A torque wear assessment method for new energy vehicles

Abstract

The present invention discloses a torque wear evaluation method for new energy vehicles. A first real-scene platform, a second real-scene platform and a third real-scene platform are set on a test section, and the vehicle is tested on the first real-scene platform, the second real-scene platform and the third real-scene platform in sequence. During the vehicle test process, the data of the vehicle test on the first real-scene platform, the second real-scene platform and the third real-scene platform are summarized as the first real-scene platform torque transmission path, the second real-scene platform torque transmission path and the third real-scene platform torque transmission path, and the data of the first real-scene platform torque transmission path, the second real-scene platform torque transmission path and the third real-scene platform torque transmission path are collected to facilitate the subsequent data analysis unit to complete the analysis. Finally, the analyzed data is output to facilitate the completion of the experimental evaluation data and accurately provide technical support for the working conditions of new energy vehicles.

Description

Technical Field

[0001] The present invention relates to the technical field of torque detection, and in particular to a method for evaluating torque wear of a new energy vehicle. Background Art

[0002] New energy vehicles use unconventional fuels or new power devices, including pure electric, plug-in hybrid and fuel cell types. They are characterized by environmental protection, energy saving and technological innovation, reducing dependence on traditional petroleum fuels, reducing tail gas emissions, and helping to improve air quality and save energy. With the support of policies, the new energy vehicle market has developed rapidly, making this type of vehicle an important part of future transportation. With the advancement of technology and the continuous improvement of infrastructure, new energy vehicles are gradually entering thousands of households, leading the direction of change in the automotive industry.

[0003] New energy vehicles use electric motors as their power source, and one of the notable features of electric motors is that they can provide very large torque at very low speeds. When the vehicle starts or accelerates, the electric motor can immediately provide strong power output, which has a certain impact on the wear of components in the transmission and braking systems.

[0004] However, existing methods for evaluating torque wear mostly use simulation test benches and computer simulation to obtain load data, which can easily lead to data distortion and make it impossible to complete experimental evaluation data, thus affecting technical support for new energy vehicle operating conditions. Summary of the invention

[0005] The purpose of the present invention is to provide a torque wear assessment method for new energy vehicles to solve the problems described in the background technology.

[0006] The technical solution of the present invention is achieved in this way:

[0007] A method for evaluating torque wear of a new energy vehicle comprises the following steps:

[0008] Step S1: Building a first real scene platform, a second real scene platform and a third real scene platform;

[0009] Step S2: establishing the first real-scene platform torque transmission path, the second real-scene platform torque transmission path, and the third real-scene platform torque transmission path;

[0010] Step S3: collecting data of the first real-scene platform torque transmission path, the second real-scene platform torque transmission path, and the third real-scene platform torque transmission path in a data analysis unit;

[0011] Step S4: Obtaining a vehicle torque prediction value through the data analysis unit.

[0012] A further technical solution is that step S1 specifically includes:

[0013] Step S11: constructing a slope section, a parallel section and a wavy section;

[0014] Step S12: setting the slope road with multiple slopes and gradients based on the slope road section, and recording the multiple slopes and gradients as △1, △2 and △3;

[0015] Step S13: setting the wavy road section with multiple wave spacings based on the wavy road section, and recording the multiple wave spacings as L1, L2 and L3.

[0016] A further technical solution is that step S2 specifically includes:

[0017] Step S21: driving a vehicle on the first real-scene platform, wherein the forward driving force received by the vehicle during operation includes a first engine torque, a first reducer transmission ratio, a first transmission system mechanical efficiency, and a first tire rolling circumference;

[0018] Step S22: driving the vehicle on the second real-scene platform, wherein the forward driving force received by the vehicle during operation includes a second engine torque, a second reducer transmission ratio, a second transmission system mechanical efficiency, and a second tire rolling circumference;

[0019] Step S23: driving the vehicle on the third real-scene platform, wherein the forward driving force applied to the vehicle during operation includes a third engine torque, a third reducer transmission ratio, a third transmission system mechanical efficiency, and a third tire rolling circumference.

[0020] A further technical solution is that the step S2 further includes:

[0021] Step S24: establishing a friction resistance path generated between the wheel and the first real scene platform, the second real scene platform and the third real scene platform.

[0022] A further technical solution is that the step S2 further includes:

[0023] Step S25: establishing an air resistance path generated between the vehicle and the first real scene platform, the second real scene platform and the third real scene platform.

[0024] A further technical solution is that step S3 specifically includes:

[0025] Step S31: recording a first data acquisition unit in the torque transmission path of the first real-scene platform, and transmitting the first data acquisition unit to the data analysis unit through a data transmission module;

[0026] Step S32: recording a second data acquisition unit in the torque transmission path of the second real-scene platform, and transmitting the second data acquisition unit to the data analysis unit through a data transmission module;

[0027] Step S33: Record the third data acquisition unit in the torque transmission path of the third real-scene platform, and transmit the third data acquisition unit to the data analysis unit through the data transmission module.

[0028] A further technical solution is that step S3 further includes:

[0029] Step S34: the data analysis unit calculates and outputs a plurality of test values ​​in the first data acquisition unit, the second data acquisition unit and the third data acquisition unit.

[0030] A further technical solution is that step S34 specifically includes the following steps:

[0031] Step S341: performing weighted average processing on the plurality of test values ​​in the first data acquisition unit to obtain first test data;

[0032] Step S342: performing weighted average processing on the plurality of test values ​​in the second data acquisition unit to obtain second test data;

[0033] Step S343: performing weighted averaging processing on the plurality of test values ​​in the third data acquisition unit to obtain third test data.

[0034] A further technical solution is that the step S34 further includes the following steps:

[0035] Step S344: Obtain a prediction value based on comparison of the first test data, the second test data and the third test data.

[0036] A further technical solution is that step S4 specifically includes:

[0037] The data analysis unit will output the predicted value through a visual chart.

[0038] The beneficial effects of the present invention are:

[0039] 1. Set up the first real-scene platform, the second real-scene platform and the third real-scene platform on the test road section, and test the vehicle on the first real-scene platform, the second real-scene platform and the third real-scene platform in turn. During the vehicle test, the data of the vehicle test on the first real-scene platform, the second real-scene platform and the third real-scene platform are summarized as the torque transmission path of the first real-scene platform, the torque transmission path of the second real-scene platform and the torque transmission path of the third real-scene platform, and the data of the torque transmission path of the first real-scene platform, the torque transmission path of the second real-scene platform and the torque transmission path of the third real-scene platform are collected to facilitate the subsequent data analysis unit to complete the analysis. Finally, the analyzed data is output to facilitate the completion of the experimental evaluation data and accurately provide technical support for the working conditions of new energy vehicles.

[0040] 2. A data analysis unit is used to analyze the torque data load range to more accurately estimate the fatigue performance of the vehicle under actual working conditions, and finally output the corrected torque data load range information. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] Figure 1 It is a schematic diagram of the overall method flow of the present invention;

[0042] Figure 2 This is a schematic diagram of a sub-method flow chart of step S1 of the present invention;

[0043] Figure 3 This is a schematic diagram of a sub-method flow chart of step S2 of the present invention;

[0044] Figure 4 This is a schematic diagram of a sub-method flow chart of step S3 of the present invention;

[0045] Figure 5 It is a schematic diagram of the sub-method flow chart of step S34 of the present invention. DETAILED DESCRIPTION

[0046] In order to better understand the technical content of the present invention, specific embodiments are provided below, and the present invention is further described in conjunction with the accompanying drawings.

[0047] See also Figures 1 to 5 The present invention provides a method for evaluating torque wear of a new energy vehicle, comprising the following steps:

[0048] Step S1: Building a first real scene platform, a second real scene platform and a third real scene platform;

[0049] Step S2: establishing the first real-scene platform torque transmission path, the second real-scene platform torque transmission path, and the third real-scene platform torque transmission path;

[0050] Step S3: collecting data of the first real-scene platform torque transmission path, the second real-scene platform torque transmission path, and the third real-scene platform torque transmission path in a data analysis unit;

[0051] Step S4: Obtaining a vehicle torque prediction value through the data analysis unit.

[0052] The first real-scene platform, the second real-scene platform and the third real-scene platform are built on a safe road section. The first real-scene platform includes a road section simulating an inclined slope, which is used to test the torque wear of the vehicle when going uphill and downhill; the second real-scene platform includes a simulated flat road section, which is used to test the torque wear of the vehicle when starting and braking on the flat road section; the third real-scene platform includes a simulated bumpy road section, which is used to test the torque wear of the vehicle on the bumpy road section.

[0053] Specifically, the first real-scene platform, the second real-scene platform and the third real-scene platform are set up on the test section, and the vehicle is tested on the first real-scene platform, the second real-scene platform and the third real-scene platform in turn. During the vehicle test, the data of the vehicle test on the first real-scene platform, the second real-scene platform and the third real-scene platform are summarized to the first real-scene platform torque transmission path, the second real-scene platform torque transmission path and the third real-scene platform torque transmission path, and the data of the first real-scene platform torque transmission path, the second real-scene platform torque transmission path and the third real-scene platform torque transmission path are collected to facilitate the subsequent data analysis unit to complete the analysis, and finally, the analyzed data is output to facilitate the completion of the experimental evaluation data and accurately provide technical support for the working conditions of new energy vehicles. The data analysis unit is used to analyze the torque data load range to more accurately estimate the fatigue performance of the vehicle under actual working conditions, and finally output the corrected torque data load range information.

[0054] Preferably, the specific steps of step S1 include:

[0055] Step S11: constructing a slope section, a parallel section and a wavy section;

[0056] Step S12: setting the slope road with multiple slopes and gradients based on the slope road section, and recording the multiple slopes and gradients as △1, △2 and △3;

[0057] Step S13: setting the wavy road section with multiple wave spacings based on the wavy road section, and recording the multiple wave spacings as L1, L2 and L3.

[0058] The simulation of a real-life platform with a slope requires slopes of different slopes to better test the torque that the vehicle is subjected to during actual driving. The inclination angle of △1 is 10°, 15°, 20° and 25°, and the vehicle is driven uphill or downhill on the △1 slope; the inclination angle of △2 is 30°, 35°, 40° and 45°, and the vehicle is driven uphill or downhill on the △2 slope; the inclination angle of △3 is 50°, 55°, 60° and 65°, and the vehicle is driven uphill or downhill on the △3 slope. The simulated wavy road section is the distance between the convex marks in the road section, with L1 as the distance between two adjacent groups of convex marks of 8cm-13cm, L2 as the distance of 8cm-18cm, and L3 as the distance of 8cm-20cm. The torque that the vehicle is subjected to during actual driving is simulated by the above-mentioned △1, △2 and △3, as well as L1, L2 and L3 to ensure the real data of the torque measurement.

[0059] Preferably, the step S2 specifically includes:

[0060] Step S21: driving a vehicle on the first real-scene platform, wherein the forward driving force received by the vehicle during operation includes a first engine torque, a first reducer transmission ratio, a first transmission system mechanical efficiency, and a first tire rolling circumference;

[0061] Step S22: driving the vehicle on the second real-scene platform, wherein the forward driving force received by the vehicle during operation includes a second engine torque, a second reducer transmission ratio, a second transmission system mechanical efficiency, and a second tire rolling circumference;

[0062] Step S23: driving the vehicle on the third real-scene platform, wherein the forward driving force received by the vehicle during operation includes a third engine torque, a third reducer transmission ratio, a third transmission system mechanical efficiency, and a third tire rolling circumference;

[0063] Step S24: establishing a friction resistance path generated by the wheel and the first real scene platform, the second real scene platform and the third real scene platform;

[0064] Step S25: establishing an air resistance path generated between the vehicle and the first real scene platform, the second real scene platform and the third real scene platform.

[0065] The first engine torque, the second engine torque, and the third engine torque detection use strain gauges attached to the measured shaft. When the engine shaft is subjected to torque, the strain gauge deforms, resulting in resistance changes, thereby measuring the torque and obtaining the first engine torque, the second engine torque, and the third engine torque data. The first reducer transmission ratio, the second reducer transmission ratio, and the third reducer transmission ratio are all equipped with encoders at the input and output ends of the reducer, respectively, to record the speed of the input shaft and the output shaft, calculate the transmission ratio, and use the transmission ratio formula Calculate the first reducer transmission ratio, the second reducer transmission ratio, and the third reducer transmission ratio data, where η 输入 is the input shaft speed, η 输出 is the output shaft speed. The torque of the reducer is obtained through the transmission data. The input shaft speed and the output shaft speed can be set according to the actual situation. The mechanical efficiency of the first transmission system, the mechanical efficiency of the second transmission system, and the mechanical efficiency of the third transmission system include the rotation torque of the coupling. The rotation torque of the coupling is measured by the change of the magnetic field. The magnetoelectric torque sensor is divided into two parts, one part is fixed on the rotating shaft, and the other part is fixed on the stationary part. The torque is measured by the change of the magnetic field of the magnetoelectric torque sensor fixed on the stationary part corresponding to the rotation of the magnetoelectric torque sensor on the rotating shaft.

[0066] For the rolling circumference of the first tire, the rolling circumference of the second tire, and the rolling circumference of the third tire, although their rotation is directly related to the first engine torque, the second engine torque, and the third engine torque, it is necessary to test the rolling circumference to detect the braking effect of the vehicle. The rolling circumference of the first tire, the rolling circumference of the second tire, and the rolling circumference of the third tire. Specifically, an encoder is installed on the tire, and the tire is allowed to roll a known distance L = 10m on a flat ground on the first real-scene platform, the second real-scene platform, and the third real-scene platform. Assume that the encoder generates 1000 pulses per rotation, and the circumference of the tire is 1.85m. The rolling circumference of the tire can be calculated using the formula: Where ΔN records the encoder's initial pulse number N0 and final pulse number N f , then ΔN=N f -N0=5215, formula The rolling circumference of the tire is calculated to be 1.9m. If the tire is tested on a downhill, uphill or bumpy road, the formula is used based on the measured data. Calculate the braking distance, combine it with the engine torque, adjust the appropriate braking effect, and improve vehicle technical support.

[0067] Preferably, the step S3 specifically includes:

[0068] Step S31: recording a first data acquisition unit in the torque transmission path of the first real-scene platform, and transmitting the first data acquisition unit to the data analysis unit through a data transmission module;

[0069] Step S32: recording a second data acquisition unit in the torque transmission path of the second real-scene platform, and transmitting the second data acquisition unit to the data analysis unit through a data transmission module;

[0070] Step S33: recording the third data acquisition unit in the torque transmission path of the third real-scene platform, and transmitting the third data acquisition unit to the data analysis unit through the data transmission module;

[0071] Step S34: the data analysis unit calculates and outputs a plurality of test values ​​in the first data acquisition unit, the second data acquisition unit and the third data acquisition unit;

[0072] The data of the vehicle after multiple tests on the first real-view platform, the second real-view platform and the third real-view platform are recorded by the first data acquisition unit, the second data acquisition unit and the third data acquisition unit respectively, so as to facilitate subsequent analysis. The first data acquisition unit, the second data acquisition unit and the third data acquisition unit all convert the analog signals collected by each sensor into digital signals through A / D and output them to the data analysis unit for analysis.

[0073] Furthermore, the step S34 specifically includes the following steps:

[0074] Step S341: performing weighted average processing on the plurality of test values ​​in the first data acquisition unit to obtain first test data;

[0075] Step S342: performing weighted average processing on the plurality of test values ​​in the second data acquisition unit to obtain second test data;

[0076] Step S343: performing weighted average processing on the plurality of test values ​​in the third data acquisition unit to obtain third test data;

[0077] A prediction value is obtained by comparing the first test data, the second test data and the third test data.

[0078] It should be noted that the first data acquisition unit, the second data acquisition unit and the third data acquisition unit all collect the torque collected by the vehicle under different driving conditions. For example, the vehicle is driving uphill or downhill on the slope in the first real scene platform, in the second real scene platform, the vehicle is driving on a flat road, and in the third real scene platform, the vehicle is driving on a bumpy road.

[0079] Exemplarily, in the first data collection unit, multiple test values ​​are collected, and the data set includes {N1, N2, N3, N4, N5}, the set of the second data collection unit includes {W1, W2, W3, W4, W5}, and the set of the third data collection unit includes {M1, M2, M3, M4, M5}. In these three sets, the corresponding weight sets are A = {A1, A2, A3, A4, A5}, B = {B1, B2, B3, B4, B5}. D = {D1, D2, D3, D4, D5}. Each of the three data sets contains at least five data elements, and the weights of these data elements reflect the reverse test values ​​left by the noise removal during the collection process. Among them, the calculation formula of the weighted average is adopted Calculate the weighted average value of the first data collection unit. In addition, the first data collection unit and the third data unit are respectively calculated using the formula and Calculate the weighted average. Weighted average processing is a fast data processing method. By assigning different weights to different test values, it can better reflect the actual situation of the data and facilitate staff to obtain real data feedback during the test process.

[0080] In an experimental example, the data set of the first data acquisition unit is {N1=100, N2=95, N3=105, N4=98, N5=102}, and the corresponding weight set A={A1=0.3, A2=0.3, A3=0.2, A4=0.2, A5=0.3}, and the weighted average value is calculated by using Python technology = 103.4. In addition, the second data acquisition unit and the third data acquisition unit can use the above method to complete the calculation of the weighted average value.

[0081] Data correction is completed based on the calculated data of the weighted average value obtained by the data analysis unit, so that the vehicle can obtain safe and guaranteed data technology support.

[0082] Preferably, the step S4 specifically includes:

[0083] The data analysis unit will output the predicted value through a visual chart.

[0084] After the data analysis unit completes the data analysis, it is displayed intuitively through a visual chart on a graphic display (computer, tablet or mobile phone), allowing technicians to quickly understand and provide timely technical support, thereby providing technical support for vehicle driving safety.

[0085] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A torque wear assessment method for new energy vehicles, characterized in that: The following steps are involved: Step S1: Building a first real scene platform, a second real scene platform and a third real scene platform; Step S2: establishing the first real-scene platform torque transmission path, the second real-scene platform torque transmission path, and the third real-scene platform torque transmission path; Step S3: collecting data of the first real-scene platform torque transmission path, the second real-scene platform torque transmission path, and the third real-scene platform torque transmission path in a data analysis unit; Step S4: Obtaining a vehicle torque prediction value through the data analysis unit.

2. A torque wear assessment method for new energy vehicles according to claim 1, characterized in that: The step S1 specifically includes: Step S11: constructing a slope section, a parallel section and a wavy section; Step S12: setting the slope road with multiple slopes and gradients based on the slope road section, and recording the multiple slopes and gradients as △1, △2 and △3; Step S13: setting the wavy road section with multiple wave spacings based on the wavy road section, and recording the multiple wave spacings as L1, L2 and L3.

3. A torque wear assessment method for new energy vehicles according to claim 2, characterized in that: The step S2 specifically includes: Step S21: driving a vehicle on the first real-scene platform, wherein the forward driving force received by the vehicle during operation includes a first engine torque, a first reducer transmission ratio, a first transmission system mechanical efficiency, and a first tire rolling circumference; Step S22: driving the vehicle on the second real-scene platform, wherein the forward driving force received by the vehicle during operation includes a second engine torque, a second reducer transmission ratio, a second transmission system mechanical efficiency, and a second tire rolling circumference; Step S23: driving the vehicle on the third real-scene platform, wherein the forward driving force applied to the vehicle during operation includes a third engine torque, a third reducer transmission ratio, a third transmission system mechanical efficiency, and a third tire rolling circumference.

4. A torque wear assessment method for new energy vehicles according to claim 3, characterized in that: The step S2 further comprises: Step S24: establishing a friction resistance path generated between the wheel and the first real scene platform, the second real scene platform and the third real scene platform.

5. The torque wear assessment method for new energy vehicles according to claim 3 is characterized in that: The step S2 further comprises: Step S25: establishing an air resistance path generated between the vehicle and the first real scene platform, the second real scene platform and the third real scene platform.

6. A torque wear assessment method for new energy vehicles according to claim 1, characterized in that: The step S3 specifically includes: Step S31: recording a first data acquisition unit in the torque transmission path of the first real-scene platform, and transmitting the first data acquisition unit to the data analysis unit through a data transmission module; Step S32: recording a second data acquisition unit in the torque transmission path of the second real scene platform, and transmitting the second data acquisition unit to the data analysis unit through a data transmission module; Step S33: Record the third data acquisition unit in the torque transmission path of the third real-scene platform, and transmit the third data acquisition unit to the data analysis unit through the data transmission module.

7. A torque wear assessment method for new energy vehicles according to claim 6, characterized in that: The step S3 further comprises: Step S34: the data analysis unit calculates and outputs a plurality of test values ​​in the first data acquisition unit, the second data acquisition unit and the third data acquisition unit.

8. A torque wear assessment method for new energy vehicles according to claim 7, characterized in that: The step S34 specifically includes the following steps: Step S341: performing weighted average processing on the plurality of test values ​​in the first data acquisition unit to obtain first test data; Step S342: performing weighted average processing on the plurality of test values ​​in the second data acquisition unit to obtain second test data; Step S343: performing weighted averaging processing on the plurality of test values ​​in the third data acquisition unit to obtain third test data.

9. A torque wear assessment method for new energy vehicles according to claim 8, characterized in that: The step S34 further comprises the following steps: Step S344: Obtain a prediction value based on comparison of the first test data, the second test data and the third test data.

10. The torque wear assessment method for new energy vehicles according to claim 1, characterized in that: The step S4 specifically includes: The data analysis unit will output the predicted value through a visual chart.

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