Intermediate shaft brake off-line detection system and method

Abstract

The application relates to an intermediate shaft brake offline detection system and method. The intermediate shaft brake offline detection system comprises a power input module, a power output module, a control module and a measurement module. The power input module is connected with the input end of a transmission assembly and transmits operation power to the input end of the transmission assembly. The power output module is connected with the output end of the transmission assembly and applies operation resistance to the output end of the transmission assembly. The control module is in communication connection with at least one of the power input module and the power output module. The control module is used for adjusting the power value of the operation power or adjusting the resistance value of the operation resistance, so as to simulate a preset working condition according to the adjustment of at least one of the power value and the resistance value. The measurement module is in communication connection with the transmission assembly. The measurement module is used for testing the real-time operation signal of the transmission assembly in the preset working condition. The real-time operation signal comprises the maximum oil pressure value of the intermediate shaft brake oil pump in the transmission assembly.

Description

Technical Field

[0001] This application relates to the field of transmission technology, and in particular to an intermediate shaft brake off-line testing system and method. Background Technology

[0002] Off-line testing of automatic transmissions for commercial vehicles is a crucial means of quality control for mass-produced products. It allows for the assessment of product functionality and performance levels, reflecting production consistency. A systematic and comprehensive off-line testing platform and methods not only rigorously control the quality of finished transmission assemblies and ensure consistent product performance, but also prevent defective products from entering the market and reaching users, thus avoiding unnecessary claims and reputational damage.

[0003] Currently, most off-line testing of automatic transmissions for commercial vehicles focuses on basic assembly functions, primarily examining the transmission's shifting capabilities, including shift point, shift travel, and shifting noises. Some off-line testing benches also monitor the assembly's NVH (Noise, Vibration, and Harshness) performance. However, less attention is paid to the shifting performance of the transmission assembly and the performance of each subsystem of the AMT (Automated Mechanical Transmission). The intermediate shaft brake assembly, as a crucial component of the AMT execution system, plays a vital role in shifting, and its performance directly determines the shifting performance of the entire transmission assembly. Existing off-line testing systems either fail to separately test the intermediate shaft brake system during dynamic shifting or completely omit the testing conditions for it, leading to risks such as shifting performance abnormalities due to insufficient testing entering the market with the assembly. Summary of the Invention

[0004] Based on this, an intermediate shaft brake off-line detection system and method are provided to solve the problem of performance abnormalities and other risks caused by neglecting to detect the intermediate shaft brake in AMT.

[0005] An embodiment of the first aspect of this application provides an intermediate shaft brake offline detection system, comprising:

[0006] A power input module is used to connect to the input end of the transmission assembly and to supply operating power to the input end of the transmission assembly;

[0007] A power output module is used to connect to the output end of the transmission assembly and apply running resistance to the output end of the transmission assembly;

[0008] A control module is communicatively connected to at least one of the power input module and the power output module. The control module is used to adjust the power value of the running power or the resistance value of the running resistance, so as to simulate a preset working condition based on the adjustment of at least one of the power value and the resistance value.

[0009] A measurement module is provided, which is used to communicate with the transmission assembly and to test the real-time operating signal of the transmission assembly under a preset operating condition. The real-time operating signal includes the maximum oil pressure value of the intermediate shaft brake oil pump in the transmission assembly.

[0010] In one embodiment, the preset operating condition includes an idling condition, and the measurement module is used to test the maximum oil pressure value of the intermediate shaft brake oil pump of the transmission assembly under the idling condition.

[0011] In one embodiment, the real-time operating signal further includes the maximum deceleration slope, braking time, and / or pressure rise value.

[0012] In one embodiment, the preset operating conditions include actual vehicle operating conditions, and the measurement module tests the transmission assembly under the actual vehicle operating conditions, including the maximum deceleration slope, the braking time, and the pressure rise value of the transmission assembly.

[0013] An embodiment of the second aspect of this application provides a method for detecting the decommissioning of an intermediate shaft brake based on any of the above embodiments, comprising the following steps:

[0014] The power input module is connected to the input end of the transmission assembly, and the power output module is connected to the output end of the transmission assembly.

[0015] The control module controls the power value of the operating power delivered by the power input module to the input end of the transmission assembly, and controls the resistance value of the operating resistance applied by the power output module to the output end of the transmission assembly, in order to simulate the preset working condition.

[0016] The measurement module tests the real-time operating signals of the transmission assembly under the preset operating conditions;

[0017] Determine whether the real-time operating signal, including the maximum oil pressure value, is within the corresponding preset value range. If the real-time operating signal is within the preset value range, output "detection qualified"; if the real-time operating signal is not within the preset value range, output "detection unqualified".

[0018] In one embodiment, the preset working condition includes an idle condition, and the measurement module tests the maximum oil pressure value of the intermediate shaft brake oil pump when the transmission assembly is in the idle condition.

[0019] In one embodiment, the measurement module tests the maximum oil pressure value of the intermediate shaft brake oil pump when the transmission assembly is in the idle condition, including the following steps:

[0020] The transmission assembly remains in neutral;

[0021] The power input module inputs a rotational speed equal to the engine idle speed;

[0022] Close the hydraulic proportional valve of the transmission assembly with 100% duty cycle and maintain for a preset holding time;

[0023] Open the hydraulic proportional valve with 100% duty cycle;

[0024] The measurement module obtains the maximum oil pressure value.

[0025] In one embodiment, determining whether the maximum oil pressure value is within the corresponding preset value range specifically includes the following steps:

[0026] If the maximum oil pressure value is within the corresponding preset value range, repeatedly test the maximum oil pressure value under the idle condition to obtain multiple maximum oil pressure values, and perform consistency verification on the multiple maximum oil pressure values;

[0027] If the multiple maximum oil pressure values are consistent, output a qualified detection result; if the multiple maximum oil pressure values are not consistent, output an unqualified detection result.

[0028] In one embodiment, the preset working condition further includes a vehicle actual operation condition, and the measurement module tests the maximum deceleration slope, the braking time, and the pressure rise value of the transmission assembly when the transmission assembly is in the vehicle actual operation condition.

[0029] In one embodiment, determining whether the maximum deceleration slope, the braking time, and the pressure rise value are respectively within the corresponding preset value range specifically includes the following steps:

[0030] If the maximum deceleration slope, the braking time, and the pressure rise value are respectively within the corresponding preset value range, repeatedly test the maximum deceleration slope, the braking time, and the pressure rise value under the vehicle actual operation condition to obtain multiple maximum deceleration slopes, braking times, and pressure rise values, and perform consistency verification on the maximum deceleration slope, the braking time, and the pressure rise value respectively;

[0031] If the maximum deceleration slope, the braking time, and the pressure rise value are consistent across multiple tests, then the output test is qualified.

[0032] If at least one of the maximum deceleration slope, the braking time, and the pressure rise value is inconsistent across multiple tests, the output test fails.

[0033] In one embodiment, the measurement module tests the transmission assembly under real vehicle operating conditions, including the maximum deceleration slope, braking time, and pressure rise value of the transmission assembly, comprising the following steps:

[0034] The power input module inputs the speed at the actual vehicle upshift point.

[0035] The clutch of the transmission assembly is disengaged;

[0036] The hydraulic proportional valve of the transmission assembly is closed with a preset throttle duty cycle, so that the output speed of the transmission assembly is placed within a preset actual vehicle speed range;

[0037] The hydraulic proportional valve is opened at 100% duty cycle.

[0038] The clutch of the transmission assembly is engaged;

[0039] The measurement module acquires the maximum deceleration slope, the braking time, and the pressure rise value.

[0040] In one embodiment, the actual vehicle operating conditions include:

[0041] In the first real vehicle operating condition, the preset throttle idle ratio is 50%, and the preset real vehicle speed range of the output speed of the transmission assembly is less than or equal to 1000 rpm.

[0042] In the second real-vehicle operating condition, the preset throttle duty cycle is 80%, and the preset real-vehicle speed range of the output speed of the transmission assembly is less than or equal to the engine idle speed.

[0043] The intermediate shaft brake offline testing system and method according to embodiments of this application can test the maximum oil pressure value of the intermediate shaft brake oil pump in the transmission assembly, and proposes to use the maximum oil pressure value as a braking capacity test item for the intermediate shaft brake to achieve offline testing of the intermediate shaft brake. If the measured maximum oil pressure value is within a preset range, the intermediate shaft brake passes the test; if the measured maximum oil pressure value is not within the preset range, the intermediate shaft brake fails the test. By adding a braking capacity test item to the lubrication function inspection through the intermediate shaft brake offline testing system and method of this application, the risk of performance abnormalities during AMT shifting is avoided, ensuring the quality of the transmission assembly. Attached Figure Description

[0044] Figure 1 This is a schematic diagram of the structure of an intermediate shaft brake offline detection system according to an embodiment of this application.

[0045] Figure 2 This is a schematic diagram of the structure of an intermediate shaft brake offline detection system according to an embodiment of this application.

[0046] Figure 3 This is a schematic diagram of the structure of an intermediate shaft brake offline detection system according to an embodiment of this application.

[0047] Figure label:

[0048] 100. Power input module; 200. Power output module; 300. Control module; 400. Measurement module. Detailed Implementation

[0049] To make the above-mentioned objectives, features, and advantages of this application more apparent and understandable, the specific embodiments of this application are described in detail below with reference to the accompanying drawings. Many specific details are set forth in the following description to provide a thorough understanding of this application. However, this application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar modifications without departing from the spirit of this application. Therefore, this application is not limited to the specific embodiments disclosed below.

[0050] In the description of this application, it should be understood that if terms such as "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential" appear, these terms indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application 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, and therefore should not be construed as a limitation of this application.

[0051] Furthermore, where the terms "first" and "second" appear, these terms are for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined with "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, where the term "multiple" appears, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0052] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "joining," 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 expressly limited. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0053] In this application, unless otherwise expressly specified and limited, the use of descriptions such as "above" or "below" the second feature indicates that the first and second features are in direct contact or indirect contact via an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. Similarly, "below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0054] It should be noted that if an element is referred to as being "fixed to" or "set on" another element, it can be directly on the other element or there may be an intervening element. If an element is considered to be "connected to" another element, it can be directly connected to the other element or there may be an intervening element. If so, the terms "vertical," "horizontal," "upper," "lower," "left," "right," and similar expressions used in this application are for illustrative purposes only and do not represent the only possible implementation.

[0055] See Figure 1 At least one embodiment of this application proposes an intermediate shaft brake off-line detection system, including a power input module 100, a power output module 200, a control module 300, and a measurement module 400. The power input module 100 is connected to the input end of the transmission assembly to deliver operating power to the input end of the transmission assembly. The power output module 200 is connected to the output end of the transmission assembly to apply operating resistance to the output end of the transmission assembly. The control module 300 is communicatively connected to at least one of the power input module 100 and the power output module 200, and is used to adjust the power value of the operating power or the resistance value of the operating resistance to simulate a preset working condition based on the adjustment of at least one of the power value and the resistance value. The measurement module 400 is communicatively connected to the transmission assembly and is used to test the real-time operating signal of the transmission assembly under the preset working condition. The real-time operating signal includes the maximum oil pressure value of the intermediate shaft brake oil pump in the transmission assembly.

[0056] The intermediate shaft brake offline inspection system according to embodiments of this application can test the maximum oil pressure value of the intermediate shaft brake in the transmission assembly, proposing to use the maximum oil pressure value as a braking capacity test item for the intermediate shaft brake to achieve offline inspection of the intermediate shaft brake. If the measured maximum oil pressure value is within a preset range, the intermediate shaft brake passes the inspection; if the measured maximum oil pressure value is outside the preset range, the intermediate shaft brake fails the inspection. By adding a braking capacity test item to the lubrication function check through the intermediate shaft brake offline inspection system of this application, the system can be inspected, thereby avoiding risks such as performance abnormalities during AMT shifting and ensuring the quality of the transmission assembly.

[0057] Specifically, in some embodiments, the power input module 100 includes an input motor, and the power output module 200 includes an output motor. The input motor is connected to the input end of the transmission assembly, i.e., to the input shaft of the transmission assembly, to input the rotational speed to the transmission assembly and deliver operating power; the output motor is connected to the output end of the transmission assembly, i.e., to the output shaft of the transmission assembly, to provide a load to the transmission assembly and apply operating resistance. The transmission assembly is mounted on an off-line testing bench, and both the input motor and the output motor are also mounted on the off-line testing bench.

[0058] In some embodiments, the control module 300 includes a host computer for controlling the input motor and the output motor, and is also capable of issuing commands to the TCU (Transmission Control Unit, automatic transmission control module 300) of the transmission assembly and receiving feedback signals from the TCU. The TCU is configured to control relevant actuators in the transmission assembly during the intermediate shaft brake de-line detection process, and simultaneously collect signal values ​​from various sensors in the transmission assembly, process them, and feed them back to the host computer.

[0059] It is understood that in some embodiments, the measurement module 400 may include the TCU of the transmission assembly, which has built-in data processing functions. The measurement module 400 also includes an input speed sensor, an oil pressure sensor, and an oil temperature sensor. The input speed sensor is located at the input end of the transmission assembly and is used to acquire the speed signal at the input end.

[0060] In some embodiments, the preset operating condition includes an idling condition, and the measurement module 400 is used to test the maximum oil pressure value of the intermediate shaft brake of the transmission assembly under idling conditions. Specifically, the oil pressure data curve can be acquired by the TCU, and the maximum oil pressure value P can be calculated. Measuring the maximum oil pressure value under idling conditions allows for better evaluation of the consistency of the transmission assembly's subsystems, and also minimizes the impact of testing on hardware reliability.

[0061] Specifically, in some embodiments, when the preset operating condition includes idling, the input motor speed is set to the engine idle speed, which can be 550-700 rpm, or more specifically, 600-650 rpm. In this embodiment, the input motor speed can be set to 600 rpm. When the intermediate shaft brake experiences assembly abnormalities, jamming, or leakage, it will cause an abnormal maximum oil pressure value. Detecting the maximum oil pressure value of the intermediate shaft brake in the transmission assembly under idling conditions can realize the detection of the basic braking capability of the intermediate shaft brake, so as to quickly and accurately complete the offline testing of the intermediate shaft brake.

[0062] In some embodiments, the real-time operating signals also include the maximum deceleration slope, braking time, and / or pressure rise value. Specifically, the maximum deceleration slope K represents the ability of the intermediate shaft brake to decelerate per second, and this data can be used to verify whether the actual product conforms to the design. The braking time tb reflects the time of power interruption during gear shifting, thus verifying the user's perception of power. The braking time corresponds to the shifting time and, to a certain extent, reflects the overall shifting time, determining the vehicle's power and driving comfort. In the pressure rise value ∆P, short-term throttle has a relatively large impact load on high-speed rotating components, generally proportional to the pressure rise. The impact load determines the fatigue life. Under the condition of meeting the fatigue life cycle, the pressure rise value ∆P is checked to see if it is less than the theoretically calculated pressure rise value. Through the maximum deceleration slope, braking time, and / or pressure rise value, the braking performance of the intermediate shaft brake can be effectively tested, enabling rapid, accurate, and comprehensive completion of the intermediate shaft brake's off-line testing. The TCU calculates the maximum deceleration slope, braking time, and / or pressure rise value based on the sampled data.

[0063] In some embodiments, the preset operating conditions include real vehicle operating conditions, and the measurement module 400 tests the transmission assembly under real vehicle operating conditions, including the maximum deceleration slope, braking time, and pressure rise value of the transmission assembly.

[0064] Specifically, in some embodiments, when the preset operating conditions include actual vehicle operating conditions, the input motor speed is set to the upshift point speed of the actual vehicle, which can be 1250-1500 rpm, or even 1300 rpm. Obtaining the maximum deceleration slope, braking time, and pressure rise value of the transmission assembly under actual vehicle operating conditions can further improve the efficiency and accuracy of the intermediate shaft brake off-line inspection.

[0065] See Figure 2 At least one embodiment of this application proposes a method for detecting the decommissioning of an intermediate shaft brake based on any of the above embodiments, comprising the following steps:

[0066] Step S200: Connect the power input module 100 to the input end of the transmission assembly, and connect the power output module 200 to the output end of the transmission assembly;

[0067] Step S300: The control module 300 controls the power value of the running power delivered by the power input module 100 to the input end of the transmission assembly, and controls the resistance value of the running resistance applied by the power output module 200 to the output end of the transmission assembly, in order to simulate the preset working conditions.

[0068] Step S400: Measurement module 400 tests the real-time operating signal of the transmission assembly under preset operating conditions;

[0069] Step S500: Determine whether the real-time operating signal, including the maximum oil pressure value, is within the corresponding preset value range. If the real-time operating signal is within the preset value range, output "detection qualified"; if the real-time operating signal is not within the preset value range, output "detection unqualified".

[0070] According to the offline testing method for intermediate shaft brakes in this application, the maximum oil pressure value is proposed as a braking capacity testing item for intermediate shaft brakes. The braking capacity testing item is added to the lubrication function inspection to realize the testing of the intermediate shaft brake system, thereby avoiding risks such as performance abnormalities during AMT shifting and ensuring the quality of the transmission assembly.

[0071] In some embodiments, the preset operating condition in step S300 includes an idling operating condition, and step S400 includes step S410, where the measurement module 400 tests the maximum oil pressure value of the intermediate shaft brake of the transmission assembly under idling conditions. When the intermediate shaft brake experiences assembly abnormalities, jamming, or leakage, it will cause an abnormal maximum oil pressure value. Detecting the maximum oil pressure value of the intermediate shaft brake of the transmission assembly under idling conditions can realize the detection of the basic braking capability of the intermediate shaft brake, so as to quickly and accurately complete the offline testing of the intermediate shaft brake.

[0072] In some embodiments, step S410, where the measurement module 400 tests the maximum oil pressure value of the intermediate shaft brake of the transmission assembly under idling conditions, includes the following steps:

[0073] Step S411: The transmission assembly remains in neutral.

[0074] Step S412: The power input module 100 inputs the engine idle speed;

[0075] Step S413: Close the hydraulic proportional valve of the transmission assembly at 100% idle ratio and maintain it for a preset time.

[0076] Step S414: Open the hydraulic proportional valve at 100% air ratio;

[0077] Step S415: Measurement module 400 obtains the maximum oil pressure value.

[0078] In some embodiments, step S500, determining whether the maximum oil pressure value is within the corresponding preset value range, specifically includes the following steps:

[0079] Step S510: If the maximum oil pressure value is within the corresponding preset value range, the maximum oil pressure value under idling conditions will be repeatedly tested to obtain multiple maximum oil pressure values, and the multiple maximum oil pressure values ​​will be checked for consistency.

[0080] Step S520: If the multiple maximum oil pressure values are consistent, output that the detection is qualified; if the multiple maximum oil pressure values are not consistent, output that the detection is unqualified. Through the above solution, the accuracy of the detection result is further improved, and it meets the production rhythm.

[0081] In some embodiments, the preset working condition in step S300 further includes the actual vehicle working condition, and step S400 includes step S420: The measurement module 400 tests the maximum deceleration slope, braking time, and pressure rise value of the transmission assembly under the actual vehicle working condition.

[0082] In some embodiments, step S500: Judge whether the maximum deceleration slope, braking time, and pressure rise value are respectively within the corresponding preset value ranges, which specifically includes the following steps:

[0083] Step S530: If the maximum deceleration slope, braking time, and pressure rise value are respectively within the corresponding preset value ranges, repeat the test on the maximum deceleration slope, braking time, and pressure rise value under the actual vehicle working condition to obtain multiple maximum deceleration slopes, braking times, and pressure rise values, and perform consistency tests on the maximum deceleration slope, braking time, and pressure rise value respectively;

[0084] Step S540: If the multiple maximum deceleration slopes, braking times, and pressure rise values are respectively consistent, output that the detection is qualified; if at least one of the multiple maximum deceleration slopes, braking times, and pressure rise values is not consistent, output that the detection is unqualified. Through the above solution, the accuracy of the detection result is further improved, and it meets the production rhythm.

[0085] In some embodiments, step S420: The measurement module 400 tests the maximum deceleration slope, braking time, and pressure rise value of the transmission assembly under the actual vehicle working condition, including the following steps:

[0086] Step S421: The power input module 100 inputs a rotational speed of the actual vehicle upshift point speed;

[0087] Step S422: The clutch of the transmission assembly is disengaged;

[0088] Step S423: Close the hydraulic proportional valve of the transmission assembly with a preset throttle duty ratio so that the rotational speed of the output end of the transmission assembly is placed within the preset actual vehicle rotational speed range;

[0089] Step S424: Open the hydraulic proportional valve with 100% duty ratio;

[0090] Step S425: The clutch of the transmission assembly is engaged;

[0091] Step S426: The measurement module 400 obtains the maximum deceleration slope, braking time, and pressure rise value.

[0092] In some embodiments, the actual vehicle operating conditions include:

[0093] The first real-vehicle operating condition is a preset throttle idle ratio of 50%, and the preset real-vehicle speed range of the output speed of the transmission assembly is less than or equal to 1000 rpm.

[0094] The second real-vehicle operating condition is a preset throttle duty cycle of 80%, and the preset real-vehicle speed range of the output speed of the transmission assembly is less than or equal to the engine idle speed.

[0095] Specifically, under actual vehicle operating conditions, the upper boundary of the duty cycle of a hydraulic proportional valve is generally 100%, and the lower boundary is 50%. By testing under two actual vehicle operating conditions with preset throttling duty cycles of 50% and 80%, the results are consistent with the upper and lower boundaries of the duty cycle of the actual vehicle control scheme, making the test results more representative and accurate.

[0096] In some embodiments, the maximum oil pressure can be used as the basic braking capacity test index, and the maximum deceleration slope, braking time, and pressure rise value can be used as the performance test indexes of the brake pump. Braking performance testing can only be carried out if the basic braking capacity meets the requirements. It is understood that the maximum oil pressure, maximum deceleration slope, braking time, and pressure rise value can also be tested simultaneously or in any order.

[0097] See Figure 3 In some embodiments, the method for detecting the off-line operation of the intermediate shaft brake is as follows:

[0098] S1. Start the offline testing test bench;

[0099] S2. Adjust the air pressure of the air source of the offline testing bench to the working air pressure of the intermediate shaft brake;

[0100] S3. Start the intermediate shaft brake offline detection module;

[0101] S4. Start the basic braking capacity detection submodule;

[0102] S5, the transmission assembly remains in neutral;

[0103] S6, Input motor speed setting 600rpm;

[0104] S7, 100% duty cycle shuts off the hydraulic proportional valve;

[0105] S8. Determine if the hydraulic proportional valve closing time is ≥30ms. If yes, proceed to step S9; otherwise, proceed to step S7.

[0106] S9, 100% duty cycle opens the hydraulic proportional valve;

[0107] S10 and TCU calculate the maximum oil pressure value P of the intermediate shaft brake oil pump;

[0108] S11. Perform a data compliance check on the maximum oil pressure value P of the intermediate shaft brake oil pump. If the check passes, proceed to step S12; if the check fails, proceed to step S13.

[0109] S12. Repeat steps S6 to S11 twice;

[0110] S13, Detection failed, process terminated;

[0111] S14, Input motor speed setting 1300rpm;

[0112] S15, Clutch disengagement;

[0113] S16, 50% duty cycle to close the hydraulic proportional valve;

[0114] S17. Determine whether the input shaft speed is less than or equal to 1000 rpm. If yes, proceed to step S18; otherwise, proceed to step S16.

[0115] S18, 100% duty cycle opens the hydraulic proportional valve;

[0116] S19, Clutch engaged;

[0117] S20 and TCU calculate the maximum deceleration slope k1, braking time tb1, and pressure rise value ∆P1;

[0118] S21, Clutch disengagement;

[0119] S22, 80% duty cycle shuts off the hydraulic proportional valve;

[0120] S23. Determine whether the input shaft speed is less than or equal to 600 rpm. If yes, proceed to step S24; otherwise, proceed to step S22.

[0121] S24, 100% duty cycle opens the hydraulic proportional valve;

[0122] S25, Clutch engaged;

[0123] S26, TCU calculates the maximum deceleration slope k2, braking time tb2, and pressure rise ∆P2;

[0124] S27. Perform a data compliance check on the maximum oil pressure value, maximum deceleration slope, braking time, and pressure rise value. If the check passes, proceed to step S28; if the check fails, proceed to step S13.

[0125] S28. Repeat steps S14 to S27 twice;

[0126] S29. Perform a consistency check on the maximum deceleration slope, braking time, and pressure rise value. If the check passes, proceed to step S30; otherwise, proceed to step S13.

[0127] S30, Detection successful, process ends.

[0128] In some embodiments, specifically:

[0129] In S2, the pressure of the test bench air source is generally greater than 10 bar. It is necessary to adjust the air source pressure to the working air pressure of the AMT system through the pressure regulating valve to ensure the test accuracy and avoid potential damage to the hardware due to excessive air pressure.

[0130] In S5, the AMT needs to be shifted to neutral before braking the intermediate shaft brake to avoid the torque interference of the output motor affecting the test accuracy of the maximum oil pressure value of the intermediate shaft brake oil pump.

[0131] In S6, due to the 100% closure of the hydraulic proportional valve and considering the oil pump protection, the input shaft speed is controlled at 600 rpm;

[0132] In S7, the hydraulic proportional valve is controlled by duty cycle. When the valve is closed at 100% duty cycle, it is in the same closed state as the on / off valve.

[0133] In S8, since the hydraulic proportional valve is in a completely closed state, the oil circuit is cut off for a short time. The valve closing time needs to ensure the test accuracy, and also avoid damage to the oil pump due to excessive oil pressure caused by excessive oil holding time. Therefore, based on the actual calibration results, it is defined as 30ms.

[0134] In S9, the hydraulic proportional valve is controlled by duty cycle. When the valve is opened at 100% duty cycle, it is in the same state as the fully open switch valve.

[0135] In S10, the TCU picks up the oil pressure data curve and calculates the maximum oil pressure value P;

[0136] In S11, the data compliance check aims to ensure that the system performance indicators meet the basic controllability requirements. If the values ​​exceed the set range, the system determines that the intermediate shaft brake oil pump is faulty, the test fails, and the corresponding fault information is reported.

[0137] In S12, the check is repeated twice, partly for subsequent consistency checks, and partly to balance the production cycle time requirements.

[0138] In S14, since the subsequent detection is not constant speed detection, the intermediate shaft speed needs to be reduced to a certain target value input motor speed, so the input shaft speed is increased to 1300 rpm;

[0139] In S15, since the subsequent test is a non-constant speed test, the intermediate shaft speed needs to be reduced to a certain target value, so the clutch needs to be disengaged before the test.

[0140] In S16, under the 50% duty cycle control condition, the hydraulic proportional valve is in a reduced flow state and not a fully closed state, which meets the actual vehicle control conditions.

[0141] In S17, 1000rpm is the target braking speed of the intermediate shaft brake, that is, when the speed of the gear input shaft drops to 1000rpm, the system determines that braking is complete;

[0142] In S19, the clutch engages to raise the intermediate shaft speed back to 1300 rpm in preparation for the next performance test.

[0143] In S20, the TCU calculates the maximum deceleration slope k1, braking time tb1, and pressure rise ∆P1 based on the sampled data.

[0144] In S21, since the subsequent test is a non-constant speed test, the intermediate shaft speed needs to be reduced to a certain target value, so the clutch needs to be disengaged before the test.

[0145] In S22, under the 50% duty cycle control condition, the hydraulic proportional valve is in a reduced flow state and not a fully closed state, which meets the actual vehicle control conditions.

[0146] In S23, the engine idle speed is 600 rpm. During the actual vehicle start-up process, the target speed of the intermediate axle braking is close to the engine idle speed, so 600 rpm is set as the target speed.

[0147] In S26, the TCU calculates the maximum deceleration slope k2, braking time tb2, and pressure rise ∆P2 based on the sampled data.

[0148] In S27, the data compliance check aims to ensure that the system performance indicators meet the basic controllability requirements. If the values ​​exceed the set range, the system determines that the intermediate shaft brake oil pump is faulty, the test fails, and the corresponding fault information is reported.

[0149] In S29, the TCU will perform a consistency check on the above four indicators. If the numerical consistency does not meet the system setting requirements, the test will fail and the corresponding fault information will be reported.

[0150] The present invention proposes an offline testing system and method for intermediate shaft brakes, which is based on an oil pump brake. It adds braking function and performance checks to the lubrication function check, using the maximum oil pressure value as the basic braking capacity test index, and the maximum deceleration slope, braking time, and pressure rise value as performance test indicators for the braking oil pump. In the performance test, it innovatively proposes two duty cycle test conditions that conform to the upper and lower boundaries of the duty cycle in the actual vehicle control scheme. It also proposes two target speeds for intermediate shaft braking, corresponding to the target speeds for driving shifting and starting braking conditions, respectively. The data compliance check and consistency check are treated as a logical AND relationship, effectively ensuring the functional performance quality and production consistency of the intermediate shaft brake, realizing the testing of the intermediate shaft brake system, thereby avoiding risks such as performance abnormalities during AMT shifting and ensuring the quality of the transmission assembly.

[0151] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0152] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this patent application should be determined by the appended claims.

Claims

1. A method for detecting the off-line operation of an intermediate shaft brake, characterized in that, Includes the following steps: A system for detecting the decommissioning of an intermediate shaft brake is provided. The system includes: a power input module connected to the input end of a transmission assembly to supply operating power; a power output module connected to the output end of the transmission assembly to apply operating resistance; a control module communicatively connected to at least one of the power input module and the power output module, used to adjust the power value of the operating power or the resistance value of the operating resistance to simulate a preset operating condition based on the adjustment of at least one of the power value and the resistance value; and a measurement module communicatively connected to the transmission assembly to test the real-time operating signal of the transmission assembly under the preset operating condition, the real-time operating signal including the maximum oil pressure value of the intermediate shaft brake pump in the transmission assembly; the preset operating condition includes an idling condition, and the measurement module tests the maximum oil pressure value of the intermediate shaft brake pump under the idling condition. The power input module is connected to the input end of the transmission assembly, and the power output module is connected to the output end of the transmission assembly. The control module controls the power value of the operating power delivered by the power input module to the input end of the transmission assembly, and controls the resistance value of the operating resistance applied by the power output module to the output end of the transmission assembly, in order to simulate the preset working condition. The measurement module tests the real-time operating signals of the transmission assembly under the preset operating conditions; The system determines whether the real-time operating signal, including the maximum oil pressure value, is within a corresponding preset value range. If the real-time operating signal is within the preset value range, the system outputs a "test passed" result; if the real-time operating signal is not within the preset value range, the system outputs a "test failed" result. Specifically, this includes the following steps: if the maximum oil pressure value is within the corresponding preset value range, the maximum oil pressure value under idling conditions is repeatedly tested to obtain multiple maximum oil pressure values, and the multiple maximum oil pressure values ​​are then checked for consistency. If the multiple maximum oil pressure values ​​are consistent, the system outputs a "test passed" result; if the multiple maximum oil pressure values ​​are inconsistent, the system outputs a "test failed" result.

2. The intermediate shaft brake offline inspection method according to claim 1, characterized in that, The real-time operating signals also include the maximum deceleration slope, braking time, and / or pressure rise value.

3. The method for detecting the offline operation of the intermediate shaft brake according to claim 2, characterized in that, The preset operating conditions include actual vehicle operating conditions. The measurement module tests the transmission assembly under the actual vehicle operating conditions, including the maximum deceleration slope, the braking time, and the pressure rise value of the transmission assembly.

4. The method for detecting the offline operation of the intermediate shaft brake according to claim 3, characterized in that, The measurement module tests the maximum oil pressure value of the intermediate shaft brake oil pump of the transmission assembly under the idling condition, including the following steps: The transmission assembly is kept in neutral. The power input module inputs the engine idle speed. The hydraulic proportional valve of the transmission assembly is closed at 100% idle ratio and held for a preset time. The hydraulic proportional valve is opened at 100% idle rate. The measurement module obtains the maximum oil pressure value.

5. The intermediate shaft brake offline inspection method according to claim 4, characterized in that, Determining whether the maximum deceleration slope, the braking time, and the pressure rise value are within their respective preset ranges specifically includes the following steps: If the maximum deceleration slope, the braking time, and the pressure rise value are within the corresponding preset value range, then the maximum deceleration slope, the braking time, and the pressure rise value under the actual vehicle conditions will be repeatedly tested to obtain multiple maximum deceleration slopes, the braking time, and the pressure rise value, and the maximum deceleration slope, the braking time, and the pressure rise value will be checked for consistency. If the maximum deceleration slope, the braking time, and the pressure rise value are consistent across multiple tests, then the output test is qualified. If at least one of the maximum deceleration slope, the braking time, and the pressure rise value is inconsistent across multiple tests, the output test fails.

6. The method for detecting the off-line operation of the intermediate shaft brake according to claim 4, characterized in that, The measurement module tests the transmission assembly under real vehicle operating conditions, including the maximum deceleration slope, braking time, and pressure rise value of the transmission assembly, comprising the following steps: The power input module inputs the speed at the actual vehicle upshift point. The clutch of the transmission assembly is disengaged; The hydraulic proportional valve of the transmission assembly is closed with a preset throttle duty cycle, so that the output speed of the transmission assembly is placed within a preset actual vehicle speed range; The hydraulic proportional valve is opened at 100% duty cycle. The clutch of the transmission assembly is engaged; The measurement module acquires the maximum deceleration slope, the braking time, and the pressure rise value.

7. The method for detecting the off-line operation of the intermediate shaft brake according to claim 6, characterized in that, The actual vehicle operating conditions include: In the first real-vehicle operating condition, the preset throttle idle ratio is 50%, and the preset real-vehicle speed range of the output speed of the transmission assembly is less than or equal to 1000 rpm.

8. The method for detecting the off-line operation of the intermediate shaft brake according to claim 7, characterized in that, The actual vehicle operating conditions include: In the second real-vehicle operating condition, the preset throttle duty cycle is 80%, and the preset real-vehicle speed range of the output speed of the transmission assembly is less than or equal to the engine idle speed.

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