, making the test environment closer to the real working conditions, thereby improving the accuracy and reliability of the test results.

[0031] A weight adjustment device is installed on the gearbox input shaft 6 to simulate the weight distribution of the gearbox input shaft 6 and its related components under different operating conditions. In actual vehicle operation, different loads and other factors will cause the weight of related components to have different effects on the spline. This device can more realistically reproduce the actual working state. The torque of the components can be adjusted according to the needs of different clutch specifications by using the weight adjustment device to adjust the preload torque, making the test results more practically valuable.

[0032] like Figure 1, Figure 2 and Figure 3 As shown, the axial drive mechanism is mounted on the test auxiliary mechanism and connected to the gearbox input shaft 6 via the first push-pull force detection element 3. The control system controls the axial drive mechanism to drive the gearbox input shaft 6 to reciprocate axially, simulating the relative movement between the splines of the clutch driven disc assembly 7 and the spline groove of the gearbox input shaft 6 during actual gear shifting. During the reciprocating motion, the first push-pull force detection element 3 can acquire the sliding resistance of the driven disc assembly splines in real time, providing accurate data support for accurately evaluating spline performance.

[0033] The control system, including a computer, enables automated control of the axial drive mechanism. Developing this specialized testing device and method allows for more accurate and efficient testing compared to existing systems lacking dedicated testing tools. It avoids the high costs associated with multiple tests or later improvements due to inaccurate testing, thus reducing overall testing costs in the automotive development process.

[0034] Currently, there is a lack of specialized devices and methods for testing the sliding resistance of automotive clutch splines. Existing testing methods cannot accurately simulate actual working conditions, resulting in low accuracy and reliability of test results, as well as high costs. This testing device accurately simulates actual working conditions through a constant temperature chamber 1 and a weight adjustment device. It utilizes automated control and precise detection to obtain accurate data, effectively supplementing the shortcomings of existing testing methods and aligning with the overall technical solution's goal of improving testing accuracy and reliability. This application can accurately acquire sliding resistance data, providing strong support for the manufacturing, process inspection, and verification of clutch splines, and realizing the testing of axial sliding resistance of clutch splines under actual working conditions and its durability verification.

[0035] In some alternative embodiments, such as Figure 1 and Figure 2 As shown, the device also includes a drive shaft 4, which is positioned between the axial drive mechanism and the gearbox input shaft 6. The drive shaft 4 is detachably connected to the gearbox input shaft 6. This detachable connection allows the testing device to be easily matched with gearbox input shafts 6 of different specifications. During automotive development, clutches and gearbox input shafts 6 may differ in size and structure between different vehicle models or design stages. The detachable drive shaft 4 eliminates the need for large-scale modifications to the entire testing device; simply replacing the drive shaft 4 with a suitable specification or adjusting its connection method allows the testing device to adapt to various gearbox input shafts 6, significantly improving its versatility and reducing the cost and time associated with replacing testing equipment due to different input shaft specifications.

[0036] In some alternative embodiments, such as Figure 1 and Figure 6As shown, the weight adjusting device includes a second fixed plate 5 connected to the input shaft 6 of the gearbox, and a steel wire rope 13 and a weight 12 connected to the second fixed plate 5, and a second push-pull force detection member 11 is arranged between the second fixed plate 5 and the steel wire rope 13, and the second push-pull force detection member 11 is connected to the computer.

[0037] In some actual use cases, due to the arrangement of the transmission shaft 4, the weight adjusting device can be arranged on the transmission shaft 4 instead of the input shaft 6 of the gearbox, so that the test device can be conveniently matched with different specifications of the input shaft 6 of the gearbox. On this basis, arranging the weight adjusting device on the transmission shaft 4, since the input shaft 6 of the gearbox and the transmission shaft 4 are connected in the axial direction, their force conditions are consistent, and no matter what specification of the input shaft 6 of the gearbox is faced, the position and connection mode of the weight adjusting device can be flexibly adjusted, and the mounting structure of the weight adjusting device does not need to be redesigned for each different specification of the input shaft, further enhancing the adaptation ability of the test device to different specifications of the input shaft 6 of the gearbox and improving the universality.

[0038] In actual use, the load is applied by connecting the weight 12 through the steel wire rope 13, and this design can more accurately simulate the load condition of the input shaft 6 of the gearbox in the actual working process from the clutch and other components. The weight of the weight 12 is accurately controllable and measurable, so that the load size can be flexibly adjusted according to actual needs in different test stages, thereby more realistically simulating the force condition of the input shaft 6 of the gearbox of the vehicle under different driving conditions, and providing a reliable test environment for evaluating the performance of the clutch spline and related components under various load conditions.

[0039] The weight 12 as a load applying device simulates the pre-tightening force of the clutch in actual work, and its weight is fixed and stable, and will not change significantly during the test process due to external factors. Compared with some electronic load simulation devices, the load fluctuation problem caused by unstable performance of electronic components or signal interference is avoided, and a continuous and stable load can be provided for the test to ensure the accuracy and repeatability of the test results.

[0040] The second push-pull force detection member 11 is arranged between the second fixed plate 5 and the steel wire rope 13, and can accurately measure the pulling force of the steel wire rope 13 on the second fixed plate 5, i.e. the input shaft 6 of the gearbox, that is, the size of the load force. The detection member is connected to the computer, and the measured force value data can be transmitted to the computer in real time for recording, analysis and processing. The computer can monitor and judge the force value data in real time according to the preset test parameters and algorithms, and timely find abnormal changes of the load force, to provide accurate load force information for the test personnel, which is helpful for analyzing the mechanical properties and motion characteristics of the clutch spline under the action of the load.

[0041] The load applied on the input shaft 6 of the transmission can be easily adjusted by increasing or decreasing the number of the weights 12 or replacing the weights 12 with different weights. This flexible load adjustment mode enables the testing device to adapt to the testing requirements of clutches of different models and specifications without the need for complex mechanical modification or redesign of the device. For example, when testing clutches matched with engines of different displacements, the combination of the weights 12 can be quickly adjusted according to the torque characteristics of the engine to match the testing load with the actual working load, thereby improving the versatility and applicability of the testing device.

[0042] The structure of each component of the weight adjustment device is relatively simple, and the installation and disassembly process is relatively convenient. During the testing preparation stage, the device can be quickly installed on the input shaft 6 of the transmission and debugged and calibrated. After the testing is completed, the device can also be easily disassembled to facilitate maintenance, maintenance and storage of the device, and also facilitate other testing or repair work on the input shaft 6 of the transmission and other related components.

[0043] In actual use, the first push-pull force detection member 3 and the second push-pull force detection member 11 are both push-pull force sensors, which have the characteristics of high sensitivity and can accurately perceive extremely small changes in the push-pull force received by the input shaft 6 of the transmission during testing. When simulating the spline slip condition of the clutch, the resistance generated during the spline slip process is often small and changes slightly, and ordinary measuring tools are difficult to accurately capture these changes. The push-pull force sensor can accurately convert it into an electrical signal to provide detailed and accurate force value data for the tester, thereby more accurately evaluating the performance of the clutch spline and providing an important basis for the optimized design of the product. Through analysis and research of a large amount of test data, engineers can deeply understand the slip resistance and performance of the clutch spline under different working conditions, find out the deficiencies in the design of the product, and make targeted optimization and improvement. For example, according to the analysis results of the force value data, the tooth shape design, material selection or heat treatment process of the spline is optimized to improve the wear resistance, fatigue resistance and transmission efficiency of the spline, thereby improving the overall quality and performance of the product.

[0044] In some optional embodiments, the axial driving mechanism includes a crank slider mechanism 2 connected to the transmission shaft 4 and a power assembly for providing power to the crank slider mechanism 2.

[0045] In some optional embodiments, as Figure 1 , Figure 4 and Figure 5As shown, the power assembly includes a drive motor 110 and a speed reducer 111 connected between the drive motor 110 and the slider-crank mechanism 2; the slider-crank mechanism 2 includes a wheel disc 21, a connecting rod 22 and a slider 23 connected in sequence to the wheel disc 21, and the slider 23 is connected to the transmission shaft 4, and a counting sensor 10 for recording the number of rotations of the wheel disc 21 is connected to the wheel disc 21. The slider 23 can slide along the slide 24, thereby driving the transmission shaft 4 to move axially.

[0046] The slider-crank mechanism 2 can convert rotary motion into reciprocating linear motion, which makes it suitable for simulating the reciprocating motion experienced by the gearbox input shaft 6 in actual work. The front end of the speed reducer 111 is connected to the flywheel disc 21 of the slider-crank mechanism 2, and an eccentric rotating shaft is arranged on the flywheel disc 21, and the eccentric amount can be set to 0.75 mm. This specific eccentric amount plays a key role in the slider-crank mechanism 2, which is equivalent to a crank. The two ends of the connecting rod 22 are stably connected with the eccentric shaft of the wheel disc 21 and the rotating shaft of the slider 23. When the wheel disc 21 starts to rotate, it can forcefully push the connecting rod 22 due to its eccentric structure, thereby driving the slider 23 to move periodically left and right in the pre-set slide 24, and the movement amount of the slider 23 is exactly equal to the eccentric amount of 0.75 mm. In this process, the push-pull force sensor measures the dynamic changes of the axial push-pull force in real time and accurately.

[0047] In the clutch system of the automobile, the gearbox input shaft 6 will be subjected to a force similar to reciprocating motion during the engagement and disengagement of the clutch spline. By driving the gearbox input shaft 6 to reciprocate through the slider-crank mechanism 2, the actual working scenario can be highly realistically restored, providing reliable conditions for testing the performance of the clutch spline under reciprocating motion.

[0048] Through reasonable structural design and kinematic analysis during the design and operation of the slider-crank mechanism 2, relatively stable reciprocating motion can be achieved. Compared with some simple mechanical structures or pneumatic and hydraulic driving methods, it can reduce the impact and vibration during the motion, making the force received by the gearbox input shaft 6 more uniform and stable. This helps to more accurately test the friction characteristics, wear conditions and other performance indicators of the clutch spline under stable reciprocating motion, improving the accuracy and reliability of the test results.

[0049] The drive motor 110 in the power assembly provides the original power, which is transmitted stably to the slider-crank mechanism 2 after being reduced in speed and increased in torque by the speed reducer 111. The speed reducer 111 can adjust the output speed and torque according to the actual test requirements, so that the slider-crank mechanism 2 obtains appropriate motion parameters. This stable power transmission and accurate parameter adjustment ensure that the gearbox input shaft 6 can move according to the pre-set reciprocating motion law, meeting the requirements of different test conditions.

[0050] The combination of the driving motor 110 and the speed reducer 111 can realize efficient use of energy. The driving motor 110 can operate at a suitable power according to the load condition in the test process, avoiding long-time high-load operation of a high-power motor and reducing energy consumption. At the same time, the transmission efficiency of the speed reducer 111 is high, which can reduce the loss of power in the transmission process, improve the operation efficiency of the entire driving system, and reduce the test cost.

[0051] As shown in Figure 1 The counting sensor 10 is connected to the wheel disc 21 and can accurately record the number of rotations of the wheel disc 21 in real time. Since the number of rotations of the wheel disc 21 has a fixed corresponding relationship with the number of reciprocating movements of the crank slider mechanism 2 and the number of reciprocating movements of the gearbox input shaft 6, the number of rotations of the wheel disc 21 recorded by the counting sensor 10 can be used to accurately calculate the number of reciprocating movements of the input shaft. This is of great significance for testing the performance changes of the clutch spline under different numbers of reciprocating movements, for example, it can analyze the relationship between the degree of wear of the spline and the number of reciprocating movements, and provide data support for the life evaluation of the product. Moreover, the data recorded by the counting sensor 10 can be fed back to the control system in real time, and the control system can accurately control the speed and direction of the driving motor 110 according to these data, so as to realize closed-loop control of the motion parameters of the crank slider mechanism 2. For example, when it is necessary to change the reciprocating frequency of the input shaft, the control system can adjust the speed of the driving motor 110 in time according to the current number of rotations fed back by the counting sensor 10, so that the input shaft can quickly and accurately reach the new motion state, thereby improving the automation degree and control accuracy of the test.

[0052] In some optional embodiments, as shown in Figure 1 and Figure 2 The test auxiliary mechanism includes a gantry 112 for supporting the clutch driven disc assembly 7, a first sliding support box 113 for supporting the crank slider mechanism 2, and a second sliding support box 114 for supporting the transmission shaft 4.

[0053] In some optional embodiments, the clutch pressure plate assembly 8 is connected to the clutch driven disc assembly 7, and the clutch pressure plate assembly 8 and the clutch driven disc assembly 7 are both fixed to the gantry 112 through the first fixed plate 9. The first fixed plate 9 has a circular cross-section, and a circular opening is arranged at the center of the first fixed plate 9 for the gearbox input shaft 6 to pass through.

[0054] The gantry 112, as a key component supporting the clutch driven disc assembly 7, has high structural strength and rigidity. It can prevent the driven disc assembly from shaking or moving during the test, and provide a stable foundation platform for the entire test system, ensuring the smooth progress of the test process. The first sliding support box 113 is used to support the crank slider mechanism 2, and the second sliding support box 114 is used to support the transmission shaft 4. The two sliding support boxes not only can provide stable support for the corresponding components in the vertical direction, but also can compensate for the displacement caused by the movement or installation error of the components to a certain extent, ensuring the stability and straightness of the crank slider mechanism 2 and the transmission shaft 4 during operation, reducing vibration and noise caused by unstable components, and improving the accuracy and reliability of the test.

[0055] In some optional embodiments, the constant temperature cabin 1 is connected with a high-temperature air conditioner for controlling and maintaining the temperature in the cabin. In actual operation of the automobile, the clutch will work in various temperature environments, and the high-temperature environment is particularly common, for example, the temperature in the engine compartment can be as high as hundreds of degrees Celsius. The high-temperature air conditioner can accurately control the temperature in the constant temperature cabin 1, simulate the real high-temperature environment of the clutch during actual work, make the test results more close to the actual use, and greatly improve the accuracy and reliability of the test data. By increasing the temperature in the constant temperature cabin 1 to a high level through the high-temperature air conditioner, the working scene of the clutch can be simulated to meet the reliability of the test of the sliding resistance of the spline of the clutch.

[0056] In a second aspect, the embodiments of the present application also provide a test method implemented by using the sliding resistance test mechanism of the spline of the automobile clutch, comprising the following steps: According to the specification of the clutch driven disc assembly 7, the weight of the weight adjusting device is adjusted, and the temperature in the constant temperature cabin 1 is increased to the actual working temperature of the clutch driven disc assembly 7. The axial driving mechanism drives the test of the gearbox input shaft 6, the first push-pull force detection piece 3 records the sliding resistance of the spline of the clutch driven disc assembly 7, and the data is transmitted to the computer in real time.

[0057] In some optional embodiments, when adjusting the weight of the weight adjusting device, the weight of the weight adjusting device is adjusted by selecting the appropriate weight of the weight 12 according to the specification of the clutch driven disc assembly 7.

[0058] In the actual test process, the temperature in the thermostat 1 is raised to the actual working temperature of the clutch driven disc assembly 7, such as the thermostat 1 being raised to about 120 degrees Celsius (with a difference of 5 degrees Celsius), which can highly restore the temperature conditions of the clutch in actual use. The torque is applied by adjusting the weight of the weight adjusting device, simulating the pre-tightening force of the clutch in actual work. Different specifications of the clutch require different pre-tightening torques, and according to the specifications of the clutch, the appropriate weight of the weight 12 is accurately calculated and selected, which can ensure that the force borne by the clutch spline during the test is consistent with the actual working condition, further improving the authenticity and reliability of the test. The required weight of the weight 12 is accurately calculated by using the formula T=mgr (M is the mass of the weight 12 and the push-pull force sensor, g is the acceleration of gravity, and r is the rotational radius of the transmission input shaft 6), so as to accurately control the torque applied to the clutch spline. This accurate torque control can avoid inaccurate test results caused by excessive or insufficient torque, ensure that each test is carried out under the same force condition, and facilitate accurate comparison and analysis of data of different clutches or different test stages.

[0059] When the clutch specification is less than 200 mm, the pre-tightening torque is 12 N.m; when the clutch specification is greater than or equal to 200 mm and less than 240 mm, the pre-tightening torque is 14 N.m; when the clutch specification is greater than or equal to 240 mm and less than 300 mm, the pre-tightening torque is 16 N.m; when the clutch specification is greater than or equal to 300 mm and less than 380 mm, the pre-tightening torque is 25 N.m; when the clutch specification is greater than or equal to 380 mm and less than 395 mm, the pre-tightening torque is 38 N.m; when the clutch specification is greater than or equal to 395 mm, the pre-tightening torque is 49 N.m. In practice, different weights of the weight can be replaced accordingly.

[0060] In practice, when the driving mechanism drives the test device to test, the reduction gear 111 connected with the driving motor 110 drives the crank slider mechanism 2 to move reciprocally, and the crank slider mechanism 2 drives the transmission input shaft 6 to move along the axial direction through the transmission shaft 4, so that the spline groove of the transmission input shaft 6 is engaged with the spline of the clutch driven disc assembly 7.

[0061] The first push-pull force detection member 3 can record the sliding resistance of the spline of the clutch driven disc assembly 7 in real time, and transmit the data to the computer in real time. At the same time, the Hall counting sensor 10 can collect the number of rotations in real time and transmit them to the computer. This real-time data acquisition and recording method can timely capture the change of the sliding resistance during the test, avoid the errors and delays caused by manual recording, and improve the accuracy and integrity of the test data.

[0062] The method can flexibly adjust the weight of the weight adjusting device according to different specifications of the clutch driven disc assembly 7. By referring to the given clutch specification and pre-tightening torque corresponding table, the appropriate weight of the weight 12 can be quickly and accurately selected to meet the testing needs of different models and specifications of the clutch. This makes the testing method have wide applicability, without the need to redesign the testing scheme for each clutch, reducing the testing cost and time.

[0063] In addition to adjusting the weight of the weight 12 according to the clutch specification, the motor speed can also be controlled by an electronic computer, combined with the gear reduction ratio of the motor, which can ensure that the frequency of the spline reciprocating motion in the constant temperature chamber 1 is adjustable within the range of 2-5 Hz. This adjustable test parameter enables the test method to simulate different working conditions, further enhancing the adaptability to different actual use scenarios.

[0064] The test is carried out in the constant temperature chamber 1, which can isolate the high temperature and other dangerous factors from the operator, providing a safe working environment for the operator. At the same time, the constant temperature chamber 1 can stably control the temperature to avoid damage to the test equipment and the clutch sample caused by excessive temperature fluctuations, ensuring the stability of the test process. The constant temperature chamber 1 isolates other external components, allowing them to be in a normal temperature state, simulating real working conditions and ensuring the accuracy of the test.

[0065] The sliding resistance data and rotation frequency data collected during the test are transmitted to the computer in real time, and the computer can automatically store, analyze and process these data. In practice, after 2 million tests, the data obtained by the computer can be sorted out. The test conclusion can be determined by whether there is obvious wear on the spline surface and whether the sliding resistance is greater than the initial value during and after the test.

[0066] In the description of the present application, it should be noted that the terms "upper", "lower" and the like indicate the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the devices or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation on the present application. Unless otherwise specified and limited, the terms "mounting", "connection", "connection" should be interpreted broadly, for example, it can be a fixed connection, or a detachable connection, or an integral connection; it can be a mechanical connection, or an electrical connection; it can be directly connected, or indirectly connected through an intermediate medium, or the internal connection of two elements. For those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0067] It should be noted that, in the present application, the relational terms such as "first" and "second", and the like, are used solely to distinguish one entity or action from another, without necessarily requiring or implying any actual relationship or order between such entities or actions. Moreover, the terms "comprises", "comprising", or any other variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but can also include other elements not expressly listed or inherent to such process, method, article, or apparatus. An element proceeded by "comprises... a" does not, without more constraints, exclude the existence of additional identical elements in the process, method, article, or apparatus that comprises the element.

[0068] The foregoing is merely illustrative of the principles of the application and various modifications can be made by those skilled in the art without departing from the spirit and scope of the application. The above embodiments are illustrative, and not restrictive, of the scope of the application.

Claims

1. A mechanism for testing the sliding resistance of an automotive clutch spline, characterized by, The test auxiliary mechanism has a gearbox input shaft (6) placed thereon and is provided with a thermostat (1) having a clutch driven disc assembly (7) arranged in the thermostat (1), and the gearbox input shaft (6) extends into the thermostat (1); and a weight adjusting device is arranged on the gearbox input shaft (6); The axial driving mechanism is arranged on the test auxiliary mechanism and is connected with the gearbox input shaft (6) through a first push-pull force detecting element (3); The control system comprises a computer for controlling the axial driving mechanism to drive the gearbox input shaft (6) to reciprocate along the axial direction, so that the spline groove of the gearbox input shaft (6) is away from or engaged with the spline of the clutch driven disc assembly (7); and the sliding resistance of the spline of the clutch driven disc assembly (7) is acquired in real time through the first push-pull force detecting element (3) during the reciprocating movement of the gearbox input shaft (6).

2. The sliding resistance test mechanism for the spline of the automobile clutch according to claim 1, further comprising a transmission shaft (4) arranged between the axial driving mechanism and the gearbox input shaft (6), and the transmission shaft (4) is detachably connected with the gearbox input shaft (6).

3. The sliding resistance test mechanism for the spline of the automobile clutch according to claim 1, wherein the weight adjusting device comprises a second fixed plate (5) connected with the gearbox input shaft (6), a steel wire rope (13) and a weight (12) connected with the second fixed plate (5), a second push-pull force detecting element (11) arranged between the second fixed plate (5) and the steel wire rope (13), and the second push-pull force detecting element (11) is connected with the computer.

4. The sliding resistance test mechanism for the spline of the automobile clutch according to claim 2, wherein the axial driving mechanism comprises a crank slider mechanism (2) connected with the transmission shaft (4) and a power assembly for providing power to the crank slider mechanism (2).

5. The sliding resistance test mechanism for the spline of the automobile clutch according to claim 4, wherein the power assembly comprises a driving motor (110) and a speed reducer (111) connected between the driving motor (110) and the crank slider mechanism (2); the crank slider mechanism (2) comprises a wheel disc (21), a connecting rod (22) and a slider (23) connected with the wheel disc (21) in sequence, the slider is connected with the transmission shaft (4), and a counting sensor (10) for recording the number of rotations of the wheel disc is arranged on the wheel disc.

6. The sliding resistance test mechanism for the spline of the automobile clutch according to claim 5, wherein the test auxiliary mechanism comprises a gantry (112) for supporting the clutch driven disc assembly (7), a first sliding support box (113) for supporting the crank slider mechanism (2) and a second sliding support box (114) for supporting the transmission shaft (4).

7. The sliding resistance test mechanism for the spline of the automobile clutch according to claim 6, wherein ​ ​ ​ ​ ​ ​ The clutch driven disc assembly (7) is connected with a clutch pressure disc assembly (8), and the clutch pressure disc assembly (8) and the clutch driven disc assembly (7) are both fixed to the portal frame (112) through a first fixing plate (9). The first fixing plate (9) is circular in cross section, and a circular opening is arranged at the center of the first fixing plate (9) for the gearbox input shaft (6) to pass through.

8. The automobile clutch spline sliding resistance testing mechanism according to claim 1, wherein: The constant temperature chamber (1) is connected with a high temperature air conditioner for controlling and maintaining the temperature in the chamber.

9. A test method using the sliding resistance test mechanism of the automobile clutch spline according to any one of claims 1 to 8, characterized by, The method comprises the following steps: According to the specification of the clutch driven disc assembly (7), the weight of the weight adjusting device is adjusted, and the temperature in the constant temperature chamber is increased to the actual working temperature of the clutch driven disc assembly (7); The axial driving mechanism drives the gearbox input shaft (6) to conduct the test, the first push-pull force detecting member (3) records the spline sliding resistance of the clutch driven disc assembly (7), and the data is transmitted to the computer in real time.

10. The automobile clutch spline sliding resistance testing method according to claim 9, wherein: When the weight of the weight adjusting device is adjusted, the weight of the weight adjusting device is adjusted according to the specification of the clutch driven disc assembly (7), and the weight of the weight adjusting device is adjusted according to the specification of the clutch driven disc assembly (7).

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