大转角离合器介绍PDF

NVH的含义？
Noises – 噪音 来自变速箱的噪音 来自车厢内的噪音 来自传动系的噪音 Vibrations – 振动 加速或换档时不舒适的感受 汽车发动时的颤抖 发动机低转速时的振动 Harshness – 刺耳声 在操作工作中来自于离合器踏板的声音 在换档过程中传动系发出的刺耳的噪音
引起 NVH的原因？
JUDDER (GVW)
我们如何评估 NVH？
DYNAMIC SLIP CHECK Worst of 5 assessements CLUTCH PEDAL Roar Vibration Mira CMS accels Idle
CLONK Clutch engagement Clutch re-engagement LAUNCH QUALITY Take-up feel Clutch pedal acceleration Clutch modulation
2 4 6 2 4 6 O 4 4 3
1 3 5 1 3 5 D 3 3 2
2 4 6 2 4 6 O 4 4 3
14-15 16-17 18-19 20-21 22-23 24-25 26-27 28-29 30-31 32-33 34 35 36-37 38-39 40 41-42 43-44 45-46 47-48
Products which provide NVH solutions...
Long travel damper – LTD Driven Plate
这种设计可以为更多的 NVH问题提供解决方案 设计特征 - 多极阻尼（滞后）系统 - 多级弹簧
优点 • 当装到传统的单质量飞轮 （ SMF ）上，在某些车型上，此种从动盘可以取 代双质量飞轮 • 相对于双质量飞轮可提升操控性，尤其是在发动机低速运转时 • 相对于双质量飞轮可提供更佳的可靠性 • 通过替代双质量飞轮节省大量成本
传动系 NVH的3个主要原因： 1. 快速的踩/松油门或者快速结合离合器给传动系带来的扭矩的 突然变化 2. 周期性的发动机的冲程循环引起转速的波动 3. 离合器偏摆导致扭矩传递的波动同时伴随着离合器打滑
TEST No JUDDER (Unlaiden) Gradient 1 in 6 1000rpm 1500rpm 2000rpm Fwd Flat 1000rpm Gradient 1 in 6 1500rpm 2000rpm TAKE-UP RATTLE Light throttle Medium throttle Full throttle DISENGAGEMENT RATTLE Creep disengagenment 1st Gear Reverse Gear 31-32 Hold Out Slip Squawk 33-34 2000rpm 3000rpm 4000rpm 5000rpm 35-39 40-44 1st Gear Reverse Gear 25-26 27-28 29-30 Fwd Hill Rev Flat Rev Hill 13-16 17-20 21-24 Fwd Flat Fwd Hill Rev Flat Rev Hill 1-4 5-8 9-12
Conventional Spring 传统弹簧 Clamped Position New Clamped Position Fully W orn
载 荷
工作点 （ 新离合 器） 工作点 （完全磨 损）
1.00
2.00
3.00
4.00
5.00
Deflection (mm)
位移
从动盘 – 设计特性
摩擦面片必须提供摩擦驱动 力同时需具备如下性能： 良好的耐磨性 高爆破速度 良好的减震性能以避免颤动 环保 在工作时有相对较高的摩擦 系数 利用弹簧和阻尼提供NVH解 决方案
400 350 300 250 200 150 100 T o rq u e (N m ) 50 0 -50 -100 -150 -200 -250 -300 -350 -400 -10 -5 0 Deflection (degrees) 5 10
多级减振从动盘
该种离合器有一级额外的低刚度的弹簧，用 于发动机怠速运转或变速箱空档时的减振降 噪.
Selected Gear or Clutch Condition
我们如何评估 NVH？
90% Customers Satisfaction Imperative Enginering Rating Index Evaluation of Attribute Performance Customer Statifaction (for the attribute) Improvements Desired By % Customer Complaint 1 2 3 Poor 4 5 Borderline 6 Acceptable 7 Fair 8 Good 9 Very Good 10 Excellent
传统 DMF （ 双质量飞轮）
长线圈弹簧 填充润滑脂 平或者球状轴承 扭矩限位器 通过加速增加摩擦
盖总成
膜片弹簧提供压紧力 通过分离指实现分离 通过传动片使压盘升 起 压盘散热
膜片弹簧的设计和制造
直径从 87.5mm 到 312mm
Conventional Clutch Characteristics
传统离合器的特征曲线
14000 12000 Spring Load (N) 10000 8000 6000 4000 2000 0 0.00
Idle (cold)
Idle (Hot)
2nd gear (hot)
2nd gear (cold) 45-46 47-48
Light throttle
Medium throttle
Full throttle 49-51 52-54 55-57
CLUTCH PEDAL CHARACTERISTICS See clutch pedal referance loop PEDAL LIMIT SPEED
离合器概述
离合器有2个主要功能： - 结合，分离以及将发动机的扭矩 以 一种平滑和可控的方式 （手动或自动）传递给车辆 。 - 为传动系提供NVH的解决方案 （ 噪音/发抖/刺耳声） 离合器由两个主要的总成组成：- 盖总成（或压板）是与飞轮相连，用于提供压紧力和散热 - 从动盘与变速箱相连接，通过摩擦面片和扭转减振器传递发动 机扭矩。
58 59
我们如何评估 NVH？
IDLE RATTLE Cold idle rattle Electrics Off With Low Beam With Low Beam and Heated Rear Window Electrics Off, with Air Conditioning Idle after start up Clutch load induced Idle rattle START / STOP Start up Switch off Short start resonance TRANSMISSION NOISES & SHUNT Drive away rattle (1st & 2nd, 500rpm up, <50% WOT) Drive rattle (3rd, 75% WOT; 4th, 75-100% WOT) Drive rattle (5th, 75% WOT; 6th, 75-100% WOT) Over-run rattle (1st & 2nd) Over-run rattle (3rd & 4th) Over-run rattle (5th & 6th) Drive whine 25% WOT & Over-run whine, State worst Gear Load changing: Major (3 & 4, 1-2000rpm, 50-100%WOT) (Assess for driveline noise & comfort) Load changing: Minor (3 & 4, 1-2000rpm, 25-50% WOT) (Assess for driveline noise & comfort) Load changing: Intermittent (2 & 3, 1-2000rpm, sharp acccels) (Assess for driveline noise only, not comfort) Rattle - during gear change, State worst gear change Shunt - during gear change, State worst gear change - on throttle rating (2nd & 3rd) - off throttle rating (2nd & 3rd) Disengagement noise (interrupted start, 1st gear) Creep noise & surge (1st & 2nd, no throttle) Stalling speed (1st & 2nd, gear chatter @ 500rpm) Boom (e.g. on drive and or over-run, 3rd & 4th gears)
Products which provide NVH solutions...
AP Long Travel Damper (LTD) AP 宽转角减振器
The low stiffness of the main driving springs allows some vibration attenuation whilst driving. LTD is an acceptable functional solution for many vehicles 主减振弹簧的较低的扭转刚度 允许在行使过程中的一些振动的衰退。 LTD是许 多车上可接受的性能解决方案
2 2 1 1 1 3 3
3 3 2 2 4 4
2 2 1 1 1 3Leabharlann Baidu3
3 3 2 2 4 4
External assessments to be made by front left wheel. N/A = Not Assessed. Shunt: On & Off throttles to be assessed at each 500rpm between 1000 - 5000rpm. NOTES: - 牋 牋
Trained Observer
Not Perceptible None
100% - 50%
50% - 10%
10% - 1%
< 1%
一级减振从动盘
这种离合器从动盘对车辆的NVH几乎没有影响 （ 尤其在发动机空转的时候），且主要用于提 升操控性，特别是入档和出档时的操作。
CTP3 - Torque vs. Deflection Characteristic
Not Acceptable
Very Dissatisfied
Somewhat Dissatisfied
Fairly W ell Satisfied
Very Satisfied
Completely Satisfied
All Customers
Average Customer
Critical Customer
Stall DST ( 5 secs @ > 300 RPM 3rd & 4th gears )
SUBJECTIVE
rads/sec2 6th order OBJECTIVE
TEST No 1 2 3 4 5 6 7 8-10 9-11 12-13
ENG'
DISENG'
ENG'
DISENG'
1 3 5 1 3 5 D 3 3 2
400 350 300 250 200 150 100 Torque (Nm) 50 0 -50 -100 -150 -200 -250 -300 -350 -400
Torque vs. Deflection Characteristic
-20
-15
-10
-5
0
5
10
15
20
Deflection (degrees)