Experimental Characterization and Modeling of Dry Dual Clutch Wear

Hoić, Matija; Kranjčević, Nenad; Herold, Zvonko; Deur, Joško; Ivanović, Vladimir

doi:10.4271/2014-01-1773

Cited by 7 publications

(11 citation statements)

References 18 publications

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“…This enables the related spring to push the outer ring which sets the yoke support to a new position closer to the flywheel, thus compensating for the increase in the clutch clearance caused by the friction lining wear. More details on the wear compensation mechanism and the wear-related effects can be found in the paper by Hoić et al 20…”

Section: Description Of the Clutch Systemmentioning

confidence: 99%

“…The wear rate w ( T ) was experimentally identified by using the tribometer, where the volume V w was calculated from the wear-related decrease in the sample mass and the density of the friction material. The overall identification procedure has been described in detail by Hoić et al 20, 30 The identification results shown in Figure 8 indicate the typical increasing dependence of the wear rate on the friction interface temperature. 31 Distinctively high wear rates for some test points may be explained by a run-in effect (points 1 to 3) or the first exposure to a high temperature (point 12).…”

Section: Auxiliary Submodelsmentioning

confidence: 99%

“…However, because of poor clutch cooling, producing large-step wear was not feasible, as it requires extremely long characterization periods. Instead, large-step wear was ‘emulated’ by machining the material of the flywheel; then, the wear mechanism was activated manually, 20 and the characteristics were recorded using the clutch rig in configuration 1. The main difficulty with this approach was that the clutch had to be disassembled and assembled again, which may contribute to the change in the clutch characteristics.…”

Section: Axial Dynamics Modelmentioning

confidence: 99%

“…It should be noted that a straightforward experimental validation is hindered by the fact that the models perform wear compensation for the ideal activation step (Δ x pp ∈ {0, 0.099, …, 0.1} mm in Figure 17), whereas the actual (experimental) wear length was not known because of restrictions related to manual activation of the wear compensation mechanism. 20…”

Section: Model Validationmentioning

confidence: 99%

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Modeling of dry dual-clutch axial dynamics

Hoić

Kranjčević

Herold

et al. 2017

Proceedings of the Institution of Mechanical Engineers, Part D:

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A dynamic model of an automotive dry dual clutch is proposed and experimentally validated for a wide range of operating conditions, including those related to the thermal expansion effects and the wear effects. The bond graph method is used to derive the model and to analyze its simplification. The main model maps, which relate to the stress–strain curves of key clutch assembly components, are identified by using a custom-made manual press rig. The clutch coefficient of friction is described as a function of the temperature, the slip speed, and the normal force, which is determined from the tribometer characterization data. A lumped-parameter third-order thermal dynamics model is proposed and experimentally identified, in order to predict accurately the pressure plate and the flywheel friction interface temperatures. The overall clutch model, including an electromechanical actuator submodel, is validated against experimental data collected on a custom-made clutch test rig.

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Section: Description Of the Clutch Systemmentioning

confidence: 99%

Section: Auxiliary Submodelsmentioning

confidence: 99%

Section: Axial Dynamics Modelmentioning

confidence: 99%

Section: Model Validationmentioning

confidence: 99%

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Modeling of dry dual-clutch axial dynamics

Hoić

Kranjčević

Herold

et al. 2017

Proceedings of the Institution of Mechanical Engineers, Part D:

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“…Gong et al [17] investigated the wear behaviors of Cu-based friction wet clutches by ring-on-ring test, and the dominant wear mechanisms were discussed. Hoic et al [18] investigated the wear behaviors of dry dual clutch by experimental characterization and mathematical model. However, the investigations presented above mainly focused on the friction and wear behaviors of wet clutch friction pairs under normal operating conditions, and few of them investigated the friction and wear behaviors of Cu-based friction pairs in wet clutches under severe operating conditions, especially the high temperature friction and wear behaviors.…”

Section: Introductionmentioning

confidence: 99%

Study on the High Temperature Friction and Wear Behaviors of Cu-Based Friction Pairs in Wet Clutches by Pin-on-Disc Tests

Zhao

2017

Advances in Materials Science and Engineering

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This work is devoted to the study of the high temperature friction and wear behaviors of Cu-based friction pairs in wet clutches under different temperatures, rotation speeds, and loads. Pin-on-disc tests are carried out on the UMT-3. The friction coefficient, wear factor, and high temperature wear mechanism are primarily analyzed. The results show that as the temperature rises from 120 ∘ C to 420 ∘ C, the friction coefficient increases from 0.28 to 0.35 at first and then decreases to 0.30, when the vibration of friction coefficient is significantly identified. Meanwhile, the wear factor grows gradually from = 7.9×10 −8 g/Nm to = 41.8×10 −8 g/Nm at first and then grows sharply to = 112.2 × 10 −8 g/Nm. The main wear mechanisms are abrasive wear and ploughing wear when the temperature is below 345 ∘ C, and the wear seriously deteriorates when the temperature exceeds 345 ∘ C, when the wear mechanism changes to adhesive wear and delamination wear.

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