CN115096507A - Method for measuring rotational inertia of passenger vehicle transmission system - Google Patents
Method for measuring rotational inertia of passenger vehicle transmission system Download PDFInfo
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- CN115096507A CN115096507A CN202210509324.2A CN202210509324A CN115096507A CN 115096507 A CN115096507 A CN 115096507A CN 202210509324 A CN202210509324 A CN 202210509324A CN 115096507 A CN115096507 A CN 115096507A
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- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
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- G01M1/10—Determining the moment of inertia
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Abstract
The invention provides a method for measuring the rotational inertia of a passenger vehicle transmission system, which utilizes a chassis simulation dynamometer to measure the actual elapsed time and motor force in a plurality of groups of same speed intervals under different accelerations or decelerations at the same initial speed and end speed; according to the measurement result, determining the total equivalent effective mass of the rotating parts of the vehicle transmission system and the rotating parts of the wheel and chassis simulation dynamometer, thereby calculating the rotational inertia of the transmission system; the invention measures the rotational inertia of the whole transmission system in the state of the whole vehicle, is more accurate compared with the measurement result obtained by simulation calculation and partial measurement in the prior art, and is not influenced by the shape, density and position relationship after combination of parts.
Description
Technical Field
The invention relates to the technical field of measurement of automobile transmission systems, in particular to a method for measuring rotational inertia of a passenger vehicle transmission system.
Background
The dynamic performance of the automobile, such as acceleration time and braking distance, is influenced by the rotational inertia of the automobile transmission system; thereby affecting the fuel economy of the automobile during use and the driving experience of the user. Therefore, the design and evaluation of the rotational inertia of the automobile transmission system influence the development quality of automobile products. Currently, in order to obtain the rotational inertia of the automobile drive train, a method of simulation calculation and partial measurement is generally adopted, for example, the rotational inertia of a wheel composed of a tire and a rim is measured by special equipment, while other parts such as a brake disc, a half shaft, a main reducer gear, a transmission shaft and the like which are not easy to measure are obtained by simulation calculation, and then the final rotational inertia of the drive train is calculated. Due to the complexity of the shapes, densities and position relations of the parts after combination, the accuracy of simulation calculation is difficult to guarantee.
Disclosure of Invention
The invention aims to provide a method for measuring the rotational inertia of a passenger vehicle transmission system, which utilizes a chassis simulation dynamometer to measure the rotational inertia of the whole transmission system in a whole vehicle state, so as to solve the technical problem that the accuracy of the rotational inertia of the transmission system is difficult to ensure through simulation calculation in the prior art.
In order to solve the technical problems, the invention is realized by adopting the following technical scheme:
a method for measuring the rotational inertia of a passenger vehicle transmission system comprises the following steps:
s10, mounting the vehicle on a chassis simulation dynamometer, idling the vehicle engine, idling the transmission, and releasing the parking brake;
s20, starting an acceleration and deceleration mode of the chassis simulation dynamometer, carrying out multiple groups of acceleration or deceleration tests at the same initial speed and end speed and different acceleration or deceleration, and measuring the actually experienced time and motor force in the same speed interval under multiple groups of different acceleration or deceleration;
s30, determining the total equivalent effective mass of the rotating parts of the vehicle power train and the rotating parts of the wheel and chassis simulation dynamometer according to the measuring result in the S20;
and S40, calculating the rotational inertia of the transmission system by the formula I ═ M t -M 0 )×R 2 In the formula:
i-the rotational inertia of the drive train;
M t -the total equivalent effective mass of rotating parts of the vehicle driveline and rotating parts of the wheel and chassis simulation dynamometer determined in S30;
M 0 -the equivalent effective mass of the rotating part of the chassis simulation dynamometer;
r-radius of wheel.
2. The method for measuring the rotational inertia of a passenger vehicle power train as claimed in claim 1, wherein the step of determining the total equivalent effective mass of the rotating parts of the vehicle power train and the rotating parts of the wheel and chassis simulation dynamometer in the step S30 comprises:
s31, calculating the actual acceleration or deceleration based on the measurement result of S20, wherein the calculation formula is (V ═ V) t -V 0 ) T, in the formula:
a-acceleration or deceleration;
V t -an end speed;
V 0 -an initial speed;
t-measured actual elapsed time;
and S32, drawing a scatter diagram by using the motor force actually measured in the S20 and the acceleration or deceleration by using data analysis software, adding a linear trend line in the diagram to obtain a linear formula, and taking a first-order coefficient of the linear formula as the total equivalent effective mass of the rotating parts of the vehicle transmission system and the rotating parts of the wheel and chassis simulation dynamometer.
Further, in S32, the method further includes adjusting the positive and negative of the motor force measurement result according to the actual physical meaning.
Further, in S20, each set of acceleration or deceleration tests is repeated multiple times.
Further, the S20 includes both the acceleration test and the deceleration test.
Further, the acceleration or deceleration value used in said S20 is not more than 6m/S 2 。
Further, vehicles for testing have been run-in as required by the manufacturing facility.
Further, the step S10 includes adjusting the chassis simulation dynamometer to the road simulation mode, and driving the vehicle to warm up at a high speed for not less than 20 minutes.
Further, the multiple sets of acceleration or deceleration tests in S20 are continuously performed.
Compared with the prior art, the invention has the beneficial effects that:
according to the measuring method for the rotational inertia of the passenger vehicle transmission system, the chassis simulation dynamometer is utilized to measure the rotational inertia of the whole transmission system in the whole vehicle state, the measuring result is more accurate compared with the measuring result obtained by simulation calculation and partial measurement in the prior art, and the measuring method is not influenced by the shape, density and position relation after combination of parts.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present invention, and other drawings can be obtained by those skilled in the art without creative efforts according to the drawings:
FIG. 1 is a flowchart of a method for measuring rotational inertia of a passenger vehicle drive train in the embodiment;
fig. 2 is a flowchart of step S30 in the present embodiment;
fig. 3 is a diagram illustrating a relationship between the motor force and the actual acceleration/deceleration obtained in this embodiment.
Detailed Description
In order to make those skilled in the art better understand the technical solution of the present invention, the technical solution in the embodiment of the present invention will be clearly and completely described below with reference to the drawings in the embodiment of the present invention, and it is obvious that the described embodiment is only a part of the embodiment of the present invention, and not all embodiments. All other embodiments, which can be obtained by a person skilled in the art without making any creative effort based on the embodiments in the present invention, shall fall within the protection scope of the present invention.
The embodiment provides a method for measuring the rotational inertia of a passenger vehicle transmission system, which comprises the following steps of before a formal measurement test is carried out:
firstly, determining the technical condition of a vehicle:
1. and (4) confirming that the vehicle meets the technical condition requirements of a production factory, and the configuration of the whole vehicle assembly and parts is correct.
2. Vehicles have been run-in as required by manufacturing companies to prevent the occurrence of unrepresentative frictional resistance.
3. The automobile has no liquid leakage.
4. The check confirms the vehicle driveline and wheel bearing lubrication to prevent the occurrence of unrepresentative frictional drag.
5. All wheel states and tire pressures are checked and confirmed. The stones and sundries in the tire patterns are cleaned.
Secondly, confirming the state of the chassis simulation dynamometer:
1. and confirming that the chassis simulation dynamometer is in the verification validity period.
2. The chassis simulation dynamometer is fully preheated.
3. And the chassis simulates the zero setting of a dynamometer.
After the preparation work is finished, the measurement test of the rotational inertia of the transmission system is started, and the test method comprises the following steps:
s10, mounting the vehicle on the chassis simulation dynamometer, and firmly fixing the vehicle, wherein the fixing device does not generate vertical force on the vehicle; installing a vehicle tail gas connecting pipe; closing a vehicle access door and a personnel access door of the laboratory; setting the temperature of the test chamber to about 25 ℃; after the temperature of the test room is stabilized to 25 ℃, a driver enters the vehicle to prepare for a test; opening a fresh air and exhaust system of the laboratory, and confirming normal work; starting a front fan of the test room, and adjusting the wind speed to meet the cooling requirement of vehicle operation; and adjusting the chassis simulation dynamometer to a road simulation (RoadLoad) mode, driving the automobile to preheat at a higher speed for running for at least 20min, and braking and stopping after the vehicle state is stable.
S20, idling the engine, idling the transmission, and releasing the parking brake; starting an acceleration or deceleration mode of the chassis simulation dynamometer, carrying out multiple groups of acceleration or deceleration tests at the same initial speed and end speed and different acceleration or deceleration, and measuring the actually-experienced time and motor force in the same speed interval under multiple groups of different acceleration or deceleration;
in order to ensure the measurement accuracy, a plurality of groups of acceleration or deceleration tests are continuously carried out, and if the tests are interrupted, the thermal state of the rotating parts of the vehicle transmission system and the chassis simulation dynamometer changes, which affects the result accuracy.
The acceleration and deceleration are selected according to the following principles: the method comprises an acceleration working condition and a deceleration working condition; maximum acceleration and deceleration does not exceed the capacity of the apparatus and no slippage of the vehicle tires with the apparatus drum should occur, typically no more than 6m/s 2 (ii) a The acceleration and deceleration values should be evenly distributed.
In this embodiment, the acceleration of the chassis simulation dynamometer is set to 0.447m/s 2 Starting the chassis simulation dynamometer to measure in an acceleration mode at an initial speed of 4.5m/s and a finishing speed of 17.9m/s, repeatedly measuring for 5 times to ensure the precision, and obtaining the actual elapsed time and the motor force in a speed interval; for more accurate measurement results, it is preferable to include both acceleration test and deceleration test, and then set the deceleration of the chassis simulation dynamometer to-0.447 m/s 2 Starting a chassis simulation dynamometer to perform deceleration mode measurement at an initial speed of 17.9m/s and finishing the speed of 4.5m/s, repeating the measurement for 5 times to ensure the precision, and obtaining the actual elapsed time and the motor force in a speed interval, wherein the specific results are shown in a table 1:
TABLE 1
Then respectively setting the acceleration of the chassis simulation dynamometer to be 1.341m/s 2 、2.682m/s 2 、5.3m/s 2 The deceleration is-1.341 m/s 2 、-2.682m/s 2 、-5.3m/s 2 The above procedure was then repeated to obtain measurements at different accelerations and decelerations, as shown in tables 2-4:
TABLE 2
TABLE 3
TABLE 4
S30, determining the rotating parts of the vehicle transmission system and the total equivalent effective mass of the rotating parts of the wheel and the chassis simulation dynamometer according to the measurement result in the S20;
the method for determining the total equivalent effective mass of the rotating parts of the vehicle power train and the rotating parts of the wheel and chassis simulation dynamometer in the step S30 is as follows:
s31, calculating the actual acceleration or deceleration according to the measurement result of S20, wherein the calculation formula is (Vt-V0)/t, and the formula is:
a-speed of addition (subtraction);
vt-end velocity;
v0-initial velocity;
t-measured actual elapsed time;
and S32, adjusting the positive and negative of the motor force measurement result according to the actual physical significance, see Table 5.
Using data analysis software such as EXCEL, a scatter plot is plotted with the actual measured motor force versus acceleration or deceleration, with acceleration and deceleration on the abscissa and actual measured motor force on the ordinate. Adding a linear trend line in the graph, and selecting a display formula to obtain the formula: and as shown in fig. 3, a trend line primary term coefficient 1240.411887 is taken as the total equivalent effective mass of the rotating parts of the vehicle transmission system and the rotating parts of the wheels and the chassis simulation dynamometer, and the physical meaning of the coefficient is the sum of the equivalent effective mass of the rotating parts of the passenger vehicle transmission system and the wheels and the equivalent effective mass of the rotating parts of the chassis simulation dynamometer.
And S40, calculating the rotational inertia of the transmission system by the formula I ═ M t -M 0 )×R 2 In the formula:
i-the rotational inertia of the drive train;
M t -the total equivalent effective mass of rotating parts of the vehicle driveline and rotating parts of the wheel and chassis simulation dynamometer obtained in S30;
M 0 the equivalent effective mass of the rotating part of the chassis simulation dynamometer, obtainable through the certification report of the equipment;
r-wheel radius.
In the description of the present application, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and simplicity of description, but do not indicate or imply that the device or element being referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus, should not be construed as limiting the present application. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.
The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the invention. Thus, the present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
Claims (9)
1. A method for measuring rotational inertia of a passenger vehicle transmission system is characterized by comprising the following steps:
s10, mounting the vehicle on a chassis simulation dynamometer, idling the vehicle engine, idling the transmission, and releasing the parking brake;
s20, starting an acceleration and deceleration mode of the chassis simulation dynamometer, carrying out multiple groups of acceleration or deceleration tests at the same initial speed and end speed and different accelerations or decelerations, and measuring the actually experienced time and motor force in the same speed interval under multiple groups of different accelerations or decelerations;
s30, determining the total equivalent effective mass of the rotating parts of the vehicle power train and the rotating parts of the wheel and chassis simulation dynamometer according to the measuring result in the S20;
and S40, calculating the rotational inertia of the transmission system by the formula I ═ M t -M 0 )×R 2 In the formula:
i-the rotational inertia of the drive train;
M t -the total equivalent effective mass of rotating parts of the vehicle driveline and rotating parts of the wheel and chassis simulation dynamometer determined in S30;
M 0 -the equivalent effective mass of the rotating part of the chassis simulation dynamometer;
r-wheel radius.
2. The method for measuring the rotational inertia of a passenger vehicle power train as claimed in claim 1, wherein the step of determining the total equivalent effective mass of the rotating parts of the vehicle power train and the rotating parts of the wheel and chassis simulation dynamometer in the step S30 comprises:
s31, calculating the actual acceleration or deceleration based on the measurement result of S20, wherein the calculation formula is (V ═ V) t -V 0 ) T, in the formula:
a-acceleration or deceleration;
V t -an end speed;
V 0 -an initial speed;
t-measured actual elapsed time;
and S32, drawing a scatter diagram by using data analysis software according to the motor force actually measured in the step S20 and the acceleration or the deceleration, adding a linear trend line in the diagram to obtain a linear formula, and taking a first-order coefficient of the linear formula as the total equivalent effective mass of the rotating parts of the vehicle transmission system and the rotating parts of the wheel and chassis simulation dynamometer.
3. The method of claim 2, wherein step S32 further comprises adjusting the magnitude of the motor force measurement according to the actual physical meaning.
4. The method of claim 1, wherein each set of acceleration or deceleration tests in S20 is repeated multiple times.
5. The method of claim 1, wherein step S20 includes both acceleration and deceleration tests.
6. Method for measuring the rotational inertia of a passenger vehicle drive train according to claim 1, wherein the acceleration or deceleration used in S20 is not more than 6m/S 2 。
7. A method of measuring rotational inertia of a passenger vehicle driveline as claimed in claim 1, wherein the vehicle under test has been run in as required by a manufacturing facility.
8. The method of claim 1, wherein step S10 further comprises adjusting the chassis simulation dynamometer to a road simulation mode, and driving the vehicle at high-speed warm-up for no less than 20 minutes.
9. The method of claim 1, wherein the plurality of acceleration or deceleration tests of S20 are performed continuously.
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| Application Number | Priority Date | Filing Date | Title |
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| CN202210509324.2A CN115096507A (en) | 2022-05-10 | 2022-05-10 | Method for measuring rotational inertia of passenger vehicle transmission system |
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| CN202210509324.2A CN115096507A (en) | 2022-05-10 | 2022-05-10 | Method for measuring rotational inertia of passenger vehicle transmission system |
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