Dual-clutch test method and system

Abstract

This application relates to a dual-clutch testing method and system. The dual-clutch testing method includes: building a dual-clutch testing system based on a dual-clutch automatic transmission consisting of a dual-clutch under test, a transmission body, and a differential; conducting a test access check; verifying the test conditions after passing the test access check; analyzing and evaluating the test results; and outputting the test results. In this application, a dual-clutch automatic transmission can be assembled from the dual-clutch under test, the transmission body, and the differential. Reliability testing of the dual-clutch under test can then be conducted based on this dual-clutch automatic transmission. This better simulates the real working environment of the dual-clutch, meeting the reliability verification requirements for dual-clutch automatic transmission products and ensuring that the dual-clutch reliability meets the requirements. Furthermore, compared to conducting clutch evaluation on the entire vehicle, the testing cycle of this application is shorter, which can better shorten the product development cycle.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, specifically to a dual-clutch testing method and system. Background Technology

[0002] Dual-clutch automatic transmissions (DCTs), as a new generation of mechanical automatic transmissions, inherit many advantages of manual transmissions, such as high transmission efficiency, compact installation space, light weight, and low price. They fundamentally solve the problem of power cut-off during shifting inherent in electronically controlled mechanical automatic transmissions, ensuring good vehicle power and shifting characteristics, and greatly improving shifting comfort. Therefore, dual-clutch automatic transmissions are increasingly favored. However, dual-clutch automatic transmissions have a compact structure, making heat dissipation difficult, and involve frequent shifting. Frequent clutch operation can lead to clutch wear, poor shifting, and even friction plate burning and clutch damage. As a key component for power transmission, the clutch requires reliability verification to better develop dual-clutch automatic transmissions and shorten product development cycles.

[0003] Traditionally, clutch durability and reliability testing involves conducting static separation durability tests, dynamic separation durability tests, and high-speed endurance tests on the clutch assembly on a dedicated test bench. The driven plate assembly undergoes axial compression durability tests, torsional durability tests, and high-speed endurance tests. Throughout the testing process, test conditions, inertia, and test speed are kept constant. In these conventional test setups, only the clutch assembly is tested. In this case, the clutch assembly and individual clutch units are fixed using tooling, which differs significantly from the actual forces and operating environment of the clutch when it is working in the transmission. Alternatively, clutch evaluation can be conducted on the entire vehicle. However, this method involves a relatively long testing cycle and requires the vehicle to be in a relatively mature condition before testing can begin. Summary of the Invention

[0004] One objective of this application is to provide a dual-clutch testing method that can better simulate the real working environment of a dual-clutch while shortening the testing cycle; another objective of this application is to provide a dual-clutch testing system.

[0005] To achieve the above objectives, firstly, this application provides a dual-clutch test method, the dual-clutch test method comprising:

[0006] A dual-clutch test system was built based on a dual-clutch automatic transmission consisting of the dual clutch under test, the transmission body, and the differential.

[0007] Trial access inspection;

[0008] After passing the test access inspection, the test conditions are verified.

[0009] The experiment is analyzed and evaluated, and the experimental results are output.

[0010] Furthermore, the test conditions include sliding conditions with a set sliding type, which includes small sliding and large sliding; the small sliding corresponds to a throttle opening of less than or equal to 20%, and the large sliding corresponds to a throttle opening of greater than 20%.

[0011] Furthermore, the verification of test conditions includes:

[0012] When the dual-clutch automatic transmission is in a set transmission gear, the total number of tests of the set slip friction type corresponding to the set transmission gear is run under the slip friction condition of the set slip friction type corresponding to the set transmission gear; wherein, the set transmission gear includes gears 1-j, where j is less than or equal to the highest transmission gear of the dual-clutch automatic transmission.

[0013] Further, the total number of tests performed under the slip condition corresponding to the set slip type of the set transmission gear, for the set slip type of the set transmission gear, includes:

[0014] First, run the first total number of tests for the small slippage condition corresponding to the set transmission gear; then, run the second total number of tests for the large slippage condition corresponding to the set transmission gear.

[0015] Furthermore, the total number of trials is determined in the following manner:

[0016] Obtain the operating data of the vehicle equipped with the dual clutch under test under global light vehicle test cycle conditions;

[0017] Based on the operational data, the total number of trials is determined.

[0018] Furthermore, the operational data includes measured data and / or simulation data.

[0019] Further, determining the total number of trials based on the operational data includes:

[0020] Based on the operational data, determine the first slip count of the set slip type corresponding to the set transmission gear under the global light vehicle test cycle conditions;

[0021] Based on the product design life mileage corresponding to the dual-clutch automatic transmission and the first number of slippage cycles, determine the total number of slippage cycles corresponding to the set slippage type of the set transmission gear under the global light vehicle test cycle conditions;

[0022] The total number of sliding tests is determined by applying a sliding energy equivalent correction to the total number of sliding tests.

[0023] Further, the step of performing a sliding energy equivalent correction on the total number of sliding cycles to determine the total number of tests includes:

[0024] Based on the operational data, determine the shift parameters of the set slip type corresponding to the set transmission gear under the global light vehicle test cycle conditions;

[0025] Based on the shift parameters, determine the first slip work of the set slip type corresponding to the set transmission gear under the global light vehicle test cycle conditions;

[0026] Based on the control strategy of the transmission control unit in the dual-clutch test system and the shift parameters, determine the second slippage work corresponding to the set slippage type of the set transmission gear;

[0027] Based on the first and second sliding work, the total number of sliding tests is adjusted by sliding energy equivalent correction to determine the total number of tests.

[0028] Furthermore, the shift parameters include at least one of the following:

[0029] The input speed of the dual clutch during gear shifting, the output speed of the dual clutch during gear shifting, the relationship between clutch torque and time during gear shifting, and the total time from the start to the end of gear shifting.

[0030] Furthermore, the verification of test conditions includes:

[0031] The lubricating oil temperature of the transmission is controlled based on a set oil temperature parameter; wherein the set oil temperature parameter is determined based on the operating data of the vehicle equipped with the dual-clutch automatic transmission under global light vehicle test cycle conditions.

[0032] Furthermore, the trial admission check includes at least one of the following:

[0033] The process includes: confirming the status of the dual-clutch automatic transmission, checking the test version data, confirming the test control boundary conditions, checking the torque of the connecting tooling, checking the half-shaft installation, and conducting on-site safety checks of the dual-clutch test system.

[0034] To achieve the above objectives, secondly, this application also provides a dual-clutch testing system, the dual-clutch testing system comprising:

[0035] A dual-clutch automatic transmission, comprising a dual clutch under test, a transmission body, and a differential;

[0036] A drive motor, which is connected to the input end of the dual-clutch automatic transmission;

[0037] The first load motor is connected to the differential via a first half-shaft.

[0038] The second load motor is connected to the differential via a second half-shaft.

[0039] The test control system includes an industrial computer and a transmission control unit. The industrial computer is connected to the transmission control unit, the first load motor, and the second load motor, respectively. The transmission control unit is connected to the dual-clutch automatic transmission.

[0040] The beneficial effects of this application are:

[0041] In this application, the dual-clutch under test, the transmission body, and the differential can be combined to form a dual-clutch automatic transmission. Then, reliability tests of the dual-clutch under test are conducted based on the dual-clutch automatic transmission. This can better simulate the real working environment of the dual-clutch to meet the reliability verification of the dual-clutch in the product development of dual-clutch automatic transmissions, so as to ensure that the reliability of the dual-clutch meets the requirements. At the same time, compared with the clutch evaluation carried out on the whole vehicle, the test cycle of this application is shorter, which can better shorten the product development cycle. Attached Figure Description

[0042] Figure 1 This document shows a flowchart illustrating a dual-clutch test method provided in an embodiment of this application.

[0043] Figure 2 This application provides a flowchart for determining the total number of trials according to an embodiment of the present application.

[0044] Figure 3 This diagram shows a block diagram of a dual-clutch testing system provided in an embodiment of this application;

[0045] Figure 4 This illustration shows a shift cycle diagram under WLTC operating conditions provided in an embodiment of this application.

[0046] Figure 5 This illustration shows a schematic diagram of a single cycle under test conditions provided in an embodiment of this application.

[0047] in:

[0048] 1. Dual-clutch automatic transmission; 11. Dual clutch under test; 12. Transmission body; 13. Differential; 2. Drive motor; 3. First load motor; 4. Second load motor; 5. First half-shaft; 6. Second half-shaft; 7. Test control system; 71. Industrial computer; 72. Transmission control unit; 8. Temperature control equipment. Detailed Implementation

[0049] The embodiments of this application will be described below with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of this application from the content disclosed in this specification. This application can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this application. It should be understood that the preferred embodiments are only for illustrating this application and are not intended to limit the scope of protection of this application.

[0050] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of this application. Therefore, the drawings only show the components related to this application and are not drawn according to the actual number, shape and size of the components in the actual implementation. In the actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0051] The embodiments of this application will be described below with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of this application from the content disclosed in this specification. This application can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this application. It should be understood that the preferred embodiments are only for illustrating this application and are not intended to limit the scope of protection of this application.

[0052] To facilitate understanding of the embodiments of this application, the following will provide further explanation and description with reference to the accompanying drawings and specific embodiments. These embodiments do not constitute a limitation on the embodiments of this application.

[0053] This embodiment provides a dual-clutch test method. (Reference) Figure 1 and Figure 3 As shown, the dual-clutch test method may include:

[0054] S110. Based on a dual-clutch automatic transmission consisting of the dual-clutch under test, the transmission body, and the differential, a dual-clutch test system is built.

[0055] S120, Trial Access Inspection;

[0056] S130. After passing the test access inspection, the test conditions are verified.

[0057] S140. Analyze and evaluate the experiment and output the experimental results.

[0058] In step S110, the dual-clutch transmission 11 to be tested, the transmission body 12, and the differential 13 can be assembled into a dual-clutch automatic transmission 1 (DCT). The state of the dual-clutch automatic transmission 1 is that it is fully assembled with the dual-clutch transmission 11 to be tested and ready for vehicle installation. Then, a dual-clutch test system is built based on the above-mentioned dual-clutch automatic transmission 1, wherein the installation of the dual-clutch automatic transmission 1 can simulate the installation situation on a complete vehicle.

[0059] In this step, the input end of the dual-clutch automatic transmission 1 can be connected to the drive motor 2, and the output end of the dual-clutch automatic transmission 1 can be connected to the first load motor 3 and the second load motor 4 respectively. For example, the differential 13 of the dual-clutch automatic transmission 1 can be connected to the first load motor 3 through the first half-shaft 5, and the differential 13 can be connected to the second load motor 4 through the second half-shaft 6.

[0060] The dual-clutch test system may include a test control system 7, which may include an industrial computer 71 and a transmission control unit 72 (TCU). The wiring harness of the dual-clutch automatic transmission 1 can be connected to the transmission control unit 72, and the transmission control unit 72 can be connected to the industrial computer 71. This enables data writing to the transmission control unit 72 and ensures proper communication between the test bench and the transmission control unit 72. The test control system 7 can communicate with and control the transmission control unit 72. During testing, the test control system 7 can issue a clutch engagement pressure request, and the transmission control unit 72 can control the clutch engagement pressure.

[0061] In addition, the dual-clutch testing system may include a temperature control device 8, which can be connected to an industrial computer 71. The temperature control device 8 can also be connected to the dual-clutch automatic transmission 1 to control the transmission oil temperature, ensuring that the clutch oil temperature during testing matches the oil temperature under user operating conditions. Furthermore, the dual-clutch testing system can be equipped with a data acquisition system capable of accurately measuring and recording required test parameters such as temperature, pressure, and speed. The drive motor 2, the first load motor 3, the second load motor 4, and the temperature control device 8 can form a test bench.

[0062] When setting up the dual-clutch test system, the temperature control device 8 and cooling equipment (including fans) of the test system can be connected and debugged using the existing piping, oil cooler, and other accessories. The required test parameters, such as temperature, pressure, and speed, should be arranged and debugged according to the test requirements. An appropriate amount of lubricating oil can be added to the transmission body 12 to ensure that the dual-clutch automatic transmission 1 can operate normally during the test.

[0063] It should be noted that, in addition to the methods described above, the dual-clutch test system can also be built using other methods, and there are no limitations on this. The dual-clutch test system must be based on a dual-clutch automatic transmission 1 consisting of the dual-clutch under test 11, the transmission body 12, and the differential 13, and it must be capable of performing reliability tests on the dual-clutch under test 11.

[0064] In step S120, after the dual-clutch test system is set up, a test access check is required before the test begins to determine whether the dual-clutch test system can be used to conduct a reliability test on the dual-clutch 11 under test.

[0065] The trial access inspection includes at least one of the following inspection items:

[0066] The following steps were performed: confirmation of the status of the dual-clutch automatic transmission 1, inspection of the test version data, confirmation of the test control boundary conditions, inspection of the torque of the connecting tooling, inspection of the half-shaft installation, and on-site safety inspection of the dual-clutch test system.

[0067] In some implementations, the test access check may include all of the above-mentioned check items, that is, it may include the status confirmation of the dual-clutch automatic transmission 1, test version data check, test control boundary condition confirmation, connection tooling torque check, half-shaft installation status check, and on-site safety check of the dual-clutch test system, etc.

[0068] If the test access inspection fails, the test can be returned and the dual-clutch test system can be prepared again until the test access inspection is passed.

[0069] It should be noted that, in this application, the test access inspection may include other inspection items in addition to those mentioned above, and there is no limitation on this.

[0070] In step S130, after the test access check is passed, the test conditions can be verified based on the dual clutch test system to realize the reliability test of the dual clutch 11 under test.

[0071] The test conditions may include sliding conditions with a defined sliding type. The defined sliding type may include two types: small sliding and large sliding. The sliding type can be distinguished based on the throttle opening. For example, small sliding may correspond to a throttle opening less than or equal to 20%, and large sliding may correspond to a throttle opening greater than 20%. It should be noted that, besides using a 20% throttle opening as the criterion for distinguishing between large and small sliding types, other criteria can also be used; there is no limitation on this.

[0072] During the test condition verification, when the dual-clutch automatic transmission 1 is in the set transmission gear, the test is performed for the total number of times the set transmission gear type is set to the set slip condition.

[0073] The transmission gear selection includes gears 1-j, where j is less than or equal to the highest gear of the dual-clutch automatic transmission 1. For example, if the maximum number of gears in the dual-clutch automatic transmission 1 is 7, then j can be less than or equal to 7. When j is 7, the transmission gear selection can be any gear from 1 to 7.

[0074] When performing the sliding grinding operation, the first total number of tests can be run with the small sliding grinding condition corresponding to the set gear position; then, the second total number of tests can be run with the large sliding grinding condition corresponding to the set gear position.

[0075] For example, when the transmission gear is set to include one gear, and that gear is 2, then the first total number of tests for the small slip condition corresponding to the 2nd gear is run in the small slip condition (i.e., small slip condition); then the second total number of tests for the large slip condition corresponding to the 2nd gear is run in the large slip condition (i.e., large slip condition).

[0076] For example, when the transmission has two gears, namely 1st gear and 2nd gear, the small slip condition is first operated in gear 1-2, followed by the large slip condition. Specifically, when operating the small slip condition in gear 1-2, the test can be performed first in gear 1, with the test count being the first total number of small slip tests for gear 1; then in gear 2, the test count is the first total number of small slip tests for gear 2; then in gear 1, the test count is the second total number of large slip tests for gear 2; and finally in gear 2, the test count is the second total number of large slip tests for gear 2.

[0077] For example, when the transmission is set to have two gears, namely 1st gear and 2nd gear, the test can be performed first in 1st gear under the small slip condition, and the number of tests is the first total number of tests for the small slip condition corresponding to 1st gear; then in 1st gear, the test can be performed under the large slip condition, and the number of tests is the second total number of tests for the large slip condition corresponding to 2nd gear; then in 2nd gear, the test can be performed under the small slip condition, and the number of tests is the first total number of tests for the small slip condition corresponding to 2nd gear; finally, in 2nd gear, the test can be performed under the large slip condition, and the number of tests is the second total number of tests for the large slip condition corresponding to 2nd gear.

[0078] For example, when the transmission has j gears, numbered 1-j, the small slip condition is operated using gears 1-j, followed by the large slip condition. When operating the small slip condition using gears 1-j, the small slip condition corresponding to each gear can be run sequentially, with the number of tests equal to the first total number of tests for that gear. Then, the large slip condition corresponding to each gear can be run sequentially, with the number of tests equal to the second total number of tests for that gear.

[0079] It should be noted that, in addition to the methods described above, other methods can also be used to verify the test conditions. It is important to note that since the small slip condition also has a break-in effect, it is generally recommended to run the small slip condition first, followed by the large slip condition, for each gear's corresponding small slip condition and large slip condition.

[0080] Furthermore, during test condition verification, the transmission lubricating oil temperature can be controlled based on a set oil temperature parameter. This set oil temperature parameter is determined based on the operating data of the vehicle equipped with the dual-clutch automatic transmission 1 under the World Light Vehicle Test Cycle (WLTC) cycle. In other words, the principle for controlling the transmission lubricating oil temperature during testing is to control it according to the oil temperature during actual user operation. For example, it can be controlled according to the transmission oil temperature in the WLTC cycle operating data.

[0081] In addition, the clutch lubricating oil flow rate during the test is controlled based on the dual-clutch shifting conditions under WLTC operation, the specific shifting parameters for each shift, and the control strategy of the transmission control unit 72.

[0082] In step S140, after the test condition verification is completed based on the dual-clutch test system, the test can be analyzed and evaluated, and the test results can be output.

[0083] For example, after all test conditions are completed, the PT characteristics of the dual clutch 11 under test can be checked, the dual-clutch automatic transmission 1 can be disassembled, the wear of each part of the dual clutch 11 under test can be evaluated, and test results such as analysis reports and test reports can be issued.

[0084] In this dual-clutch testing method, the dual-clutch under test 11, the transmission body 12, and the differential 13 can be combined to form a dual-clutch automatic transmission 1. Then, based on the dual-clutch automatic transmission 1, a reliability test is conducted on the dual-clutch under test 11. By controlling the transmission oil temperature and the clutch pressure during shifting, the actual working environment of the dual-clutch can be better simulated, thereby meeting the reliability verification requirements of the dual-clutch in the product development of dual-clutch automatic transmissions and ensuring that the reliability of the dual-clutch meets the requirements. At the same time, compared with the clutch evaluation carried out on the whole vehicle, the test cycle of this application is shorter, which can better shorten the product development cycle.

[0085] This embodiment provides a dual-clutch test method. (Reference) Figure 2 and Figure 3 As shown, in this method, the total number of trials can be determined in the following way:

[0086] S210. Obtain the operating data of the vehicle equipped with the dual clutch 11 under the global light vehicle test cycle.

[0087] S220. Determine the total number of tests based on the operational data.

[0088] In step S210, the operating data may include measured data or simulation data. That is, in this step, the operating data of the vehicle equipped with the dual-clutch transmission 11 under the global light vehicle test cycle can be obtained by acquiring measured data and / or simulation data of the vehicle operating under the WLTC condition.

[0089] In step S220, after obtaining the operating data under WLTC conditions, the total number of tests for the set slip type corresponding to the set gear can be determined based on the above operating data.

[0090] First, based on the operating data, determine the first slip count of the set slip count corresponding to the set slip count of the gear in the WLTC condition. Then, based on the product design life mileage and the first slip count of the dual-clutch automatic transmission 1, determine the total slip count of the set slip count corresponding to the gear in the WLTC condition. Finally, perform slip energy equivalent correction on the total slip count to determine the total number of tests.

[0091] When performing equivalent correction for slippage energy, the shift parameters for the set slippage type corresponding to the set transmission gear under WLTC conditions can be determined based on operating data. Then, based on the shift parameters, the first slippage energy for the set slippage type corresponding to the set transmission gear under WLTC conditions can be determined. Finally, based on the control strategy and shift parameters of the transmission control unit 72 in the dual-clutch test system, the second slippage energy for the set transmission gear corresponding to the set slippage type can be determined. Finally, based on the first and second slippage energies, the total number of slippage cycles is corrected for equivalent slippage energy to determine the total number of tests.

[0092] The shift parameters may include at least one of the following: the input speed of the dual-clutch transmission during shifting, the output speed of the dual-clutch transmission during shifting, the relationship between clutch torque and time during shifting, and the total time from the start to the end of shifting. For example, the shift parameters may include all of the above parameters. Of course, in addition to the above parameters, other parameters may be included, and there is no limitation on this.

[0093] In some implementations...

[0094] It should be noted that clutch wear is caused by friction resulting from a speed difference between the clutch input and output, and is divided into clutch engagement and disengagement. Since a dual-clutch automatic transmission involves one clutch disengagement and one clutch engagement with each gear shift, calculating the number of clutch slippage cycles only requires calculating the number of gear shifts within the transmission's lifespan. Because the slippage work varies under different loads during gear shifts within the same gear, to more realistically simulate user experience in the vehicle, clutch slippage can be categorized into large slippage (throttle opening > 20%) and small slippage (throttle opening ≤ 20%) based on the clutch throttle opening during shifts.

[0095] The sliding friction work can be determined in the following ways:

[0096] ;

[0097] In the above formula, = Sliding work, =Clutch friction torque, =Clutch drive plate angular velocity =Clutch driven plate angular velocity =The moment when the grinding begins =The end time of the grinding process.

[0098] In this implementation, it is first necessary to obtain measured or simulated data of the vehicle equipped with the dual-clutch transmission 11 operating under WLTC conditions, which will then serve as the operating data for the WLTC conditions. Figure 4This is a schematic diagram of the shift cycle under WLTC operating conditions.

[0099] Based on the above operating data, the dual-clutch shifting conditions under WLTC operating conditions and the specific shifting parameters for each shift can be obtained. These shifting parameters include the input / output speeds of the dual clutch during shifting (i.e., the input speed and output speed of the dual clutch), the relationship between clutch torque and time, and the total time from the start to the end of the shift. Then, for each shift under WLTC operating conditions, the number of large and small slippage cycles in each gear is statistically analyzed based on the gear position and throttle position. Based on the statistically analyzed number of large and small slippage cycles in each gear and the corresponding product design life mileage of the dual-clutch automatic transmission 1, the total number of large and small slippage cycles in each gear within the product life cycle of the dual clutch can be obtained. The product design life mileage can be the design life mileage of the vehicle equipped with the tested dual-clutch 11.

[0100] The total number of sliding events in the J gear (referred to as the total number of large sliding events) and the total number of sliding events in the J gear (referred to as the total number of small sliding events) can be determined in the following way:

[0101] ;

[0102] ;

[0103] Where i = 1 to j (j is the highest gear of the transmission). =Total number of maximum slip cycles corresponding to gear J within the lifespan. =Total number of minor friction cycles corresponding to gear i within the lifespan. = The maximum number of sliding wear cycles corresponding to gear i in one WLTC operating condition. = The number of small slip cycles corresponding to gear i in one WLTC operating condition, L = the product design life mileage, Q = the mileage of one cycle of WLTC operating condition.

[0104] This test method is an accelerated test. The clutch engagement / disengagement speed and slip duration in the test differ from those during actual gear shifts. Therefore, it is necessary to perform slip equivalent energy correction on the total number of large and small slip cycles for each gear. Based on the specific shift parameters of the vehicle operating under WLTC conditions, the single slip work for each gear shift can be calculated according to the clutch input / output speed and transmitted torque during each shift. This single slip work is recorded as the single slip work for the target gear. For example, the single slip work calculated based on the clutch input / output speed and transmitted torque during the shift from 1st to 2nd gear can be recorded as the single slip work for 2nd gear. The slip work for large and small slip cycles in each gear under WLTC conditions can be obtained by averaging multiple single slip works based on the corresponding total number of slip cycles.

[0105] Specifically, the input / output speed range and torque range of large and small slippage in each gear can be obtained from the specific shifting parameters of the vehicle operating under WLTC conditions. Then, based on the specific shifting parameters of the vehicle operating under WLTC conditions and the TCU shifting logic, the input / output speed and torque of large and small slippage in each gear under the test conditions can be determined. Referring to the method for determining the slippage work of each gear under WLTC conditions, the slippage work of each gear under the test conditions can be calculated using the input / output speed, torque, and shifting time of each gear under the test conditions. Then, based on the equivalent correction for clutch slippage energy, the total number of slippage cycles (i.e., the total number of tests) for large and small slippage in each gear under the test conditions can be obtained. This implementation method can determine the total number of tests for large-scale friction (denoted as the total number of large-scale friction tests) and the total number of tests for small-scale friction (denoted as the total number of small-scale friction tests) in the following manner:

[0106] ;

[0107] ;

[0108] in, =Total number of large slip tests corresponding to test condition i. =Total number of small slip tests corresponding to test condition i. =Total number of maximum slip cycles corresponding to gear i within the lifespan. =Total number of minor friction cycles corresponding to gear i within the lifespan. =The sliding work corresponding to the large sliding wear in the i gear mode of WLTC operating conditions. = The sliding work corresponding to the small sliding wear in the i gear mode of WLTC operating conditions. =The sliding work corresponding to the large sliding wear in test condition i gear. =The sliding work corresponding to the small sliding wear in test condition i gear.

[0109] Taking the test condition of first gear as an example, all parameters mentioned below are calculated separately for large and small clutch slippage. The input / output speeds corresponding to large and small slippage for each gear can be taken as the input / output speeds when the clutch slippage is at its maximum. Then, based on the transmission speed ratio, the speeds of drive motor 2 and the first load motor 3 and second load motor 4 under the large and small slippage conditions corresponding to first gear can be obtained. The maximum clutch pressure P1 under the large and small slippage conditions corresponding to each gear and the TCU control strategy can be obtained. (Reference) Figure 5 As shown, the duration of each gear shift process is divided into clutch engagement time t1, continuous slippage time t2, clutch disengagement time t3, and cooling transition time t4.

[0110] The specific shift parameters under WLTC operating conditions determine the clutch engagement time t1 and clutch disengagement time t3 for the large and small slippage of first gear. The continuous slippage time t2 can be determined based on the TCU strategy and product characteristics, generally not exceeding 1.5 seconds. The cooling transition time t4 can be determined based on the clutch engagement time t1, continuous slippage time t2, clutch disengagement time t3, clutch lubrication flow rate, and transmission control oil temperature. It is important to note that, while ensuring lubrication and cooling, the cooling transition time t4 should be as short as possible.

[0111] It should be noted that, in addition to the above-described implementation methods, test conditions can also be designed in other ways, and there are no limitations on this.

[0112] This application provides a dual-clutch reliability test method at the transmission level. The reliability test of the dual clutch is carried out on the transmission. By controlling the transmission oil temperature and clutch pressure during shifting, the real working environment of the dual clutch is better simulated. Furthermore, the total number of tests for large and small slip conditions is designed by using slip energy equivalence to better meet the reliability verification requirements of the dual clutch in the development of dual-clutch automatic transmission products, ensuring that the reliability of the dual clutch meets the requirements, and shortening the product development cycle.

[0113] This embodiment provides a dual-clutch test method. (Reference) Figures 1 to 5 As shown, the detailed steps of this dual-clutch test method are as follows:

[0114] Test Preparation: Assemble the dual-clutch transmission 11, transmission body 12, and differential 13 into a dual-clutch automatic transmission 1. Connect the input end of the dual-clutch automatic transmission 1 to the drive motor 2, and connect the output end to the first load motor 3 and the second load motor 4 via the first half-shaft 5 and the second half-shaft 6, respectively. Connect the wiring harness of the dual-clutch automatic transmission 1 to the TCU and the industrial control computer 71, complete the data writing of the transmission control unit 72, and debug the communication between the industrial control computer 71 and the transmission control unit 72.

[0115] Connect and debug the temperature control device 84 and cooling equipment such as fans using the existing piping, oil cooler, and other accessories. Arrange and debug the required test parameters such as temperature, pressure, and speed according to the test requirements. Add an appropriate amount of lubricating oil to the transmission body 12 to ensure that the dual-clutch automatic transmission 1 can operate normally.

[0116] Test access checks include: confirmation of the status of the dual-clutch automatic transmission 1, check of test version data, confirmation of test control boundary conditions, check of connection tooling torque, check of half-shaft installation, and on-site safety check of the dual-clutch test system.

[0117] Small slip condition operation in gears 1 to i: Starting from gear 1, small slip condition operation is carried out in the order of gears 1 to i (the highest gear of the transmission can be gear i). The total number of small slip tests for each gear is determined according to the total number of large slip and small slip tests for each gear in the test.

[0118] Taking a 7-speed transmission as an example, the specific single-cycle operating condition setting uses the 2nd gear small slip condition as an example. In one WLTC cycle, a vehicle equipped with this 7-speed transmission experiences 22 small slip cycles in 2nd gear. The specific implementation settings for the 2nd gear small slip condition are as follows:

[0119] Step 1: The speed of drive motor 2 is set to the input speed of the small slipper corresponding to gear 2 among the input / output speeds of large and small slipper gears. The speeds of the first load motor 3 and the second load motor 4 are both set to the load motor speeds, which are taken as the output speed of the small slipper corresponding to gear 2 among the input / output speeds of large and small slipper gears. There are 22 instances of small slipper corresponding to gear 2 in one WLTC operating condition. The average input / output speed of each instance when gear 2 is combined is taken as the input / output speed of the small slipper corresponding to gear 2. In this example, the input / output speed of the small slipper corresponding to gear 2 is taken as 2044 r / min and 1379 r / min based on the average of the 22 instances. Therefore, the speed of drive motor 2 is 2044 r / min, and the speeds of the first load motor 3 and the second load motor 4 are set to 1379 / speed ratio (r / min).

[0120] Step 2: The clutch pressure increases from 0 kPa to the maximum clutch pressure P1 under the small slippage condition in 2nd gear during the clutch engagement time t1, and the duration is the same as the continuous slippage time t2. Then, the clutch pressure decreases from the maximum clutch pressure P1 under the small slippage condition in 2nd gear to 0 kPa during the clutch disengagement time t3, and finally, the clutch pressure operates at 0 kPa for the cooling transition time t4. The clutch engagement time t1, clutch disengagement time t3, and maximum clutch pressure P1 are taken as the average of 22 small slippage cycles in 2nd gear under WLTC conditions. The clutch engagement time t1 and clutch disengagement time t3 are generally 0.5 to 1.5 seconds. In this example, the average clutch engagement time t1 and clutch disengagement time t3 for 22 small slippage cycles in 2nd gear are 0.8 seconds and 0.7 seconds, respectively. The maximum clutch pressure P1 for small slippage in 2nd gear is taken as 11.6 bar on the transmission product with the highest gear in the example, at which time the clutch transmission torque is 90 N·m. The continuous slippage time t2 needs to be determined according to the TCU control strategy and clutch product characteristics. It needs to ensure that it does not cause friction plate burning or overheating, and generally does not exceed 1.5 seconds. In this example, it is taken as 1 second. The cooling transition time t4 can be determined based on the clutch engagement time t1, continuous slippage time t2, clutch disengagement time t3, clutch lubrication flow rate, transmission control oil temperature, etc. Under the condition of ensuring lubrication and cooling, the cooling transition time t4 should be as short as possible to shorten the test cycle. In this example, it is set to 3s.

[0121] The sliding work corresponding to the small sliding friction in test condition 2 in the above example according to Calculation, single loop The average sliding work is 10968.08 joules. This represents the average sliding work of 22 small sliding shifts in second gear during WLTC operation. The value is 4700.60 joules. This 7-speed transmission has a design life mileage L of 240,000 kilometers and a WLTC operating mileage Q of 230,000 kilometers. The total number of minor slippage cycles in gear i within its lifespan is calculated using the formula... The calculation is 229,565 times. The total number of tests can be corrected for the equivalent sliding energy based on the sliding work. The total number of small sliding tests corresponding to test condition i is based on... The corrected value is 98385 times, so the total number of small friction tests corresponding to gear 2 in the experiment is 98385 times.

[0122] Based on the calculation method above, the total number of small slip tests for each gear in the dual-clutch test of a transmission with up to 7 gears can be obtained as shown in Table 1.

[0123] During operation, the machine can be stopped every 24 hours to check for oil and water leaks in the dual-clutch transmission and tooling pipelines, as well as to check for loose bolts and nuts on the test bench and tooling.

[0124] Operating under high slippage conditions in gears 1-i: The specific implementation of a single cycle of operating conditions is based on the operation under low slippage conditions in gears 1-i. The total number of tests for each gear is derived from the total number of high slippage and low slippage tests for each gear during the experiment. Starting from gear 1, high slippage conditions are operated in sequence from gear 1 to gear i (the highest gear of the transmission, i gear). During the operation, the machine must be stopped every 24 hours to check for oil and water leaks in the dual-clutch transmission and tooling pipelines, and to check for loose bolts and nuts on the test bench and tooling.

[0125] Table 1

[0126]

[0127] Post-test inspection and analysis: After all test conditions are completed, the PT characteristics (relationship between pressure and torque) of the dual clutch are inspected and tested. The dual-clutch automatic transmission 1 is disassembled, the wear of each part of the dual clutch is evaluated, and an analysis report, test report and other test results are issued.

[0128] This embodiment provides a dual-clutch testing system, which can be used to implement the dual-clutch testing method described above. (Refer to...) Figure 3 As shown, the system may include:

[0129] The dual-clutch automatic transmission 1 includes a dual clutch 11 to be tested, a transmission body 12, and a differential 13.

[0130] Drive motor 2 is connected to the input end of dual-clutch automatic transmission 1;

[0131] The first load motor 3 and the differential 13 are connected to the first load motor 3 via the first half-shaft 5;

[0132] The second load motor 4 and the differential 13 are connected to the second load motor 4 via the second half-shaft 6;

[0133] The test control system 7 includes an industrial computer 71 and a transmission control unit 72. The industrial computer 71 is connected to the transmission control unit 72, the first load motor 3, and the second load motor 4, respectively. The transmission control unit 72 is connected to the dual-clutch automatic transmission 1.

[0134] It should be noted that the specific setup method of this system can be found in the relevant introduction in the above dual-clutch test method, and will not be repeated here.

[0135] In this dual-clutch test system, the dual-clutch under test 11, the transmission body 12, and the differential 13 can be combined to form a dual-clutch automatic transmission 1. Then, a dual-clutch test system is built based on the dual-clutch automatic transmission 1 to conduct reliability tests on the dual-clutch under test 11. It can better simulate the real working environment of the dual clutch to meet the reliability verification of the dual clutch in the product development of dual-clutch automatic transmissions, so as to ensure that the reliability of the dual clutch meets the requirements. At the same time, compared with the clutch evaluation carried out on the whole vehicle, the test cycle of this application is shorter, which can better shorten the product development cycle.

[0136] Those skilled in the art will further recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of both. To clearly illustrate the interchangeability of hardware and software, the components and steps of the various examples have been generally described in terms of functionality in the foregoing description. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0137] It should be noted that the terms "one implementation," "embodiment," "exemplary embodiment," and "some embodiments" used in the specification indicate that the described embodiment may include a specific feature, structure, or characteristic, but not every embodiment necessarily includes that specific feature, structure, or characteristic. Furthermore, such phrases do not necessarily refer to the same embodiment. Moreover, when a specific feature, structure, or characteristic is described in connection with an embodiment, implementing such a feature, structure, or characteristic in conjunction with other embodiments, whether explicitly described or not, is within the knowledge scope of those skilled in the art.

[0138] It should be noted that, in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or vehicle that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or vehicle. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or vehicle that includes said element.

[0139] The above embodiments are merely preferred embodiments provided to fully illustrate this application, and the scope of protection of this application is not limited thereto. Equivalent substitutions or modifications made by those skilled in the art based on this application are all within the scope of protection of this application.

Claims

1. A dual-clutch test method, characterized in that, The dual-clutch test method includes: A dual-clutch test system was built based on a dual-clutch automatic transmission consisting of the dual clutch under test, the transmission body, and the differential. Trial access inspection; After passing the test access inspection, the test conditions are verified; wherein, the test conditions include a set slip condition with a set slip type, the set slip type includes small slip and large slip, and the slip type is distinguished based on the throttle opening; The experiment is analyzed and evaluated, and the experimental results are output. The verification of the test conditions includes: When the dual-clutch automatic transmission is in a set transmission gear, the total number of tests corresponding to the set transmission gear and the set slip condition of the set slip type are run under the slip condition of the set transmission gear. The total number of trials was determined in the following manner: Obtain the operating data of the vehicle equipped with the dual clutch under test under global light vehicle test cycle conditions; Based on the operational data, determine the total number of trials; Determining the total number of trials based on the operational data includes: Based on the operational data, determine the first slip count of the set slip type corresponding to the set transmission gear under the global light vehicle test cycle conditions; Based on the product design life mileage corresponding to the dual-clutch automatic transmission and the first number of slippage cycles, determine the total number of slippage cycles corresponding to the set slippage type of the set transmission gear under the global light vehicle test cycle conditions; The total number of sliding wear cycles is adjusted by sliding wear energy equivalent correction to determine the total number of tests. The step of performing a sliding energy equivalent correction on the total number of sliding tests to determine the total number of tests includes: Based on the operational data, determine the shift parameters of the set slip type corresponding to the set transmission gear under the global light vehicle test cycle conditions; Based on the shift parameters, determine the first slip work of the set slip type corresponding to the set transmission gear under the global light vehicle test cycle conditions; Based on the control strategy of the transmission control unit in the dual-clutch test system and the shift parameters, determine the second slippage work corresponding to the set slippage type of the set transmission gear; Based on the first and second sliding work, the total number of sliding tests is adjusted by sliding energy equivalent correction to determine the total number of tests.

2. The dual-clutch test method according to claim 1, characterized in that, The term "small slippage" corresponds to a throttle opening of less than or equal to 20%, while "large slippage" corresponds to a throttle opening of greater than 20%.

3. The dual-clutch test method according to claim 2, characterized in that, The set transmission gears include gears 1-j, where j is less than or equal to the highest transmission gear of the dual-clutch automatic transmission.

4. The dual-clutch test method according to claim 3, characterized in that, The total number of tests performed under the specified slip condition corresponding to the specified slip type for the specified transmission gear includes: First, run the first total number of tests for the small slippage condition corresponding to the set transmission gear; then, run the second total number of tests for the large slippage condition corresponding to the set transmission gear.

5. The dual-clutch test method according to claim 1, characterized in that, The operational data includes measured data and / or simulation data.

6. The dual-clutch test method according to claim 1, characterized in that, The shift parameters include at least one of the following: The input speed of the dual clutch during gear shifting, the output speed of the dual clutch during gear shifting, the relationship between clutch torque and time during gear shifting, and the total time from the start to the end of gear shifting.

7. The dual-clutch test method according to any one of claims 1-6, characterized in that, The verification of the test conditions includes: The lubricating oil temperature of the transmission is controlled based on a set oil temperature parameter; wherein the set oil temperature parameter is determined based on the operating data of the vehicle equipped with the dual-clutch automatic transmission under global light vehicle test cycle conditions.

8. The dual-clutch test method according to any one of claims 1-6, characterized in that, The trial access check includes at least one of the following: The process includes: confirming the status of the dual-clutch automatic transmission, checking the test version data, confirming the test control boundary conditions, checking the torque of the connecting tooling, checking the half-shaft installation, and conducting on-site safety checks of the dual-clutch test system.

9. A dual-clutch testing system, characterized in that, The dual-clutch test system is used to implement the dual-clutch test method as described in any one of claims 1-8, and the dual-clutch test system includes: A dual-clutch automatic transmission, comprising a dual clutch under test, a transmission body, and a differential; A drive motor, which is connected to the input end of the dual-clutch automatic transmission; The first load motor is connected to the differential via a first half-shaft. The second load motor is connected to the differential via a second half-shaft. The test control system includes an industrial computer and a transmission control unit. The industrial computer is connected to the transmission control unit, the first load motor, and the second load motor, respectively. The transmission control unit is connected to the dual-clutch automatic transmission.

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