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Research Papers: Flows in Complex Systems

Experimental Investigation on Unstable Vibration Characteristics of Plates and Drag Torque in Open Multiplate Wet Clutch at High Circumferential Speed

[+] Author and Article Information
Shiyang Hou

National Key Laboratory of
Vehicular Transmission,
Beijing Institute of Technology,
5 Zhongguancun South Street,
Beijing 100081, China
e-mail: bithoushiyang@gmail.com

Jibin Hu

National Key Laboratory of
Vehicular Transmission,
Beijing Institute of Technology,
5 Zhongguancun South Street,
Beijing 100081, China
e-mail: bithjb@163.com

Zengxiong Peng

National Key Laboratory of
Vehicular Transmission,
5 Zhongguancun South Street,
Beijing Institute of Technology,
Beijing 100081, China
e-mail: pengzengx@bit.edu.cn

1Corresponding author.

Contributed by the Fluids Engineering Division of ASME for publication in the JOURNAL OF FLUIDS ENGINEERING. Manuscript received November 14, 2016; final manuscript received May 22, 2017; published online August 10, 2017. Assoc. Editor: Mark R. Duignan.

J. Fluids Eng 139(11), 111103 (Aug 10, 2017) (11 pages) Paper No: FE-16-1749; doi: 10.1115/1.4037055 History: Received November 14, 2016; Revised May 22, 2017

The drag torque caused by the viscous shear in open multiplate wet clutches has been studied in most available literature whose focus is placed on low circumferential speed. However, the drag torque increases drastically in the high circumferential speed range. The underlying physical principles and the influencing factors of the drag torque at high speed are still indeterminate. The present study aims to experimentally investigate the characteristics of the wobbling vibrations of plates and to characterize the effects of average clearance, flow rate of lubricant, shifting condition, and the number of friction interfaces on the drag torque at high circumferential speed. The result of the experiment reveals that the friction plate (FP) starts to wobble periodically at low circumferential speed, though the effect is insignificant. The dominant frequency of plate wobbling movements increases with the input speed. When wobbling vibrations of plates become unstable, the wobble gradually becomes nonlinear. The experiments confirm that the mechanical contacts between plates during the unstable wobbling vibration result in the drag torque rise at high circumferential speed. At high speed, the supplying flow rate of the lubricant influences the drag torque values. The rotation of separator plates (SPs) brings forward the torque rise and makes the drag torque rise smoother. By reducing the number of interfaces, the drag torque rise is delayed and the magnitude becomes smaller. Finally, a four-stage drag torque characteristic curve is illustrated to show the dominant factors of drag torque at different stages.

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Figures

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Fig. 1

Schematic of open clutch test rig

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Fig. 2

Configuration of clutch pack with (a) ten interfaces (five FPs, six SPs) and (b) six interfaces (three FPs, four SPs)

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Fig. 3

Installation and distribution of eddy current sensors

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Fig. 4

Drag torque versus FP circumferential speed curve for average clearance h0 = 0.5 mm

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Fig. 5

Displacement curves of three probing points and each frequency spectrum of displacement signals for h0 = 0.5 mm, before the instability, at (a) 8.0 m/s, (b) 27.9 m/s, and (c) 39.8 m/s

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Fig. 6

Displacement curves of three probing points and each frequency spectrum of displacement signals for h0 = 0.5 mm, after the instability, at (a) 43.8 m/s, (b) 59.7 m/s, (c) 79.6 m/s, and (d) 99.5 m/s

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Fig. 7

Displacement curves of three probing points and each frequency spectrum of displacement signals for h0 = 0.7 mm, before the instability, at (a) 8.0 m/s, (b) 27.9 m/s, and (c) 39.8 m/s

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Fig. 8

Displacement curves of three probing points and each frequency spectrum of displacement signals for h0 = 0.7 mm, after the instability, at (a) 49.7 m/s, (b) 59.7 m/s, (c) 79.6 m/s, and (d) 99.5 m/s

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Fig. 9

Drag torque curves comparison under different flow rates of the lubricant at (a) average clearance h0 = 0.3 mm and (b) average clearance h0 = 0.5 mm

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Fig. 10

Drag torque curves comparison under different SP circumferential speeds (rotating reversely to FP)

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Fig. 11

Drag torque versus FP circumferential speed curve for average clearance h0 = 0.7 mm

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Fig. 12

Drag torque curves comparison under different flow rates of the lubricant with six friction interfaces (with three FPs and four SPs)

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Fig. 13

Homogeneous viscosity and density of two-phase flow

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Fig. 14

Flow regime figure of flowfield in the gap

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Fig. 15

Four-stage drag torque characteristic curve for wet clutches

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