Dual clutch inter-plate drag test method and test device based on transmission assembly

Abstract

The application discloses a method and device for testing the drag torque between double clutch plates based on a transmission assembly. The method comprises the following steps: rotating the input shaft and the output shaft of the transmission assembly at the same speed to obtain reference torque data; keeping the rotating speed of the input shaft of the transmission assembly unchanged, adjusting the rotating speed of the output shaft of the transmission assembly, and obtaining test torque data; and calculating the drag torque between the clutch plates based on the reference torque data and the test torque data. The application can compare the clutches in the vehicle with each other, and more accurately test the drag torque of the clutches when the clutches are assembled to the transmission assembly.

Description

Technical Field

[0001] This application relates to the field of automotive component testing technology, specifically to a dual-clutch inter-plate drag test method and testing device based on a transmission assembly. Background Technology

[0002] The use of wet dual-clutch transmissions in the automotive industry is increasing. However, drag torque is an inherent drawback of wet dual-clutch transmissions; it is unavoidable as long as cooling lubricating oil is present. The greater the drag between the clutch plates, the more rotating parts are driven, resulting in greater power loss in the transmission. This not only reduces the transmission efficiency of the wet clutch and the vehicle's fuel economy but also causes clutch wear and increased lubricating oil temperature, making system cooling difficult. Furthermore, it affects gear shifting performance. Therefore, performance testing of wet dual-clutch transmissions in transmission assemblies is essential during product development.

[0003] However, in the existing technology, the performance of wet dual-clutch products is usually verified and analyzed using a test bench. During the test, the two clutches need to be tested separately, which cannot accurately reflect the situation of the entire wet dual-clutch applied to the transmission assembly, affecting the validity of the test results and resulting in inaccurate test results. Summary of the Invention

[0004] This application provides a method and apparatus for testing inter-plate drag of a dual-clutch transmission assembly, in order to solve the technical problem of inaccurate drag torque testing of wet dual-clutch transmission assemblies in related technologies.

[0005] The first aspect of this application provides a method for testing inter-plate drag of a dual-clutch transmission assembly, comprising the following steps: The input and output shafts of the transmission assembly are controlled to rotate at the same speed to obtain reference torque data; The input shaft of the transmission assembly is kept at a constant speed, while the output shaft of the transmission assembly is adjusted to obtain test torque data. The inter-clutch drag torque is calculated based on the reference torque data and the test torque data.

[0006] Based on the above technical means, the input and output shafts of the transmission assembly are directly driven to rotate, and then the drag torque is detected and the drag torque between the clutch plates is calculated. There is no need to test the clutches inside the transmission assembly separately. Therefore, it can simulate the actual use of the transmission assembly. Under this condition, the data on the drag torque between the clutch plates is more accurate and has greater reference value for the production selection and quality inspection of the transmission assembly.

[0007] Optionally, before the step of controlling the input shaft and output shaft of the transmission assembly to rotate at the same speed to obtain reference torque data, the method further includes: Adjust the oil temperature in the transmission assembly to the preset oil temperature, and adjust the lubrication flow rate in the transmission assembly to the desired lubrication flow rate.

[0008] Based on the above technical means, after assembling the transmission assembly, the oil temperature and lubrication flow rate inside the transmission assembly are adjusted to further simulate the working conditions inside the transmission assembly during actual use, so as to achieve a test environment that is closer to the real situation and facilitate subsequent testing to obtain accurate and effective test data.

[0009] Optionally, the preset oil temperature is 55-65℃; and / or the desired lubrication flow rate is less than or equal to 13-17 liters / minute.

[0010] Based on the aforementioned technical means, by presetting the corresponding oil temperature and lubrication flow according to the normal conditions of a car driving, the environment inside the transmission assembly can be made closer to the actual usage conditions, which facilitates the improvement of test accuracy.

[0011] Optionally, the transmission assembly includes a first clutch and a second clutch, wherein the first clutch is engaged with the odd-numbered gears of the transmission assembly, and the second clutch is engaged with the even-numbered gears of the transmission assembly. Before the step of controlling the input shaft and output shaft of the transmission assembly to rotate at the same speed to obtain reference torque data, the method further includes: The first clutch of the transmission assembly is disengaged, the second clutch is engaged, and an odd-numbered gear is engaged; or, the first clutch of the transmission assembly is engaged, the second clutch is disengaged, and an even-numbered gear is engaged.

[0012] Based on the above technical means, the drag torque when engaged in odd-numbered gears or even-numbered gears can be tested separately. The test process is based on the transmission assembly, but can be carried out independently, and the test accuracy is high.

[0013] Optionally, the step of keeping the rotational speed of the input shaft of the transmission assembly constant and adjusting the rotational speed of the output shaft of the transmission assembly to obtain test torque data specifically includes: The input shaft speed of the transmission assembly is kept constant, and the output shaft speed of the transmission assembly is adjusted multiple times in an arithmetic progression to obtain multiple corresponding test torque data.

[0014] Based on the above technical means, by repeatedly adjusting the speed of the output shaft of the transmission assembly, multiple test torque data are obtained to provide a batch of reference samples, reduce test errors, and improve the accuracy of test results.

[0015] Optionally, the same rotational speed is 500-900 rpm or 2000-4000 rpm; and / or, the speed adjustment range of the output shaft of the transmission assembly is 50-150 rpm or 200-400 rpm each time.

[0016] Based on the above technical means, when the input shaft speed reaches 500-900 rpm, the transmission assembly is in a low-speed state, and when the input shaft speed reaches 2000-4000 rpm, the transmission assembly is in a high-speed state. Therefore, by adjusting the same speed, the working performance of the transmission assembly under different usage conditions can be tested, increasing the test capacity and allowing for a more comprehensive test of the transmission assembly's performance.

[0017] Optionally, the step of calculating the inter-clutch drag torque based on the reference torque data and the test torque data specifically includes: The drag torque between the clutch plates is calculated by subtracting the test torque data from the reference torque data.

[0018] Based on the above technical means, the reference torsion data is the torque when the input shaft and output shaft of the transmission assembly rotate at the same speed, and the test torque data is the torque when the output shaft and input shaft rotate at different speeds, which is the torque that may be generated when the input shaft is spinning freely during vehicle operation. Therefore, the difference between the two is the shearing effect generated by the lubricating oil film between the clutch plates, and the drag torque between the clutch plates can be calculated.

[0019] Optionally, after the step of calculating the inter-clutch drag torque based on the reference torque data and the test torque data, the method further includes: If the absolute value of the drag torque between each of the clutch plates is less than the preset drag torque extreme value, then the transmission assembly is qualified. If the absolute value of the drag torque between at least one of the clutch plates is greater than or equal to the preset drag torque extreme value, then the transmission assembly is defective.

[0020] Based on the above technical means, the performance of the transmission assembly can be judged by the drag torque between the clutch plates, so as to verify whether the energy consumption of the product meets the vehicle driving requirements, thereby determining whether the transmission assembly meets the qualification standard, which can be used as a basis for judging the production yield of the product.

[0021] Optionally, the preset drag torque extreme value is 1.5-1.6 Newton-meters.

[0022] Based on the aforementioned technical means, different clutches have different drag torque requirements, but none of them can be too large. Too large a drag torque can easily cause gear shifting problems and noise problems. Therefore, the preset drag torque limit should be set at 1.5-1.6 Nm to ensure smooth gear shifting while reducing noise and improving the comfort of driving the car.

[0023] A second aspect of this application provides a dual-clutch inter-plate drag testing device based on a transmission assembly, comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the dual-clutch inter-plate drag testing method based on the transmission assembly as described in any of the preceding claims.

[0024] Optionally, the testing apparatus includes: Test platform, used to support the transmission assembly; A drive motor is mounted on the test base and is connected to the input shaft of the transmission assembly. A torque meter, connected to the input shaft of the transmission assembly, is used to detect torque; Both the left load motor and the right load motor are mounted on the test platform; The transmission assembly has two output shafts, which are connected to the gearbox of the transmission assembly via a differential; the left load motor and the right load motor are respectively connected to the two output shafts.

[0025] Based on the above technical means, by placing the transmission assembly on the test platform and connecting it with the drive motor, left load motor and right load motor, the speed of the input shaft and output shaft can be actively adjusted during the test. This can simulate the actual vehicle driving environment and accurately test the drag torque of the wet dual clutch in the transmission assembly. The test is highly effective and the test results are accurate.

[0026] Optionally, the torque meter has a range of 0-100 Newton-meters.

[0027] Based on the above technical means, selecting a torque meter with an appropriate range can more accurately detect the drag torque, thereby facilitating and accurately calculating the drag torque between the clutch plates.

[0028] A third aspect of this application provides a storage medium having a computer-readable program stored thereon, wherein the computer-readable program, when processed and executed, implements the steps of the dual-clutch inter-plate drag test method based on a transmission assembly as described in any of the preceding claims.

[0029] The beneficial effects of this application are: This application directly drives the input and output shafts of the transmission assembly to rotate, detecting the torque between the clutch plates and calculating the clutch plate drag. Unlike conventional testing, it does not require disassembling the transmission assembly to test the clutch separately; instead, it tests directly based on the transmission assembly. This improves testing efficiency, simulates the actual usage of the transmission assembly, and results in more accurate data on clutch plate drag. This provides a more valuable reference for transmission assembly production selection and quality control. Attached Figure Description

[0030] Figure 1 This is a flowchart of a dual-clutch inter-plate drag test method based on a transmission assembly, according to an embodiment of this application. Figure 2 This is a structural schematic diagram of the assembly state of the transmission assembly and the testing device according to a specific embodiment of this application; Figure 3 This is a cross-sectional view of a partial structure of a wet dual clutch according to a specific embodiment of this application; Figure 4 This is a simplified structural diagram of a transmission assembly according to a specific embodiment of this application; Figure 5 This is a flowchart illustrating the implementation steps of a dual-clutch inter-plate drag test method based on a transmission assembly according to a specific embodiment of this application.

[0031] Among them, 10-dual steel sheet; 20-first clutch; 30-second clutch; 40-friction plate. Detailed Implementation

[0032] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application.

[0033] The following description, with reference to the accompanying drawings, outlines a method, testing apparatus, and storage medium for testing the inter-plate drag torque of a dual-clutch transmission assembly based on an embodiment of this application. Addressing the inaccurate drag torque testing of wet dual-clutch transmission assemblies in related technologies mentioned in the background section, this application provides a method for testing the inter-plate drag torque of a dual-clutch transmission assembly. This method directly tests the transmission assembly, thereby improving testing efficiency and making the testing environment closer to real-world usage conditions, thus increasing testing accuracy. This solves the technical problem of inaccurate drag torque testing of wet dual-clutch transmissions in related technologies.

[0034] Please also refer to Figures 1 to 5This application provides some embodiments of a dual-clutch inter-plate drag test method based on a transmission assembly.

[0035] like Figure 1 As shown, the dual-clutch inter-plate drag test method based on a transmission assembly disclosed in this application includes the following steps: S100: Control the input shaft and output shaft of the transmission assembly to rotate at the same speed to obtain reference torque data; S200: Control the input shaft speed of the transmission assembly to remain constant, adjust the output shaft speed of the transmission assembly, and obtain test torque data; S300. Calculate the inter-clutch drag torque based on the reference torque data and the test torque data.

[0036] The transmission assembly disclosed in this embodiment is used in various automobiles, connecting to the vehicle's engine or electric motor to transmit power to the wheel drive shafts. Specifically, the transmission assembly includes common automotive components such as an electric motor, a wet dual-clutch transmission, a gearbox, and a differential. For example, a conventional P2 or P2.5 hybrid transmission, based on a wet dual-clutch, integrates the gearbox and differential into a single powertrain. This integrated design simplifies the vehicle manufacturing process and reduces unnecessary costs. The transmission assembly has an input shaft for power input, which connects to the wet dual-clutch transmission and drives the gearbox. The rear end of the gearbox connects to the differential, which in turn connects to two output shafts corresponding to the two wheels on either side of the vehicle body.

[0037] Testing inter-clutch disc drag is based on the inherent drawbacks of wet dual-clutch systems: during operation, only one friction pair is engaged while the other is disengaged. However, a lubricating oil film forms between the friction pair and the lubricating oil. The shearing action of the clutch discs on this film inevitably generates torque, resulting in drag. Inter-clutch disc drag leads to power loss in the transmission. The greater the drag, the more rotating parts are driven, resulting in greater power loss. This not only reduces the transmission efficiency of the wet dual-clutch and the vehicle's fuel economy but also causes clutch wear and increased lubricating oil temperature, making system cooling more difficult. Furthermore, inter-clutch disc drag affects the vehicle's gear-shifting performance. Greater drag results in higher speeds of the non-working shafts, requiring greater speed differences and drag to overcome during gear shifting, potentially leading to gear shift failures and other noise, vibration, and harshness (NVH) problems.

[0038] Given this situation, it is necessary to test the performance of the transmission assembly before it leaves the factory. This embodiment assembles the entire transmission assembly onto a testing device, connects it to the device's power components, and then directly drives the input and output shafts of the transmission assembly to rotate actively. The torque between the clutch plates of the wet dual-clutch transmission is detected, and the drag torque between the clutch plates is calculated. When the input and output shafts of the transmission assembly maintain the same speed, the lubricating oil film in the clutch friction pair clearance has no shearing effect, i.e., no drag. The torque recorded on the input shaft under this condition is the baseline torque data. Adjusting the output shaft speed creates a relative speed difference, causing the friction plates and their mating steel plates to shear the lubricating oil film in the friction pair clearance, i.e., drag. The torque recorded on the input shaft under this condition is the test torque data. Based on the baseline torque data and the test torque data, the drag torque between the clutch plates can be further calculated to determine the performance of the transmission assembly.

[0039] As can be seen, the testing method disclosed in this embodiment is generally different from conventional testing. It does not require disassembling the transmission assembly to test the clutch separately, but rather tests are performed directly on the transmission assembly. Therefore, the testing efficiency is improved, and the actual usage of the transmission assembly can be simulated. Under these conditions, the data on the drag torque between the clutch plates is more accurate, which has greater reference value for the production selection and quality inspection of the transmission assembly.

[0040] In one implementation of this application, before step S100, the method further includes: Adjust the oil temperature in the transmission assembly to the preset oil temperature, and adjust the lubrication flow rate in the transmission assembly to the desired lubrication flow rate.

[0041] The test method disclosed in this embodiment is to test the transmission assembly independently. However, during actual vehicle operation, the heat generated by friction and the quality of the lubricating oil will affect the rotation of the clutch plates. Therefore, in order to further simulate the working conditions inside the transmission assembly during actual use, so as to achieve a test environment that is closer to the real situation and facilitate the subsequent testing to obtain accurate and effective test data, after assembling the transmission assembly, the oil temperature and lubrication flow inside the transmission assembly are adjusted first, and then the subsequent test steps are carried out.

[0042] Specifically, in another implementation of this application, the preset oil temperature is 55-65℃; and / or the desired lubrication flow rate is less than or equal to 13-17 liters / minute, for example, less than or equal to 15 liters / minute. Presetting the corresponding oil temperature and lubrication flow rate according to the normal conditions of vehicle operation makes the environment inside the transmission assembly closer to real-world usage, thus improving the accuracy of the test.

[0043] In one implementation of the embodiments of this application, such as Figure 2 and Figure 3 As shown, the transmission assembly includes a first clutch 20 and a second clutch 30. The first clutch 20 is engaged with the odd-numbered gears of the transmission assembly; the second clutch 30 is engaged with the even-numbered gears of the transmission assembly; before step S100, the following steps are also included: The first clutch of the transmission assembly is disengaged, the second clutch is engaged, and an odd-numbered gear is engaged; or, the first clutch of the transmission assembly is engaged, the second clutch is disengaged, and an even-numbered gear is engaged.

[0044] In this embodiment, the input shaft and both output shafts of the transmission assembly can be driven independently. Therefore, the testing process can be freely chosen. For example, the first clutch 20 can be disengaged from the mating steel plate 10, the second clutch 30 can be engaged with the mating steel plate 10, and an odd-numbered gear can be engaged. The input shaft and the friction plates of the second clutch 30 rotate synchronously, while the rotational speed of the friction plate 40 of the first clutch 20 is controlled by the left and right load motors, allowing the inter-plate drag of the first clutch 20 to be tested. Similarly, when the first clutch 20 is engaged with the mating steel plate 10, the second clutch 30 is disengaged from the mating steel plate 10, and an even-numbered gear is engaged, the inter-plate drag of the second clutch 30 can be tested separately. It is evident that although the testing method disclosed in this embodiment tests the entire transmission assembly, the two clutches of the wet dual-clutch are tested separately during the testing process. The testing process is simple and orderly, which is beneficial for obtaining accurate test results.

[0045] In one implementation of this application embodiment, step S200 specifically includes: The input shaft speed of the transmission assembly is kept constant, and the output shaft speed of the transmission assembly is adjusted multiple times in an arithmetic progression to obtain multiple corresponding test torque data.

[0046] By linearly adjusting the output shaft speed of the transmission assembly, drag conditions in the transmission assembly under various circumstances are simulated, and multiple sets of test torque data are collected to improve the accuracy of performance judgment of the transmission assembly, reduce test errors, and enhance the effectiveness of the test.

[0047] In another implementation of this application, the same rotational speed is 500-900 rpm or 2000-4000 rpm; and / or, the adjustment range of the rotational speed of the output shaft of the transmission assembly is 50-150 rpm or 200-400 rpm each time.

[0048] When the vehicle is shifting gears, the engine speed is relatively high. To simulate driving conditions, the output power of the drive motor can be increased. When the input shaft speed reaches 2000-4000 rpm (e.g., 3000 rpm), the transmission assembly is in a high-speed state. The output shaft speed can be adjusted accordingly in this state to accurately test the drag torque during upshifts and downshifts. When the vehicle is idling, the engine speed is at its lowest point, that is, when the input shaft speed reaches 500-900 rpm (e.g., 750 rpm), the transmission assembly is in a low-speed state. The output shaft speed can be adjusted accordingly in this state to accurately test the drag torque at idle.

[0049] In addition, by adopting different adjustment methods, such as adjusting the output shaft of the transmission assembly at intervals of 50-150 rpm (e.g., 100 rpm) or 200-400 rpm (e.g., 300 rpm), the speed difference between the input and output shafts of the transmission assembly at different gears can be simulated, thereby obtaining a clutch disc drag torque that is more in line with real-world usage.

[0050] As can be seen from the above, the method for testing inter-clutch drag in this embodiment is highly flexible and has clear steps. It can test the drag torque of each clutch in a dual-clutch transmission separately, or test the drag torque of the vehicle during upshifts, downshifts, or idling. Based on actual testing needs, operators can control the transmission assembly to perform efficient and accurate tests.

[0051] Specifically, such as Figure 4 As shown, this embodiment discloses a method for testing inter-plate drag in a wet dual-clutch transmission, as detailed below: 1. Experimental preparation The transmission assembly is assembled onto the test platform. The drive motor and torque meter are connected to the input shaft of the transmission assembly, the left load motor is connected to the left output shaft of the transmission assembly, and the right load motor is connected to the right output shaft of the transmission assembly. An external circulating cooling system is used to adjust the transmission oil temperature to 60°C and control the lubrication flow rate of the shaft system and clutch to 15 liters / minute.

[0052] 2. First clutch plate drag test 2.1 Control the first clutch to disengage and the second clutch to engage, and shift to odd-numbered gears (such as 1st, 3rd, 5th, and 7th gears). 2.2. Control the input shaft speed of the transmission assembly to stabilize at 3000 rpm, and according to the speed ratio, achieve output shaft speeds of 1500 rpm, 1800 rpm, 2100 rpm, 2400 rpm, 2700 rpm, 3000 rpm, 3300 rpm, 3600 rpm, 3900 rpm, 4200 rpm, and 4500 rpm respectively. During testing, the output shaft speed can be preferentially set to 3000 rpm, and the torque meter reading obtained during the test is recorded as T. b1 That is, the reference torque data is obtained; then, the torque meter reading can be read when other speeds are stable, and recorded as T1. The results are filled into Table 1 below.

[0053] Table 1

[0054] 2.3. Control the input shaft speed of the transmission assembly to stabilize at 750 rpm, and according to the speed ratio, achieve the output shaft speeds of the transmission at 0 rpm, 100 rpm, 200 rpm, 300 rpm, 400 rpm, 500 rpm, 600 rpm, 700 rpm, and 750 rpm respectively. During testing, the output shaft speed can be preferentially set to 750 rpm, and the torque meter reading obtained during the test is recorded as T. b2 The baseline torque data is obtained by measuring the torque meter. Then, the torque meter reading is read when the speed is stable at other speeds and recorded as T2. The results are filled into Table 2 below.

[0055] Table 2

[0056] As can be seen, the above testing method can accurately quantify the drag torque of the wet dual-clutch transmission assembly during operation, thus facilitating the assessment of the transmission assembly's performance. However, the above-described wet dual-clutch inter-plate drag test method only tests the inter-plate drag of the first clutch; for example... Figure 4 As shown, the first clutch can be engaged and the second clutch disengaged, and an even-numbered gear (such as 2, 4, or 6) can be engaged to continue testing the other clutch of the wet dual-clutch system. Finally, the data is processed, which will not be elaborated here.

[0057] In one implementation of this application embodiment, step S300 specifically includes: The drag torque between the clutch plates is calculated by subtracting the test torque data from the reference torque data.

[0058] The baseline torsion data disclosed in this embodiment is the torque when the input and output shafts of the transmission assembly rotate at the same speed. The test torque data is the torque when the output and input shafts rotate at different speeds, which is the torque that may be generated when the input shaft idles during vehicle operation. Therefore, the difference between the two is the shearing effect generated by the lubricating oil film between the clutch plates, and the clutch plate drag can be calculated. As shown in Tables 1 and 2 above, the clutch plate drag during the first clutch shifting up and down can be calculated as T1-T. b1 The clutch disc drag at idle speed is T2-T. b2 .

[0059] In one implementation of this application, after step S300, the method further includes: If the absolute value of the drag torque between each of the clutch plates is less than the preset drag torque extreme value, then the transmission assembly is qualified. If the absolute value of the drag torque between at least one of the clutch plates is greater than or equal to the preset drag torque extreme value, then the transmission assembly is defective.

[0060] The test method disclosed in this embodiment judges the drag between the friction plates and the lubricating oil film when the transmission assembly is working by measuring the absolute value of the drag torque between multiple clutch plates. This verifies whether the energy consumption of the product meets the vehicle driving requirements, thereby determining whether the transmission assembly meets the qualification standard and can be used as a basis for judging the product production yield.

[0061] Specifically, as shown in Table 3 below, the preset drag torque limit is 1.5-1.6 Nm. In actual production, different clutches have different drag torque requirements, but none can be too high, as this can easily lead to gear shifting problems and noise issues. Therefore, setting the preset drag torque limit to 1.5-1.6 Nm ensures smooth gear shifting while reducing noise and improving driving comfort.

[0062] Table 3

[0063] In summary, the dual-clutch inter-plate drag test method disclosed in this application, based on a transmission assembly, includes the following steps: S100, controlling the input shaft and output shaft of the transmission assembly to rotate at the same speed to obtain reference torque data; S200, controlling the speed of the input shaft of the transmission assembly to remain constant, and adjusting the speed of the output shaft of the transmission assembly to obtain test torque data; S300, calculating the inter-clutch plate drag torque based on the reference torque data and the test torque data. By directly driving the input and output shafts of the transmission assembly to rotate, the torque between the clutch plates is detected and the inter-clutch plate drag is calculated. Unlike conventional testing, it does not require disassembling the transmission assembly to test the clutch separately; instead, the test is performed directly on the transmission assembly, thus improving testing efficiency and simulating the actual usage of the transmission assembly. Under these conditions, the calculated inter-clutch plate drag data is more accurate and has greater reference value for transmission assembly production selection and quality inspection.

[0064] A second aspect of this application provides a dual-clutch inter-plate drag testing device based on a transmission assembly, comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the dual-clutch inter-plate drag testing method based on the transmission assembly as described in any of the preceding claims.

[0065] The memory may include high-speed RAM (Random Access Memory) memory, and may also include non-volatile memory, such as at least one disk storage device.

[0066] If the memory, processor, and communication interface are implemented independently, they can be interconnected via a bus to communicate with each other. The bus can be an ISA (Industry Standard Architecture) bus, a PCI (Peripheral Component Interconnect) bus, or an EISA (Extended Industry Standard Architecture) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc.

[0067] Specifically, if the memory, processor, and communication interface are integrated on a single chip, then the memory, processor, and communication interface can communicate with each other through internal interfaces.

[0068] The processor may be a CPU (Central Processing Unit), an ASIC (Application Specific Integrated Circuit), or one or more integrated circuits configured to implement the embodiments of this application.

[0069] like Figure 5 As shown, in another implementation of this application embodiment, the testing device includes a test base, a drive motor, a torque meter, a left load motor, and a right load motor. The test base is used to support the transmission assembly. Three motors, namely the drive motor, the left load motor, and the right load motor, are arranged on the test base, corresponding to drive the input shaft and two output shafts of the transmission assembly. The drive motor is located on the test base and is connected to the input shaft of the transmission assembly. The torque meter is connected to the input shaft of the transmission assembly and is used to detect torque. The left load motor and the right load motor are both located on the test base. The transmission assembly has two output shafts, and the two output shafts are connected to the gearbox of the transmission assembly through a differential. The left load motor and the right load motor are respectively connected to the two output shafts.

[0070] This embodiment places the transmission assembly on a test platform and connects it to the drive motor, left load motor, and right load motor, allowing the input and output shaft speeds to be actively adjusted during the test. This simulates the actual vehicle driving environment and accurately tests the drag torque of the wet dual clutch within the transmission assembly, resulting in high test effectiveness and accurate test results.

[0071] In another implementation of this application, the torque meter disclosed in this embodiment includes a flange torque sensor. As the name suggests, it is a torque sensor with a flange structure, which facilitates the installation and fixing of the sensor on the input shaft of the transmission assembly to measure drag torque. Specifically, the torque meter in this embodiment has a range of 0-100 Newton-meters. In this embodiment, since the measured torque is relatively small and the measurement accuracy requirement is high, a torque meter with a smaller range is selected to more accurately detect the drag torque, thereby facilitating the accurate calculation of the drag torque between the clutch plates.

[0072] It should be noted that this embodiment is merely an example of the types of torque meters, but the scope of protection of this invention is not limited to this. Other types of torque meters, as long as they can achieve the technical effects disclosed in this application, can be used as equivalent replacements for the concept of this invention and should also be within the scope of protection of this application.

[0073] In addition, in this embodiment, the temperature of the transmission assembly during the test can be regulated by connecting an external cooling system to the test base, and an automotive calibration tool (such as INCA software) can be connected to the transmission assembly to record and collect the rotational speed of the transmission assembly during operation.

[0074] Furthermore, a third aspect of this application provides a storage medium having a computer-readable program stored thereon, wherein the computer-readable program, when processed and executed, implements the steps of the dual-clutch inter-plate drag test method based on the transmission assembly as described in any of the preceding claims.

[0075] In the description of this specification, the references to terms such as "embodiment," "any embodiment," or "implementation" indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or implementation is included in at least one embodiment or implementation of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or implementation. Furthermore, the specific features, structures, materials, or characteristics described may be combined in a suitable manner in any one or more embodiments or implementations. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or implementations described in this specification, as well as the features of different embodiments or implementations.

[0076] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined with "first" or "second" may explicitly or implicitly include at least one of that feature.

[0077] It should be understood that various parts of this application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system. If implemented in hardware, as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (FPGAs), field-programmable gate arrays (FPGAs), etc.

[0078] Furthermore, the functional units in the various embodiments of this application can be integrated into a processing module, or each unit can exist physically separately, or two or more units can be integrated into a module. The integrated module can be implemented in hardware or as a software functional module. If the integrated module is implemented as a software functional module and sold or used as an independent product, it can also be stored in a computer-readable storage medium.

Claims

1. A method for testing inter-plate drag of a dual-clutch transmission assembly, characterized in that, The transmission assembly includes a first clutch and a second clutch. The first clutch is engaged with the odd-numbered gears of the transmission assembly; the second clutch is engaged with the even-numbered gears of the transmission assembly. The dual-clutch inter-plate drag test method based on the transmission assembly includes the following steps: The first clutch of the transmission assembly is disengaged, the second clutch is engaged, and an even-numbered gear is engaged; or, the first clutch of the transmission assembly is engaged, the second clutch is disengaged, and an odd-numbered gear is engaged. The input and output shafts of the transmission assembly are controlled to rotate at the same speed to obtain reference torque data; The input shaft speed of the transmission assembly is kept constant, and the output shaft speed of the transmission assembly is adjusted multiple times in an arithmetic progression to obtain multiple corresponding test torque data. The multiple test torque data are respectively subtracted from the reference torque data to calculate multiple inter-clutch drag torques; if the absolute value of each inter-clutch drag torque is less than the preset drag torque extreme value, then the transmission assembly is qualified. If the absolute value of the drag torque between at least one of the clutch plates is greater than or equal to the preset drag torque extreme value, then the transmission assembly is defective.

2. The dual-clutch inter-plate drag test method based on a transmission assembly according to claim 1, characterized in that, Before the step of controlling the input shaft and output shaft of the transmission assembly to rotate at the same speed to obtain reference torque data, the method further includes: Adjust the oil temperature in the transmission assembly to the preset oil temperature, and adjust the lubrication flow rate in the transmission assembly to the desired lubrication flow rate.

3. The dual-clutch inter-plate drag test method based on a transmission assembly according to claim 2, characterized in that, The preset oil temperature is 55-65℃; and / or the desired lubrication flow rate is 13-17 liters / minute.

4. The dual-clutch inter-plate drag test method based on a transmission assembly according to claim 1, characterized in that, The same rotational speed is 500-900 rpm or 2000-4000 rpm; and / or, The speed adjustment range of the output shaft of the transmission assembly is 50-150 rpm or 200-400 rpm each time.

5. The dual-clutch inter-plate drag test method based on a transmission assembly according to claim 1, characterized in that, The preset drag torque extreme value is 1.5-1.6 Newton-meters.

6. A dual-clutch inter-plate drag testing device based on a transmission assembly, characterized in that, include: The memory, the processor, and the computer program stored in the memory and executable on the processor, the processor executing the program to implement the dual-clutch inter-plate drag test method based on the transmission assembly as described in any one of claims 1 to 5.

7. The dual-clutch inter-plate drag testing device based on a transmission assembly according to claim 6, characterized in that, include: Test platform, used to support the transmission assembly; A drive motor is mounted on the test base and is connected to the input shaft of the transmission assembly. A torque meter, connected to the input shaft of the transmission assembly, is used to detect torque; Both the left load motor and the right load motor are mounted on the test platform; The transmission assembly has two output shafts, which are connected to the gearbox of the transmission assembly via a differential; the left load motor and the right load motor are respectively connected to the two output shafts.

8. The dual-clutch inter-plate drag testing device based on a transmission assembly according to claim 7, characterized in that, The torque meter has a range of 0-100 Newton-meters.

9. A storage medium having a computer-readable program stored thereon, characterized in that, When the computer-readable program is executed by a processor, it implements the steps of the dual-clutch inter-plate drag test method based on any one of claims 1 to 5.

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