Gearbox test bench test method, device, equipment and storage medium
By calculating the control torque of the retarder in real time on the gearbox test bench and adjusting the engine speed to a stable state, the problem of unstable engine speed adjustment in the prior art is solved, and the gearbox test can be carried out smoothly.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- SHENGRUI TRANSMISSION
- Filing Date
- 2022-11-30
- Publication Date
- 2026-06-16
AI Technical Summary
In the existing technology, the transmission test bench cannot stabilize the engine speed to a stable speed during the test, resulting in the test not meeting the requirements.
By acquiring the current speed of the engine to be controlled, the current control torque of the retarder is calculated and sent to the retarder to adjust the engine speed to a stable speed. The initial control torque of the retarder and the torque adjustment value in the current cumulative cycle are used for real-time calculation and adjustment.
It achieves precise and stable adjustment of engine speed, meets the testing requirements of the gearbox test bench, and ensures the smooth progress of the test process.
Smart Images
Figure CN115791166B_ABST
Abstract
Description
Technical Field
[0001] This disclosure relates to the field of gearbox testing technology, and in particular to a gearbox test bench testing method, apparatus, equipment and storage medium. Background Technology
[0002] The transmission in a vehicle is a crucial component for transmitting power, and it needs to be tested on a transmission test bench before the vehicle is released to the market. Typically, a transmission test bench uses the engine to provide torque power and a retarder to provide the load, and it tests the static durability performance of the transmission in various gears, thus enabling testing to be conducted on the transmission test bench.
[0003] In related technologies, during transmission test bench testing, the retarder is typically controlled at a fixed torque, causing it to adjust the engine speed based on that fixed torque. However, controlling the retarder at a fixed torque momentarily lowers the engine speed (e.g., to idle speed) and fails to bring the engine to a stable speed, thus failing to meet the testing requirements of the transmission test bench. Summary of the Invention
[0004] In order to solve the above-mentioned technical problems, or at least partially solve the above-mentioned technical problems, this disclosure provides a test method, apparatus, equipment and storage medium for a gearbox test bench.
[0005] Firstly, this disclosure provides a test method for a gearbox test bench, the method comprising:
[0006] With the retarder activated, obtain the current speed of the engine to be controlled;
[0007] If the current speed is not equal to the stable speed of the engine to be controlled, the current control torque of the retarder is calculated based on the initial control torque of the retarder and the torque adjustment value in the current accumulation cycle.
[0008] The current control torque is sent to the retarder so that, as the retarder adjusts the initial control torque to the current control torque, it drives the engine to be controlled to adjust from the current speed to the stable speed.
[0009] Secondly, this disclosure provides a test apparatus for a gearbox test bench, the apparatus comprising:
[0010] The acquisition module is used to acquire the current speed of the engine to be controlled when the retarder is activated;
[0011] The calculation module is used to calculate the current control torque of the retarder based on the initial control torque of the retarder and the torque adjustment value in the current accumulation cycle if the current speed is not equal to the stable speed of the engine to be controlled.
[0012] The adjustment module is used to send the current control torque to the retarder, so that as the retarder adjusts the initial control torque to the current control torque, it drives the engine to be controlled to adjust from the current speed to the stable speed.
[0013] Thirdly, this disclosure also provides a testing apparatus, which includes:
[0014] One or more processors;
[0015] Storage device for storing one or more programs.
[0016] When one or more programs are executed by one or more processors, the one or more processors implement the methods provided in the first aspect.
[0017] Fourthly, embodiments of this disclosure also provide a computer-readable storage medium having a computer program stored thereon that, when executed by a processor, implements the method provided in the first aspect.
[0018] The technical solution provided in this disclosure has the following advantages compared with the prior art:
[0019] This disclosure discloses a method, apparatus, device, and storage medium for testing a transmission test bench. When a retarder is activated, the current speed of the engine to be controlled is acquired. If the current speed is not equal to the stable speed of the engine to be controlled, the current control torque of the retarder is calculated based on the initial control torque of the retarder and the torque adjustment value within the current accumulation period. The current control torque is sent to the retarder so that, as the retarder adjusts the initial control torque to the current control torque, it drives the engine to be controlled to adjust from the current speed to a stable speed. Therefore, when it is detected that the current speed of the engine to be controlled is not a stable speed, the control torque of the retarder is calculated in real time as the accumulation period changes. This allows the retarder to gradually adjust the speed of the engine to be controlled while adjusting the control torque, achieving a precise and stable adjustment of the engine speed, thus bringing the engine speed to a stable speed and meeting the testing requirements of the transmission test bench. Attached Figure Description
[0020] The accompanying drawings, which are incorporated in and form a part of this specification, illustrate embodiments consistent with this disclosure and, together with the description, serve to explain the principles of this disclosure.
[0021] To more clearly illustrate the technical solutions in the embodiments of this disclosure or the prior art, the accompanying drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.
[0022] Figure 1 A schematic diagram of the architecture of a gearbox test bench provided in an embodiment of this disclosure;
[0023] Figure 2 A schematic flowchart illustrating a test method for a gearbox test bench provided in this embodiment of the present disclosure;
[0024] Figure 3 This is a schematic diagram of the structure of a gearbox test bench testing device provided in an embodiment of the present disclosure;
[0025] Figure 4 This is a schematic diagram of the structure of a test device provided in an embodiment of this disclosure. Detailed Implementation
[0026] To better understand the above-mentioned objectives, features, and advantages of this disclosure, the solutions disclosed herein will be further described below. It should be noted that, unless otherwise specified, the embodiments and features described herein can be combined with each other.
[0027] Numerous specific details are set forth in the following description in order to provide a full understanding of this disclosure, but this disclosure may also be implemented in other ways different from those described herein; obviously, the embodiments in the specification are only some, and not all, of the embodiments of this disclosure.
[0028] In related technologies, there are generally two testing methods for transmission test benches: one is the gear adjustment test method, and the other is Controller Area Network (CAN) communication control. The gear adjustment test method typically involves controlling the retarder to a fixed gear using a lever. The retarder typically has five gears: 1, 2, 3, 4, and 5, each corresponding to a fixed torque. However, even when the retarder is controlled in gear 1, the torque corresponding to gear 1 will instantly pull the engine speed to idle, instead of adjusting the engine to a stable speed. The CAN communication method typically involves the vehicle controller sending CAN messages to the retarder, causing the retarder to operate at the fixed torque carried by the CAN message. However, if the fixed torque carried by the CAN message is too high, it will lower the engine speed, preventing the engine from adjusting to a stable speed.
[0029] In summary, when conducting tests on a transmission test bench using existing methods, the engine speed is often not adjusted to a stable speed, thus failing to meet the testing requirements of the transmission test bench.
[0030] To address the aforementioned problems, this disclosure provides a gearbox test bench. Figure 1 A schematic diagram of the architecture of a gearbox test bench provided in an embodiment of this disclosure is shown.
[0031] like Figure 1 As shown, the transmission test bench includes a transmission, a retarder, and an engine to be controlled, and the transmission, retarder, and engine communicate via a CAN network. The transmission is equipped with a control module that executes the transmission test bench test methods. Specifically, the transmission executes the following methods through this control module:
[0032] With the retarder activated, obtain the current speed of the engine to be controlled;
[0033] If the current speed is not equal to the stable speed of the engine to be controlled, the current control torque of the retarder is calculated based on the initial control torque of the retarder and the torque adjustment value in the current accumulation cycle.
[0034] The current control torque is sent to the retarder so that as the retarder adjusts the initial control torque to the current control torque, it drives the engine to be controlled to adjust from the current speed to a stable speed.
[0035] Specifically, when the transmission test bench begins testing, the engine speed is increased by changing the throttle. When the retarder's starting torque is determined based on the engine speed, the retarder is activated. If the engine speed continues to increase, it is calculated whether the current engine speed is equal to the engine's stable speed. If not, the current control torque of the retarder is calculated based on the initial control torque and the torque adjustment value within the current accumulation period, as the cumulative cycle changes continuously. This allows the retarder to adjust its torque based on the current control torque, and in the process of adjusting the control torque, the engine speed is gradually adjusted.
[0036] Therefore, when the transmission in the transmission test bench detects that the current speed of the engine under control is not a stable speed, the control torque of the retarder is calculated in real time as the cumulative cycle changes. This allows the retarder to adjust the control torque, thereby gradually adjusting the speed of the engine under control. This achieves the effect of fine and stable adjustment of the speed of the engine under control, bringing the speed of the engine under control to a stable speed, thus meeting the test requirements of the transmission test bench.
[0037] In some embodiments of this disclosure, the gearbox test bench also includes a host computer, and the host computer communicates with the gearbox via a CAN network.
[0038] Specifically, before testing on the transmission test bench, the host computer can set the stable speed of the engine to be controlled and the gear of the transmission, and send the stable speed and gear to the transmission via the CAN network, so that the transmission can precisely and stably adjust the speed of the engine to be controlled in each gear.
[0039] Based on the above-described gearbox test bench, this disclosure provides a gearbox test bench testing method, equipment, and storage medium.
[0040] Below, firstly, in combination with Figure 2 This disclosure describes a test method for a gearbox test bench.
[0041] Figure 2 A schematic flowchart of a gearbox test bench test method provided in an embodiment of this disclosure is shown.
[0042] In this embodiment of the disclosure, Figure 2 The test method shown on the gearbox test bench can be performed by test equipment. The test equipment can be the control module in the gearbox.
[0043] like Figure 2 As shown, the test method for this gearbox test bench may include the following steps.
[0044] S210. When the retarder is activated, obtain the current speed of the engine to be controlled.
[0045] In this embodiment, when the transmission test bench starts working, the speed of the engine to be controlled is increased by changing the throttle. The transmission obtains the speed of the engine to be controlled through the CAN network and transmits the speed to the retarder. When the torque corresponding to the speed of the engine to be controlled reaches the starting torque of the retarder, the retarder starts working. Then the transmission continues to obtain the current speed of the engine to be tested through the CAN network, so that the transmission can determine whether the current vehicle speed is a stable speed, and use it to decide whether to adjust the speed of the engine to be controlled.
[0046] Among them, the retarder can be a hydraulic retarder, which specifically uses liquid damping to generate a slowing effect. It is small in size and mass, can be integrated with the gearbox, does not produce wear during operation, and the heat generated by the working fluid is easily transferred and dissipated. It can also maintain the normal operating temperature of the engine when going down a long slope, the braking torque tends to zero at low speeds, and the wheels will not slip when braking on a slippery road.
[0047] Among them, the engine to be controlled refers to any engine whose speed needs to be adjusted on the gearbox test bench.
[0048] The current speed refers to the engine speed at any time within any cumulative cycle.
[0049] S220. If the current speed is not equal to the stable speed of the engine to be controlled, the current control torque of the retarder is calculated based on the initial control torque of the retarder and the torque adjustment value in the current cumulative cycle.
[0050] In this embodiment, before the transmission test bench test, the transmission can obtain the set stable speed of the engine to be controlled from the host computer via the CAN network, and determine whether the current speed of the transmission is equal to the stable speed. If they are not equal, the process of adjusting the transmission speed on the test bench is initiated. To enable the transmission to adjust the engine speed in multiple gears, the transmission can also obtain the set gear positions from the host computer via the CAN network before the test, allowing the transmission to perform the step of adjusting the engine speed in different gears. Optionally, the transmission gears can include 9 gears in total, from 1st to 8th gears and reverse gear (R).
[0051] The stable speed of the engine to be controlled refers to the speed at which the engine is in a stable state. Optionally, the stable speed can be 1800 r / min, or other speed data.
[0052] The initial control torque is the control torque when the retarder starts working, and it is generally set in advance according to the test requirements.
[0053] The current accumulation period can be the number of accumulated periods up to the current moment. The torque adjustment value can be the product of the current accumulation period and the preset Iterm torque. Specifically, the Iterm torque refers to the I-term torque of PI (linear control) regulation.
[0054] The current control torque refers to the control torque of the retarder at the current moment within the current accumulation cycle.
[0055] In some embodiments, S220 specifically includes: when the current speed is greater than the stable speed, adding the initial control torque to the torque adjustment value in the current cumulative adjustment cycle to obtain the current control torque.
[0056] Understandably, when the transmission test bench starts testing, the speed of the engine to be controlled is continuously increased by throttle. When the torque corresponding to the speed of the engine to be controlled reaches the starting torque of the retarder, the transmission determines whether the current speed is greater than the stable speed. If so, it starts positive Iterm adjustment, adding the initial control torque to the torque adjustment value in the current cumulative adjustment cycle. This makes the torque adjustment value in the current cumulative adjustment cycle continuously increase as the cumulative adjustment cycle increases, thereby increasing the current control torque of the retarder.
[0057] In some other embodiments, S220 specifically includes: when the current speed is less than the stable speed, subtracting the initial control torque from the torque adjustment value in the current cumulative adjustment cycle to obtain the current control torque.
[0058] Understandably, after the transmission test bench has been running for a period of time, if the speed of the engine to be controlled gradually decreases, the transmission will determine whether the current speed is lower than the stable speed. If so, it will start reverse Iterm adjustment, subtracting the initial control torque from the torque adjustment value in the current cumulative adjustment cycle. This will cause the torque adjustment value in the current cumulative adjustment cycle to decrease continuously as the cumulative adjustment cycle increases, thereby reducing the current control torque.
[0059] Therefore, based on the current speed and stable speed of the engine to be controlled, the retarder is adjusted in either a forward or reverse Iterm direction to calculate the current control torque corresponding to different cumulative cycles.
[0060] S230: Send the current control torque to the retarder so that as the retarder adjusts the initial control torque to the current control torque, it drives the engine to be controlled to adjust from the current speed to a stable speed.
[0061] In some embodiments, as the current control torque of the retarder continuously increases, the continuously increasing current control torque is sent to the retarder so that as the retarder increases the initial control torque to the current control torque, it drives the engine to be controlled to decrease from the current speed to a stable speed.
[0062] In other embodiments, as the current control torque of the retarder continuously decreases, the continuously decreasing current control torque is sent to the retarder so that as the retarder reduces the initial control torque to the current control torque, it drives the engine to be controlled to increase from the current speed to a stable speed.
[0063] Therefore, after adjusting the retarder in either the forward or reverse Iterm direction and calculating the current control torque corresponding to different cumulative cycles, the retarder can control the engine under control to fluctuate within a set speed range based on the current control torque, and finally stabilize at the set value, i.e., adjust to a stable speed.
[0064] This disclosure discloses a transmission test bench method. When a retarder is activated, the current speed of the engine to be controlled is acquired. If the current speed is not equal to the stable speed of the engine, the current control torque of the retarder is calculated based on the initial control torque of the retarder and the torque adjustment value within the current accumulation period. The current control torque is sent to the retarder so that as the retarder adjusts the initial control torque to the current control torque, it drives the engine to be controlled to adjust from the current speed to a stable speed. Therefore, when it is detected that the current speed of the engine to be controlled is not a stable speed, the control torque of the retarder is calculated in real time as the accumulation period changes. This allows the retarder to gradually adjust the speed of the engine to be controlled while adjusting the control torque, achieving a precise and stable adjustment of the engine speed, thus bringing the engine speed to a stable speed and meeting the test requirements of the transmission test bench.
[0065] In another embodiment of this disclosure, the maximum and minimum adjustment torques of the retarder can be preset, and the maximum and minimum adjustment torques can be used as limiting conditions to limit the current control torque of the retarder.
[0066] Optionally, in this embodiment of the disclosure, S220 may include the following steps:
[0067] Obtain the maximum and minimum adjustment torque of the retarder;
[0068] If the torque adjustment value in the current cumulative adjustment cycle is greater than or equal to the maximum adjustment torque, then the current control torque of the retarder is calculated based on the initial control torque and the maximum adjustment torque of the retarder.
[0069] If the torque adjustment value within the current cumulative adjustment cycle is less than or equal to the minimum adjustment torque, then the current control torque of the retarder is calculated based on the initial control torque and the minimum adjustment torque of the retarder.
[0070] The maximum adjusting torque refers to the maximum torque adjustment value used to calculate the current control torque. The minimum adjusting torque refers to the minimum torque adjustment value used to calculate the current control torque.
[0071] It is understandable that if the torque adjustment value in the current cumulative adjustment cycle is greater than or equal to the maximum adjustment torque, it means that in the current cumulative adjustment cycle, the torque adjustment value used to calculate the current control torque has exceeded the maximum torque adjustment value. Therefore, the torque adjustment value of the retarder will not increase with the increase of the cumulative cycle. The current control torque of the retarder is calculated directly based on the initial control torque and the maximum adjustment torque of the retarder. Specifically, the initial control torque and the maximum adjustment torque of the retarder can be added together to obtain the current control torque of the retarder.
[0072] It is understandable that if the torque adjustment value in the current cumulative adjustment cycle is less than or equal to the maximum adjustment torque, it means that in the current cumulative adjustment cycle, the torque adjustment value used to calculate the current control torque is already less than the minimum torque adjustment value. Therefore, the torque adjustment value of the retarder will not decrease as the cumulative cycle increases. The current control torque of the retarder is calculated directly based on the initial control torque and the minimum adjustment torque of the retarder. Specifically, the current control torque of the retarder can be obtained by subtracting the initial control torque and the minimum adjustment torque of the retarder.
[0073] Therefore, by using the maximum and minimum adjustment torques as limiting conditions to restrict the current control torque of the retarder, the unlimited increase or decrease of the current control torque as the cumulative cycle increases can be avoided.
[0074] In another embodiment of this disclosure, for each gear, a maximum cumulative period for each round of testing can be set, such that when the cumulative period exceeds the maximum cumulative period for the current round of testing, the cumulative period is reset to zero and the current control torque for the next round of testing is calculated.
[0075] Optionally, in this embodiment of the disclosure, S220 may include the following steps:
[0076] In the current gear among the preset multiple gears, if the current cumulative cycle of the current test round is equal to the maximum cumulative cycle of the current test round, the current cumulative cycle corresponding to the current gear is adjusted to 0;
[0077] In the current gear, based on the initial control torque of the retarder and the torque adjustment value in the current cumulative cycle of the next test, the current control torque of the retarder in the next test is calculated.
[0078] In practice, different gears correspond to the same number of test rounds, and each test round in different gears contains a different maximum cumulative cycle. The maximum cumulative cycle refers to the maximum number of cycles used to calculate the current control torque during any test round. If the current cumulative cycle of the current test round reaches the maximum cumulative cycle of the current test round, the current cumulative cycle is adjusted to 0, the next test round is started, and the current cumulative cycle is redefined.
[0079] For example, for the R gear, two rounds of testing are preset, each round of testing contains 4 cycles, that is, the maximum cumulative cycle of each round of testing is 4. Specifically, in the R gear, if the current cumulative cycle of the first round of testing is 4, that is, the current cumulative cycle of the current round of testing is determined to be equal to the maximum cumulative cycle of the current round of testing, and the current cumulative cycle 4 corresponding to the R gear is cleared to 0. Further, continuing in the R gear, if the current cumulative cycle of the second round of testing is 3, then based on the initial control torque of the retarder and the torque adjustment value within the current cumulative cycle 3 of the second round of testing, the current control torque of the retarder during the second round of testing is calculated.
[0080] In other gears, the current control torque of the retarder can be determined in the same way as described above for each round of testing.
[0081] Therefore, by pre-setting the maximum cumulative period for each round of testing, the cumulative period is reset to zero and the timing is restarted when it exceeds the maximum cumulative period of the current round of testing, so as to calculate the current control torque for the next round of testing, thus avoiding the cumulative period from increasing indefinitely.
[0082] In another embodiment of this disclosure, the transmission may also incorporate the engine speed change rate parameter to determine whether to terminate the calculation of the current control torque, thereby preventing the engine speed from running away or causing sudden changes in speed due to continuous engine speed.
[0083] In this embodiment of the disclosure, step S220 may optionally include the following steps:
[0084] If the current speed is greater than the stable speed, and the current speed is greater than the first preset speed of the engine to be controlled, calculate the speed increase rate of the engine to be controlled in the current cumulative cycle;
[0085] If the speed increase rate is greater than the preset increase rate, the initial control torque is added to the torque adjustment value to obtain the current control torque, and the current control torque is kept constant during the next cumulative adjustment cycle to the maximum adjustment cycle.
[0086] The first preset speed is the maximum speed of the engine to be controlled, and it is greater than the stable speed.
[0087] The preset boost rate is used to determine whether to continue adjusting the current control torque. The preset boost rate can be determined based on the control torque that the retarder can hold back the engine being controlled.
[0088] Understandably, as the engine speed under control continuously increases, it is determined whether the current speed is greater than the stable speed and whether the current speed is greater than the first preset speed. If so, it indicates that the engine speed under control is continuously increasing, and the speed increase rate of the engine under control within the current cumulative cycle is calculated. If the speed increase rate is greater than the preset increase rate, it indicates that the engine speed under control is increasing rapidly. If the engine speed under control continues to increase at this time, thereby continuously reducing the torque of the retarder, the retarder will be unable to control the engine speed due to the low torque, resulting in a runaway problem.
[0089] To avoid runaway, when the speed increase rate within the current cumulative cycle is determined to be greater than the preset increase rate, the initial control torque is added to the torque adjustment value to obtain the current control torque. In the next cumulative adjustment cycle to the maximum adjustment cycle, the current control torque is kept constant. In this way, the retarder's control torque is maintained at the current control torque during the next cumulative adjustment cycle to the maximum adjustment cycle, so that the retarder can continuously hold the speed of the engine to be controlled based on the current control torque, thereby reducing the probability of runaway.
[0090] In some embodiments of this disclosure, optionally, S220 may include the following steps:
[0091] If the current speed is less than the stable speed, and the current speed is less than the second preset speed of the engine to be controlled, calculate the speed decrease rate of the engine to be controlled in the current cumulative cycle;
[0092] If the speed drop rate is greater than the preset drop rate, the initial control torque is subtracted from the torque adjustment value to obtain the current control torque, and the current control torque is kept constant during the next cumulative adjustment cycle to the maximum adjustment cycle.
[0093] The second preset speed is the minimum speed of the engine to be controlled, and it is less than the stable speed.
[0094] The preset descent rate is used to determine whether to continue adjusting the current control torque. The preset descent rate is determined based on the control torque that causes the engine speed to begin to change abruptly due to the retarder.
[0095] Understandably, when the speed of the engine to be controlled is continuously decreasing, it is determined whether the current speed is lower than the stable speed and whether the current speed is lower than the second preset speed. If so, it means that the speed of the engine to be controlled is continuously decreasing, and the speed decrease rate of the engine to be controlled in the current cumulative cycle is calculated. If the speed decrease is greater than the preset decrease rate, it means that the speed of the engine to be controlled is decreasing sharply. If the speed of the engine to be controlled is further reduced at this time, thereby continuously increasing the torque of the retarder, the retarder will rapidly pull down the speed of the engine to be controlled due to excessive torque, causing a sudden change in the speed of the engine to be controlled.
[0096] To prevent sudden changes in the engine speed under control, when the rate of increase in speed within the current cumulative cycle is less than the preset rate of decrease, the initial control torque is subtracted from the torque adjustment value to obtain the current control torque. In the next cumulative adjustment cycle to the maximum adjustment cycle, the current control torque is kept constant. In this way, the control torque of the retarder is maintained at the current control torque during the next cumulative adjustment cycle to the maximum adjustment cycle, avoiding excessive torque of the retarder and thus reducing the probability of sudden changes in the engine speed under control.
[0097] In some embodiments of this disclosure, the maximum and minimum adjustment torques of the retarder can be preset and used as limiting conditions to restrict the current control torque of the retarder; and / or, for each gear, the maximum cumulative period of each test round can be set, such that when the cumulative period exceeds the maximum cumulative period of the current test round, the cumulative period is reset to zero and the current control torque of the next test round is calculated; and / or, the engine speed change rate parameter is introduced to determine whether to end the calculation of the current control torque, so as to avoid the engine speed from running away or the speed changing abruptly due to continuous engine speed.
[0098] It should be noted that the execution order of the above at least two methods is not restricted and can be freely combined.
[0099] This disclosure also provides a gearbox test bench apparatus for implementing the above-described gearbox test bench method, which is described below in conjunction with... Figure 3 The following explanation is provided. In this embodiment, the gearbox test bench can be the control module within the gearbox.
[0100] Figure 3 A schematic diagram of the structure of a gearbox test bench provided in an embodiment of this disclosure is shown.
[0101] like Figure 3 As shown, the gearbox test bench test apparatus 300 may include:
[0102] The acquisition module 310 is used to acquire the current speed of the engine to be controlled when the retarder is activated;
[0103] The calculation module 320 is used to calculate the current control torque of the retarder based on the initial control torque of the retarder and the torque adjustment value in the current accumulation cycle if the current speed is not equal to the stable speed of the engine to be controlled.
[0104] The adjustment module 330 is used to send the current control torque to the retarder so that, during the process of the retarder adjusting the initial control torque to the current control torque, it drives the engine to be controlled to adjust from the current speed to the stable speed.
[0105] This disclosure discloses a transmission test bench apparatus that, when a retarder is activated, acquires the current speed of the engine to be controlled. If the current speed is not equal to the stable speed of the engine, the retarder calculates its current control torque based on the initial control torque and the torque adjustment value within the current accumulation period. This current control torque is then sent to the retarder, causing it to adjust the engine's speed from the current speed to a stable speed as it adjusts the initial control torque to the current control torque. Therefore, when the current speed of the engine is detected to be unstable, the retarder's control torque is calculated in real-time as the accumulation period changes. This allows the retarder to gradually adjust the engine's speed while adjusting the control torque, achieving a precise and stable adjustment of the engine's speed until it reaches a stable speed, thus meeting the testing requirements of the transmission test bench.
[0106] In some embodiments, the calculation module 320 is specifically used to add the initial control torque to the torque adjustment value in the current cumulative adjustment cycle to obtain the current control torque when the current speed is greater than the stable speed.
[0107] In some embodiments, the calculation module 320 is specifically used to, when the current speed is less than the stable speed, subtract the initial control torque from the torque adjustment value in the current cumulative adjustment cycle to obtain the current control torque.
[0108] In some embodiments, the calculation module 320 is specifically used to obtain the maximum adjustment torque and the minimum adjustment torque of the retarder;
[0109] If the torque adjustment value within the current cumulative adjustment period is greater than or equal to the maximum adjustment torque, then the current control torque of the retarder is calculated based on the initial control torque of the retarder and the maximum adjustment torque.
[0110] If the torque adjustment value within the current cumulative adjustment cycle is less than or equal to the minimum adjustment torque, then the current control torque of the retarder is calculated based on the initial control torque of the retarder and the minimum adjustment torque.
[0111] In some embodiments, the calculation module 320 is specifically used to adjust the current cumulative period corresponding to the current gear to 0 if the current cumulative period of the current test is equal to the maximum cumulative period of the current test in the current gear among a plurality of preset gears;
[0112] In the current gear, based on the initial control torque of the retarder and the torque adjustment value in the current cumulative cycle of the next test, the current control torque of the retarder in the next test is calculated.
[0113] In some embodiments, the calculation module 320 is specifically used to calculate the speed increase rate of the engine under control in the current cumulative cycle if the current speed is greater than the stable speed and the current speed is greater than the first preset speed of the engine under control.
[0114] If the speed increase rate is greater than the preset increase rate, the initial control torque is added to the torque adjustment value to obtain the current control torque, and the current control torque is kept constant during the next cumulative adjustment cycle to the maximum adjustment cycle.
[0115] In some embodiments, the calculation module 320 is specifically used to calculate the rate of decrease in engine speed of the engine under control during the current cumulative period if the current speed is less than the stable speed and the current speed is less than the second preset speed of the engine under control.
[0116] If the speed drop rate is greater than the preset drop rate, the initial control torque is subtracted from the torque adjustment value to obtain the current control torque, and the current control torque is kept constant during the next cumulative adjustment cycle to the maximum adjustment cycle.
[0117] It should be noted that, Figure 3 The gearbox test bench test apparatus 300 shown can perform... Figure 2 The various steps in the transmission test bench test method embodiment shown are implemented. Figure 2 The various processes and effects in the test methods or system embodiments of the gearbox test bench shown are not described in detail here.
[0118] Figure 4 A schematic diagram of a test device provided in an embodiment of this disclosure is shown. This test device may be a control module within a gearbox.
[0119] likeFigure 4 As shown, the electronic device may include a processor 401 and a memory 402 storing computer program instructions.
[0120] Specifically, the processor 401 may include a central processing unit (CPU), an application-specific integrated circuit (ASIC), or one or more integrated circuits that can be configured to implement the embodiments of this application.
[0121] Memory 402 may include a large-capacity storage for information or instructions. For example, and not limitingly, memory 402 may include a hard disk drive (HDD), a floppy disk drive, flash memory, optical disk, magneto-optical disk, magnetic tape, or a Universal Serial Bus (USB) drive, or a combination of two or more of these. Where appropriate, memory 402 may include removable or non-removable (or fixed) media. Where appropriate, memory 402 may be internal or external to the integrated gateway device. In a particular embodiment, memory 402 is a non-volatile solid-state memory. In a particular embodiment, memory 402 includes read-only memory (ROM). Where appropriate, the ROM may be a mask-programmed ROM, a programmable ROM (PROM), an erasable PROM (Electrically Programmable ROM, EPROM), an electrically erasable programmable PROM (EEPROM), an electrically alterable ROM (EAROM), or flash memory, or a combination of two or more of these.
[0122] The processor 401 reads and executes the computer program instructions stored in the memory 402 to perform the steps of the gearbox test bench test method provided in this embodiment of the present disclosure.
[0123] In one example, the experimental device may also include a transceiver 403 and a bus 404. Wherein, as... Figure 4 As shown, the processor 401, memory 402 and transceiver 403 are connected via bus 404 and communicate with each other.
[0124] Bus 404 includes hardware, software, or both. For example, and not limitingly, a bus may include an Accelerated Graphics Port (AGP) or other graphics bus, an Extended Industry Standard Architecture (EISA) bus, a Front Side Bus (FSB), a Hyper Transport (HT) interconnect, an Industrial Standard Architecture (ISA) bus, an Infinite Bandwidth Interconnect, a Low Pin Count (LPC) bus, a memory bus, a MicroChannel Architecture (MCA) bus, a Peripheral Component Interconnect (PCI) bus, a PCI-Express (PCI-X) bus, a Serial Advanced Technology Attachment (SATA) bus, a Video Electronics Standards Association Local Bus (VLB) bus, or other suitable buses, or a combination of two or more of these. Where appropriate, bus 404 may include one or more buses. Although specific buses are described and illustrated in the embodiments of this application, this application considers any suitable bus or interconnection.
[0125] The following are embodiments of the computer-readable storage medium provided in this disclosure. This computer-readable storage medium and the gearbox test bench test methods of the above embodiments belong to the same inventive concept. For details not described in detail in the embodiments of the computer-readable storage medium, please refer to the embodiments of the gearbox test bench test methods described above.
[0126] This embodiment provides a storage medium containing computer-executable instructions, which, when executed by a computer processor, are used to perform a gearbox test bench test method.
[0127] Of course, the computer-executable instructions provided in the embodiments of this disclosure are not limited to the above-described method operations, but can also perform related operations in the gearbox test bench test method provided in any embodiment of this disclosure.
[0128] Based on the above description of the implementation methods, those skilled in the art can clearly understand that this disclosure can be implemented using software and necessary general-purpose hardware, and of course, it can also be implemented using hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of this disclosure, in essence, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a computer-readable storage medium, such as a computer floppy disk, read-only memory (ROM), random access memory (RAM), flash memory, hard disk, or optical disk, etc., including several instructions to cause a computer cloud platform (which may be a personal computer, server, or network cloud platform, etc.) to execute the gearbox test bench test method provided in the various embodiments of this disclosure.
[0129] Note that the above description is merely a preferred embodiment and the technical principles employed in this disclosure. Those skilled in the art will understand that this disclosure is not limited to the specific embodiments described herein, and various obvious changes, readjustments, and substitutions can be made without departing from the scope of protection of this disclosure. Therefore, although this disclosure has been described in detail through the above embodiments, it is not limited to the above embodiments. Many other equivalent embodiments may be included without departing from the concept of this disclosure, and the scope of this disclosure is determined by the scope of the appended claims.
Claims
1. A test method for a gearbox test bench, characterized in that, include: With the retarder activated, obtain the current speed of the engine to be controlled; If the current speed is not equal to the stable speed of the engine to be controlled, the current control torque of the retarder is calculated based on the initial control torque of the retarder and the torque adjustment value in the current accumulation period; wherein, the current accumulation period is the number of accumulated periods up to the current moment; the torque adjustment value in the current accumulation period is the product of the current accumulation period and the preset Iterm torque; the Iterm torque is the integral term torque of the linear control adjustment. The current control torque is sent to the retarder so that, as the retarder adjusts the initial control torque to the current control torque, it drives the engine to be controlled to adjust from the current speed to the stable speed.
2. The method according to claim 1, characterized in that, If the current speed is not equal to the stable speed of the engine to be controlled, then based on the initial control torque of the retarder and the torque adjustment value in the current accumulation cycle, the current control torque of the retarder is calculated, including: When the current speed is greater than the stable speed, the initial control torque is added to the torque adjustment value in the current accumulation cycle to obtain the current control torque.
3. The method according to claim 1, characterized in that, If the current speed is not equal to the stable speed of the engine to be controlled, then based on the initial control torque of the retarder and the torque adjustment value in the current accumulation cycle, the current control torque of the retarder is calculated, including: When the current speed is less than the stable speed, the initial control torque is subtracted from the torque adjustment value in the current cumulative adjustment cycle to obtain the current control torque.
4. The method according to claim 1, characterized in that, If the current speed is not equal to the stable speed of the engine to be controlled, then based on the initial control torque of the retarder and the torque adjustment value in the current accumulation cycle, the current control torque of the retarder is calculated, including: Obtain the maximum and minimum adjustment torque of the retarder; If the torque adjustment value in the current cumulative cycle is greater than or equal to the maximum adjustment torque, then the current control torque of the retarder is calculated based on the initial control torque of the retarder and the maximum adjustment torque. If the torque adjustment value in the current cumulative cycle is less than or equal to the minimum adjustment torque, then the current control torque of the retarder is calculated based on the initial control torque of the retarder and the minimum adjustment torque.
5. The method according to claim 1, characterized in that, The calculation of the current control torque of the retarder based on the initial control torque of the retarder and the torque adjustment value within the current accumulation period includes: In the current gear among multiple preset gears, if the current cumulative cycle of the current test round is equal to the maximum cumulative cycle of the current test round, the current cumulative cycle corresponding to the current gear is adjusted to 0. In the current gear, based on the initial control torque of the retarder and the torque adjustment value in the current cumulative cycle of the next test, the current control torque of the retarder in the next test is calculated.
6. The method according to claim 1, characterized in that, If the current speed is not equal to the stable speed of the engine to be controlled, then based on the initial control torque of the retarder and the torque adjustment value in the current accumulation cycle, the current control torque of the retarder is calculated, including: If the current speed is greater than the stable speed, and the current speed is greater than the first preset speed of the engine to be controlled, calculate the speed increase rate of the engine to be controlled within the current cumulative cycle; If the speed increase rate is greater than the preset increase rate, the initial control torque is added to the torque adjustment value to obtain the current control torque, and the current control torque is kept constant during the next cumulative adjustment cycle to the maximum adjustment cycle.
7. The method according to claim 1, characterized in that, If the current speed is not equal to the stable speed of the engine to be controlled, then based on the initial control torque of the retarder and the torque adjustment value in the current accumulation cycle, the current control torque of the retarder is calculated, including: If the current speed is less than the stable speed, and the current speed is less than the second preset speed of the engine to be controlled, calculate the speed reduction rate of the engine to be controlled within the current cumulative cycle; If the speed drop rate is greater than the preset drop rate, the initial control torque is subtracted from the torque adjustment value to obtain the current control torque, and the current control torque is kept constant during the next cumulative adjustment cycle to the maximum adjustment cycle.
8. A test apparatus for a gearbox test bench, characterized in that, include: The acquisition module is used to acquire the current speed of the engine to be controlled when the retarder is activated; The calculation module is used to calculate the current control torque of the retarder based on the initial control torque of the retarder and the torque adjustment value within the current accumulation period if the current speed is not equal to the stable speed of the engine to be controlled; wherein, the current accumulation period is the number of accumulated periods up to the current moment; the torque adjustment value within the current accumulation period is the product of the current accumulation period and the preset Iterm torque; the Iterm torque is the integral term torque of the linear control adjustment; The adjustment module is used to send the current control torque to the retarder, so that as the retarder adjusts the initial control torque to the current control torque, it drives the engine to be controlled to adjust from the current speed to the stable speed.
9. A testing device, characterized in that, include: processor; Memory, used to store executable instructions; The processor is configured to read the executable instructions from the memory and execute the executable instructions to implement the method of any one of claims 1-7.
10. A computer-readable storage medium having a computer program stored thereon, characterized in that, The storage medium stores a computer program that, when executed by a processor, causes the processor to implement the method described in any one of claims 1-7.