QC/T 1020-2015 (QC/T 1020-2023 Newer Version) PDF English
QC/T 1020-2015 (QC/T1020-2015, QCT 1020-2015, QCT1020-2015)
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Drive shaft assembly for automobiles
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Test methods for constant velocity universal joint and assembiles for automobiles
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Newer version: QC/T 1020-2023 Standards related to (historical): QC/T 1020-2023
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QC/T 1020-2015: PDF in English (QCT 1020-2015) QC/T 1020-2015
QC
AUTOMOBILE INDUSTRY STANDARD
OF THE PEOPLE’S REPUBLIC OF CHINA
ICS 43.040.50
T 21
Test method for constant velocity universal joint and
assemblies for automobiles
ISSUED ON: OCTOBER 10, 2015
IMPLEMENTED ON: MARCH 01, 2016
Issued by: Ministry of Industry and Information Technology of PRC
Table of Contents
Foreword ... 7
1 Scope ... 8
2 Normative references ... 8
3 Terms and definitions ... 8
4 Test method ... 12
Appendix A (Informative) Example of multi-road section test procedure ... 22
Appendix B (Informative) Evaluation method of wear status of universal joint
parts ... 23
Test method for constant velocity universal joint and
assemblies for automobiles
1 Scope
This standard specifies the test methods for constant velocity universal joint
and assemblies for automobiles.
This standard applies to the test of constant velocity universal joint and
assemblies for automobiles.
2 Normative references
The following documents are essential to the application of this document. For
the dated documents, only the versions with the dates indicated are applicable
to this document; for the undated documents, only the latest version (including
all the amendments) are applicable to this standard.
JB/T 10189-2010 Rolling bearing - Constant velocity universal joints and
assemblies for automobiles
3 Terms and definitions
The terms and definitions as defined in JB/T 10189-2010 as well as the
following terms and definitions apply to this standard.
3.1
Universal joint
An articulated mechanical component that can transmit torque and rotational
motion from one shaft to another when the angle between the two shafts
remains unchanged or changes.
3.2
Constant velocity universal joint
A universal joint where the instantaneous angular velocities of the input shaft
and output shaft are equal at all working angles.
3.3
Interconnecting shaft
The solid (or hollow) shaft that connects the constant velocity joint on the
side of the differential or the end reduction gear and the constant velocity
joint on the wheel side.
3.4
Side shaft
A component which is usually installed between the differential or the end
reduction gear and the wheel, consists of one or two constant velocity
universal joints, interconnecting shafts and other parts.
3.5
Fixing joint
Constant velocity joints that can only change the working angle.
3.6
Plunging joint
Constant velocity universal joint that can not only change the working angle
but also perform axial telescopic sliding movement.
3.7
Driveshaft size
Driveshaft sizes can be classified in two ways. Indicate the carrying capacity
of the drive shaft, which can be directly classified by the torque value that
the drive shaft can carry. For example, if the driveshaft size is 1500, it
indicates that the carrying capacity is 1500 N • m. It can also be classified
according to the nominal diameter of the interconnecting shaft on the drive
shaft. At this time, the corresponding torque value that the drive shaft can
carry can be found by checking the JB/T 10189-2010.
3.8
Universal joint size
Indicate the bearing capacity of the universal joint, which can be directly
classified by the torque value that the universal joint can bear. For example,
if the specification of the universal joint is 1500, it indicates that its bearing
3.10
Torsion of maximum, Tm
The maximum value of torque on the relationship curve between torque and
torsion angle as shown in Figure 1.
3.11
Static torsion strength
The static torsion strength of the drive shaft, universal joint or interconnecting
shaft is used to express its load-bearing capacity, usually expressed by
Johnson's apparent elastic limit and/or maximum torque.
3.12
Quasi-static torsion strength
The quasi-static torsion strength of the drive shaft, universal joint or
interconnecting shaft is used to express its structural strength and the low-
speed dynamic high-torque characteristics of the automobile.
3.13
Endurance
The endurance of a universal joint is used to express its durability
characteristics.
3.14
Torsional fatigue
The torsional fatigue of the drive shaft, universal joint or interconnecting shaft
is used to express the fatigue resistance of the structure.
3.15
Bending angle
The supplementary angle of the angle between the input shaft and the output
shaft of the universal joint.
3.16
Displacement
The stroke of the telescopic sliding movement of the movement joint.
3.17
Axial clearance
The sum of the axial clearance between the parts on the constant velocity
universal joint or the drive shaft under a certain axial force.
3.18
Bending torque
The torque required to swing the universal joint under specified conditions.
3.19
Rotational torque
The torque required to rotate the universal joint under specified conditions.
3.20
Rotational blacklash
The sum of the rotational blacklash between the parts on the constant
velocity universal joint or the drive shaft under a certain torque.
4 Test method
4.1 Static torsion strength
4.1.1 Test requirements.
The test equipment shall be able to apply sufficient torque, to make the entire
drive shaft, universal joint or interconnecting shaft test until it fails. In order for
the universal joint to be tested at a certain angle, the test equipment shall also
have appropriate means to impose an angle on the universal joint.
The test equipment shall be able to continuously record the characteristics of
the torsion angle of the drive shaft, universal joint or interconnecting shaft with
torque.
4.1.2 Test procedure.
4.1.2.1 As shown in Figure 2, when the bending angle of the universal joints at
both ends is 0° or under the specified bending angle, torque is applied at a rate
of 30°/min ~ 200°/min (recommended value is 180°/min).
environment temperature.
The test program is usually derived from the statistical analysis results of the
road spectrum of the vehicle. Appendix A (informative) gives a typical example
of a multi-section test program.
4.4.2 Test procedure.
4.4.2.1 Universal joints and drive shafts shall be tested according to multi-
section procedures.
4.4.2.2 The direction of torque application and the way of torque transmission
between the two universal joints shall be consistent with the loading.
4.4.2.3 Before the formal life test, run-in for 24 hours according to the test
procedure; the load is half the torque of the standard test procedure.
4.4.2.4 Use wind to cool each universal joint and ensure that the outer surface
of the universal joint has wind passing through at each test angle.
4.4.2.5 If the surface temperature of a universal joint exceeds the set value, or
there is abnormal vibration, noise or gap, it shall stop the test.
4.4.2.6 After completing the specified number of test cycles, it shall disassemble
the universal joint and the make grading according to the wear condition of each
part.
4.4.2.7 Appendix B (informative) gives the evaluation method of the wear
condition of universal joint parts.
4.5 Displacement and bending angle
4.5.1 Test requirements.
Figure 5 shows the relationship between displacement and bending angle. The
test equipment shall be able to bend the angle, move the interconnecting shaft
and rotate the drive shaft, at a speed of 30 r/min ~ 120 r/min. Use a recording
device to record the displacement and bending angle.
4.9.2 Test requirements.
Fix both ends of the drive shaft on the test bench with suitable clamps. The
bending angle of the two universal joints is 0°; the clamps shall be able to
withstand the test torque. The test bench shall have the ability to support the
drive shaft or universal joint to be smoothly loaded to the specified torque.
The test bench shall be able to measure the rotational blacklash between two
reference points, so that the effect of elastic deformation of the shaft can be
eliminated. The measurement accuracy shall be within: ±1'. It shall record the
angle change value and be able to draw the change curve composed of angle
and torque.
4.9.3 Test procedure.
Fix the drive shaft on the test bench without preload or deformation in the axial
or radial direction. Whether it is used as the test piece alone or as a part of the
tested drive shaft assembly, the plunging joint shall be set at its design position.
When the design is not specified, the plunging joint shall be in the theoretical
design position or according to customer requirements.
Apply torque to the drive shaft or component. The torque value starts from 0 N
• m and increases to the specified torque; then returns to 0 N • m and then
increases to the specified torque in the reverse direction; finally returns to 0 N
• m. At this time, the forward and reverse rotation speed shall not exceed
60°/min. Record the torque angle change curve as shown in the Figure 10.
The arrow in Figure 10 indicates the direction of the loading cycle: from point O
to point P, back to point O, to point Q, then back to point O. Point A, point B,
point C, point D are the intersection points of the extended stiffness line and the
0 N • m torque. These straight lines shall be obtained from the graph using
linear regression.
For some drive shaft assemblies or parts, point A and point B (or point C and
point D) will be the same point. The rotational blacklash is the maximum value
of A-C angle value or B-D angle value.
......
Source: Above contents are excerpted from the PDF -- translated/reviewed by: www.chinesestandard.net / Wayne Zheng et al.
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