AMT intermediate shaft brake system offline detection method and detection device

Abstract

The present application relates to gearbox brake system detection technical field, more particularly to a kind of AMT intermediate shaft brake system offline detection method and detection device, wherein, detection method includes: AMT assembly is installed and fixed;AMT control system is detected, if qualified then enter next step, if unqualified then enter last step;Brake system can be detected whether brake is executed, brake system can be detected whether normal reset after braking, the response time of brake system after braking and releasing again whether meet the requirement, if above all are qualified, then determine qualified, process is finished, if above one is unqualified, then determine unqualified, enter last step;Enter fault judgment, output fault information.The brake system detection of the present application is carried out in AMT neutral state, does not execute the action of hanging gear, through the communication request interaction of AMT controller and driving motor, the function and performance detection of all related components of AMT intermediate shaft brake system can be completed.

Description

Technical Field

[0001] This invention relates to the field of transmission brake system testing technology, and more specifically, to a method and device for offline testing of AMT intermediate shaft brake system. Background Technology

[0002] The Electromechanical Automatic Transmission (AMT) is an improvement upon the traditional manual gear transmission. It combines the advantages of both automatic transmissions (AT) and manual transmissions (MT) into a mechatronic automatic transmission. AMT possesses the automatic shifting advantages of a hydraulic automatic transmission while retaining the high efficiency, low cost, simple structure, and ease of manufacturing of the original manual transmission's gear drive. This combination of advantages makes it a highly suitable mechatronic automatic transmission for my country's national conditions.

[0003] Among them, the braking system in AMT is an important component that regulates the input shaft speed during the gear selection and shifting process. As one of the key components of AMT used in mass production and applied to complete vehicles, it is essential to ensure that all functional checks of the product are completed before installation (the gear selection and shifting function includes the braking system function). The existing AMT off-line testing bench in China tests the braking system function of AMT by installing a loading motor after the AMT assembly. The speed of the loading motor is transmitted to the input shaft of the AMT body under test by shifting gears. With the help of other auxiliary mechanisms on the bench, the function and performance of the AMT transmission's braking system can be tested. The above braking system testing method requires the execution of the gear shifting action, and the gear shifting action requires manual judgment and operation. Because the braking system comprises multiple components, including the brake assembly (friction pads, return spring, seals, piston, cylinder), intake solenoid valve, exhaust solenoid valve, and TCU controller circuit, the entire system's function and performance can only be tested after the transmission assembly is integrated and installed. Before integration, only individual components can be tested separately. In this case, there may be situations where the suppliers of various components are inconsistent, making it impossible to integrate and test them individually. Even if all components are from the same supplier, the current technology only performs individual component testing and does not integrate the entire system. If integrated testing is required, separate tooling needs to be developed, which will consume a lot of time and affect production efficiency. Therefore, it is necessary to develop a method that can complete the AMT braking system test without performing gear shifting actions, and automatically judge fault information and output specific faults throughout the entire process. Summary of the Invention

[0004] The purpose of this invention is to overcome the shortcomings of the prior art and provide a method for offline testing of AMT brake systems without performing gear shifting actions. The testing device does not require the installation of a clutch, and the brake system testing is performed in the AMT neutral state without performing gear shifting actions. The function and performance testing of all relevant components of the AMT intermediate shaft brake system can be completed through communication requests between the AMT controller and the drive motor.

[0005] To solve the above-mentioned technical problems, the technical solution adopted by the present invention is as follows:

[0006] A method for offline testing of an AMT braking system is provided, specifically including the following steps:

[0007] S1: Install the AMT assembly onto the test bench and connect it to the output shaft of the drive motor, while also communicating with the host computer.

[0008] S2: Test the AMT control system. If the test is qualified, proceed to step S3; if the test is unqualified, proceed to step S4.

[0009] S3: Check if the braking system can perform braking, check if the braking system can reset normally after braking, and check if the response time of the braking system after release meets the requirements. If all of the above are qualified, the braking function of the braking system is qualified and the process ends. If any of the above are not qualified, the braking function of the braking system is not qualified and proceed to step S4.

[0010] S4: Enter fault diagnosis and output fault information.

[0011] This invention discloses a method for offline testing of an AMT intermediate shaft brake system. The entire process is automated. The brake system is installed in the AMT assembly. The testing of the brake system mainly includes three parts: the first part is the braking function and performance of the brake system; the second part is whether the brake system resets normally after braking; and the third part is the response time of the brake system after braking and release. None of the above operations require gear shifting. The entire process is automatically completed through the interaction between the host computer and the AMT controller, which can complete the braking performance, release performance, and consistency testing of the brake system. The complete fault diagnosis logic in the testing method accurately feeds back abnormal information at each step of the testing process, which can more quickly locate the cause and carry out repairs.

[0012] Furthermore, before detecting the braking system, the reset of the braking system after braking, and the response time of the braking system after release in step S3, the intermediate shaft must be detected first to test whether the rotational speed of the intermediate shaft can follow the change of the rotational speed of the drive motor and reach the target rotational speed.

[0013] Furthermore, the specific procedures for testing whether the intermediate shaft speed can change with the drive motor speed and reach the target speed are as follows:

[0014] S31: Set the drive motor speed to the target speed so that the intermediate shaft speed increases synchronously with the drive motor speed.

[0015] S32: After the preset time is reached, the intermediate shaft speed is detected. If the intermediate shaft speed rises to the target speed, the various detection operations of the brake system are entered. If the intermediate shaft speed cannot rise to the target speed, the process proceeds to step S4.

[0016] Furthermore, the specific operation for detecting whether the braking system can perform braking in step S3 is as follows:

[0017] Sa1: Set the torque of the drive motor to the target torque;

[0018] Sa2: Determine whether the drive motor torque has reached the target torque. If yes, activate the brake system to reduce the intermediate shaft speed and proceed to step Sa3. If not, return to step Sa1.

[0019] Sa3: Record the rate of change of the intermediate shaft speed and the time it takes for the speed to drop to 0, which is recorded as the first actual time. Compare it with the first preset value. If the first actual time is less than or equal to the first preset value, it is considered qualified and the process ends. If the first actual time is greater than the first preset value, it is considered unqualified and proceeds to step S4.

[0020] Furthermore, the specific operation for detecting whether the braking system can normally reset after braking in step S3 is as follows:

[0021] Sb1: Set the torque of the drive motor to the target torque;

[0022] Sb2: Determine whether the drive motor torque has reached the target torque. If yes, do not activate the brake system and allow the intermediate shaft speed to drop freely. Proceed to step Sb3. If no, return to step Sb1.

[0023] Sb3: Record the rate of change of the intermediate shaft speed and the time it takes for the speed to drop to 0, which is recorded as the second actual time. Compare it with the second preset value. If the second actual time is less than or equal to the second preset value, it is considered qualified and the process ends. If the second actual time is greater than the second preset value, it is considered unqualified and proceeds to step S4.

[0024] Furthermore, the specific operation for detecting whether the response time of the braking system after braking and then releasing in step S3 meets the requirements is as follows:

[0025] Sc1: Set the torque of the drive motor to the target torque;

[0026] Sc2: Determine whether the drive motor torque has reached the target torque. If so, activate the braking system to reduce the speed of the intermediate shaft and proceed to step Sc3. Otherwise, return to step Sc1.

[0027] Sc3: Determine whether the intermediate shaft speed has dropped to the intermediate target set value. If so, exit the brake system activation and allow the intermediate shaft speed to drop freely, then proceed to step Sc4. Otherwise, maintain the activation state of the brake system and allow the intermediate shaft speed to continue to drop.

[0028] Sc4: Record the rate of change of the intermediate shaft speed during free descent and the time it takes for the speed to drop to 0, which is recorded as the third actual time. Compare this with the third preset value. If the third actual time is less than or equal to the third preset value, the process is considered qualified and ends. If the third actual time is less than or equal to the third preset value, the process is considered unqualified and proceeds to step S4.

[0029] Furthermore, the detection steps of the AMT control system in step S2 are as follows: the host computer sends an offline detection command, the AMT control system completes self-test, and after the self-test is completed, it returns a self-test success signal to the host computer.

[0030] Furthermore, the self-test content of the AMT control system includes: air pressure, input shaft speed, output shaft speed, and gear position.

[0031] The present invention also provides an AMT intermediate shaft brake system offline detection device, which is applied to the AMT brake system offline detection method described above. It includes a fixed bracket assembly for mounting the AMT assembly, a coupling, a drive motor, and a host computer. The coupling is located between the fixed bracket assembly and the drive motor. The output shaft of the drive motor passes through the coupling and the fixed bracket assembly in sequence. The drive motor is communicatively connected to the host computer.

[0032] When using the detection device of the present invention, the AMT assembly to be tested is mounted on the fixed bracket assembly, and the AMT assembly to be tested is connected to the coupling and communicated with the host computer.

[0033] The method of the present invention can also be performed on a vehicle platform equipped with AMT products. Since the off-line testing device of the present invention is optimized based on the complete vehicle power transmission structure layout, that is, the flywheel and clutch are eliminated and the power unit is replaced by a drive motor, the method of the present invention can also be directly used to test the AMT intermediate shaft brake system even when the flywheel and clutch are installed on the vehicle.

[0034] Preferably, the fixed bracket assembly includes an L-shaped bracket, a tray assembly, a slide rail assembly, an adapter, and a clamping assembly. The tray assembly is slidably connected to the transverse section of the L-shaped bracket via the slide rail assembly. The adapter is installed on the vertical section of the L-shaped bracket. Both the clamping assembly and the slide rail assembly are connected to the host computer. The clamping assembly is used to clamp the AMT assembly that has been installed in place.

[0035] Compared with the prior art, the beneficial effects of the present invention are:

[0036] (1) The brake system test includes three parts. The first part is the braking function and performance of the brake system. The second part is whether the brake system resets normally after braking. The third part is the response time of the brake system after braking and then releasing. All three parts request the speed and torque of the drive motor. Each part controls the activation or deactivation of the brake system. The function, performance and consistency of the brake system are judged by the rate of change, trend and change time of the intermediate shaft speed. In this way, the normality of each related component of the intermediate shaft brake system is detected.

[0037] (2) The offline testing device does not have a clutch installed. The brake system test is performed in the AMT neutral position without performing the gear engagement action, which reduces the steps of manual judgment of gear engagement operation, saves manpower, and improves efficiency. The function and performance test of all relevant components of the AMT intermediate shaft brake system is completed through the communication request interaction between the AMT controller and the drive motor.

[0038] (3) The method of the present invention is also applicable to whole vehicles and can be applied to vehicle off-line inspection or after-sales service in the whole vehicle market. Attached Figure Description

[0039] Figure 1 This is a flowchart of the overall process for the offline testing method of an AMT intermediate shaft brake system according to the present invention;

[0040] Figure 2 This is a flowchart illustrating the offline testing method for an AMT intermediate shaft brake system according to the present invention.

[0041] Figure 3 This is a schematic diagram of the principle of the offline testing method for an AMT intermediate shaft brake system according to the present invention;

[0042] Figure 4 This is a schematic diagram of the structure of an AMT intermediate shaft brake system off-line testing device equipped with an AMT assembly, according to the present invention.

[0043] The markings in the diagram are explained below:

[0044] 1. AMT assembly; 2. Mounting bracket assembly; 3. Coupling; 4. Drive motor. Detailed Implementation

[0045] The present invention will be further described below with reference to specific embodiments. The accompanying drawings are for illustrative purposes only, representing schematic diagrams rather than actual physical objects, and should not be construed as limiting the scope of this patent. To better illustrate the embodiments of the present invention, some components in the drawings may be omitted, enlarged, or reduced, and do not represent the actual dimensions of the product. It is understandable to those skilled in the art that some well-known structures and their descriptions may be omitted in the drawings.

[0046] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0047] 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 indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this invention, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0048] In this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components, unless otherwise explicitly limited. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0049] Example 1

[0050] like Figures 1 to 3 The figure shown is an embodiment of an AMT intermediate shaft brake system offline testing method of the present invention, which specifically includes the following steps:

[0051] S1: Install AMT assembly 1 onto the test bench and connect it to the output shaft of drive motor 4, while also communicating with the host computer;

[0052] S2: Test the AMT control system. If the test is qualified, proceed to step S3; otherwise, proceed to step S4.

[0053] The purpose of testing the AMT control system is to detect whether there are any electrical faults. If no electrical faults are found, then the preparation conditions of the AMT control system are checked to see if they are met.

[0054] The specific testing steps of the AMT control system are as follows: The host computer sends an offline testing command, the AMT control system completes the self-test, and after the self-test is completed, it returns a self-test success signal to the host computer;

[0055] The AMT control system performs a self-test, and the feedback signal is transmitted to the host computer via the UDS protocol. If the feedback signal is abnormal, it will be checked and repaired according to the specific information. If the feedback signals are all normal, the host computer will send an offline test command to the AMT controller via the UDS protocol.

[0056] The AMT control system self-test includes: air pressure, input shaft speed, output shaft speed, and gear position;

[0057] When the AMT controller receives the offline detection command, it internally activates the intermediate shaft brake system function detection command to determine whether the following preparation conditions are met: controller voltage 22V~28V, AMT main air pressure above 6 bar, output shaft speed below 5 rpm, oil temperature 10℃~90℃, current actual gear is N, fault diagnosis system status is fault-free, shift status is 0 (non-shifting), input shaft speed and motor or engine speed difference is less than 20 rpm, and transmission controller main status is power-on normal operation. If all the above requirements are met, proceed to the next step; if any of the above requirements are not met, return the current preparation condition fault information to the host computer.

[0058] S3: Check if the braking system can perform braking, check if the braking system can reset normally after braking, and check if the response time of the braking system after release meets the requirements. If all of the above are qualified, the braking function of the braking system is qualified and the process ends. If any of the above are not qualified, the braking function of the braking system is not qualified and proceed to step S4.

[0059] Before testing the braking system, the reset of the braking system after braking, and the response time of the braking system after release, the intermediate shaft must be tested first to test whether the speed of the intermediate shaft can follow the speed change of the drive motor 4 and reach the target speed.

[0060] The specific procedures for checking whether the braking system can perform braking are as follows:

[0061] First, test whether the intermediate shaft speed can change with the speed of drive motor 4 and reach the target speed:

[0062] S311: Set the speed of drive motor 4 to the target speed so that the speed of the intermediate shaft increases synchronously with the speed of drive motor 4; the target speed can be a calibration value, with a default of 600 rpm.

[0063] S312: After the preset time is reached, the intermediate shaft speed is detected. If the intermediate shaft speed rises to the target speed, the various detection operations of the brake system are entered. If the intermediate shaft speed cannot rise to the target speed, the process proceeds to step S4. Here, the intermediate shaft speed does not have to rise to the target speed exactly. A certain error value is allowed. This error value can be set by the user. Here, it is preferred to be ±20 rpm.

[0064] Furthermore, the response time for the intermediate shaft speed to rise to the target speed can be recorded. The response time is usually no more than 5 seconds. If the response times out, a fault message is returned to the host computer.

[0065] Sa1: Set the torque of drive motor 4 to the target torque; where the target torque can be the calibration value, with a default of 0 Nm;

[0066] Sa2: Determine whether the torque of drive motor 4 has reached the target torque. If yes, activate the brake system to reduce the speed of the intermediate shaft and proceed to step Sa3. If not, return to step Sa1. There can be a certain error between the torque of drive motor 4 and the target torque. This error value can be set by the user. Here, it is preferred to be ±10Nm. During the activation process, the exhaust valve of the brake system is continuously energized, and the intake valve of the brake system is energized for a period of time. This time is the calibration value, and the default is 0.15s.

[0067] Sa3: Record the rate of change of the intermediate shaft speed and the time it takes for the speed to drop to 0, which is recorded as the first actual time. Compare it with the first preset value. If the first actual time is less than or equal to the first preset value, it is considered qualified and the process ends. If the first actual time is greater than the first preset value, it is considered unqualified and proceeds to step S4.

[0068] After determining that the intermediate shaft speed is 0, the brake system activation is exited. The rate of change of the intermediate shaft speed is usually required to be below -1000 rpm / s, with the first preset value being <1s. This is used to test the braking function and performance of the brake system. If the above process is normal, proceed to the next step. If an abnormality occurs, return the fault information to the host computer.

[0069] First, test whether the intermediate shaft speed can reach the target speed of drive motor 4. This ensures a consistent benchmark during the testing of various performance aspects of the AMT brake system. First, make drive motor 4 reach the target speed, and then reset the torque of drive motor 4 to zero. The reason is that when the speed of drive motor 4 is 0, the torque is also 0. After requesting the speed, drive motor 4 has positive torque. A speed of about 600 rpm is a prerequisite for braking. However, the torque needs to be reset to 0 before braking can be performed normally. Otherwise, the brake system will slip and experience abnormal wear.

[0070] The specific steps for checking whether the braking system can reset normally after braking are as follows:

[0071] First, test whether the intermediate shaft speed can change with the speed of drive motor 4 and reach the target speed:

[0072] S321: Set the speed of drive motor 4 to the target speed so that the speed of intermediate shaft increases synchronously with the speed of drive motor 4; in this step, the target speed of drive motor 4 is the same as the target speed of drive motor 4 in step S311, and the calibration value is 600 rpm.

[0073] S322: After the preset time is reached, the intermediate shaft speed is detected. If the intermediate shaft speed rises to the target speed, the various detection operations of the brake system are entered. If the intermediate shaft speed cannot rise to the target speed, the process proceeds to step S4. Here, the intermediate shaft speed does not have to rise to the target speed exactly. A certain error value is allowed. This error value can be set by the user. Here, it is preferred to be ±20 rpm.

[0074] Sb1: Set the torque of drive motor 4 to the target torque; where the target torque can be the calibration value, with a default of 0 Nm;

[0075] Sb2: Determine whether the torque of drive motor 4 has reached the target torque. If yes, do not activate the brake system and allow the intermediate shaft speed to drop freely. Proceed to step Sb3. If no, return to step Sb1. The torque of drive motor 4 may have a certain error with the target torque. This error value can be set by the user. Here, it is preferably ±10Nm.

[0076] Sb3: Record the rate of change of the intermediate shaft speed and the time it takes for the speed to drop to 0, denoted as the second actual time, and compare it with the second preset value. If the second actual time is less than or equal to the second preset value, it is considered qualified and the process ends. If the second actual time is greater than the second preset value, it is considered unqualified and proceeds to step S4. Without activating the brake system, allow the intermediate shaft speed to drop freely until the intermediate shaft speed is 0. The rate of change of the intermediate shaft speed is usually above -800 rpm / s, and the time for the speed to drop is the second actual time. The second actual time is a one-dimensional linear interpolation table related to oil temperature. The horizontal axis represents oil temperature of 10℃, 50℃, and 90℃, and the time values ​​are 2s, 3s, and 4s. Check whether the brake system can be normally reset and released after braking.

[0077] The specific steps for checking whether the response time of the braking system after braking and then releasing meets the requirements are as follows:

[0078] First, test whether the intermediate shaft speed can change with the speed of drive motor 4 and reach the target speed:

[0079] S331: Set the speed of drive motor 4 to the target speed so that the speed of intermediate shaft increases synchronously with the speed of drive motor 4; in this step, the target speed of drive motor 4 is the same as the target speed of drive motor 4 in step S311, and the calibration value is 600 rpm.

[0080] S332: After the preset time is reached, the intermediate shaft speed is detected. If the intermediate shaft speed rises to the target speed, the various detection operations of the brake system are entered. If the intermediate shaft speed cannot rise to the target speed, the process proceeds to step S4. Here, the intermediate shaft speed does not have to rise to the target speed exactly. A certain error value is allowed. This error value can be set by the user. Here, it is preferred to be ±20 rpm.

[0081] Sc1: Set the torque of drive motor 4 to the target torque; where the target torque can be the calibration value, the default is 0 Nm;

[0082] Sc2: Determine whether the torque of drive motor 4 has reached the target torque. If so, activate the brake system to reduce the speed of the intermediate shaft and proceed to step Sc3. Otherwise, return to step Sc1. The torque of drive motor 4 can have a certain error with the target torque. This error value can be set by the user. Here, it is preferred to be ±10Nm. During the activation of the brake system, the exhaust valve of the brake system is continuously energized, and the intake valve of the brake system is energized for a period of time. This time is the calibration value and the default is 0.1s.

[0083] Sc3: Determine whether the intermediate shaft speed has dropped to the intermediate target setting value. If so, exit the brake system activation and allow the intermediate shaft speed to drop freely, then proceed to step Sc4. Otherwise, maintain the activation state of the brake system and allow the intermediate shaft speed to continue to drop. When the intermediate shaft speed drops to the intermediate target setting value (default 300 rpm), exit the brake system activation and allow the intermediate shaft speed to drop freely to 0.

[0084] Sc4: Record the rate of change of the intermediate shaft speed during free descent and the time it takes for the speed to drop to 0, which is recorded as the third actual time. Compare it with the third preset value. If the third actual time is less than or equal to the third preset value, it is considered qualified and the process ends. If the third actual time is less than or equal to the third preset value, it is considered unqualified and proceeds to step S4. When activated, the intermediate shaft speed drops rapidly with a speed change rate below -1000 rpm / s. After exiting activation, the intermediate shaft speed drops slowly with a speed change rate above -500 rpm / s. That is, the speed change rate is -500 rpm / s to 0 rpm / s. It drops rapidly first and then slowly, with an inflection point. Determine the response time of the brake system release, which is the third actual time. The third preset value is usually set to 0.1s.

[0085] S4: Enter fault diagnosis and output fault information;

[0086] S5: Perform inspection and repair based on the fault information from step S4.

[0087] In step S2, during the AMT control system self-test, troubleshooting is performed according to the fault information. If the controller voltage is too high or too low, check the power supply accordingly; if the AMT main air pressure is too low, check for leaks in the air supply circuit of AMT assembly 1 and for failure of the intake solenoid valve of the AMT solenoid valve module; if the output shaft speed is too high, check for abnormal speed of the output loading motor 4 and for ensuring the transmission is not in neutral and the input drive motor 4 is rotating; if the oil temperature is not within the range of 10℃ to 90℃, perform a heating operation if the oil temperature is too low, and stop the machine to cool down if the oil temperature is too high; if the current actual gear is not in neutral, check if the target gear is in neutral; if the target gear is in neutral but the actual gear is not in neutral, check the main gearbox position. Check if the shift and main gearbox telescopic solenoid valves are functioning properly. If the target gear is not in neutral (N), execute a request for the target gear in N via the host computer. If the fault diagnosis system reports a fault, check the corresponding components according to the fault prompts. If the shift status is not 0, it means shifting is in progress. Wait for the shift to finish before testing the brake system. If the input shaft speed does not meet the requirements, check if the input shaft and drive motor 4 are properly connected. If the transmission controller's main status does not meet the requirements, check if the transmission controller's current main status is in the power-down or waiting-to-sleep stage. If it is in this stage, perform the corresponding key power-on operation on the test bench. If it is not in this stage, check if the controller program is functioning properly.

[0088] In step S32, if the response time for the intermediate shaft speed to rise to the target speed of the drive motor 4 exceeds the limit, check whether the CAN communication is normal and whether the request speed command has been issued.

[0089] If an abnormal braking response occurs during the testing of whether the braking system can perform braking, check whether the brake intake valve and exhaust valve are properly energized and functioning, and check whether the main air pressure of the transmission is normal during the braking process.

[0090] If an abnormality occurs in the release of the brake system during the process of testing whether the brake system can reset normally after braking, check whether the brake intake valve and exhaust valve are working abnormally, and check whether the exhaust passage of the brake system is blocked.

[0091] During the process of testing whether the response time of the brake system after braking and release meets the requirements, if an abnormal braking response occurs, check whether the brake intake valve and exhaust valve are properly energized and functioning, and check whether the main air pressure of the transmission is normal during the braking process; if the brake system release is abnormal, check whether the brake intake valve and exhaust valve are malfunctioning, and check whether the exhaust passage of the brake system is blocked.

[0092] In steps S1 to S5, after receiving the UDS control command from the host computer, the AMT control system transmits the control command to the brake intake solenoid valve to inflate it or to exhaust the brake exhaust solenoid valve, thereby controlling the brake system. An intermediate shaft speed sensor is provided on the intermediate shaft to measure the intermediate shaft speed and then feed it back to the AMT control system, which in turn feeds the information back to the host computer through the UDS.

[0093] Example 2

[0094] like Figure 4 The illustration shows an embodiment of an AMT intermediate shaft brake system offline testing device according to the present invention. This embodiment is applied to the above-mentioned AMT intermediate shaft brake system offline testing method, including a fixed bracket assembly 2 for mounting the AMT assembly 1, a coupling 3, a drive motor 4, and a host computer, and also includes a pressure plate assembly. During testing, both the AMT assembly 1 and the pressure plate assembly are mounted on the fixed bracket assembly 2, with the AMT assembly 1 located next to the pressure plate assembly. The coupling 3 is located between the fixed bracket assembly 2 and the drive motor 4. The output shaft of the drive motor 4 passes through the coupling 3, the fixed bracket assembly 2, and the pressure plate assembly in sequence before connecting to the AMT assembly 1. Both the AMT assembly 1 and the drive motor 4 are communicatively connected to the host computer.

[0095] The AMT assembly 1 and the pressure plate assembly are fixed by the fixed bracket assembly 2, and the intermediate shaft is given a certain initial speed by the drive motor 4; the host computer is used to issue and receive commands to realize control.

[0096] In one embodiment of the present invention, the fixed bracket assembly 2 includes an L-shaped bracket, a tray assembly, a slide rail assembly, an adapter, and a clamping assembly. The tray assembly is slidably connected to the transverse section of the L-shaped bracket via the slide rail assembly. The pressure plate assembly is connected to the adapter, which is installed on the vertical section of the L-shaped bracket. The AMT assembly 1 is placed on the top surface of the tray assembly. Both the clamping assembly and the slide rail assembly are connected to the host computer. The clamping assembly can clamp the AMT assembly 1 in place.

[0097] The off-line testing device for the AMT intermediate shaft brake system of the present invention, during installation, connects the pressure plate assembly to the adapter, loads the AMT assembly 1 onto the tray assembly, and then slides the tray assembly along the transverse section of the L-shaped bracket, moving the AMT assembly 1 to a pre-installed position within the L-shaped bracket. The clamping assembly is controlled by a host computer; upon receiving a command from the host computer, the clamping assembly executes a clamping command, clamping the AMT assembly 1 and connecting it to the host computer. This invention facilitates the assembly and disassembly of the AMT assembly 1, improving the efficiency of testing and disassembly. Using the bracket assembly and pre-installed pressure plate assembly of the present invention, off-line testing of the AMT intermediate shaft brake system can be achieved. The testing device is reliable and can completely simulate the assembly conditions of a real vehicle. The testing device of the present invention is also applicable to whole vehicles and can be used for off-line vehicle inspection or after-sales service in the vehicle market.

[0098] Obviously, the above embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the implementation of the present invention. Those skilled in the art can make other variations or modifications based on the above description. It is neither necessary nor possible to exhaustively describe all embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the scope of protection of the claims of the present invention.

Claims

1. A method for offline testing of an AMT intermediate shaft brake system, characterized in that, The detection is performed in the AMT neutral position, without engaging gears, and specifically includes the following steps: S1: Install the AMT assembly (1) onto the test bench and connect it to the output shaft of the drive motor (4), while communicating with the host computer. S2: Test the AMT control system. If the test is qualified, proceed to step S3; otherwise, proceed to step S4. S3: Check if the braking system can perform braking, check if the braking system can reset normally after braking, and check if the response time of the braking system after release meets the requirements. If all of the above are qualified, the braking function of the braking system is qualified and the process ends. If any of the above are not qualified, the braking function of the braking system is not qualified and proceed to step S4. S4: Enter fault diagnosis and output fault information; Before step S3 detects the braking of the brake system, the reset of the brake system after braking, and the response time of the brake system after braking and release, the intermediate shaft must be tested to see if the speed of the intermediate shaft can follow the speed change of the drive motor (4) and reach the target speed. In step S3, when detecting the response time of the brake system during braking, the brake system after braking, and the brake system after braking and then releasing, the detection is based on the rate of change of the intermediate shaft speed and the time it takes for the speed to drop to 0.

2. The method for offline testing of the AMT intermediate shaft brake system according to claim 1, characterized in that, The specific operation for testing whether the intermediate shaft speed can change with the drive motor (4) speed and reach the target speed is as follows: S31: Set the speed of the drive motor (4) to the target speed so that the speed of the intermediate shaft increases synchronously with the speed of the drive motor (4); S32: After the preset time is reached, the intermediate shaft speed is detected. If the intermediate shaft speed rises to the target speed, the various detection operations of the brake system are entered. If the intermediate shaft speed cannot rise to the target speed, the process proceeds to step S4.

3. The method for offline testing of the AMT intermediate shaft brake system according to claim 2, characterized in that, The specific operation for detecting whether the braking system can perform braking in step S3 is as follows: Sa1: Set the torque of the drive motor (4) to the target torque; Sa2: Determine whether the torque of the drive motor (4) has reached the target torque. If yes, activate the brake system to reduce the speed of the intermediate shaft and proceed to step Sa3. If no, return to step Sa1. Sa3: Record the rate of change of the intermediate shaft speed and the time it takes for the speed to drop to 0, which is recorded as the first actual time. Compare it with the first preset value. If the first actual time is less than or equal to the first preset value, it is considered qualified and the process ends. If the first actual time is greater than the first preset value, it is considered unqualified and proceeds to step S4.

4. The method for offline testing of the AMT intermediate shaft brake system according to claim 2, characterized in that, The specific steps for detecting whether the braking system can reset normally after braking in step S3 are as follows: Sb1: Set the torque of the drive motor (4) to the target torque; Sb2: Determine whether the torque of the drive motor (4) has reached the target torque. If yes, do not activate the brake system, allow the intermediate shaft speed to drop freely, and proceed to step Sb3. If no, return to step Sb1. Sb3: Record the rate of change of the intermediate shaft speed and the time it takes for the speed to drop to 0, which is recorded as the second actual time. Compare it with the second preset value. If the second actual time is less than or equal to the second preset value, it is considered qualified and the process ends. If the second actual time is greater than the second preset value, it is considered unqualified and proceeds to step S4.

5. The method for offline testing of the AMT intermediate shaft brake system according to claim 2, characterized in that, The specific operation for detecting whether the response time of the braking system after braking and then releasing meets the requirements in step S3 is as follows: Sc1: Set the torque of the drive motor (4) to the target torque; Sc2: Determine whether the torque of the drive motor (4) has reached the target torque. If so, activate the brake system to reduce the speed of the intermediate shaft and proceed to step Sc3. Otherwise, return to step Sc1. Sc3: Determine whether the intermediate shaft speed has dropped to the intermediate target set value. If so, exit the brake system activation and allow the intermediate shaft speed to drop freely, then proceed to step Sc4. Otherwise, maintain the activation state of the brake system and allow the intermediate shaft speed to continue to drop. Sc4: Record the rate of change of the intermediate shaft speed during free descent and the time it takes for the speed to drop to 0, which is recorded as the third actual time. Compare it with the third preset value. If the third actual time is less than or equal to the third preset value, it is considered qualified and the process ends. If the third actual time is greater than the third preset value, it is considered unqualified and proceeds to step S4.

6. The method for offline testing of an AMT intermediate shaft brake system according to any one of claims 1 to 5, characterized in that, The specific detection steps of the AMT control system in step S2 are as follows: the host computer sends an offline detection command, the AMT control system completes self-test, and after the self-test is completed, it returns a self-test success signal to the host computer.

7. The method for offline testing of the AMT intermediate shaft brake system according to claim 1, characterized in that, The self-test of the AMT control system includes: air pressure, input shaft speed, output shaft speed, and gear position.

8. An AMT intermediate shaft brake system off-line testing device, applied to the AMT intermediate shaft brake system off-line testing method according to any one of claims 1 to 7, characterized in that, It includes a fixed bracket assembly (2) for mounting the AMT assembly, a coupling (3), a drive motor (4), and a host computer. The coupling (3) is located between the fixed bracket assembly (2) and the drive motor (4). The output shaft of the drive motor (4) passes through the coupling (3) and the fixed bracket assembly (2) in sequence. The drive motor (4) is communicatively connected to the host computer.

9. The AMT intermediate shaft brake system offline testing device according to claim 8, characterized in that, The fixed bracket assembly (2) includes an L-shaped bracket, a tray assembly, a slide rail assembly, an adapter, and a clamping assembly. The tray assembly is slidably connected to the horizontal section of the L-shaped bracket via the slide rail assembly. The adapter is installed on the vertical section of the L-shaped bracket. Both the clamping assembly and the slide rail assembly are connected to the host computer. The clamping assembly is used to clamp the AMT assembly that has been installed in place.

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