CN112414351A - Dynamic clearance testing method for transmission system - Google Patents
Dynamic clearance testing method for transmission system Download PDFInfo
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- CN112414351A CN112414351A CN201910780728.3A CN201910780728A CN112414351A CN 112414351 A CN112414351 A CN 112414351A CN 201910780728 A CN201910780728 A CN 201910780728A CN 112414351 A CN112414351 A CN 112414351A
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- sensor
- magnetoelectric
- photoelectric sensor
- dynamic
- dynamic clearance
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01B—MEASURING LENGTH, THICKNESS OR SIMILAR LINEAR DIMENSIONS; MEASURING ANGLES; MEASURING AREAS; MEASURING IRREGULARITIES OF SURFACES OR CONTOURS
- G01B21/00—Measuring arrangements or details thereof, where the measuring technique is not covered by the other groups of this subclass, unspecified or not relevant
- G01B21/16—Measuring arrangements or details thereof, where the measuring technique is not covered by the other groups of this subclass, unspecified or not relevant for measuring distance of clearance between spaced objects
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M13/00—Testing of machine parts
- G01M13/02—Gearings; Transmission mechanisms
- G01M13/025—Test-benches with rotational drive means and loading means; Load or drive simulation
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- General Physics & Mathematics (AREA)
- Length Measuring Devices With Unspecified Measuring Means (AREA)
Abstract
The invention discloses a dynamic clearance testing method for a transmission system, which comprises the following steps: respectively arranging a photoelectric sensor and a magnetoelectric sensor on two relative moving pieces with a transmission system gap; performing an emergency accelerator filling working condition test and an emergency accelerator losing working condition test under different gears, different vehicle speeds and different accelerator positions, and recording test data of the photoelectric sensor and the magnetoelectric sensor; and calculating the dynamic gap values of the two relative moving parts according to the recorded test data of the photoelectric sensor and the magnetoelectric sensor, and establishing a dynamic gap library of the drive system. According to the invention, the photoelectric sensor and the magnetoelectric sensor are respectively arranged on the two relative moving parts with the transmission system gap, so that a component basis for acquiring the dynamic gap is obtained, the dynamic gap values of the two relative moving parts can be calculated according to the recorded test data of the photoelectric sensor and the magnetoelectric sensor, the measurement of the dynamic gap of the transmission system is realized, and the NVH performance of the whole vehicle can be guided to be improved.
Description
Technical Field
The invention relates to the technical field of automobiles, in particular to a dynamic clearance testing method for a transmission system.
Background
An automobile power train is generally composed of rotating members such as gears and shaft splines, and transmits power output from an engine. If there is no gap between the gear pair, the gear can not rotate, the automobile can not run normally, so the transmission system has unavoidable gap.
The driving conditions of the automobile are complex, such as dynamic driving conditions of acceleration, deceleration, tip in (accelerator tip), tip out (accelerator tip out) and gear shifting, wherein under the conditions of tip in, tip out and gear shifting, if the clearance of the transmission system is too large, the transmission system can easily generate a metal knocking sound (click), the NVH performance of the whole automobile is influenced, and the market competitiveness of the automobile is reduced.
How to measure the dynamic clearance of the transmission system, obtain the dynamic clearance value and establish the clearance target is particularly important for controlling the generation of the problem of the fall. At present, measurement of a static clearance of a transmission system is easy to realize, acquisition of a dynamic clearance of the transmission system is difficult, and the static clearance and the dynamic clearance are different.
Disclosure of Invention
Therefore, the invention aims to provide a dynamic clearance testing method for a transmission system, which is used for measuring the dynamic clearance of the transmission system and providing guidance for improving the NVH performance of a whole vehicle.
A driveline dynamic lash test method, comprising:
respectively arranging a photoelectric sensor and a magnetoelectric sensor on two relative moving pieces with a transmission system gap;
performing an emergency accelerator filling working condition test and an emergency accelerator losing working condition test under different gears, different vehicle speeds and different accelerator positions, and recording test data of the photoelectric sensor and the magnetoelectric sensor;
and calculating the dynamic gap values of the two relative moving parts according to the recorded test data of the photoelectric sensor and the magnetoelectric sensor, and establishing a dynamic gap library of the drive system.
According to the dynamic clearance testing method of the transmission system provided by the invention, the photoelectric sensor and the magnetoelectric sensor are respectively arranged on the two relative moving parts with the transmission system clearance, a component basis is obtained for the dynamic clearance, then a rapid refueling door working condition test and a rapid accelerator loss working condition test are carried out under different gears, different vehicle speeds and different accelerator positions, finally the dynamic clearance values of the two relative moving parts can be calculated according to the recorded test data of the photoelectric sensor and the magnetoelectric sensor, the dynamic clearance measurement of the transmission system is realized, the establishment of a subsequent dynamic clearance database and the establishment of a target are prepared, the method can provide help for the establishment of a dynamic clearance database of the transmission system, and meanwhile, the occurrence of knocking on the pair of moving mechanisms can be specifically known in the process of diagnosing the tip in/out problem so as to guide the solution of the tip in/out problem, the method is helpful for guiding the improvement of the NVH performance of the whole vehicle.
In addition, according to the method for testing the dynamic clearance of the transmission system, the following additional technical characteristics can be provided:
further, for a gear in the gearbox, a magneto-electric sensor is arranged through a threaded hole formed in a gearbox shell; for the transmission shaft, a coded disc is additionally arranged on the shaft to arrange a photoelectric sensor or a gear disc is arranged on the transmission shaft to arrange a magnetoelectric sensor, and a torque sensor is arranged on the transmission shaft to capture a zero-torque interval.
Further, the arrangement mode of the photoelectric sensor is as follows:
manufacturing a code disc matched with the mounting flange surface of the transmission shaft, pasting black and white code paper on the code disc, mounting the code disc pasted with the code paper on the flange surface of the transmission shaft, fixing the photoelectric sensor on a nearby structure which is high in rigidity and does not rotate through a support, and enabling the photoelectric sensor head to face the black and white code disc and be 3-5mm away from the code disc.
Further, the arrangement mode of the photoelectric sensor is as follows:
the code band is directly attached to the transmission shaft, the photoelectric sensor is fixed on a nearby structure which is high in rigidity and does not rotate through the support, and the photoelectric sensor head faces to the black and white code band and is 3-5mm away from the code band.
Further, the arrangement mode of the magnetoelectric sensor is as follows:
for the structure with the gear in the structure shaft, a threaded hole is drilled in a shell of the structure, the magnetoelectric sensor is fixed on the shell through a nut, and the distance between the magnetoelectric sensor and the gear is 2-3 mm.
Further, the arrangement mode of the magnetoelectric sensor is as follows:
the transmission shaft and the half shaft are additionally provided with gears, the magnetoelectric sensor is fixed on a nearby structure which is high in rigidity and does not rotate through a support, and the magnetoelectric sensor faces the gears and is 2-3mm away from the gears.
Further, the torque sensor is arranged in the following way:
the torque sensor is attached to the transmission shaft, a strain signal of the shaft is converted into a voltage signal through a circuit, the voltage signal is sent to the collector terminal, and a torque signal of the transmission shaft is recorded.
Further, the step of calculating the dynamic gap values of the two relatively moving parts according to the recorded test data of the photoelectric sensor and the magnetoelectric sensor comprises the following steps:
respectively acquiring angular velocities omega 1(t) and omega 2(t) of a first rotating piece and a second rotating piece, which are measured by a magnetoelectric or photoelectric sensor, wherein t is time;
respectively performing time integration on the obtained angular speeds, and obtaining corresponding rotation angles, wherein the formula is as follows:
the two rotation angles are subtracted according to the speed ratio to obtain a dynamic clearance value
Where i is the speed ratio, the formula is as follows:
and further, in the step of calculating the dynamic clearance values of the two relative moving parts according to the recorded test data of the photoelectric sensor and the magnetoelectric sensor, measuring for three times under the same working condition and calculating an average value to serve as a final dynamic clearance value.
Drawings
The above and/or additional aspects and advantages of embodiments of the present invention will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:
FIG. 1 is a flow chart of a driveline dynamic lash test method according to an embodiment of the present disclosure;
FIG. 2 is a schematic diagram of a first arrangement of photosensors;
FIG. 3 is a schematic diagram of a second arrangement of photosensors;
FIG. 4 is a schematic view of a second arrangement of magnetoelectric sensors;
FIG. 5 is a clearance diagram for a condition;
FIG. 6 is a comparison graph of half axle clearance reduction engineering samples for effect verification.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
Referring to fig. 1, a method for testing a dynamic clearance of a powertrain according to an embodiment of the present invention includes steps S1-S3:
s1, arranging a photoelectric sensor and a magnetoelectric sensor on two relative moving pieces with a transmission system gap;
during specific implementation, the structure of a transmission system of a test sample car needs to be known in detail, and a photoelectric sensor, a magnetoelectric sensor and other rotation speed sensors are respectively arranged on relative moving parts (a gear, a spline, a half shaft moving joint and the like) of the sample car.
For a gear in the gearbox, arranging a magnetoelectric sensor through a threaded hole formed in a gearbox shell; for the transmission shaft, a coded disc is additionally arranged on the shaft to arrange a photoelectric sensor or a gear disc is arranged on the transmission shaft to arrange a magnetoelectric sensor, and a torque sensor is arranged on the transmission shaft to capture a zero-torque interval.
Specifically, the arrangement of the photoelectric sensor may be two types:
firstly, as shown in fig. 2, a code disc 10 matched with a mounting flange surface of a transmission shaft is manufactured, code paper with alternate black and white is pasted on the code disc 10, the code disc 10 pasted with the code paper is installed on the flange surface of the transmission shaft 20, a photoelectric sensor 40 is fixed on a nearby structure which is high in rigidity and does not rotate through a support 30, and the head of the photoelectric sensor 40 faces the black and white code disc and is 3-5mm away from the code disc.
Secondly, as shown in fig. 3, the code strip 50 is directly attached to the transmission shaft 60, and the photoelectric sensor 80 is fixed to a nearby structure which is rigid and does not rotate through the bracket 70, and the head of the photoelectric sensor 80 faces the black and white code strip and is 3-5mm away from the code strip.
Specifically, there are two types of arrangement of the magnetoelectric sensors:
first, for a structure with a gear in a structural shaft, such as a gear shaft inside a gearbox, a threaded hole is drilled in a shell (corresponding to the gear shaft gearbox shell) of the structure, and a magnetoelectric sensor is fixed on the shell through a nut, wherein the distance between the magnetoelectric sensor and the gear is 2-3 mm.
Secondly, as shown in fig. 4, a gear 12 is additionally arranged on a transmission shaft 11 and a half shaft, a magneto-electric sensor 14 is fixed on a nearby structure which has high rigidity and does not rotate through a bracket 13, and the magneto-electric sensor 14 faces to a gear 15 and is 2-3mm away from the gear.
Wherein, for better catching the clearance, because the moment of eliminating the clearance is that the torque of the transmission shaft goes from a negative value to a positive value, a zero torque interval exists, and the interval is just a clearance elimination interval. The torque sensor can capture a zero torque interval of tip in/out, and is convenient for finding a dynamic clearance.
Specifically, the arrangement mode of the torque sensor is as follows:
the torque sensor is attached to the transmission shaft, a strain signal of the shaft is converted into a voltage signal through a circuit, the voltage signal is sent to the collector terminal, and a torque signal of the transmission shaft is recorded.
S2, performing an emergency accelerator filling working condition test and an emergency accelerator losing working condition test under different gears, different vehicle speeds and different accelerator positions, and recording test data of the photoelectric sensor and the magnetoelectric sensor;
the magnetoelectric sensor records voltage signals in the data acquisition process, all data are recorded in a time tracking mode, after the acquisition is completed, whether the voltage signals recorded by the magnetoelectric sensor are normal or not is checked in detail one by one, and the perfect gear and code disc voltage signals cannot have abnormal signals such as jumping and the like, so that the data correctness is ensured.
And S3, calculating the dynamic gap values of the two relative moving parts according to the recorded test data of the photoelectric sensor and the magnetoelectric sensor, and establishing a dynamic gap library of the drive system.
Wherein, concretely:
respectively acquiring angular velocities omega 1(t) and omega 2(t) of a first rotating piece and a second rotating piece, which are measured by a magnetoelectric or photoelectric sensor, wherein t is time;
respectively performing time integration on the obtained angular speeds, and obtaining corresponding rotation angles, wherein the formula is as follows:
the two rotation angles are subtracted according to the speed ratio to obtain a dynamic clearance value
Where i is the speed ratio, the formula is as follows:
in specific implementation, in order to improve the test accuracy, the measurement is performed three times under the same working condition and an average value is calculated, for example, the dynamic clearance value under a certain working condition actually calculated in table 1 is used as a final dynamic clearance value. And then, a dynamic clearance library of the transmission system of the whole vehicle can be established according to the obtained dynamic clearance value.
TABLE 1 dynamic gap value calculation results
FIG. 5 is a graph of the lash value obtained for a condition in which a zero torque interval is seen, during which the lash is fluctuating significantly, i.e., when the lash is eliminated. The dynamic clearance between the first rotating piece and the second rotating piece is the difference value of clearance values between two points before and after a zero torque interval. Such as a two-axis to differential driven gear lash, is 1 point value minus 2 point values on the two-axis to differential driven gear curve values. Table 1 shows the clearance value under certain working conditions, wherein the clearance between a driven gear and a half shaft of the differential is the largest and reaches 1.85 degrees, and tip in/out loop is easily generated at the position. FIG. 6 shows a half-axle clearance reduction engineering sample effect verification, and it can be seen from FIG. 6 that tip in/out problems are facilitated to be optimized by testing the driveline dynamic clearance.
In summary, according to the dynamic clearance testing method for the transmission system provided by the embodiment, the photoelectric sensor and the magnetoelectric sensor are respectively arranged on the two relative moving parts with the transmission system clearance, so as to obtain a component basis for the dynamic clearance, then the emergency refueling door working condition test and the emergency fuel door loss working condition test are carried out under different gears, different vehicle speeds and different fuel doors, and finally the dynamic clearance values of the two relative moving parts can be calculated according to the recorded test data of the photoelectric sensor and the magnetoelectric sensor, so that the dynamic clearance measurement of the transmission system is realized, the establishment of a subsequent dynamic clearance database and the establishment of a target are prepared, the method can provide help for establishing a dynamic clearance database of the transmission system, and meanwhile, the motion mechanism pair where knocking occurs can be specifically known in diagnosing the tip in/out problem, so as to guide the solution of the tip in/out problem, the method is helpful for guiding the improvement of the NVH performance of the whole vehicle.
It should be understood that portions of the present invention may be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, the various steps or methods may be implemented in software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, any one or combination of the following techniques, which are known in the art, may be used: a discrete logic circuit of a logic gate circuit specifically used for realizing a logic function for a data signal, an application specific integrated circuit having an appropriate combinational logic gate circuit, a Programmable Gate Array (PGA), a Field Programmable Gate Array (FPGA), or the like.
In the description herein, references to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.
While embodiments of the invention have been shown and described, it will be understood by those of ordinary skill in the art that: various changes, modifications, substitutions and alterations can be made to the embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.
Claims (9)
1. A method for testing a dynamic clearance of a drive train, comprising:
respectively arranging a photoelectric sensor and a magnetoelectric sensor on two relative moving pieces with a transmission system gap;
performing an emergency accelerator filling working condition test and an emergency accelerator losing working condition test under different gears, different vehicle speeds and different accelerator positions, and recording test data of the photoelectric sensor and the magnetoelectric sensor;
and calculating the dynamic gap values of the two relative moving parts according to the recorded test data of the photoelectric sensor and the magnetoelectric sensor, and establishing a dynamic gap library of the drive system.
2. The drive train dynamic clearance test method of claim 1, wherein for gears inside the gearbox, a magneto-electric sensor is arranged through a threaded hole drilled in a gearbox housing; for the transmission shaft, a coded disc is additionally arranged on the shaft to arrange a photoelectric sensor or a gear disc is arranged on the transmission shaft to arrange a magnetoelectric sensor, and a torque sensor is arranged on the transmission shaft to capture a zero-torque interval.
3. The drive train dynamic clearance test method of claim 1, wherein the arrangement of the photoelectric sensors is:
manufacturing a code disc matched with the mounting flange surface of the transmission shaft, pasting black and white code paper on the code disc, mounting the code disc pasted with the code paper on the flange surface of the transmission shaft, fixing the photoelectric sensor on a nearby structure which is high in rigidity and does not rotate through a support, and enabling the photoelectric sensor head to face the black and white code disc and be 3-5mm away from the code disc.
4. The drive train dynamic clearance test method of claim 1, wherein the arrangement of the photoelectric sensors is:
the code band is directly attached to the transmission shaft, the photoelectric sensor is fixed on a nearby structure which is high in rigidity and does not rotate through the support, and the photoelectric sensor head faces to the black and white code band and is 3-5mm away from the code band.
5. The drive train dynamic clearance test method of claim 1, wherein the magnetoelectric sensors are arranged in a manner that:
for the structure with the gear in the structure shaft, a threaded hole is drilled in a shell of the structure, the magnetoelectric sensor is fixed on the shell through a nut, and the distance between the magnetoelectric sensor and the gear is 2-3 mm.
6. The drive train dynamic clearance test method of claim 1, wherein the magnetoelectric sensors are arranged in a manner that:
the transmission shaft and the half shaft are additionally provided with gears, the magnetoelectric sensor is fixed on a nearby structure which is high in rigidity and does not rotate through a support, and the magnetoelectric sensor faces the gears and is 2-3mm away from the gears.
7. The driveline dynamic lash test method of claim 2, wherein the torque sensors are arranged in a manner that:
the torque sensor is attached to the transmission shaft, a strain signal of the shaft is converted into a voltage signal through a circuit, the voltage signal is sent to the collector terminal, and a torque signal of the transmission shaft is recorded.
8. The drive train dynamic clearance test method of claim 1, wherein the step of calculating a dynamic clearance value for two relatively moving parts from the recorded test data for the photoelectric sensor and the magnetoelectric sensor comprises:
respectively acquiring angular velocities omega 1(t) and omega 2(t) of a first rotating piece and a second rotating piece, which are measured by a magnetoelectric or photoelectric sensor, wherein t is time;
respectively performing time integration on the obtained angular speeds, and obtaining corresponding rotation angles, wherein the formula is as follows:
the two rotation angles are subtracted according to the speed ratio to obtain a dynamic clearance value
Where i is the speed ratio, the formula is as follows:
9. the drive train dynamic clearance test method according to claim 8, wherein in the step of calculating the dynamic clearance values of the two relatively moving members based on the recorded test data of the photoelectric sensor and the magnetoelectric sensor, the final dynamic clearance value is calculated by measuring three times under the same operating condition and calculating an average value.
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| CN201910780728.3A CN112414351A (en) | 2019-08-22 | 2019-08-22 | Dynamic clearance testing method for transmission system |
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