CN117589472A

CN117589472A - Differential lock false triggering scene test method and device, vehicle and storage medium

Info

Publication number: CN117589472A
Application number: CN202311603455.8A
Authority: CN
Inventors: 刘海峰; 冷雪梅; 梁甫; 金勇�; 叶德新
Original assignee: Chongqing Changan Automobile Co Ltd
Current assignee: Chongqing Changan Automobile Co Ltd
Priority date: 2023-11-28
Filing date: 2023-11-28
Publication date: 2024-02-23

Abstract

The application relates to the technical field of vehicles, in particular to a method and a device for testing a false triggering scene of a differential lock, a vehicle and a storage medium, wherein the method comprises the following steps: determining that the current vehicle state meets a preset extreme load state; in the differential locking state, testing according to a preset extreme scene test mode; storing dynamic checking information of the differential lock in the testing process, and after the testing is finished, storing state result information of the differential lock and a vehicle transmission system; according to the method and the device for testing the extreme scene of the differential lock false triggering vehicle in the extreme load state, the extreme capacity of the vehicle transmission system when the vehicle is in the extreme scene is tested, the extreme working conditions possibly encountered in the use process of the vehicle can be effectively simulated, and then the reliability of the vehicle transmission system in overcoming the slip torque in the differential lock state can be judged according to dynamic checking information and state result information obtained through testing.

Description

Differential lock false triggering scene test method and device, vehicle and storage medium

Technical Field

The application relates to the technical field of vehicles, in particular to a method and a device for testing a false triggering scene of a differential lock, a vehicle and a storage medium.

Background

When the vehicle runs on a muddy or ice-snow low-attachment road surface, when part of driving wheels are on the low-attachment road surface and part of driving wheels are on the road surface with higher adhesive force, due to the action of the open differential mechanism, the power output can be fully or mostly transmitted to the low-attachment side and the wheels are caused to idle, so that the relatively high-attachment side has no power output or insufficient power output, the wheels do not rotate, and finally the vehicle cannot drive away. In order to improve the escaping capability of the vehicle, part of the vehicles are provided with differential locks, namely, a locking device is integrated on an open differential, so that the two sides of an output shaft of the differential can be actively or passively locked when needed, and the two ends of the output side of the differential can completely transmit the power of an input end at the same rotating speed, thereby meeting the escaping requirement of the vehicle.

When the differential lock is locked, the two ends of the differential lock connection are rigidly connected, the rotation speed difference of the connecting shafts at the two ends is forcibly locked to be 0, when the vehicle is turned to run, the running track at the wheel end has displacement difference, at the moment, one side of the two ends of the rigidly connected transmission shaft is required to overcome friction force between the tire and the ground and slide, so that the vehicle can run continuously to the target direction by overcoming the displacement difference. In the process of overcoming friction force, the transmission shaft is subjected to the sliding torque transmitted by the friction force between the tire and the ground through the wheel end besides the driving torque provided by the power system. Especially when the differential lock padlock runs due to the fact that a differential lock switch is triggered by mistake on a high-attachment road surface, the sliding torque to be overcome by the tire is extremely large, and the transmission shaft bears extremely high abnormal torque load by combining the torque amplifying effect of the tire in the sliding transient state. Therefore, it is necessary to verify the reliability of the vehicle driveline against slip torque in the differential lock-up state by a test method.

In the prior art, reliability verification is only performed on the differential lock in a normal use state, for example, a running working condition is steady state, and the load of an identified verification scene is a general load in the process of using the differential lock normally. Therefore, the prior art cannot verify the reliability of the vehicle driveline against slip torque in the differentially locked state.

Accordingly, there is a need for improvement and advancement in the art.

Disclosure of Invention

The application provides a method and a device for testing false triggering scenes of a differential lock, which are used for solving the technical problem that the reliability of a vehicle transmission system for overcoming slip torque in a differential lock locking state cannot be verified in the related art.

In order to achieve the above purpose, the present application adopts the following technical scheme:

an embodiment of a first aspect of the present application provides a method for testing a false triggering scene of a differential lock, including the following steps:

determining that the current vehicle state meets a preset extreme load state;

in the differential locking state, testing according to a preset extreme scene test mode;

and storing dynamic checking information of the differential lock in the testing process, and after the testing is finished, storing state result information of the differential lock and a vehicle transmission system.

According to the technical means, the vehicle transmission system can efficiently simulate the limit working conditions possibly encountered in the use of the vehicle by carrying out the extreme scene test on the vehicle which is triggered by the differential lock in the extreme load state and testing the limit capability of the vehicle transmission system when the vehicle is in the extreme scene, and further the reliability of the vehicle transmission system for overcoming the slip torque in the differential lock state can be judged according to the dynamic check information and the state result information obtained by the test.

Optionally, in one embodiment of the present application, the determining that the current vehicle state meets the preset extreme load state includes:

determining a target vehicle type corresponding to a target vehicle, and obtaining target standard configuration information corresponding to the target vehicle type according to various pre-stored vehicle types and standard configuration information corresponding to the various vehicle types;

and acquiring current configuration information of the target vehicle, and if the current configuration information is matched with the target standard configuration information, determining that the current vehicle state of the target vehicle meets the preset extreme load state.

According to the technical means, the standard configuration information corresponding to various vehicle types is stored in advance, so that whether the current vehicle state meets the preset extreme load state or not is judged, and a basis is provided for verifying the limit capacity of the vehicle transmission system.

Optionally, in one embodiment of the present application, the standard configuration information includes: the system comprises vehicle transmission system part information, transmission system calibration software information, tire and wheel model information, tire pressure range information and full load quality information.

According to the technical means, the transmission system parts, the calibration software, the wheel model, the tire pressure and the full load quality in the target vehicle are subjected to standard configuration, so that the target vehicle meets the preset extreme load state, and the reliability of the differential lock under the extreme load of the false triggering scene such as false triggering is conveniently tested.

Optionally, in an embodiment of the present application, the extreme scene test mode includes a scene test of a full-acceleration emergency starting working condition and a scene test of a constant-speed running continuous steering working condition, where friction coefficients corresponding to roads where the scene test of the full-acceleration emergency starting working condition and the scene test of the constant-speed running continuous steering working condition are located are both within a preset friction coefficient range;

the testing is performed according to a preset extreme scene testing mode in a differential locking state, and the method comprises the following steps:

obtaining a target full-acceleration emergency starting rule and a target constant-speed running continuous steering rule corresponding to a target vehicle type according to a first corresponding relation between the preset vehicle type and the full-acceleration emergency starting rule and a second corresponding relation between the vehicle type and the constant-speed running continuous steering rule;

Under the differential locking state, carrying out scene test of full-acceleration emergency starting working conditions according to the target full-acceleration emergency starting rule;

and under the differential locking state, performing scene test of constant-speed running continuous steering working conditions according to the target constant-speed running continuous steering rule.

According to the technical means, the first corresponding relation between the vehicle type and the full acceleration emergency starting rule and the second corresponding relation between the vehicle type and the constant speed running continuous steering rule are preset, so that testing is conducted according to the rule corresponding to the target vehicle type, and testing accuracy is improved.

Optionally, in an embodiment of the present application, the target full acceleration emergency starting rule includes: a plurality of steering wheel steering angles taking the middle position of the steering wheel as a reference, and a forward target vehicle speed, a backward target vehicle speed and target times corresponding to the steering angles of the steering wheels;

under the differential locking state, the scene test of the full-acceleration emergency starting working condition is carried out according to the target full-acceleration emergency starting rule, and the scene test comprises the following steps:

adjusting the differential lock to a locking state, taking one of a plurality of steering wheel steering angles as a current steering wheel steering angle, and adjusting the steering wheel according to the current steering wheel steering angle;

The current gear is adjusted to be a forward gear, the accelerator pedal is adjusted to be full-opening, and the accelerator pedal is controlled to be released after the vehicle speed reaches a forward target vehicle speed corresponding to the steering angle of the current steering wheel;

when the target vehicle stops, the current gear is adjusted to be a backward gear, the accelerator pedal is adjusted to be full-opening, and when the vehicle speed reaches a backward target vehicle speed corresponding to the steering angle of the current steering wheel, the accelerator pedal is controlled to be released until the target vehicle stops;

obtaining target times corresponding to the steering angle of the current steering wheel, and repeating the test according to the target times to finish the scene test of the full-acceleration emergency starting working condition corresponding to the steering angle of the current steering wheel;

and sequentially completing the scene test of the full-acceleration emergency starting working conditions corresponding to the steering angles of all steering wheels.

According to the technical means, the limiting capacity of the transmission system when the vehicle is at the limiting steering angle is tested by setting a plurality of steering angles of the steering wheel, corresponding forward target vehicle speed and corresponding backward target vehicle speed, so that the limiting working condition possibly encountered in the use of the vehicle can be effectively simulated.

Optionally, in one embodiment of the present application, the dynamic checking information includes: after the scene test of the full acceleration emergency starting working condition of each steering wheel steering angle is completed, dynamically checking the differential lock to obtain smoothness of the locking disconnection switching process and whether abnormal sound exists in the locking disconnection switching process; the state result information includes: detecting the obtained microscopic state change of the differential lock and the vehicle transmission system according to a preset microscopic detection item.

According to the technical means, after the scene test of the full acceleration emergency starting working condition of each steering wheel steering angle is completed, the differential lock is dynamically checked to obtain dynamic checking information, and state result information is obtained after all the scene tests are completed, so that the reliability of the vehicle transmission system and the differential lock in an extreme scene can be conveniently judged.

Optionally, in one embodiment of the present application, the target constant speed running continuous steering rule includes: a plurality of running speeds, and steering wheel turning speeds and target mileage corresponding to the running speeds;

under the differential locking state, the scene test of the constant-speed running continuous steering working condition is carried out according to the target constant-speed running continuous steering rule, and the scene test comprises the following steps:

the differential lock is adjusted to a locking state, one of a plurality of running speeds is used as a current running speed, the current gear is adjusted to be a forward gear for parallel running, and the speed is kept constant when the current running speed is reached;

the steering wheel is adjusted leftwards at the steering wheel turning angle speed corresponding to the current running speed until reaching the left maximum turning angle, and is adjusted rightwards at the steering wheel turning angle speed corresponding to the current running speed until reaching the right maximum turning angle;

The steering wheel is controlled to be adjusted leftwards and rightwards repeatedly until the total driving mileage reaches the target mileage corresponding to the current driving speed, and the scene test of the constant-speed driving continuous steering working condition corresponding to the current driving speed is completed;

and sequentially completing scene tests of constant-speed running continuous steering working conditions corresponding to all running speeds.

According to the technical means, the limiting capacity of the transmission system when the vehicle is at each speed is tested by setting a plurality of running speeds, steering wheel corner speeds corresponding to each running speed and target mileage, so that limiting working conditions possibly encountered in the use of the vehicle can be effectively simulated.

Optionally, in one embodiment of the present application, the dynamic checking information includes: after the scene test of the constant-speed running continuous steering working condition corresponding to each running speed is completed, dynamically checking the differential lock to obtain smoothness of the locking disconnection switching process and whether abnormal sound exists in the locking disconnection switching process; the state result information includes: detecting the obtained microscopic state change of the differential lock and the vehicle transmission system according to a preset microscopic detection item.

According to the technical means, after the scene test of the constant-speed running continuous steering working condition corresponding to each running speed is completed, the differential lock is dynamically checked to obtain dynamic checking information, and state result information is obtained after all the scene tests are completed, so that the reliability of the vehicle transmission system and the differential lock in an extreme scene can be conveniently judged.

An embodiment of a second aspect of the present application provides a differential lock false triggering scene test device, including:

the determining module is used for determining that the current vehicle state meets the preset extreme load state;

the testing module is used for testing according to a preset extreme scene testing mode in a differential locking state;

and the storage module is used for storing the dynamic checking information of the differential lock in the test process and the state result information of the differential lock and the vehicle transmission system after the test is finished.

Optionally, the determining module includes:

the configuration determining unit is used for determining a target vehicle type corresponding to a target vehicle and obtaining target standard configuration information corresponding to the target vehicle type according to various pre-stored vehicle types and standard configuration information corresponding to the various vehicle types;

the state determining unit is used for obtaining the current configuration information of the target vehicle, and if the current configuration information is matched with the target standard configuration information, determining that the current vehicle state of the target vehicle meets the preset extreme load state.

Optionally, the standard configuration information includes: the system comprises vehicle transmission system part information, transmission system calibration software information, tire and wheel model information, tire pressure range information and full load quality information.

Optionally, the extreme scene test mode comprises a scene test of a full-acceleration emergency starting working condition and a scene test of a constant-speed running continuous steering working condition, and friction coefficients corresponding to roads where the scene test of the full-acceleration emergency starting working condition and the scene test of the constant-speed running continuous steering working condition are located are all within a preset friction coefficient range; the test module comprises:

the rule determining unit is used for obtaining a target full-acceleration emergency starting rule and a target constant-speed running continuous steering rule corresponding to a target vehicle type according to a first corresponding relation between a preset vehicle type and the full-acceleration emergency starting rule and a second corresponding relation between the vehicle type and the constant-speed running continuous steering rule;

the first test unit is used for carrying out scene test of full-acceleration emergency starting working conditions according to the target full-acceleration emergency starting rule in a differential locking state;

and the second test unit is used for carrying out scene test of constant-speed running continuous steering working conditions according to the target constant-speed running continuous steering rule in a differential locking state.

Optionally, the target full acceleration emergency starting rule includes: a plurality of steering wheel steering angles taking the middle position of the steering wheel as a reference, and a forward target vehicle speed, a backward target vehicle speed and target times corresponding to the steering angles of the steering wheels; the first test unit includes:

The first adjusting subunit is used for adjusting the differential lock to a locking state, taking one of a plurality of steering wheel steering angles as a current steering wheel steering angle and adjusting the steering wheel according to the current steering wheel steering angle;

the control subunit is used for adjusting the current gear to be a forward gear, adjusting the accelerator pedal to be a full opening, and controlling the accelerator pedal to be released after the vehicle speed reaches a forward target vehicle speed corresponding to the steering angle of the current steering wheel;

the second adjusting subunit is used for adjusting the current gear to be a backward gear after the target vehicle stops, adjusting the accelerator pedal to be a full opening, and controlling the accelerator pedal to be released until the target vehicle stops after the vehicle speed reaches a backward target vehicle speed corresponding to the current steering angle of the steering wheel;

the frequency acquisition subunit is used for acquiring target frequency corresponding to the steering angle of the current steering wheel, and performing repeated test according to the target frequency to complete the scene test of the full-acceleration emergency starting working condition corresponding to the steering angle of the current steering wheel;

and the test subunit is used for sequentially completing the scene test of the full-acceleration emergency starting working conditions corresponding to the steering angles of all steering wheels.

Optionally, the dynamic checking information includes: after the scene test of the full acceleration emergency starting working condition of each steering wheel steering angle is completed, dynamically checking the differential lock to obtain smoothness of the locking disconnection switching process and whether abnormal sound exists in the locking disconnection switching process; the state result information includes: detecting the obtained microscopic state change of the differential lock and the vehicle transmission system according to a preset microscopic detection item.

Optionally, the target constant-speed running continuous steering rule includes: a plurality of running speeds, and steering wheel turning speeds and target mileage corresponding to the running speeds; the second test unit includes:

the third adjusting subunit is used for adjusting the differential lock to a locking state, taking one of a plurality of running speeds as a current running speed, adjusting the current gear to a forward gear for parallel running, and keeping a constant speed when the current running speed is reached;

the fourth adjusting subunit is used for adjusting the steering wheel leftwards at the steering wheel turning angle speed corresponding to the current running vehicle speed until the left maximum turning angle is reached, and rightwards at the steering wheel turning angle speed corresponding to the current running vehicle speed until the right maximum turning angle is reached;

a fifth adjusting subunit, configured to control the steering wheel to repeatedly adjust leftwards and rightwards until the total driving mileage reaches a target mileage corresponding to the current driving speed, and complete a scene test of a constant-speed driving continuous steering condition corresponding to the current driving speed;

and the test subunit is used for sequentially completing scene tests of constant-speed running continuous steering working conditions corresponding to all running speeds.

Optionally, the dynamic checking information includes: after the scene test of the constant-speed running continuous steering working condition corresponding to each running speed is completed, dynamically checking the differential lock to obtain smoothness of the locking disconnection switching process and whether abnormal sound exists in the locking disconnection switching process; the state result information includes: detecting the obtained microscopic state change of the differential lock and the vehicle transmission system according to a preset microscopic detection item.

An embodiment of a third aspect of the present application provides a vehicle, where the vehicle includes a memory, a processor, and a differential lock false triggering scenario test program stored in the memory and capable of running on the processor, and when the processor executes the differential lock false triggering scenario test program, the steps of the differential lock false triggering scenario test method described above are implemented.

An embodiment of a fourth aspect of the present application provides a computer readable storage medium, where a differential lock false triggering scenario test program is stored on the computer readable storage medium, where when the differential lock false triggering scenario test program is executed by a processor, the steps of the differential lock false triggering scenario test method described above are implemented.

The beneficial effects of this application:

(1) According to the method and the device, the extreme scene test is carried out on the vehicle which is triggered by the differential lock in the extreme load state by mistake, the limit capacity of the vehicle transmission system is tested when the vehicle is in the extreme scene, the limit working conditions possibly encountered in the use of the vehicle can be effectively simulated, and then the reliability of the vehicle transmission system in overcoming the slip torque in the differential lock state can be judged according to the dynamic check information and the state result information obtained by the test.

(2) According to the method and the device for testing the reliability of the differential lock under the extreme load of the false triggering scene such as false triggering, the reliability of the differential lock under the extreme load of the false triggering scene is convenient to test by carrying out standard configuration on parts of a transmission system, calibration software, wheel models, tire pressures and full-load quality in the target vehicle, so that the target vehicle meets the preset extreme load state.

(3) According to the method and the device, the limiting capacity of the transmission system when the vehicle is at the limiting steering angle is tested by setting the steering angle of the steering wheel, the corresponding forward target vehicle speed and the corresponding backward target vehicle speed, and the limiting capacity of the transmission system when the vehicle is at the various vehicle speeds is tested by setting the steering angle speed and the target mileage corresponding to the various traveling vehicle speeds, so that the limiting working conditions possibly encountered in the use of the vehicle can be effectively simulated.

Additional aspects and advantages of the application will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the application.

Drawings

The foregoing and/or additional aspects and advantages of the present application will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings, in which:

Fig. 1 is a flowchart of a method for testing a false triggering scene of a differential lock according to an embodiment of the present application;

fig. 2 is a specific flowchart of step S100 in a differential lock false triggering scenario testing method provided in an embodiment of the present application;

fig. 3 is a specific flowchart of step S200 in a differential lock false triggering scenario testing method provided in an embodiment of the present application;

fig. 4 is a specific flowchart of step S220 in a differential lock false triggering scenario testing method provided in an embodiment of the present application;

fig. 5 is a specific flowchart of step S230 in a differential lock false triggering scenario testing method provided in the embodiment of the present application;

fig. 6 is a schematic structural diagram of a differential lock false triggering scene testing device according to an embodiment of the present application;

fig. 7 is a schematic block diagram of an internal structure of a vehicle according to an embodiment of the present application.

Detailed Description

Embodiments of the present application are described in detail below, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to like or similar elements or elements having like or similar functions throughout. The embodiments described below by referring to the drawings are exemplary and intended for the purpose of explaining the present application and are not to be construed as limiting the present application.

The following describes a differential lock false triggering scene test method, a device, a vehicle and a storage medium according to the embodiments of the present application with reference to the accompanying drawings. Aiming at the problem that the reliability of a vehicle transmission system in a differential lock locking state cannot be verified in the related art, the application provides a differential lock false triggering scene test method, wherein the method determines that the current vehicle state meets the preset extreme load state; in the differential locking state, testing according to a preset extreme scene test mode; storing dynamic checking information of the differential lock in the testing process, and after the testing is finished, storing state result information of the differential lock and a vehicle transmission system; according to the method and the device for testing the extreme scene of the differential lock false triggering vehicle in the extreme load state, the extreme capacity of the vehicle transmission system when the vehicle is in the extreme scene is tested, the extreme working conditions possibly encountered in the use process of the vehicle can be effectively simulated, and then the reliability of the vehicle transmission system in overcoming the slip torque in the differential lock state can be judged according to dynamic checking information and state result information obtained through testing.

Specifically, fig. 1 is a schematic flow chart of a method for testing a false triggering scene of a differential lock according to an embodiment of the present application.

As shown in fig. 1, the method for testing the false triggering scene of the differential lock comprises the following steps:

in step S100, it is determined that the current vehicle state satisfies a preset extreme load state.

The vehicle under the extreme load state is tested, and the effect of verifying the limit capacity of the vehicle transmission system is achieved. Specifically, the scene reproduction is carried out on the limit load possibly encountered by the differential lock in the using process of the vehicle, the structural reliability of the transmission system of the vehicle is tested, and structural damage faults of the transmission system, which occur in the scenes of false triggering of the differential lock and the like after the vehicle is put on the market, are avoided.

In this embodiment, as shown in fig. 2, step S100 specifically includes:

step S110, determining a target vehicle type corresponding to the target vehicle, and obtaining target standard configuration information corresponding to the target vehicle type according to various pre-stored vehicle types and standard configuration information corresponding to the various vehicle types;

step S120, current configuration information of the target vehicle is obtained, and if the current configuration information is matched with the target standard configuration information, it is determined that the current vehicle state of the target vehicle meets the preset extreme load state.

Specifically, the vehicle to be tested is taken as the target vehicle, and different standard configuration information is corresponding to different vehicle types because the corresponding transmission systems of the vehicles of different vehicle types can be different. According to the method and the device, the standard configuration information corresponding to various vehicle types is stored in advance, so that whether the current vehicle state meets the preset extreme load state is judged, and a basis is provided for verifying the limit capacity of the vehicle transmission system.

In the embodiment of the present application, the standard configuration information includes: the system comprises vehicle transmission system part information, transmission system calibration software information, tire and wheel model information, tire pressure range information and full load quality information.

Specifically, the parts installed on the target vehicle are the latest state samples meeting the design parameter requirements, the parts influencing the test result comprise an engine, a power motor, a power battery, a transmission, a speed reducer, a differential lock, a cooling system, a transmission shaft, various controllers and the like, and the parameters of the latest state parts are stored as the information of the parts of the vehicle transmission system. The software related to power and transmission calibration needs to be the latest version of the software needing to be verified, including the software version of an engine or a power motor, a transmission and the like, and the latest version number of the calibration software is stored as transmission system calibration software information. The tire with the highest friction coefficient and the corresponding wheel model in each configuration of the target vehicle model are required to be selected, and the wheel model corresponding to the tire with the highest friction coefficient is stored as wheel model information. For example, the friction coefficients are from large to small in the order of MT mud tires, AT all-terrain tires and HT highway tires; as with the multiple models of a type of tire, the tire model with the greatest tire width and highest aspect ratio is selected. Matching the corresponding wheels according to the selected tires and completing the split charging of the tires and the wheels. The tire pressure is checked and supplemented to the required range before the test, namely, the assembled wheel assembly is inflated to the required range, the error is controlled within +/-10 kPA, and then the assembled wheel assembly is replaced to the target vehicle.

According to the embodiment of the application, the target vehicle in the polar load state is tested, so that the full load quality information is the full load quality corresponding to the vehicle type, the target vehicle is loaded by the full load quality, friction force between the tire and the ground is increased, and torque load of the transmission system is maximum when the tire and the ground slide relatively. The loading can use sand bags, balancing weights, water persons and other modes, and the numerical value with the highest design maximum total mass in each configuration of the vehicle type is selected as the full target total mass. During loading, except for a driver, the rest seats are loaded according to 50kg of the seats and 20kg of the corresponding floor positions, and the rest mass is uniformly distributed in the trunk. The loads are required to be well restrained by using a safety belt, a binding belt and the like, mass transfer cannot occur due to driving operation during running, and the deviation between the actual weight of the final vehicle and the maximum total designed mass is controlled within +/-5 kg.

According to the method and the device for testing the reliability of the differential lock under the extreme load of the false triggering scene such as false triggering, the reliability of the differential lock under the extreme load of the false triggering scene is convenient to test by carrying out standard configuration on parts of a transmission system, calibration software, wheel models, tire pressures and full-load quality in the target vehicle, so that the target vehicle meets the preset extreme load state.

In step S200, in the differential lock-up state, a test is performed in accordance with a preset extreme scene test mode.

The embodiment of the application tests the reliability of the differential lock under the extreme load of the false triggering scene such as false triggering and the like, and then can judge whether the transmission system of the target vehicle can overcome the limit slip torque under the extreme load according to the test result.

In the embodiment of the application, the extreme scene test mode comprises a scene test of a full-acceleration emergency starting working condition and a scene test of a constant-speed running continuous steering working condition, and friction coefficients corresponding to roads where the scene test of the full-acceleration emergency starting working condition and the scene test of the constant-speed running continuous steering working condition are located are all within a preset friction coefficient range.

As shown in fig. 3, step S200 specifically includes:

step S210, obtaining a target full-acceleration emergency starting rule and a target constant-speed running continuous steering rule corresponding to a target vehicle type according to a first corresponding relation between a preset vehicle type and the full-acceleration emergency starting rule and a second corresponding relation between the vehicle type and the constant-speed running continuous steering rule;

step S220, under the state of differential lock locking, carrying out scene test of full-acceleration emergency starting working conditions according to a target full-acceleration emergency starting rule;

And step S230, under the differential locking state, performing scene test of constant-speed running continuous steering working conditions according to a target constant-speed running continuous steering rule.

Specifically, the preset friction coefficient range is a high-adhesion road surface, and the preset friction coefficient range may be set to be greater than 0.7, that is, a road surface having a friction coefficient of 0.7 or more is used as a high-adhesion road surface, including a road surface such as a dry asphalt road. And carrying out full-acceleration emergency starting working conditions in different steering angle differential locking states of the high-traction road surface on the whole vehicle, and carrying out constant-speed running continuous steering working conditions in different speed differential locking states of the high-traction road surface on the whole vehicle. Because the transmission system configurations corresponding to all the vehicle types are different, the embodiment of the application is provided with the first corresponding relation between the vehicle types and the full acceleration emergency starting rule and the second corresponding relation between the vehicle types and the constant speed running continuous steering rule in advance, so that the test is conveniently carried out according to the rule corresponding to the target vehicle type, and the test accuracy is improved.

In the embodiment of the present application, the target full acceleration emergency starting rule includes: and a plurality of steering wheel steering angles taking the middle position of the steering wheel as a reference, and a forward target vehicle speed, a backward target vehicle speed and target times corresponding to the steering angles of the steering wheels.

Specifically, the steering angles of the steering wheel with the middle position of the steering wheel as a reference may be divided into a steering angle corresponding to left steering and a steering angle corresponding to right steering, each steering angle corresponding to a forward target vehicle speed, a backward target vehicle speed and a target number of times. The steering angles of the steering wheels may be graded in increments of any angle, for example, 90 degrees, as shown in table 1:

TABLE 1

As shown in fig. 4, step S220 includes:

step S221, adjusting the differential lock to a locking state, taking one of a plurality of steering wheel steering angles as a current steering wheel steering angle, and adjusting the steering wheel according to the current steering wheel steering angle;

step S222, adjusting the current gear to be a forward gear, adjusting an accelerator pedal to be full-opening, and controlling the accelerator pedal to be released after the vehicle speed reaches a forward target vehicle speed corresponding to the steering angle of the current steering wheel;

step S223, after the target vehicle stops, the current gear is adjusted to be a backward gear, the accelerator pedal is adjusted to be full-opening, and after the vehicle speed reaches a backward target vehicle speed corresponding to the steering angle of the current steering wheel, the accelerator pedal is controlled to be released until the target vehicle stops;

step S224, obtaining target times corresponding to the steering angle of the current steering wheel, and repeating the test according to the target times to complete the scene test of the full-acceleration sudden start working condition corresponding to the steering angle of the current steering wheel;

And step S225, sequentially completing scene tests of full-acceleration emergency starting working conditions corresponding to all steering angles of the steering wheel.

For example, a full acceleration rapid start condition of 90 ° of the left steering wheel in a high road surface differential lock-up state is performed. The target vehicle is driven into a high-attachment road site with a friction coefficient which accords with a preset friction coefficient range and stopped, the differential lock to be verified is adjusted to a locking state, the driving direction is adjusted to be 90 degrees based on the left corner of the middle position of the steering wheel, the lowest gear of the forward gear is hung, the accelerator pedal is rapidly stepped on to 100% of the opening degree for rapid starting acceleration, the accelerator pedal is released for rapid starting acceleration until the speed reaches 15 km/h-30 km/h, the accelerator pedal is released for rapid starting acceleration to 0km/h after the vehicle is stopped, the reverse gear is hung again after the vehicle is stopped, the steering wheel corner full accelerator pedal is maintained for rapid starting acceleration until the speed reaches 10 km/h-25 km/h, the accelerator pedal is released for rapid starting acceleration to 0km/h, and the target vehicle is a working condition cycle. Repeating the above actions and recording the number of times of emergency starting working conditions of the differential locking state under the steering wheel angle, and stopping after the number of times reaches the target number of times corresponding to the steering wheel angle.

The steering wheel continuously increases the turning angle by taking the 90-degree increment as the gradient left steering, and repeats the emergency starting working condition of the differential locking state until the number of times reaches the target number of times corresponding to the steering angle of the steering wheel. And (3) repeating the quick starting working condition of the differential locking state until the steering wheel turns left to the maximum steering angle, and stopping after the number of times reaches the target number of times corresponding to the maximum steering angle. The steering wheel turns right, the execution steps are similar to that of left steering, and the differential locking state emergency starting working conditions of all angles of right steering are sequentially executed.

The target times can be set according to the corresponding triggering times of the differential lock in the using process of the vehicle. For example, the triggering times in the 10-year process are determined according to the vehicle type positioning through the user research means such as acquisition or user investigation. The target number of trials may be equal to or greater than the number of triggers.

According to the method and the device for testing the limit capacity of the transmission system, the limit capacity of the transmission system is tested when the vehicle is at the limit steering angle through setting the steering angles of the steering wheels, the corresponding forward target vehicle speed and the corresponding backward target vehicle speed, and the limit working conditions possibly encountered in the use of the vehicle can be effectively simulated.

In an embodiment of the present application, the dynamic checking information includes: after the scene test of the full acceleration emergency starting working condition of each steering wheel steering angle is completed, dynamically checking the differential lock to obtain smoothness of the locking disconnection switching process and whether abnormal sound exists in the locking disconnection switching process; the state result information includes: detecting the obtained microscopic state change of the differential lock and the vehicle transmission system according to a preset microscopic detection item.

Specifically, after the scene test of the full acceleration emergency starting working condition of each steering wheel steering angle is completed, the differential lock is dynamically checked for disconnection, locking and disconnection, whether the differential lock is smooth or not is checked, and whether abnormal sound is generated in the locking and disconnection processes or not is checked, so that whether the differential lock functions normally or not is determined, and the differential lock can be dynamically checked after each sub-working condition reaches the target times. And after the test is finished, the differential lock is analyzed, and the parts and components of the differential lock are carefully checked, including whether the friction plate, the gear and the peripheral related parts have abnormal abrasion, cracks, deformation and other phenomena. In addition, other parts of the transmission system, including a transmission shaft, a transmission, a speed reducer and the like are correspondingly inspected.

In the embodiment of the application, the target constant-speed running continuous steering rule includes: and the driving speeds, steering wheel turning speeds corresponding to the driving speeds and target mileage are all the same.

Specifically, the vehicle speed may be continuously increased in 5km/h increments as a gradient, as shown in Table 2:

TABLE 2

As shown in fig. 5, step S230 includes:

step S231, adjusting the differential lock to a locking state, taking one of a plurality of running speeds as a current running speed, adjusting a current gear to a forward gear for parallel running, and keeping a constant speed when the current running speed is reached;

step S232, adjusting the steering wheel leftwards at the steering wheel turning angle speed corresponding to the current running speed until reaching the left maximum turning angle, and adjusting the steering wheel turning angle speed corresponding to the current running speed rightwards until reaching the right maximum turning angle;

step S233, controlling the steering wheel to be adjusted leftwards and rightwards repeatedly until the total driving mileage reaches the target mileage corresponding to the current driving speed, and completing the scene test of the constant-speed driving continuous steering working condition corresponding to the current driving speed;

and step S234, sequentially completing scene tests of constant-speed running continuous steering working conditions corresponding to all running speeds.

For example, a continuous steering condition in which a vehicle speed of 5km/h is driven forward at a constant speed in a high-traction road surface differential lock-up state is performed. The vehicle is driven into a high-adhesion road field with the friction coefficient meeting the requirement and stopped, the initial total mileage on the current instrument is recorded, the differential lock to be verified is adjusted to be in a locking state, the forward gear is hung, the vehicle speed is adjusted to 5km/h after starting running and kept at a constant speed, the steering wheel is adjusted to the left at an angular speed of 45-180 deg/s until the left maximum corner, and then is adjusted to the right at the same angular speed until the maximum corner, and the operation is repeated until the total mileage reaches the target mileage of the vehicle speed, and the vehicle stops. The speed of the vehicle is continuously increased by taking 5km/h increment as gradient, and the speed is up to 35km/h, so that the continuous steering working condition of constant speed running under the corresponding speed is completed. And stopping until the total mileage reaches the target mileage under the vehicle speed.

According to the method and the device for testing the limiting capacity of the transmission system, the driving speeds, the steering wheel turning speed corresponding to the driving speeds and the target mileage are set, the limiting capacity of the transmission system when the driving speeds are all the same, and the limiting working conditions possibly encountered in the use of the driving system can be effectively simulated.

In an embodiment of the present application, the dynamic checking information includes: after the scene test of the constant-speed running continuous steering working condition corresponding to each running speed is completed, dynamically checking the differential lock to obtain smoothness of the locking disconnection switching process and whether abnormal sound exists in the locking disconnection switching process; the state result information includes: detecting the obtained microscopic state change of the differential lock and the vehicle transmission system according to a preset microscopic detection item.

Specifically, after the scene test of the constant-speed running continuous steering working condition corresponding to each running speed is completed, the differential lock is dynamically checked for disconnection, locking and disconnection, whether the differential lock is smooth or not is checked, and whether abnormal sound is generated in the locking and disconnection processes is checked, so that whether the differential lock functions normally is determined, and the differential lock can be dynamically checked after each sub-working condition reaches the target mileage. And after the test is finished, the differential lock is analyzed, and the parts and components of the differential lock are carefully checked, including whether the friction plate, the gear and the peripheral related parts have abnormal abrasion, cracks, deformation and other phenomena. In addition, other parts of the transmission system, including a transmission shaft, a transmission, a speed reducer and the like are correspondingly inspected.

In step S300, dynamic inspection information of the differential lock during the test and status result information of the differential lock and the vehicle transmission system after the test is completed are stored.

According to the embodiment of the application, the state of the differential lock in the testing process is dynamically checked, the state results of the differential lock and the vehicle transmission system after the testing is finished are checked, and the reliability of the vehicle transmission system in the differential lock locking state for overcoming the slip torque can be judged according to the dynamic checking information and the state result information.

According to the embodiment of the application, through identifying the false triggering scene of the differential lock, the limit working conditions possibly encountered by a user in use are efficiently simulated, a targeted test method is established, whether the design of friction materials and pressing force and the strength design of the gear meet the requirements or not is judged through microscopic state change, and the limit capability of a transmission system is rapidly verified; in addition, the factors with strong correlation in the false triggering scene, including the limit capability of a power system, the limit steering angle of a vehicle, the configuration of tires, the adhesion coefficient of a road, the steering and acceleration behaviors of a user and the like, are set in a borderline manner, so that the verification efficiency is improved.

As shown in fig. 6, the differential lock false triggering scenario testing apparatus 10 includes:

A determining module 100 for determining that a current vehicle state satisfies a preset extreme load state;

the test module 200 is used for testing according to a preset extreme scene test mode in a differential locking state;

the storage module 300 is used for storing the dynamic checking information of the differential lock in the testing process and the state result information of the differential lock and the vehicle transmission system after the testing is finished.

Optionally, the determining module 100 includes:

the configuration determining unit is used for determining a target vehicle type corresponding to the target vehicle and obtaining target standard configuration information corresponding to the target vehicle type according to various pre-stored vehicle types and standard configuration information corresponding to the various vehicle types;

Optionally, the extreme scene test mode comprises a scene test of a full-acceleration emergency starting working condition and a scene test of a constant-speed running continuous steering working condition, and friction coefficients corresponding to roads where the scene test of the full-acceleration emergency starting working condition and the scene test of the constant-speed running continuous steering working condition are located are all within a preset friction coefficient range; the test module 200 includes:

and the second test unit is used for performing scene test of constant-speed running continuous steering working conditions according to the target constant-speed running continuous steering rule in the differential locking state.

Optionally, the target full acceleration emergency start rule includes: a plurality of steering wheel steering angles taking the middle position of the steering wheel as a reference, and a forward target vehicle speed, a backward target vehicle speed and target times corresponding to the steering angles of the steering wheels; the first test unit includes:

the frequency acquisition subunit is used for acquiring target frequency corresponding to the steering angle of the current steering wheel, carrying out repeated test according to the target frequency, and completing the scene test of the full-acceleration sudden start working condition corresponding to the steering angle of the current steering wheel;

Optionally, the target constant speed running continuous steering rule includes: a plurality of running speeds, and steering wheel turning speeds and target mileage corresponding to the running speeds; the second test unit includes:

It should be noted that the foregoing explanation of the embodiment of the method for testing a false triggering scenario of a differential lock is also applicable to the device for testing a false triggering scenario of a differential lock in this embodiment, and is not repeated herein.

According to the differential lock false triggering scene testing device provided by the embodiment of the application, the current vehicle state is determined to meet the preset extreme load state; in the differential locking state, testing according to a preset extreme scene test mode; the dynamic checking information of the differential lock in the testing process and the state result information of the differential lock and the vehicle transmission system after the testing is finished are stored, extreme scene testing is carried out on the vehicle which is triggered by the differential lock in the extreme load state, the limit capacity of the vehicle transmission system when the vehicle is in the extreme scene is tested, the limit working conditions possibly encountered in the use of the vehicle can be effectively simulated, and the reliability of the vehicle transmission system for overcoming the slip torque in the differential lock state can be judged according to the dynamic checking information and the state result information which are obtained by the testing.

Fig. 7 is a schematic structural diagram of a vehicle according to an embodiment of the present application. The vehicle may include:

memory 501, processor 502, and a computer program stored on memory 501 and executable on processor 502.

The processor 502 implements the differential lock false triggering scene test method provided in the above embodiment when executing the program.

Further, the vehicle further includes:

a communication interface 503 for communication in the memory 501 and the processor 502.

Memory 501 for storing a computer program executable on processor 502.

The memory 501 may include high-speed RAM memory and may also include non-volatile memory (non-volatile memory), such as at least one disk memory.

If the memory 501, the processor 502, and the communication interface 503 are implemented independently, the communication interface 503, the memory 501, and the processor 502 may be connected to each other via a bus and perform communication with each other. The bus may be an industry standard architecture (Industry Standard Architecture, abbreviated ISA) bus, an external device interconnect (Periphera l Component, abbreviated PCI) bus, or an extended industry standard architecture (Extended Industry Standard Architecture, abbreviated EISA) bus, among others. The buses may be divided into address buses, data buses, control buses, etc. For ease of illustration, the figures are shown with only one line, but not with only one bus or one type of bus.

Alternatively, in a specific implementation, if the memory 501, the processor 502, and the communication interface 503 are integrated on a chip, the memory 501, the processor 502, and the communication interface 503 may perform communication with each other through internal interfaces.

The processor 502 may be a central processing unit (Central Processing Unit, abbreviated as CPU), or an application specific integrated circuit (Application Specific Integrated Circuit, abbreviated as ASIC), or one or more integrated circuits configured to implement embodiments of the present application.

The present embodiment also provides a computer-readable storage medium having stored thereon a computer program which, when executed by a processor, implements the differential lock false trigger scenario test method as above.

In the description of the present specification, a description referring to terms "one embodiment," "some embodiments," "examples," "specific examples," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present application. In this specification, schematic representations of the above terms are not necessarily directed to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or N embodiments or examples. Furthermore, the different embodiments or examples described in this specification and the features of the different embodiments or examples may be combined and combined by those skilled in the art without contradiction.

Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include at least one such feature. In the description of the present application, the meaning of "N" is at least two, such as two, three, etc., unless explicitly defined otherwise.

Any process or method descriptions in flow charts or otherwise described herein may be understood as representing modules, segments, or portions of code which include one or more executable instructions for implementing specific logical functions or steps of the process, and additional implementations are included within the scope of the preferred embodiment of the present application in which functions may be executed out of order from that shown or discussed, including substantially concurrently or in reverse order from that shown or discussed, depending on the functionality involved, as would be understood by those reasonably skilled in the art of the embodiments of the present application.

Logic and/or steps represented in the flowcharts or otherwise described herein, e.g., a ordered listing of executable instructions for implementing logical functions, can be embodied in any computer-readable medium for use by or in connection with an instruction execution system, apparatus, or device, such as a computer-based system, processor-containing system, or other system that can read instructions from and execute instructions. For the purposes of this description, a "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transport the program for use by or in connection with the instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of the computer-readable medium would include the following: an electrical connection (electronic device) having one or N wires, a portable computer cartridge (magnetic device), a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber device, and a portable compact disc read-only memory (CDROM). Additionally, the computer-readable medium may even be paper or other suitable medium upon which the program is printed, as the program may be electronically captured, via optical scanning of the paper or other medium, then compiled, interpreted or otherwise processed in a suitable manner if necessary, and then stored in a computer memory.

It is to be understood that portions of the present application may be implemented in hardware, software, firmware, or a combination thereof. In the above-described embodiments, the N steps or methods may be implemented in software or firmware stored in a memory and executed by a suitable instruction execution system. If implemented in hardware, as in another embodiment, may be implemented using any one or combination of the following techniques, as known in the art: discrete logic circuits having logic gates for implementing logic functions on data signals, application specific integrated circuits having suitable combinational logic gates, programmable Gate Arrays (PGAs), field Programmable Gate Arrays (FPGAs), and the like.

Those of ordinary skill in the art will appreciate that all or part of the steps carried out in the method of the above-described embodiments may be implemented by a program to instruct related hardware, and the program may be stored in a computer readable storage medium, where the program when executed includes one or a combination of the steps of the method embodiments.

In addition, each functional unit in each embodiment of the present application may be integrated in one processing module, or each unit may exist alone physically, or two or more units may be integrated in one module. The integrated modules may be implemented in hardware or in software functional modules. The integrated modules may also be stored in a computer readable storage medium if implemented as software functional modules and sold or used as a stand-alone product.

The above-mentioned storage medium may be a read-only memory, a magnetic disk or an optical disk, or the like. Although embodiments of the present application have been shown and described above, it will be understood that the above embodiments are illustrative and not to be construed as limiting the application, and that variations, modifications, alternatives, and variations may be made to the above embodiments by one of ordinary skill in the art within the scope of the application.

Claims

1. The method for testing the false triggering scene of the differential lock is characterized by comprising the following steps of:

determining that the current vehicle state meets a preset extreme load state;

2. The differential lock false triggering scenario test method of claim 1, wherein the determining that the current vehicle state meets a preset extreme load state includes:

3. The differential lock false triggering scenario testing method according to claim 2, wherein the standard configuration information includes: the system comprises vehicle transmission system part information, transmission system calibration software information, tire and wheel model information, tire pressure range information and full load quality information.

4. The method for testing the false triggering scene of the differential lock according to claim 2, wherein the extreme scene test mode comprises a scene test of a full-acceleration sudden start working condition and a scene test of a constant-speed running continuous steering working condition, and friction coefficients corresponding to roads where the scene tests of the full-acceleration sudden start working condition and the constant-speed running continuous steering working condition are located are all within a preset friction coefficient range;

5. The differential lock false triggering scenario test method of claim 4, wherein the target full acceleration emergency start rule comprises: a plurality of steering wheel steering angles taking the middle position of the steering wheel as a reference, and a forward target vehicle speed, a backward target vehicle speed and target times corresponding to the steering angles of the steering wheels;

6. The differential lock false triggering scenario testing method according to claim 5, wherein the dynamic checking information includes: after the scene test of the full acceleration emergency starting working condition of each steering wheel steering angle is completed, dynamically checking the differential lock to obtain smoothness of the locking disconnection switching process and whether abnormal sound exists in the locking disconnection switching process; the state result information includes: detecting the obtained microscopic state change of the differential lock and the vehicle transmission system according to a preset microscopic detection item.

7. The differential lock false triggering scenario testing method according to claim 4, wherein the target constant speed driving continuous steering rule includes: a plurality of running speeds, and steering wheel turning speeds and target mileage corresponding to the running speeds;

8. The differential lock false triggering scenario testing method according to claim 7, wherein the dynamic checking information includes: after the scene test of the constant-speed running continuous steering working condition corresponding to each running speed is completed, dynamically checking the differential lock to obtain smoothness of the locking disconnection switching process and whether abnormal sound exists in the locking disconnection switching process; the state result information includes: detecting the obtained microscopic state change of the differential lock and the vehicle transmission system according to a preset microscopic detection item.

9. The utility model provides a differential lock false triggering scene testing arrangement which characterized in that includes:

10. The differential lock false triggering scenario testing apparatus of claim 9, wherein the determination module includes:

11. The differential lock false triggering scenario testing apparatus of claim 10, wherein the standard configuration information includes: the system comprises vehicle transmission system part information, transmission system calibration software information, tire and wheel model information, tire pressure range information and full load quality information.

12. The false triggering scene test device of a differential lock according to claim 10, wherein the extreme scene test mode comprises a scene test of a full-acceleration sudden start working condition and a scene test of a constant-speed running continuous steering working condition, and friction coefficients corresponding to roads where the scene test of the full-acceleration sudden start working condition and the scene test of the constant-speed running continuous steering working condition are located are all within a preset friction coefficient range; the test module comprises:

13. The differential lock false triggering scenario testing apparatus of claim 12, wherein the target full acceleration hard start rule includes: a plurality of steering wheel steering angles taking the middle position of the steering wheel as a reference, and a forward target vehicle speed, a backward target vehicle speed and target times corresponding to the steering angles of the steering wheels; the first test unit includes:

14. The differential lock false triggering scenario testing apparatus of claim 13, wherein the dynamic inspection information includes: after the scene test of the full acceleration emergency starting working condition of each steering wheel steering angle is completed, dynamically checking the differential lock to obtain smoothness of the locking disconnection switching process and whether abnormal sound exists in the locking disconnection switching process; the state result information includes: detecting the obtained microscopic state change of the differential lock and the vehicle transmission system according to a preset microscopic detection item.

15. The differential lock false triggering scenario testing apparatus according to claim 12, wherein the target constant speed driving continuous steering rule includes: a plurality of running speeds, and steering wheel turning speeds and target mileage corresponding to the running speeds; the second test unit includes:

16. The differential lock false triggering scenario testing apparatus of claim 15, wherein the dynamic inspection information includes: after the scene test of the constant-speed running continuous steering working condition corresponding to each running speed is completed, dynamically checking the differential lock to obtain smoothness of the locking disconnection switching process and whether abnormal sound exists in the locking disconnection switching process; the state result information includes: detecting the obtained microscopic state change of the differential lock and the vehicle transmission system according to a preset microscopic detection item.

17. A vehicle comprising a memory, a processor and a differential lock false trigger scenario test program stored in the memory and operable on the processor, the processor implementing the steps of the differential lock false trigger scenario test method of any one of claims 1-8 when the differential lock false trigger scenario test program is executed by the processor.

18. A computer readable storage medium, wherein a differential lock false trigger scenario test program is stored on the computer readable storage medium, and when the differential lock false trigger scenario test program is executed by a processor, the steps of the differential lock false trigger scenario test method according to any one of claims 1-8 are implemented.