Method and system for calculating equivalent dynamic load of vehicle transmission system

Abstract

A method and system for calculating the equivalent dynamic load of a vehicle transmission system belongs to the technical field of vehicle transmission systems, including calculating the wheel-side equivalent power based on the equivalent dynamic load torque of the transmission shaft, the drive axle speed ratio, and the tire rolling radius within a statistical time interval; and calculating the vehicle equivalent dynamic load based on the wheel-side equivalent power, the proportion of rolling resistance in the total vehicle driving resistance, and the rolling resistance coefficient. This application can quantify all resistances encountered by the vehicle during driving into one parameter, namely the equivalent dynamic load of the transmission shaft, quantify the equivalent dynamic load of the entire vehicle during driving based on the actual force conditions of the transmission shaft during driving, and represent the actual force conditions of the vehicle with the equivalent dynamic load of the vehicle, providing a basis for the design of the vehicle's transmission system and power chain.

Description

Technical Field

[0001] The present application relates to the field of vehicle transmission systems, and in particular to a method and system for calculating the equivalent dynamic load of a vehicle transmission system. Background Art

[0002] The drive system generally consists of a clutch, gearbox, universal joint, drive shaft, final drive, differential, and half-shafts. Its basic function is to transmit engine power to the vehicle's drive wheels, generating driving force and enabling the vehicle to travel at a certain speed. The drive axle, located at the end of the drive system, converts the speed and torque from the transmission and transmits them to the drive wheels. A drive axle generally consists of a final drive, differential, wheel drive, and drive axle housing. Steering drive axles also have constant velocity joints. Furthermore, the drive axle must withstand vertical forces, longitudinal forces, and lateral forces acting between the road surface and the vehicle frame or body, as well as braking torque and reaction forces.

[0003] The transmission system is a critical system for the entire vehicle, responsible for transmitting engine power to the wheels to propel the vehicle forward. The performance of the transmission system is directly related to the reliability and durability of the entire vehicle. The vehicle's actual load conditions are crucial to transmission system design. Currently, actual vehicle load conditions are typically determined through market research, with the resulting actual vehicle load serving as the sole source of resistance encountered during driving. Because resistance directly determines the vehicle's power requirements, the vehicle's design load is defined based on the vehicle's actual load conditions. This design load is then used to design a matching transmission system and power train to meet the vehicle's actual operating requirements.

[0004] However, defining a vehicle's design load conditions through market research is insufficient to characterize all the resistance a vehicle encounters during driving. In reality, the resistance encountered by a vehicle under various driving conditions comes from multiple sources with varying proportions (rolling resistance, acceleration resistance, climbing resistance, wind resistance, etc.), and the user's driving habits also affect the actual resistance encountered by the vehicle. This results in existing vehicle load specifications not meeting actual requirements. For example, when a vehicle is climbing a slope or driving at low speed, the actual load on the transmission system is greater than the designed load, which can easily lead to transmission failure.

[0005] In summary, how to obtain the load information of user vehicles in a timely, comprehensive, and accurate manner to serve as a new evaluation indicator to meet the design requirements of the transmission system and power chain is an urgent problem that technicians need to solve. Summary of the Invention

[0006] The present application provides a method and system for calculating the equivalent dynamic load of a vehicle transmission system, which can solve the technical problem in the prior art that it is impossible to accurately quantify all the resistance encountered by a vehicle model during driving.

[0007] In a first aspect, an embodiment of the present application provides a method for calculating an equivalent dynamic load of a vehicle transmission system, the method comprising:

[0008] The wheel side equivalent power is calculated based on the equivalent dynamic load torque of the drive shaft, the drive axle speed ratio, and the tire rolling radius within the statistical time interval;

[0009] The vehicle equivalent dynamic load is calculated based on the wheel side equivalent power, the proportion of rolling resistance in the total vehicle resistance, and the rolling resistance coefficient.

[0010] In conjunction with the first aspect, in one embodiment, the wheel-side equivalent power is calculated using the following formula:

[0011]

[0012] Among them, F is the wheel side equivalent power, T e is the equivalent dynamic load of the drive shaft within the statistical time interval, i is the drive axle speed ratio, and r is the tire rolling radius.

[0013] In conjunction with the first aspect, in one embodiment, the vehicle equivalent dynamic load is calculated using the following formula:

[0014]

[0015] Among them, G is the equivalent dynamic load of the vehicle, F is the equivalent power at the wheel end, K is the proportion of rolling resistance to the total resistance of the vehicle, and f is the rolling resistance coefficient.

[0016] In combination with the first aspect, in one embodiment, the rolling resistance coefficient has a value range of (0.005, 0.3);

[0017] The ratio of the rolling resistance to the total vehicle resistance is in the range of (0.1, 0.6).

[0018] In combination with the first aspect, in one embodiment, the equivalent dynamic load of the vehicle is calculated by taking the average dynamic load of the transmission shaft within a statistical time interval as the equivalent dynamic load of the transmission shaft.

[0019] In combination with the first aspect, in one embodiment, the equivalent dynamic load of the vehicle is calculated by taking the average dynamic load of the transmission shaft in a specific vehicle speed range within a statistical time interval as the equivalent dynamic load of the transmission shaft.

[0020] In combination with the first aspect, in one embodiment, the equivalent dynamic load of the transmission shaft within the statistical time interval is calculated based on the cumulative damage and cumulative number of revolutions of the transmission shaft within the statistical time interval;

[0021] The equivalent dynamic load of the transmission shaft within the statistical time interval is calculated using the following formula:

[0022]

[0023] Among them, T e is the equivalent dynamic load of the transmission shaft within the statistical time interval, p is the weighted contribution of the equivalent dynamic load torque of the transmission shaft to the transmission shaft damage, D is the cumulative damage of the transmission shaft within the statistical time interval, and R is the cumulative number of rotations of the transmission shaft within the statistical time interval.

[0024] In a second aspect, an embodiment of the present application provides a system for calculating an equivalent dynamic load of a vehicle transmission system, the system comprising:

[0025] A data acquisition module is used to obtain the equivalent dynamic load torque of the drive shaft, the drive axle speed ratio, the tire rolling radius, the proportion of rolling resistance to the total vehicle resistance, and the rolling resistance coefficient within a statistical time interval;

[0026] The data processing module is used to calculate the wheel-side equivalent power based on the equivalent dynamic load torque of the drive shaft, the drive axle speed ratio, and the tire rolling radius within the statistical time interval; it is also used to calculate the vehicle equivalent dynamic load based on the wheel-side equivalent power, the proportion of rolling resistance in the total vehicle driving resistance, and the rolling resistance coefficient.

[0027] In combination with the second aspect, in one embodiment, the data processing module calculates the equivalent dynamic load of the vehicle by using the average dynamic load of the transmission shaft within a statistical time interval as the equivalent dynamic load of the transmission shaft.

[0028] In combination with the second aspect, in one embodiment, the data processing module calculates the equivalent dynamic load of the vehicle by using the average dynamic load of the transmission shaft in a specific vehicle speed range within a statistical time interval as the equivalent dynamic load of the transmission shaft.

[0029] The beneficial effects of the technical solutions provided in the embodiments of the present application include at least:

[0030] All resistances encountered by the vehicle during driving are quantified and normalized into one parameter, namely the equivalent dynamic load of the drive shaft. The actual force conditions of the drive shaft during the vehicle's driving process are used to quantify the equivalent dynamic load of the entire vehicle during driving. The equivalent dynamic load of the vehicle is used to represent the actual force conditions of the vehicle, providing a basis for the design of the vehicle's transmission system and power chain. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] Figure 1 This is a flow chart of an embodiment of a method for calculating the equivalent dynamic load of a vehicle transmission system of the present application;

[0032] Figure 2 This is a functional module diagram of an embodiment of a system for calculating equivalent dynamic load of a vehicle transmission system of the present application;

[0033] Figure 3 Schematic diagram of the hardware structure of an embodiment of the equivalent dynamic load calculation device for a vehicle transmission system of the present application. DETAILED DESCRIPTION

[0034] In order to enable those skilled in the art to better understand the present invention, the following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0035] The terms "including" and "having" and any variations thereof in the specification and claims of this application and the accompanying drawings are intended to cover non-exclusive inclusions. For example, a process, method, system, product, or apparatus comprising a series of steps or elements is not limited to the listed steps or elements, but may optionally include steps or elements not listed, or may optionally include other steps or elements inherent to the process, method, product, or apparatus.

[0036] In the description of the embodiments of this application, the words "exemplary," "for example," or "for example" are used to indicate examples, illustrations, or descriptions. Any embodiment or design described as "exemplary," "for example," or "for example" in the embodiments of this application should not be construed as being preferred or advantageous over other embodiments or designs. Rather, the use of words such as "exemplary," "for example," or "for example" is intended to present the relevant concepts in a concrete manner.

[0037] In some processes described in the embodiments of the present application, multiple operations or steps are included that appear in a specific order. However, it should be understood that these operations or steps may not be performed in the order in which they appear in the embodiments of the present application or may be performed in parallel. The sequence numbers of the operations are only used to distinguish between different operations, and the sequence numbers themselves do not represent any order of execution. In addition, these processes may include more or fewer operations, and these operations or steps may be performed in sequence or in parallel, and these operations or steps may be combined.

[0038] First, some technical terms in this application are explained to facilitate those skilled in the art to understand this application.

[0039] Equivalent dynamic load of the drive shaft: used to describe the load acting on the drive shaft during vehicle driving.

[0040] Equivalent dynamic load of a vehicle: used to describe all resistance encountered by the vehicle during its movement.

[0041] In order to make the objectives, technical solutions and advantages of this application clearer, the implementation methods of this application will be further described in detail below with reference to the accompanying drawings.

[0042] In a first aspect, an embodiment of the present application provides a method for calculating the equivalent dynamic load of a vehicle transmission system.

[0043] In one embodiment, referring to Figure 1 , Figure 1 This is a flow chart of the first embodiment of the method for calculating the equivalent dynamic load of the vehicle transmission system of this application. Figure 1 As shown, the AAAA method includes:

[0044] Step S1: Calculate the wheel side equivalent power according to the equivalent dynamic load torque of the transmission shaft, the drive axle speed ratio, and the tire rolling radius within the statistical time interval.

[0045] Step S2: Calculate the vehicle equivalent dynamic load based on the wheel side equivalent power, the proportion of rolling resistance to the total vehicle resistance, and the rolling resistance coefficient.

[0046] In this embodiment, the data collected from the actual vehicle within the statistical interval is used to calculate the equivalent dynamic load torque of the drive shaft based on the equivalent damage principle, and the equivalent dynamic load torque of the vehicle is further calculated. The working conditions of each market segment are quantitatively divided in a statistical sense, so as to obtain quantitative information on the load conditions of the user's vehicle in a timely, comprehensive and accurate manner. The evaluation indicators are highly reliable, and over-design or under-design is effectively avoided when selecting the drive shaft model, thereby achieving the effects of reducing costs, lightweighting, reducing compensation and improving reputation.

[0047] For example, a certain vehicle model B was developed based on vehicle model A. The two models have similar design load capacities and belong to the same market segment. However, the actual market performance of the two models is quite different, and the failure rate of the drive shaft system of model B is much higher than that of model A. Based on the data collected from the actual vehicles of models A and B, after quantifying the vehicle load conditions using the solution of this application, it was found that the equivalent dynamic load torque of model A is 4000-5000Nm, while the equivalent dynamic load torque of model B is 6000-7000Nm. The calculation results show that the equivalent dynamic load torque of model B is 1 / 3-1 / 2 higher than that of model A. The actual working conditions of the two vehicles are not equivalent. After identifying the difference in equivalent dynamic load torque, the selection of the thickness of the drive shaft in model B was optimized. After the improvement, the failure rate of model B was greatly reduced.

[0048] All resistance encountered by a vehicle during driving is quantified and normalized into a single parameter: the equivalent dynamic load of the drive shaft. The wheel-end equivalent power is calculated based on the drive shaft's equivalent dynamic load torque, the drive axle speed ratio, and the tire rolling radius within the statistical time interval. The vehicle's equivalent dynamic load is then calculated based on the wheel-end equivalent power, the proportion of rolling resistance to the vehicle's total driving resistance, and the rolling resistance coefficient. This quantifies the equivalent dynamic load of the entire vehicle during driving based on the actual force applied to the drive shaft. The vehicle's equivalent dynamic load represents the actual force applied to the vehicle, providing a basis for the design of the vehicle's drive system and powertrain.

[0049] Furthermore, in one embodiment, for automatic transmission vehicles, the maximum engine torque, the engine torque percentage, and the transmission gear position at each sampling moment are obtained from the Internet of Vehicles big data. For each sampling moment, the transmission ratio is determined based on the transmission gear position.

[0050] The transmission shaft torque at each sampling moment is obtained by a torque sensor installed on the transmission shaft.

[0051] The cumulative drive shaft damage is calculated based on the drive shaft torque, drive shaft speed, and sampling interval at each sampling time. The cumulative drive shaft revolutions are calculated based on the drive shaft speed and sampling interval at each sampling time. The equivalent dynamic load torque of the drive shaft is calculated based on the cumulative drive shaft damage and cumulative drive shaft revolutions, which serves as a quantitative evaluation indicator for the drive shaft operating condition.

[0052] Furthermore, in one embodiment, the cumulative damage of the transmission shaft within the statistical time interval is calculated using the following formula (1):

[0053]

[0054] Where D is the cumulative damage of the transmission shaft within the statistical time interval, T p tj is the transmission shaft torque at sampling time j, p is the weighted contribution of the equivalent dynamic load torque of the transmission shaft to the transmission shaft damage, n tj is the transmission shaft speed at sampling time j, Δt is the sampling interval, and N is the number of sampling times.

[0055] In this embodiment, the relevant operating data of the target vehicle whose drive shaft operating condition needs to be quantified is continuously sampled at a fixed frequency during the statistical interval to obtain the drive shaft torque and drive shaft speed at each sampling moment. Based on the drive shaft torque, drive shaft speed and sampling interval at each sampling moment, the cumulative damage to the drive shaft within the statistical interval can be calculated by integration.

[0056] The drive shaft's equivalent dynamic load torque, combined with the vehicle's annual mileage calculated based on vehicle network big data, can be used to calculate the cumulative damage to the drive shaft. Combined with the allowable damage design of the drive shaft assembly, the remaining life of the drive shaft can be assessed, prompting users to perform inspections and repairs in advance to avoid accidental vehicle shutdowns.

[0057] Furthermore, in one embodiment, the cumulative number of rotations of the transmission shaft within the statistical time interval is calculated using the following formula (2):

[0058]

[0059] Among them, R is the cumulative number of rotations of the transmission shaft within the statistical time interval, n tj is the transmission shaft speed at sampling time j, Δt is the sampling interval, and N is the number of sampling times.

[0060] In this embodiment, the relevant operating data of the target vehicle whose drive shaft operating condition needs to be quantified is continuously sampled at a fixed frequency during the statistical interval to obtain the drive shaft speed at each sampling moment. Based on the drive shaft speed at each sampling moment and the sampling interval, the cumulative number of drive shaft revolutions within the statistical interval can be calculated by integration.

[0061] Furthermore, in one embodiment, the equivalent dynamic load of the transmission shaft within the statistical time interval is calculated based on the cumulative damage and cumulative number of revolutions of the transmission shaft within the statistical time interval.

[0062] The equivalent dynamic load of the transmission shaft within the statistical time interval is calculated using the following formula (3):

[0063]

[0064] Among them, Te is the equivalent dynamic load of the drive shaft within the statistical time interval, p is the weighted contribution of the equivalent dynamic load torque of the drive shaft to the drive shaft damage, D is the cumulative damage of the drive shaft within the statistical time interval, and R is the cumulative number of revolutions of the drive shaft within the statistical time interval.

[0065] In this embodiment, the equivalent dynamic load torque of the drive shaft, combined with the drive axle speed ratio, tire rolling radius, etc., can be used to further calculate the wheel thrust, and then the vehicle equivalent load can be inferred, providing data support for the identification of market segmentation working conditions.

[0066] According to the drive shaft torque, drive shaft speed and sampling interval at each sampling moment, the cumulative damage of the drive shaft is calculated. According to the drive shaft speed and sampling interval at each sampling moment, the cumulative number of revolutions of the drive shaft is calculated. According to the cumulative damage of the drive shaft and the cumulative number of revolutions of the drive shaft, the equivalent dynamic load torque of the drive shaft is calculated as an evaluation index for the quantification of the drive shaft working condition. This embodiment calculates the equivalent dynamic load torque of the drive shaft based on the principle of equivalent damage by using data collected from actual vehicles within a statistical interval, and quantitatively divides the working conditions of each market segment in a statistical sense, so as to obtain quantitative information on the working conditions of the drive shaft in the user's vehicle in a timely, comprehensive and accurate manner. The evaluation index has high reliability, and can effectively avoid over-design or under-design when selecting the drive shaft model, thereby achieving the effects of reducing costs, lightweighting, reducing compensation and improving reputation.

[0067] For example, a certain model B was developed based on model A. The two models have similar design load capacities and belong to the same market segment. However, their actual market performance differs significantly, with the drive shaft system failure rate of model B being much higher than that of model A. Based on the data collected from the actual vehicles of models A and B, and after quantifying the drive shaft operating conditions using the solution of this application, it was found that the equivalent dynamic load torque of the drive shaft in model A was 4000-5000Nm, while the equivalent dynamic load torque of the drive shaft in model B was 6000-7000Nm. The calculated data shows that the equivalent dynamic load torque of the drive shaft in model B is 1 / 3-1 / 2 higher than that of model A. The actual operating conditions of the two vehicles are not equivalent. After identifying the difference in the equivalent dynamic load torque of the drive shaft, the selection of the thickness of the drive shaft in model B was optimized. After the improvement, the failure rate of model B was significantly reduced.

[0068] Furthermore, in one embodiment, the wheel side equivalent power is calculated using the following formula (4):

[0069]

[0070] Among them, F is the wheel side equivalent power (Newton), T e is the equivalent dynamic load of the drive shaft within the statistical time interval (Nm), i is the drive axle speed ratio, and r is the tire rolling radius (m).

[0071] Furthermore, in one embodiment, the vehicle equivalent dynamic load is calculated using the following formula (5):

[0072]

[0073] Among them, G is the equivalent dynamic load of the vehicle (tons), F is the equivalent wheel side power, K is the proportion of rolling resistance in the total resistance of the vehicle, and f is the rolling resistance coefficient.

[0074] The rolling resistance coefficient is related to the type of road surface, vehicle speed, and tire structure, material, tire pressure, etc. The rolling resistance coefficient of the same tire on different road surfaces is generally different.

[0075] Furthermore, in one embodiment, the rolling resistance coefficient is (0.005, 0.3).

[0076] The range of values ​​of the above rolling resistance as a percentage of the total vehicle driving resistance is (0.1, 0.6).

[0077] In summary, vehicles in the same market segment and region generally share similar loads, road conditions, and user driving habits. By leveraging IoV big data to analyze these vehicles, this technology can be used to calculate the equivalent dynamic load torque of the drive shaft. Combined with the drive axle ratio and tire rolling radius, this technology can further calculate the equivalent wheel thrust. Based on this thrust and typical vehicle speeds, the vehicle's equivalent load can be predicted. This equivalent load provides data support for identifying operating conditions in specific market segments, enabling the design of drivetrains and powertrains, resulting in vehicles that better meet market needs and offer the highest cost-effectiveness.

[0078] Furthermore, in one embodiment, the equivalent dynamic load of the vehicle is calculated by taking the average dynamic load of the transmission shaft within the statistical time interval as the equivalent dynamic load of the transmission shaft.

[0079] In this embodiment, the wheel-side equivalent power is calculated based on all data within the statistical time interval.

[0080] Furthermore, in one embodiment, the equivalent dynamic load of the vehicle is calculated by taking the average dynamic load of the transmission shaft in a specific vehicle speed range within a statistical time interval as the equivalent dynamic load of the transmission shaft.

[0081] In this embodiment, the wheel-side equivalent power is calculated based on the data in a specific vehicle speed range within a statistical time interval.

[0082] In a second aspect, an embodiment of the present application further provides an equivalent dynamic load calculation system for a vehicle transmission system.

[0083] In one embodiment, referring to Figure 2 , Figure 2 This is a functional module diagram of an embodiment of the equivalent dynamic load calculation system of the vehicle transmission system of the present application. Figure 2 As shown, the vehicle transmission system equivalent dynamic load calculation system includes:

[0084] The data acquisition module 1 is used to obtain the equivalent dynamic load torque of the transmission shaft, the drive axle speed ratio, the tire rolling radius, the proportion of rolling resistance to the total vehicle resistance, and the rolling resistance coefficient within the statistical time interval.

[0085] Data processing module 2 is configured to calculate the wheel-side equivalent power based on the equivalent dynamic load torque of the drive shaft, the drive axle speed ratio, and the tire rolling radius within the statistical time interval. It is also configured to calculate the vehicle equivalent dynamic load based on the wheel-side equivalent power, the proportion of rolling resistance to the total vehicle resistance, and the rolling resistance coefficient.

[0086] In this embodiment, the data collected from the actual vehicle within the statistical interval is used to calculate the equivalent dynamic load torque of the drive shaft based on the equivalent damage principle, and the equivalent dynamic load torque of the vehicle is further calculated. The working conditions of each market segment are quantitatively divided in a statistical sense, so as to obtain quantitative information on the load conditions of the user's vehicle in a timely, comprehensive and accurate manner. The evaluation indicators are highly reliable, and over-design or under-design is effectively avoided when selecting the drive shaft model, thereby achieving the effects of reducing costs, lightweighting, reducing compensation and improving reputation.

[0087] For example, a certain vehicle model B was developed based on vehicle model A. The two models have similar design load capacities and belong to the same market segment. However, the actual market performance of the two models is quite different, and the failure rate of the drive shaft system of model B is much higher than that of model A. Based on the data collected from the actual vehicles of models A and B, after quantifying the vehicle load conditions using the solution of this application, it was found that the equivalent dynamic load torque of model A is 4000-5000Nm, while the equivalent dynamic load torque of model B is 6000-7000Nm. The calculation results show that the equivalent dynamic load torque of model B is 1 / 3-1 / 2 higher than that of model A. The actual working conditions of the two vehicles are not equivalent. After identifying the difference in equivalent dynamic load torque, the selection of the thickness of the drive shaft in model B was optimized. After the improvement, the failure rate of model B was greatly reduced.

[0088] All resistance encountered by a vehicle during driving is quantified and normalized into a single parameter: the equivalent dynamic load of the drive shaft. The wheel-end equivalent power is calculated based on the drive shaft's equivalent dynamic load torque, the drive axle speed ratio, and the tire rolling radius within the statistical time interval. The vehicle's equivalent dynamic load is then calculated based on the wheel-end equivalent power, the proportion of rolling resistance to the vehicle's total driving resistance, and the rolling resistance coefficient. This quantifies the equivalent dynamic load of the entire vehicle during driving based on the actual force applied to the drive shaft. The vehicle's equivalent dynamic load represents the actual force applied to the vehicle, providing a basis for the design of the vehicle's drive system and powertrain.

[0089] Furthermore, in one embodiment, the data processing module 2 continuously samples the relevant operating data of the target vehicle whose drive shaft operating condition needs to be quantified at a fixed frequency during the statistical interval to obtain the drive shaft torque and drive shaft speed at each sampling moment. Based on the drive shaft torque, drive shaft speed and sampling interval at each sampling moment, the cumulative damage of the drive shaft within the statistical interval can be calculated by integration.

[0090] The drive shaft's equivalent dynamic load torque, combined with the vehicle's annual mileage calculated based on vehicle network big data, can be used to calculate the cumulative damage to the drive shaft. Combined with the allowable damage design of the drive shaft assembly, the remaining life of the drive shaft can be assessed, prompting users to perform inspections and repairs in advance to avoid accidental vehicle shutdowns.

[0091] Furthermore, in one embodiment, the data processing module 2 continuously samples the relevant operating data of the target vehicle whose drive shaft operating condition needs to be quantified at a fixed frequency during the statistical interval to obtain the drive shaft speed at each sampling moment. Based on the drive shaft speed at each sampling moment and the sampling interval, the cumulative number of drive shaft revolutions within the statistical interval can be calculated by integration.

[0092] Furthermore, in one embodiment, the data processing module 2 uses the average dynamic load of the transmission shaft within the statistical time interval as the equivalent dynamic load of the transmission shaft to calculate the equivalent dynamic load of the vehicle.

[0093] In this embodiment, the wheel-side equivalent power is calculated based on all data within the statistical time interval.

[0094] Furthermore, in one embodiment, the data processing module 2 calculates the equivalent dynamic load of the vehicle by using the average dynamic load of the transmission shaft in a specific vehicle speed range within the statistical time interval as the equivalent dynamic load of the transmission shaft.

[0095] In this embodiment, the transmission shaft torque at each sampling moment is obtained by a torque sensor installed on the transmission shaft.

[0096] The cumulative drive shaft damage is calculated based on the drive shaft torque, drive shaft speed, and sampling interval at each sampling time. The cumulative drive shaft revolutions are calculated based on the drive shaft speed and sampling interval at each sampling time. The equivalent dynamic load torque of the drive shaft is calculated based on the cumulative drive shaft damage and cumulative drive shaft revolutions, which serves as a quantitative evaluation indicator for the drive shaft operating condition.

[0097] The wheel-side equivalent power is calculated based on the data in a specific vehicle speed range within a statistical time interval.

[0098] Among them, the functional implementation of each module in the above-mentioned vehicle transmission system equivalent dynamic load calculation system corresponds to the various steps in the above-mentioned vehicle transmission system equivalent dynamic load calculation method embodiment, and their functions and implementation processes are no longer repeated here.

[0099] In a third aspect, an embodiment of the present application provides an equivalent dynamic load calculation device for a vehicle transmission system. The equivalent dynamic load calculation device for a vehicle transmission system may be a personal computer (PC), a laptop computer, a server, or other device with data processing capabilities.

[0100] Reference Figure 3 , Figure 3 FIG2 is a hardware structure diagram of the vehicle transmission system equivalent dynamic load calculation device involved in the embodiment of the present application. In the embodiment of the present application, the vehicle transmission system equivalent dynamic load calculation device may include a processor, a memory, a communication interface, and a communication bus.

[0101] The communication bus may be of any type and is used to interconnect the processor, memory, and communication interface.

[0102] Communication interfaces include input / output (I / O) interfaces, physical interfaces, and logical interfaces, which interconnect components within an AAAA device and connect the AAAA device to other devices (such as other computing devices or user devices). Physical interfaces can include Ethernet, fiber, or ATM interfaces; user devices can include displays and keyboards.

[0103] The memory can be various types of storage media, such as random access memory (RAM), read-only memory (ROM), non-volatile RAM (NVRAM), flash memory, optical storage, hard disk, programmable ROM (PROM), erasable PROM (EPROM), electrically erasable PROM (EEPROM), etc.

[0104] The processor may be a general-purpose processor that can call the AAAA program stored in the memory and execute the AAAA method provided in the embodiments of the present application. For example, the general-purpose processor may be a central processing unit (CPU). The method executed when the AAAA program is called can refer to the various embodiments of the AAAA method of the present application and will not be repeated here.

[0105] Those skilled in the art will understand that Figure 3 The hardware structure shown in the figure does not constitute a limitation to the present application and may include more or fewer components than shown in the figure, or a combination of certain components, or a different arrangement of components.

[0106] In a fourth aspect, an embodiment of the present application also provides a readable storage medium.

[0107] The readable storage medium of the present application stores an equivalent dynamic load calculation program for a vehicle transmission system, wherein when the equivalent dynamic load calculation program for a vehicle transmission system is executed by a processor, the steps of the equivalent dynamic load calculation method for a vehicle transmission system as described above are implemented.

[0108] Among them, the method implemented when the equivalent dynamic load calculation program of the vehicle transmission system is executed can refer to the various embodiments of the equivalent dynamic load calculation method of the vehicle transmission system of the present application, and will not be repeated here.

[0109] It should be noted that the serial numbers of the above-mentioned embodiments of the present application are for description only and do not represent the advantages or disadvantages of the embodiments.

[0110] Through the description of the above implementation methods, those skilled in the art can clearly understand that the above-mentioned embodiment methods can be implemented by means of software plus the necessary general hardware platform, of course, it can also be implemented by hardware, but in many cases the former is a better implementation method. Based on this understanding, the technical solution of the present application, or the part that contributes to the prior art, can be embodied in the form of a software product, which is stored in a storage medium (such as ROM / RAM, magnetic disk, optical disk) as described above, and includes a number of instructions for enabling a terminal device to execute the methods described in each embodiment of the present application.

[0111] The above are only preferred embodiments of the present application and do not limit the patent scope of the present application. Any equivalent structure or equivalent process transformation made using the contents of the present application specification and drawings, or directly or indirectly applied in other related technical fields, are also included in the patent protection scope of the present application.

Claims

1. A method for calculating the equivalent dynamic load of a vehicle transmission system, characterized in that: The method for calculating the equivalent dynamic load of the vehicle transmission system includes: The wheel side equivalent power is calculated based on the equivalent dynamic load torque of the drive shaft, the drive axle speed ratio, and the tire rolling radius within the statistical time interval; The vehicle equivalent dynamic load is calculated based on the wheel side equivalent power, the proportion of rolling resistance in the total vehicle resistance, and the rolling resistance coefficient; The wheel side equivalent power is calculated using the following formula: Among them, F is the wheel side equivalent power, T e is the equivalent dynamic load torque of the drive shaft within the statistical time interval, i is the drive axle speed ratio, and r is the tire rolling radius; The vehicle equivalent dynamic load is calculated using the following formula: Where G is the equivalent dynamic load of the vehicle, F is the equivalent wheel side power, K is the proportion of rolling resistance to the total resistance of the vehicle, and f is the rolling resistance coefficient; The equivalent dynamic load torque of the transmission shaft within the statistical time interval is calculated based on the cumulative damage and cumulative number of revolutions of the transmission shaft within the statistical time interval, and the calculation formula is: Among them, T e is the equivalent dynamic load torque of the transmission shaft during the statistical time interval, p is the weighted contribution of the equivalent dynamic load torque of the transmission shaft to the damage of the transmission shaft, D is the cumulative damage of the transmission shaft during the statistical time interval, and R is the cumulative number of revolutions of the transmission shaft during the statistical time interval; The cumulative damage of the transmission shaft within the statistical time interval is calculated based on the transmission shaft torque, transmission shaft speed and sampling interval at each sampling moment. The calculation formula is: Among them, D is the cumulative damage of the transmission shaft within the statistical time interval, is the transmission shaft torque at sampling time j, n tj is the transmission shaft speed at sampling time j, Δt is the sampling interval, and N is the number of sampling times; The cumulative number of transmission shaft revolutions within the statistical time interval is calculated based on the transmission shaft speed at each sampling moment and the sampling interval, and the calculation formula is: Among them, R is the cumulative number of rotations of the transmission shaft within the statistical time interval, n tj is the transmission shaft speed at sampling time j, Δt is the sampling interval, and N is the number of sampling times.

2. The method for calculating the equivalent dynamic load of a vehicle transmission system according to claim 1, wherein: The value range of the rolling resistance coefficient is (0.005, 0.3); The ratio of the rolling resistance to the total vehicle travel resistance ranges from (0.1 to 0.6).

3. The method for calculating the equivalent dynamic load of a vehicle transmission system according to claim 1, wherein: The equivalent dynamic load of the vehicle is calculated by taking the average dynamic load of the transmission shaft within the statistical time interval as the equivalent dynamic load of the transmission shaft.

4. The method for calculating the equivalent dynamic load of a vehicle transmission system according to claim 1, wherein: The equivalent dynamic load of the vehicle is calculated by taking the average dynamic load of the transmission shaft in a specific vehicle speed range within the statistical time interval as the equivalent dynamic load of the transmission shaft.

5. A system for calculating equivalent dynamic load of a vehicle transmission system, characterized in that: The equivalent dynamic load calculation system includes: A data acquisition module is used to obtain the equivalent dynamic load torque of the drive shaft, the drive axle speed ratio, the tire rolling radius, the proportion of rolling resistance to the total vehicle resistance, and the rolling resistance coefficient within a statistical time interval; a data processing module for calculating wheel-side equivalent power based on the equivalent dynamic load torque of the drive shaft, the drive axle speed ratio, and the tire rolling radius within a statistical time interval; and for calculating the vehicle equivalent dynamic load based on the wheel-side equivalent power, the proportion of rolling resistance to the total vehicle resistance, and the rolling resistance coefficient; The wheel side equivalent power is calculated using the following formula: Among them, F is the wheel side equivalent power, T e is the equivalent dynamic load torque of the drive shaft within the statistical time interval, i is the drive axle speed ratio, and r is the tire rolling radius; The vehicle equivalent dynamic load is calculated using the following formula: Where G is the equivalent dynamic load of the vehicle, F is the equivalent wheel side power, K is the proportion of rolling resistance to the total resistance of the vehicle, and f is the rolling resistance coefficient; The equivalent dynamic load torque of the transmission shaft within the statistical time interval is calculated based on the cumulative damage and cumulative number of revolutions of the transmission shaft within the statistical time interval, and the calculation formula is: Among them, T e is the equivalent dynamic load torque of the transmission shaft during the statistical time interval, p is the weighted contribution of the equivalent dynamic load torque of the transmission shaft to the damage of the transmission shaft, D is the cumulative damage of the transmission shaft during the statistical time interval, and R is the cumulative number of revolutions of the transmission shaft during the statistical time interval; The cumulative damage of the transmission shaft within the statistical time interval is calculated based on the transmission shaft torque, transmission shaft speed and sampling interval at each sampling moment. The calculation formula is: Among them, D is the cumulative damage of the transmission shaft within the statistical time interval, is the transmission shaft torque at sampling time j, n tj is the transmission shaft speed at sampling time j, Δt is the sampling interval, and N is the number of sampling times; The cumulative number of transmission shaft revolutions within the statistical time interval is calculated based on the transmission shaft speed at each sampling moment and the sampling interval, and the calculation formula is: Among them, R is the cumulative number of rotations of the transmission shaft within the statistical time interval, n tj is the transmission shaft speed at sampling time j, Δt is the sampling interval, and N is the number of sampling times.

6. The vehicle transmission system equivalent dynamic load calculation system according to claim 5, characterized in that: The data processing module calculates the equivalent dynamic load of the vehicle by taking the average dynamic load of the transmission shaft within the statistical time interval as the equivalent dynamic load of the transmission shaft.

7. The vehicle transmission system equivalent dynamic load calculation system according to claim 5, characterized in that: The data processing module calculates the equivalent dynamic load of the vehicle by taking the average dynamic load of the transmission shaft in a specific vehicle speed range within a statistical time interval as the equivalent dynamic load of the transmission shaft.

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