CN114063607B - Automotive AMT clutch in-loop test bench and test method thereof - Google Patents
Automotive AMT clutch in-loop test bench and test method thereof Download PDFInfo
- Publication number
- CN114063607B CN114063607B CN202210046004.8A CN202210046004A CN114063607B CN 114063607 B CN114063607 B CN 114063607B CN 202210046004 A CN202210046004 A CN 202210046004A CN 114063607 B CN114063607 B CN 114063607B
- Authority
- CN
- China
- Prior art keywords
- dynamometer
- clutch
- virtual system
- tcu
- control unit
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Images
Classifications
-
- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
- G05B23/00—Testing or monitoring of control systems or parts thereof
- G05B23/02—Electric testing or monitoring
- G05B23/0205—Electric testing or monitoring by means of a monitoring system capable of detecting and responding to faults
- G05B23/0259—Electric testing or monitoring by means of a monitoring system capable of detecting and responding to faults characterized by the response to fault detection
- G05B23/0262—Confirmation of fault detection, e.g. extra checks to confirm that a failure has indeed occurred
-
- 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
- G01M13/022—Power-transmitting couplings or clutches
-
- 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
-
- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
- G05B2219/00—Program-control systems
- G05B2219/20—Pc systems
- G05B2219/24—Pc safety
- G05B2219/24065—Real time diagnostics
Abstract
The invention discloses an in-loop test bench and a test method for an automotive AMT clutch, comprising the following steps: the dynamometer controller is simultaneously connected with the first dynamometer and the second dynamometer and is used for controlling the torque and the rotating speed of the first dynamometer and the second dynamometer and monitoring the running state of the first dynamometer and the second dynamometer; the dynamometer controller is also connected with a virtual system and used for receiving a signal request of the virtual system; the TCU electronic control unit is simultaneously connected with the virtual system and the clutch; the first dynamometer is in transmission connection with the clutch and is used for simulating the work of an automobile engine and providing a driving source for an automobile; the second dynamometer is in transmission connection with the clutch and is used for simulating the resistance of the automobile in a running environment. According to the invention, the actual control effect and reliability of the clutch can be conveniently and rapidly verified at low cost in a virtual-real combination mode.
Description
Technical Field
The invention relates to the field of clutch in-loop testing, in particular to an AMT clutch in-loop testing table for a vehicle and a testing method thereof.
Background
In the field of commercial vehicles, more and more vehicle types are carried by Automated Mechanical Transmission (AMT), and the vehicle type tends to be popularized in the next ten years. The Control of the clutch by an automatic Transmission Control Unit (TCU) and the logic of the cooperation of an Electronic Control Unit (ECU) and the TCU are the key points for controlling the AMT Transmission. Therefore, how to fully verify the control strategy of the clutch in the development stage of the AMT vehicle type becomes a key ring for the development of the AMT vehicle type.
The following problems can be encountered when the control strategy of the clutch is verified and calibrated and the strategy of the ECU and the TCU is developed on the whole vehicle: firstly, a certain specific test condition is difficult to accurately reproduce; secondly, only after the whole vehicle sample vehicle is manufactured, relevant strategy verification calibration work can be started, and the whole vehicle development cycle is not favorably compressed; thirdly, the cost of testing the whole vehicle is high. And carrying out related strategy development and verification on the power assembly test bench. Due to the fact that the real speed changer is installed, the load dynamometer of the test bench needs to have two requirements of high torque and high rotating speed, and the cost of the test bench is high. And carrying out related strategy development and verification in the HIL test bench. As only controllers (TCU and ECU) of the HIL test bench are real, and the others are virtual, only logical function verification can be performed, and the influence of different control strategies on the characteristics of the service life of the clutch and the like cannot be checked.
In the current functional reliability test of the clutch, 3 common control modes are as follows: firstly, the clutch is tested through a pure clutch test board, the pure clutch test board can only verify the characteristics of the clutch and cannot simulate the state of a real vehicle, and if relevant tests are carried out on the real vehicle, different test cases are inconvenient to reproduce, the cost is high, and certain dangerousness is realized; secondly, the test is carried out on the traditional single-input single-output AMT test bench, because the output dynamometer needs extremely large torque and high rotating speed, the test bench has high cost, and because the traditional AMT test bench adopts a real transmission, the test bench is not beneficial to conveniently verifying the working state that the same type of clutch is provided with different transmissions; thirdly, the rationality of relevant strategy logic of the TCU can be verified through a pure virtual TCU test bench, but the real control effect of the TCU cannot be verified due to the fact that no real clutch exists, and the reliability test of the clutch cannot be completed.
Disclosure of Invention
Aiming at the defects of the prior art, the invention provides an AMT clutch-in-loop test bench for a vehicle and a test method thereof, wherein the test bench is convenient to operate and low in cost and can quickly test the real control effect and reliability of the clutch.
The invention is realized by the following technical scheme:
an automotive AMT clutch-in-loop test stand, comprising: the dynamometer controller is simultaneously connected with the first dynamometer and the second dynamometer and is used for controlling the torque and the rotating speed of the first dynamometer and the second dynamometer and monitoring the running state of the first dynamometer and the second dynamometer; the dynamometer controller is also connected with a virtual system and used for receiving a signal request of the virtual system; the TCU electronic control unit is simultaneously connected with the virtual system and the clutch; the first dynamometer is in transmission connection with the clutch and is used for simulating the work of an automobile engine and providing a driving source for an automobile; the second dynamometer is in transmission connection with the clutch and is used for simulating the resistance of the automobile in a running environment.
Further, the virtual system comprises a real-time interface and a hardware input/output interface; the real-time machine is used for operating a whole vehicle power model; the hardware input and output interface is respectively connected and communicated with the TCU electric control unit and the dynamometer controller: the virtual system sends signals to the TCU electronic control unit through the hardware input/output interface, wherein the signals comprise a dynamometer, a transmission model, sensor signals related to an advanced auxiliary driving system, GPS signals related to a front road and the like; and the virtual system sends signals for controlling the first dynamometer and the second dynamometer to a dynamometer controller through the hardware input/output interface.
Furthermore, the on-ring test bench further comprises a first torque sensor, wherein the first torque sensor is installed at one end, close to the first dynamometer, of the clutch and is connected with the dynamometer controller for detecting the torque of the first dynamometer.
Furthermore, the on-ring test bench further comprises a second torque sensor, wherein the second torque sensor is installed at one end, close to the second dynamometer, of the clutch and is connected with the dynamometer controller for detecting the torque of the second dynamometer.
Further, the test method of the AMT clutch for the vehicle comprises the following test steps:
importing the whole vehicle simulation model into a real-time machine of a virtual system;
the virtual system sends a simulated vehicle signal to the TCU electronic control unit, meanwhile, the virtual system sends a signal to the dynamometer controller 1, and the dynamometer controller receives the signal and then controls the torque and the rotating speed of the first dynamometer;
the virtual system sends braking and D gear engaging signals to the TCU electronic control unit;
the TCU electronic control unit controls the clutch to be disengaged and sends a gear engaging signal to the virtual system;
the virtual system feeds back a current gear engaging execution signal and a related rotating speed signal to the TCU, and the TCU controls the transmission model to be shifted up;
the simulated vehicle enters a running mode from an idle mode.
Further, the steps of: simulating the vehicle entering the travel mode from the idle mode comprises:
when the simulated vehicle enters a running mode from an idle mode, the dynamometer controller monitors the output torque of the clutch in real time and sends the information to the virtual system, the virtual system calculates the input rotating speed of the simulated transmission under the normal resistance running condition after obtaining the signal, and sends the corresponding target rotating speed to the second dynamometer.
Compared with the prior art, the invention has the advantages that:
the test board adopts a virtual-real combination mode, and can complete strategy development and calibration of the electric control unit TCU on clutch control and clutch durability test. In the scheme, the clutch is real, and the transmission is virtual, so that the performance of the same clutch matched with different transmissions can be conveniently verified by replacing the transmission model. The test board provides a real clutch control environment and other virtual external environments for the TCU, so that development and calibration of a control strategy of the clutch can be completed, a real-vehicle endurance reliability test of the clutch can be simulated, the intelligence degree of a gear shifting strategy can be verified, and tests of other strategies such as the functional safety of the TCU can be performed.
Drawings
FIG. 1 is a schematic diagram of an AMT clutch-in-the-loop test bed for a vehicle according to an embodiment of the present invention;
FIG. 2 is a schematic diagram of a virtual system according to the present invention;
FIG. 3 is a flow chart of a clutch-in-loop test.
1. A dynamometer controller; 2. virtual system, 20, real time, 21, hardware input and output interface; 3. the device comprises a TCU (train control unit), a 4, a first dynamometer, 5 and a first torque sensor; 6. a second dynamometer; 7. a second torque sensor; 8. a clutch.
Detailed Description
The following non-limiting detailed description of the present invention is provided in connection with the preferred embodiments and accompanying drawings. In the description of the present invention, it is to be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicate orientations or positional relationships based on the orientation or positional relationships shown in the drawings. Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of the present invention, "a plurality" means at least two, e.g., two, three, etc., unless specifically limited otherwise. The embodiments described below with reference to the drawings are illustrative and intended to be illustrative of the invention and are not to be construed as limiting the invention.
As shown in fig. 1 and fig. 2, an AMT clutch-in-loop test stand for a vehicle according to an embodiment of the present invention includes: the system comprises a dynamometer controller 1, a virtual system 2, a TCU electronic control unit 3, a first dynamometer 4, a first torque sensor 5, a second dynamometer 6 and a second torque sensor 7; virtual system 2 one end and dynamometer machine controller 1 are connected, the other end and the automatically controlled unit 3 of TCU are connected, the automatically controlled unit 3 of TCU and clutch 8 electric connection, first dynamometer machine 4 and second dynamometer machine 6 all are connected with dynamometer machine controller 1, and all be connected with the transmission of clutch 8, first torque sensor 5 sets up the one end that is close to first dynamometer machine 4 at clutch 8, second torque sensor 7 sets up the one end that is close to second dynamometer machine 6 at clutch 8, first torque sensor 5 and second torque sensor 7 all are connected with dynamometer machine controller 1.
Specifically, the dynamometer controller 1 is used to control the torque and rotational speed of the first dynamometer 4 and the second dynamometer 6, and monitor the operating state thereof, while also receiving a signal request of the virtual system 2. The first dynamometer 4 and the second dynamometer 6 are in transmission connection with the clutch 8, and the first dynamometer 4 simulates the work of an automobile engine and provides a driving source for the automobile; the second dynamometer 6 simulates the running resistance of the vehicle in the environment. The first torque sensor 5 is used for detecting the torque of the first dynamometer 4 and sending the detected data to the TCU electronic control unit 3; the second torque sensor 7 is used for detecting the torque of the second dynamometer 6 and sending the measured data to the virtual system 2.
The dynamometer controller 1 is used for controlling the rotation speed and the torque of the first dynamometer 4 and the second dynamometer 6, monitoring the running state of the dynamometers, communicating with the virtual system 2, and receiving related signal requests sent by the virtual system 2, such as a torque reduction request for the first dynamometer 4.
The virtual system 2 comprises a real-time machine 20 and a hardware input/output interface 21; the real-time machine 20 is used for operating a whole vehicle power model, including a transmission model, a drive axle model, a simulated vehicle weight and road resistance; the hardware input/output interface 21 is respectively connected with the TCU electronic control unit 3 and the dynamometer controller 1 for communication: the virtual system 2 sends signals to the TCU electronic control unit 3 through the hardware input/output interface 21, wherein the signals comprise dynamometer, transmission model, sensor signals related to advanced auxiliary driving system, GPS signals related to the front road and the like; the virtual system 2 sends signal requests for controlling the first dynamometer 4 and the second dynamometer 6, including controlling the operation mode, the rotation speed, and the torque of the first dynamometer 4 and the second dynamometer 6, to the dynamometer controller 1 through the hardware input-output interface 21.
The TCU ecu 3 runs the real vehicle control program, controls the clutch 8 to engage and disengage, and sends related control signals, such as a gear selection and shift signal, an engine torque reduction request, and the like, to the virtual system 2.
The first dynamometer 4 and the second dynamometer 6 load the clutch 8.
The first torque sensor 5 is disposed between the first dynamometer 4 and the clutch 8, and is used for detecting the input torque of the clutch 8, and the first torque sensor 5 is also electrically connected with the dynamometer controller 1 and transmits the detected data to the dynamometer controller 1.
The second torque sensor 7 is arranged between the second dynamometer 6 and the clutch 8 and used for detecting the output torque of the clutch 8, and the second torque sensor 7 is also electrically connected with the dynamometer controller 1 and transmits the detected data to the dynamometer controller 1.
As shown in fig. 3, a test method for an AMT clutch for a vehicle includes the following steps:
importing the whole vehicle simulation model into a real-time machine 20 of the virtual system 2;
the virtual system 2 sends a simulated vehicle signal to the TCU electronic control unit 3, meanwhile, the virtual system 2 sends a signal to the dynamometer controller 1, and the dynamometer controller 1 receives the signal and then controls the torque and the rotating speed of the first dynamometer 4;
the virtual system 2 sends braking and D gear engaging signals to the TCU electronic control unit 3;
the TCU electronic control unit 3 controls the clutch 8 to disengage and sends a gear engaging signal to the virtual system 2;
the virtual system 2 feeds back a current gear engaging execution signal and a related rotating speed signal to the TCU electronic control unit 3, and the TCU electronic control unit 3 controls the transmission model to be shifted up;
the simulated vehicle enters a running mode from an idle mode. When the simulated vehicle enters a running mode from an idle mode, the dynamometer controller 1 monitors the output torque of the clutch 8 in real time and sends the information to the virtual system 2, the virtual system 2 calculates the input rotating speed of the simulated transmission under the normal resistance running condition after obtaining the signal, and sends the corresponding target rotating speed to the second dynamometer 6.
For better understanding of the present invention, a vehicle in-place start continuous shift test case compiled in advance in a test bench will be taken as an example below, and in this embodiment, the test requirements are as follows: starting from the idle speed when the brake is stepped on, the D gear is engaged when the brake is stepped on, the accelerator is not stepped on when the brake is released, and after starting, the gear is continuously accelerated and shifted for 50 percent of the accelerator until the vehicle speed reaches 50 km/h.
The specific operation steps are as follows:
the first step is as follows: and importing a finished automobile simulation model into a real-time machine 20 of the virtual system 2, wherein the model comprises parameters such as a transmission model, a drive axle model, a tire radius, a vehicle weight and the like, a vehicle resistance sliding coefficient, a gradient and the like.
The second step is that: running the test case in the virtual system 2, taking in-place starting continuous gear shifting as an example:
the virtual system 2 sends a real vehicle signal to the TCU electronic control unit 3, meanwhile, the virtual system 2 also sends a torque and rotating speed request to the dynamometer controller 1, and the dynamometer controller 1 controls the first dynamometer 4 to simulate the engine to idle at 500rpm in situ after receiving the signal, and the operation is carried out for 10 seconds;
the virtual system 2 sends a brake signal and a D gear engaging signal to the TCU electronic control unit 3, and the step is 1 second;
the braking signal is cancelled, the virtual system 2 sends the current state (idle speed) and relevant variables such as idle speed and current torque of the first dynamometer 4 to the TCU electronic control unit 3, and the operation is carried out for 5 seconds;
the first dynamometer 4 enters a simulated engine driving mode from the simulated engine idle speed, and starts a torque corresponding to 50% of the accelerator (for example, 1000 Nm);
and if the vehicle speed is more than 50km/h, oil is collected.
In the process of the test case, the working principle of the test bench is as follows:
the virtual system 2 sends a signal to the dynamometer controller 1, and the dynamometer controller 1 receives the signal and then controls the first dynamometer 4 to enter an idle mode, wherein the target rotating speed is 500 rpm.
The virtual system 2 sends braking and D-gear signals to the TCU electronic control unit 3. Before the vehicle moves, the brake is always in a locked state, and signals of the current first dynamometer 4, such as the state (idle state), the rotating speed, the torque and the like sequentially pass through the dynamometer controller 1 and the virtual system 2 and are finally sent to the TCU electronic control unit 3.
After receiving the current state (idle state) of the first dynamometer 4, the rotating speed and the torque signal, the TCU electronic control unit 3 meets a gear engaging condition; the TCU electronic control unit 3 controls the clutch 8 to disengage, and at the same time, the TCU electronic control unit 3 sends a D-gear engaging signal (related gear selecting and shifting execution signal) to the virtual system 2. The virtual system 2 feeds back the current gear selecting and shifting execution signal and the related rotating speed information to the TCU electronic control unit 3 after receiving the related gear selecting and shifting execution signal, and the TCU electronic control unit 3 controls the transmission model to be in the D gear after receiving the gear selecting and shifting execution signal.
And after receiving the D gear entering signal, the TCU electronic control unit 3 controls the clutch 8 to gradually enter a complete closing state from the sliding friction turntable. The dynamometer controller 1 transmits the measured output torque of the clutch 8 (i.e., the torque measured by the second torque sensor 7) to the virtual system 2. The virtual system 2 sends a set torque request to the first dynamometer 4 through the dynamometer controller 1 according to the test case compiled in advance by the virtual system 2.
The virtual system 2 can measure and obtain the output torque of the clutch 8, a transmission model (mainly efficiency and the current gear speed ratio), a drive axle model and the radius of a tire to obtain the wheel end driving force. The virtual system 2 calculates the vehicle speed influenced by the running resistance under the current vehicle speed according to a vehicle model, converts the vehicle speed into the rotating speed of the input shaft of the transmission model according to the speed ratio, and sends the calculated target rotating speed of the input shaft of the transmission model to the second dynamometer 6 through the dynamometer controller 1, so that the second dynamometer 6 can simulate the running resistance of the vehicle, and the second torque sensor 7 is used for monitoring the torque and the rotation of the output end of the simulation clutch 8 so as to control the work of the first dynamometer 4 and the second dynamometer 6, so that the simulation condition is close to the real running state of the vehicle on the road.
When the vehicle speed reaches the relevant gear shifting condition, the TCU electronic control unit 3 controls the transmission model to upshift. The TCU electronic control unit 3 sends a torque reduction request of the first dynamometer 4 to the virtual system 2, controls the clutch 8 to disengage, and further sends a gear selection and shifting signal to the virtual system 2, and the virtual system 2 feeds back the execution condition and the related rotating speed of the gear selection and shifting mechanism to the TCU electronic control unit 3. The TCU electronic control unit 3 controls the clutch 8 to be combined, cancels the torque-down request sent to the virtual system 2 and completes the gear-up action.
The virtual system 2 continues to control the vehicle acceleration according to the vehicle dynamics model. And repeating the gear-up process again after reaching the next gear-shifting point calibrated by the TCU electronic control unit 3 until the vehicle speed reaches 50 km/h.
The test board of the invention adopts a virtual-real combination mode to complete the strategy development and calibration of the TCU electronic control unit 3 on the control of the clutch 8 and the durability test of the clutch 8. In the scheme, the clutch 8 is real, and the transmission model is virtual, so that the performance of the same type of clutch 8 matched with different transmissions can be conveniently verified by replacing the transmission model. The test board provides a real clutch 8 control environment and other virtual external environments for the TCU electronic control unit 3, so that development and calibration of a control strategy of the clutch 8 can be completed, a real vehicle endurance and reliability test of the clutch 8 is simulated, the intelligent degree of a gear shifting strategy is verified, and tests of other strategies such as the functional safety of the TCU electronic control unit 3 are performed.
The above-mentioned embodiments only express several embodiments of the present invention, and the description thereof is more specific and detailed, but not construed as limiting the scope of the present invention. It should be noted that, for a person skilled in the art, several variations and modifications can be made without departing from the inventive concept, which falls within the scope of the present invention. Therefore, the protection scope of the present patent shall be subject to the appended claims.
Claims (5)
1. The utility model provides an automobile-used AMT clutch is at ring test platform which characterized in that includes: the system comprises a dynamometer controller (1), a virtual system (2), a TCU (TCU) electronic control unit (3), a first dynamometer (4), a second dynamometer (6) and a clutch (8), wherein the dynamometer controller (1) is simultaneously connected with the first dynamometer (4) and the second dynamometer (6) and is used for controlling the torque and the rotating speed of the first dynamometer (4) and the second dynamometer (6) and monitoring the running state of the first dynamometer (4) and the second dynamometer (6); the dynamometer controller (1) is also connected with a virtual system (2) and used for receiving a signal request of the virtual system (2); the TCU electronic control unit (3) is simultaneously connected with the virtual system (2) and the clutch (8); the first dynamometer (4) is in transmission connection with the clutch (8) and is used for simulating the work of an automobile engine and providing a driving source for an automobile; the second dynamometer (6) is in transmission connection with the clutch (8) and is used for simulating the resistance of the automobile in the running environment;
the virtual system (2) comprises a real-time machine (20) and a hardware input/output interface (21), wherein the real-time machine (20) is used for operating a whole vehicle simulation model; the hardware input/output interface (21) is respectively connected and communicated with the TCU electronic control unit (3) and the dynamometer controller (1); the virtual system (2) sends signals to the TCU electronic control unit (3) through the hardware input and output interface (21), wherein the signals comprise a dynamometer, a transmission model, sensor signals related to an advanced auxiliary driving system and GPS signals related to a front road; and the virtual system (2) sends signals for controlling the first dynamometer (4) and the second dynamometer (6) to a dynamometer controller (1) through the hardware input/output interface (21).
2. The AMT clutch-in-loop test stand for vehicle according to claim 1, further comprising a first torque sensor (5), wherein the first torque sensor (5) is installed at one end of the clutch (8) near the first dynamometer (4) and is connected to the dynamometer controller (1) for detecting the torque of the first dynamometer (4).
3. The AMT clutch-in-loop test bench for vehicle of claim 1, further comprising a second torque sensor (7), wherein the second torque sensor (7) is installed at one end of the clutch (8) near the second dynamometer (6), and is also connected to the dynamometer controller (1) for detecting the torque of the second dynamometer (6).
4. The test method for the AMT clutch for the vehicle is characterized by comprising the following test steps:
importing the whole vehicle simulation model into a real-time machine (20) of a virtual system (2);
the virtual system (2) sends a simulated vehicle signal to the TCU electronic control unit (3), meanwhile, the virtual system (2) sends a signal to the dynamometer controller (1), and the dynamometer controller (1) receives the signal and then controls the torque and the rotating speed of the first dynamometer (4);
the virtual system (2) sends braking and D gear engaging signals to the TCU electronic control unit (3);
the TCU electronic control unit (3) controls the clutch (8) to be disengaged and sends a gear engaging signal to the virtual system (2);
the virtual system (2) feeds back a current gear engaging execution signal and a related rotating speed signal to the TCU electronic control unit (3), and the TCU electronic control unit (3) controls the transmission model to upshift;
the simulated vehicle enters a running mode from an idle mode.
5. The AMT clutch testing method for vehicles according to claim 4,
the steps are as follows: simulating the vehicle entering the travel mode from the idle mode comprises:
when the simulated vehicle enters a running mode from an idle mode, the dynamometer controller (1) monitors the output torque of the clutch (8) in real time, the detected output torque is sent to the virtual system (2), the virtual system (2) calculates the input rotating speed of the simulated transmission under the normal resistance running condition after obtaining signals, and sends the corresponding target rotating speed to the second dynamometer (6).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210046004.8A CN114063607B (en) | 2022-01-17 | 2022-01-17 | Automotive AMT clutch in-loop test bench and test method thereof |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210046004.8A CN114063607B (en) | 2022-01-17 | 2022-01-17 | Automotive AMT clutch in-loop test bench and test method thereof |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN114063607A CN114063607A (en) | 2022-02-18 |
| CN114063607B true CN114063607B (en) | 2022-04-22 |
Family
ID=80230948
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202210046004.8A Active CN114063607B (en) | 2022-01-17 | 2022-01-17 | Automotive AMT clutch in-loop test bench and test method thereof |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN114063607B (en) |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101738320A (en) * | 2008-11-06 | 2010-06-16 | 东风电动车辆股份有限公司 | Hybrid vehicle powertrain test system capable of simulating working condition and inertia |
| CN102466568A (en) * | 2010-11-08 | 2012-05-23 | 中国第一汽车集团公司 | Hybrid assembly test bed system of passenger vehicle |
| CN105758650A (en) * | 2016-02-29 | 2016-07-13 | 重庆长安汽车股份有限公司 | Test apparatus for power coupling system of hybrid electric vehicle |
| CN107505141A (en) * | 2017-08-29 | 2017-12-22 | 中汽动力（沈阳）有限公司 | New-energy automobile power assembly and its test equipment and method of testing |
| CN111290363A (en) * | 2018-12-07 | 2020-06-16 | 广州汽车集团股份有限公司 | Control logic testing method and device for transmission, computer equipment and system |
-
2022
- 2022-01-17 CN CN202210046004.8A patent/CN114063607B/en active Active
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101738320A (en) * | 2008-11-06 | 2010-06-16 | 东风电动车辆股份有限公司 | Hybrid vehicle powertrain test system capable of simulating working condition and inertia |
| CN102466568A (en) * | 2010-11-08 | 2012-05-23 | 中国第一汽车集团公司 | Hybrid assembly test bed system of passenger vehicle |
| CN105758650A (en) * | 2016-02-29 | 2016-07-13 | 重庆长安汽车股份有限公司 | Test apparatus for power coupling system of hybrid electric vehicle |
| CN107505141A (en) * | 2017-08-29 | 2017-12-22 | 中汽动力（沈阳）有限公司 | New-energy automobile power assembly and its test equipment and method of testing |
| CN111290363A (en) * | 2018-12-07 | 2020-06-16 | 广州汽车集团股份有限公司 | Control logic testing method and device for transmission, computer equipment and system |
Non-Patent Citations (1)
| Title |
|---|
| 全电AMT自动变速器试验台的研究;吴滔;《中国优秀博硕士学位论文全文数据库(硕士) 工程科技Ⅱ辑》;20210215;全文 * |
Also Published As
| Publication number | Publication date |
|---|---|
| CN114063607A (en) | 2022-02-18 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN108414244B (en) | Electric automobile power assembly real vehicle simulation test bed and test method thereof | |
| JP6392294B2 (en) | Method and apparatus for estimating vehicle mass | |
| KR102401758B1 (en) | Vehicle test system, test condition data generation apparatus, test condition data generation program and vehicle test mothod | |
| CN110500401B (en) | Automatic transmission whole vehicle automatic calibration test method and system | |
| US20150332522A1 (en) | Vehicle test system, test management apparatus, and vehicle test method | |
| CN102979896B (en) | Gear based on the manual transmission selected controls the system and method for the load in manual transmission | |
| US9047719B2 (en) | Vehicle diagnostic system, vehicle diagnostic method, and external diagnostic device | |
| EP2799833A1 (en) | Vehicle diagnostic system, vehicle diagnostic method, and external diagnostic device | |
| EP2799834A1 (en) | Vehicle diagnostic system, vehicle diagnostic method, and vehicle | |
| WO2019183991A1 (en) | Engine bench calibration method based on simulation operation of whole vehicle | |
| EP2478260B1 (en) | Method for determination of gearshift points | |
| US20100268428A1 (en) | Touch Point Calibration Method For A Motor Vehicle | |
| CN108692948A (en) | Vehicle oil consumption tests system and control method | |
| CN101266195B (en) | CVT stepless speed changer slope starting performance test method | |
| US11037381B2 (en) | Vehicle drive train test system and vehicle drive train test method | |
| CN111561561A (en) | Method for improving energy consumption economy of automobile | |
| JP5258880B2 (en) | Method and arrangement for performing a fully automatic function inspection of an internal combustion engine | |
| CN114063607B (en) | Automotive AMT clutch in-loop test bench and test method thereof | |
| SE533236C2 (en) | Method and apparatus as well as computer program product for determining the transmission line condition of the powertrain | |
| CN102954204A (en) | Driving resistance-dependent shifting delay | |
| EP3705867A1 (en) | Specimen test apparatus | |
| CN103728129B (en) | AT gearbox oil temperature test method | |
| CN107989704B (en) | Engine gear shifting prompt parameter acquisition system and method | |
| CN107107918B (en) | Detection method and detection device for detecting operation fault of vehicle accelerator pedal | |
| CN114791358A (en) | Method for testing wear-sliding durability of transmission assembly |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant | ||
| CP03 | Change of name, title or address | ||
| CP03 | Change of name, title or address |
Address after: No. 1, Xingmao Road, Bixi Street, Changshu City, Suzhou City, Jiangsu Province, 215500 Patentee after: Suzhou Intermold Technology Co.,Ltd. Address before: 215513 building 22, No. 6, Maqiao Road, Changshu Economic Development Zone, Suzhou, Jiangsu Patentee before: SUZHOU YINGTEMO AUTOMOBILE TECHNOLOGY Co.,Ltd. |