Speed reducer differential mechanism limit torque testing method for pure electric passenger vehicle, terminal and storage medium

Abstract

The invention belongs to the technical field of automobiles, and particularly relates to a speed reducer differential mechanism limit torque testing method for a pure electric passenger vehicle, a terminal and a storage medium. Comprising the steps that firstly, a differential mechanism limit torque curve delta NT is obtained; 2, a differential protection strategy is formulated; 3, verification is carried out through a real vehicle; the differential limit torque curve of the differential is determined in the development stage, the differential protection strategy is formulated according to the curve under the condition that the power performance of the whole vehicle is not affected, and the failure rate of the differential is reduced.

Description

Technical Field

[0001] The invention belongs to the field of automobile technology, and in particular relates to a method, a terminal and a storage medium for testing the limit torque of a speed reducer differential for a pure electric passenger car. Background Art

[0002] When one side of the vehicle is stuck in a mud pit and needs to be freed, or when the vehicle is driving on low-adhesion roads such as ice or snow, due to the difference in friction coefficients between the two sides of the wheels, the left and right wheels will be differentially accelerated when the accelerator is stepped on. If the driver is eager to get out of trouble or drive uphill on an icy or snowy road, the left and right wheel differential will increase if the accelerator is stepped on deeply, and a torque exceeding the differential limit may act on the differential, affecting the differential life or even causing differential damage. The details are as follows:

[0003] The existing reducer standard QC / T 1022-2015 "Technical Requirements for Reducer Assemblies for Passenger Vehicles" defines the differential reliability test conditions as follows:

[0004] High speed and low torque: Forward rotation, 50%-55% of the maximum input speed, 25%-35% of the maximum input torque, one output end is fixed and cannot rotate, and the other output end can rotate for no less than 30 minutes (the fixed end and the rotating end can be swapped after 15 minutes);

[0005] Low speed and high torque: forward rotation, maintain 20%±10r / min of the maximum input speed, differential rate 12%-15%, and test the input torque in the order and conditions specified in Table 5. The time for each cycle shall not exceed 3 minutes, and the total number of cycles shall not be less than 200 times.

[0006] Test results: Check whether the differential rotates flexibly and without any sticking or abnormal noise.

[0007] The above test conditions verify the reliability of the reducer. Generally, if the above verification is passed, it can be judged that the reducer meets the design requirements. However, it is inevitable that differential failures will still occur after sales. The reason is that the differential reliability test in QC / T 1022-2015 is a verification of a steady-state condition, which is a verification of a "point" and cannot cover all conditions in the actual operation of the vehicle.

[0008] At present, pure electric passenger vehicles use motors to drive reducers. Compared with the power source engine of traditional fuel vehicles, the motor has a high speed and a fast torque response. When the vehicle is getting out of trouble, driving on icy roads, or when the ESP fails, under a certain wheel speed difference condition, the torque exceeds the limit of the differential itself, which can easily cause the planetary gears to sinter and produce a differential failure. Summary of the invention

[0009] In order to overcome the deficiencies of the above-mentioned prior art, the present invention proposes a method, terminal and storage medium for testing the limit torque of the reducer differential of a pure electric passenger car. The differential limit torque curve of the differential is determined in the development stage. Without affecting the power performance of the whole vehicle, a differential protection strategy is formulated based on the curve to reduce the failure rate of the differential.

[0010] The technical solution of the present invention is described as follows in conjunction with the accompanying drawings:

[0011] According to a first aspect of an embodiment of the present invention, there is provided a method for testing the limit torque of a speed reducer differential for a pure electric passenger vehicle, comprising:

[0012] Step 1, obtaining a differential limit torque curve ΔNT;

[0013] Step 2: Develop a differential protection strategy;

[0014] Step 3: Verify through real vehicle;

[0015] Furthermore, the specific method of step one is as follows:

[0016] 11) Set 10 groups of working conditions, and set the wheel speed difference ΔN to 10rpm, 23rpm, 56rpm, 150rpm, 400rpm, 550rpm, 900rpm, 1317rpm, 1720rpm and 2000rpm respectively;

[0017] 12) Obtaining torque T according to wheel speed difference ΔN;

[0018] 13) Draw a differential limit torque curve ΔNT according to the torque;

[0019] Furthermore, a specific method for obtaining the torque T according to the wheel speed difference ΔN is as follows:

[0020] Setting: oil temperature 90℃;

[0021] Working condition: The speed difference between the left and right wheels is 10rpm;

[0022] Load: 80% Nmax;

[0023] Time: loading time 5s, duration: 20s, unloading time: 5s; one cycle is more than 180s without load;

[0024] If there is no abnormality, increase by 10Nm in steps of 10Nm until the differential shows abnormality, at which time the limit torque is obtained.

[0025] Furthermore, the specific method of step 2 is as follows:

[0026] 21) The vehicle VCU receives the instruction and makes a torque demand to the MCU. Meanwhile, the ESP measures the difference in wheel speeds of the left and right wheels to determine whether the difference in wheel speeds is greater than a first threshold value. If the difference in wheel speeds is greater than the first threshold value, step 22) is executed. If the difference in wheel speeds is not greater than the first threshold value, the vehicle VCU is returned to receive the instruction and makes a torque demand to the MCU.

[0027] 22) Determine whether the duration of the wheel speed difference being greater than the first threshold is greater than the second threshold; if the duration is greater than the second threshold, execute step 23); if the duration is not greater than the second threshold, return to the vehicle VCU to receive instructions and make torque requirements to the MCU;

[0028] 23) Determine whether the differential wheel end torque is within the limit torque range. If the differential wheel end torque is within the limit torque range, return to the vehicle VCU to receive instructions and make torque requirements to the MCU; if the differential wheel end torque is not within the limit torque range, execute step 24);

[0029] 24) Trigger the differential protection function;

[0030] 25) Continuously detect the left and right wheel speed difference. When the wheel speed difference is less than the third threshold, exit the differential protection function, and the MCU returns to step 21 after outputting torque normally.

[0031] Furthermore, the first threshold is 5 km / h.

[0032] Furthermore, the second threshold is 200ms.

[0033] Furthermore, the third threshold is 2.6 km / h.

[0034] Furthermore, the specific method of step three is as follows:

[0035] 31) Integrate the control strategy in step 2 into the MCU software for real vehicle testing. Condition 1: Rapid acceleration test on high- and low-adhesion roads; Condition 2: Ramp climbing test on high- and low-adhesion roads; Condition 3: Durability test on low-adhesion roads;

[0036] 32) Use the Can-ape device to observe and record the left and right wheel speed difference and torque in real time to determine whether the driving smoothness and climbing dynamics during the test meet the engineering goals. If not, adjust the wheel torque reduction slope and repeat the above test until the engineering goals are achieved.

[0037] According to a second aspect of an embodiment of the present invention, a terminal is provided, including:

[0038] one or more processors;

[0039] a memory for storing the one or more processor-executable instructions;

[0040] Wherein, the one or more processors are configured to:

[0041] Execute the method described in the first aspect of the embodiment of the present invention.

[0042] According to a third aspect of an embodiment of the present invention, a non-transitory computer-readable storage medium is provided. When instructions in the storage medium are executed by a processor of a terminal, the terminal is enabled to execute the method described in the first aspect of the embodiment of the present invention.

[0043] According to a fourth aspect of an embodiment of the present invention, an application product is provided. When the application product is running on a terminal, the terminal executes the method described in the first aspect of the embodiment of the present invention.

[0044] The beneficial effects of the present invention are:

[0045] The present invention determines the differential limit torque curve of the differential during the development stage, formulates a differential protection strategy based on the curve without affecting the power performance of the entire vehicle, and reduces the failure rate of the differential. BRIEF DESCRIPTION OF THE DRAWINGS

[0046] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings required for use in the embodiments are briefly introduced below. It should be understood that the following drawings only show certain embodiments of the present invention and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other related drawings can be obtained based on these drawings without creative work.

[0047] Figure 1 The present invention is a flow chart of a method for testing the limit torque of a differential of a speed reducer for a pure electric passenger vehicle;

[0048] Figure 2 is a schematic diagram of a differential limit torque curve;

[0049] Figure 3 is a flow chart of step 2;

[0050] Figure 4 The present invention is a schematic block diagram of a terminal structure. DETAILED DESCRIPTION

[0051] The technical solution of the present invention will be described clearly and completely below in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of them. 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 the present invention.

[0052] In the description of the present invention, it should be noted that the terms "center", "up", "down", "left", "right", "vertical", "horizontal", "inside", "outside", etc. indicate directions or positional relationships based on the directions or positional relationships shown in the accompanying drawings. They are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific direction, be constructed and operated in a specific direction. Therefore, they cannot be understood as limitations on the present invention.

[0053] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0054] An embodiment of the present invention provides a method for calculating average fuel consumption based on a weighted data model. The method is implemented by a terminal, which may be a smart phone, a desktop computer, or a laptop computer, etc. The terminal at least includes a CPU, etc.

[0055] Embodiment 1

[0056] Figure 1 The present invention is a flow chart of a method for testing the limit torque of a differential of a pure electric passenger vehicle reducer according to an exemplary embodiment. The method is used in a terminal and includes the following steps:

[0057] A method for testing the limit torque of a speed reducer differential for a pure electric passenger vehicle, comprising:

[0058] Step 1: Obtain the differential limit torque curve ΔNT, as follows:

[0059] 11) Set 10 groups of working conditions, and set the wheel speed difference ΔN to 10rpm, 23rpm, 56rpm, 150rpm, 400rpm, 550rpm, 900rpm, 1317rpm, 1720rpm and 2000rpm respectively;

[0060] 12) The torque T is obtained according to the wheel speed difference ΔN. The specific method is as follows:

[0061] Setting: oil temperature 90℃;

[0062] Working condition: The speed difference between the left and right wheels is 10rpm;

[0063] Load: 80% Nmax;

[0064] Time: loading time 5s, duration: 20s, unloading time: 5s; one cycle is more than 180s without load;

[0065] If there is no abnormality, increase by 10Nm in steps of 10Nm until the differential shows abnormality, at which time the limit torque is obtained.

[0066] The limit torque obtained by the above method is shown in Table 1:

[0067]

[0068] 13) Draw the differential limit torque curve ΔNT according to the torque. The curve is as follows: Figure 2 shown.

[0069] Step 2: See Figure 3 , formulate the differential protection strategy, as follows:

[0070] During vehicle driving, when the driver steps on the accelerator, the vehicle VCU receives the command and needs the MCU to output a torque. At this time, ESP measures the speed difference between the left and right wheels. If the speed difference is less than 5km / h within 200ms, the VCU normally sends a command to the MCU and the output torque meets the driver's operating intention. If the speed difference between the left and right wheels exceeds 5km / h within 200ms, it is determined to be an abnormal situation and it is necessary to determine whether the MCU output torque is within Figure 1 If it is within the measured ΔNT, the MCU outputs torque normally; if it exceeds the ΔNT range, the differential protection function is activated; after the differential protection function is activated, the left and right wheel speed difference is continuously detected. When the left wheel speed difference is less than 2.6km / h, the differential protection function is exited and the MCU outputs torque normally.

[0071] Step 3: Verify through real vehicle, as follows:

[0072] 31) Integrate the control strategy in step 2 into the MCU software for real vehicle testing. Condition 1: Rapid acceleration test on high- and low-adhesion roads; Condition 2: Ramp climbing test on high- and low-adhesion roads; Condition 3: Durability test on low-adhesion roads;

[0073] 32) Use the Can-ape device to observe and record the left and right wheel speed difference and torque in real time to determine whether the driving smoothness and climbing dynamics during the test meet the engineering goals. If not, adjust the wheel torque reduction slope and repeat the above test until the engineering goals are achieved.

[0074] In summary, the present invention determines the differential limit torque curve of the differential during the development stage, formulates a differential protection strategy based on the curve without affecting the power performance of the entire vehicle, and reduces the failure rate of the differential.

[0075] Embodiment 2

[0076] Figure 4 This is a block diagram of a terminal provided in an embodiment of the present application, and the terminal may be a terminal in the above embodiment. The terminal may be a traditional audio host, or a multifunctional integrated domain controller or other portable intelligent terminal, such as: a smart car machine, a tablet computer. The terminal may also be called a user device, a portable terminal, or other names.

[0077] Typically, a terminal includes: a processor and a memory.

[0078] The processor may include one or more processing cores, such as a 4-core processor, an 8-core processor, etc. The processor may be implemented in at least one hardware form of DSP (Digital Signal Processing), FPGA (Field-Programmable Gate Array), and PLA (Programmable Logic Array). The processor may also include a main processor and a coprocessor. The main processor is a processor for processing data in the awake state, also known as a CPU (Central Processing Unit); the coprocessor is a low-power processor for processing data in the standby state. In some embodiments, the processor may be integrated with a GPU (Graphics Processing Unit), which is responsible for rendering and drawing the content to be displayed on the display screen. In some embodiments, the processor may also include an AI (Artificial Intelligence) processor, which is used to process computing operations related to machine learning.

[0079] The memory may include one or more computer-readable storage media, which may be tangible and non-transitory. The memory may also include high-speed random access memory, and non-volatile memory, such as one or more disk storage devices, flash memory storage devices. In some embodiments, the non-transitory computer-readable storage medium in the memory is used to store at least one instruction, which is used to be executed by the processor to implement a method for testing the limit torque of a differential reducer for a pure electric passenger car provided in the present application.

[0080] In some embodiments, the terminal may further optionally include: a peripheral device interface and at least one peripheral device. Specifically, the peripheral device includes: at least one of a radio frequency circuit, a touch display screen, a camera, an audio circuit, a positioning component, and a power supply.

[0081] The peripheral device interface can be used to connect at least one peripheral device related to I / O (Input / Output) to the processor and the memory. In some embodiments, the processor, the memory, and the peripheral device interface are integrated on the same chip or circuit board; in some other embodiments, any one or two of the processor, the memory, and the peripheral device interface can be implemented on a separate chip or circuit board, which is not limited in this embodiment.

[0082] The radio frequency circuit is used to receive and transmit RF (Radio Frequency) signals, also known as electromagnetic signals. The radio frequency circuit communicates with communication networks and other communication devices through electromagnetic signals. The radio frequency circuit converts electrical signals into electromagnetic signals for transmission, or converts received electromagnetic signals into electrical signals. Optionally, the radio frequency circuit includes: an antenna system, an RF transceiver, one or more amplifiers, a tuner, an oscillator, a digital signal processor, a codec chipset, a user identity module card, and the like. The radio frequency circuit can communicate with other terminals through at least one wireless communication protocol. The wireless communication protocol includes, but is not limited to: the World Wide Web, a metropolitan area network, an intranet, various generations of mobile communication networks (2G, 3G, 4G and 5G), a wireless local area network and / or a WiFi (Wireless Fidelity) network. In some embodiments, the radio frequency circuit may also include circuits related to NFC (Near Field Communication), which is not limited in this application.

[0083] The touch display screen is used to display the UI (User Interface). The UI may include graphics, text, icons, videos and any combination thereof. The touch display screen also has the ability to collect touch signals on the surface or above the surface of the touch display screen. The touch signal can be input to the processor as a control signal for processing. The touch display screen is used to provide virtual buttons and / or virtual keyboards, also known as soft buttons and / or soft keyboards. In some embodiments, the touch display screen can be one, and the front panel of the terminal is set; in other embodiments, the touch display screen can be at least two, which are respectively set on different surfaces of the terminal or in a folding design; in some other embodiments, the touch display screen can be a flexible display screen, which is set on the curved surface or folding surface of the terminal. Even, the touch display screen can also be set to a non-rectangular irregular shape, that is, a special-shaped screen. The touch display screen can be made of materials such as LCD (Liquid Crystal Display), OLED (Organic Light-Emitting Diode) and the like.

[0084] The camera assembly is used to capture images or videos. Optionally, the camera assembly includes a front camera and a rear camera. Typically, the front camera is used to realize video calls or selfies, and the rear camera is used to realize photo or video shooting. In some embodiments, there are at least two rear cameras, which are any one of a main camera, a depth of field camera, and a wide-angle camera, so as to realize the fusion of the main camera and the depth of field camera to realize the background blur function, and the fusion of the main camera and the wide-angle camera to realize panoramic shooting and VR (Virtual Reality) shooting functions. In some embodiments, the camera assembly may also include a flash. The flash can be a monochrome temperature flash or a dual-color temperature flash. A dual-color temperature flash refers to a combination of a warm light flash and a cold light flash, which can be used for light compensation at different color temperatures.

[0085] The audio circuit is used to provide an audio interface between the user and the terminal. The audio circuit may include a microphone and a speaker. The microphone is used to collect sound waves from the user and the environment, and convert the sound waves into electrical signals and input them into the processor for processing, or input them into the radio frequency circuit to achieve voice communication. For the purpose of stereo acquisition or noise reduction, there can be multiple microphones, which are respectively arranged at different parts of the terminal. The microphone can also be an array microphone or an omnidirectional acquisition microphone. The speaker is used to convert the electrical signal from the processor or the radio frequency circuit into sound waves. The speaker can be a traditional film speaker or a piezoelectric ceramic speaker. When the speaker is a piezoelectric ceramic speaker, it can not only convert the electrical signal into sound waves audible to humans, but also convert the electrical signal into sound waves inaudible to humans for purposes such as ranging. In some embodiments, the audio circuit may also include a headphone jack.

[0086] The positioning component is used to locate the current geographical location of the terminal to implement navigation or LBS (Location Based Service). The positioning component can be a positioning component based on GPS (Global Positioning System), China's Beidou system or Russia's Galileo system.

[0087] The power supply is used to power various components in the terminal. The power supply can be AC, DC, a disposable battery, or a rechargeable battery. When the power supply includes a rechargeable battery, the rechargeable battery can be a wired rechargeable battery or a wireless rechargeable battery. A wired rechargeable battery is a battery that is charged through a wired line, and a wireless rechargeable battery is a battery that is charged through a wireless coil. The rechargeable battery can also be used to support fast charging technology.

[0088] Embodiment 3

[0089] In an exemplary embodiment, a computer-readable storage medium is also provided, on which a computer program is stored. When the program is executed by a processor, a method for testing the limit torque of a speed reducer differential for a pure electric passenger vehicle as provided in all the inventive embodiments of the present application is implemented.

[0090] Any combination of one or more computer-readable media may be used. A computer-readable medium may be a computer-readable signal medium or a computer-readable storage medium. A computer-readable storage medium may be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, device or device, or any combination thereof. More specific examples (a non-exhaustive list) of computer-readable storage media include: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination thereof. In this document, a computer-readable storage medium may be any tangible medium containing or storing a program that may be used by or in conjunction with an instruction execution system, device, or device.

[0091] Computer-readable signal media may include a data signal propagated in baseband or as part of a carrier wave, which carries a computer-readable program code. Such propagated data signals may take a variety of forms, including, but not limited to, electromagnetic signals, optical signals, or any suitable combination of the above. Computer-readable signal media may also be any computer-readable medium other than a computer-readable storage medium, which may send, propagate, or transmit a program for use by or in conjunction with an instruction execution system, apparatus, or device.

[0092] Program code embodied on a computer readable medium may be transmitted using any appropriate medium, including but not limited to wireless, wireline, optical fiber cable, RF, etc., or any suitable combination of the foregoing.

[0093] Computer program code for performing the operations of the present invention may be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, C++, and conventional procedural programming languages ​​such as "C" or similar programming languages. The program code may be executed entirely on the user's computer, partially on the user's computer, as a separate software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In the case of a remote computer, the remote computer may be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or may be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0094] Embodiment 4

[0095] In an exemplary embodiment, an application product is also provided, including one or more instructions, which can be executed by a processor of the above-mentioned device to complete the above-mentioned method for testing the limit torque of a speed reducer differential for a pure electric passenger car.

[0096] Although the embodiments of the present invention have been disclosed above, they are not limited to the applications listed in the specification and the embodiments. It can be fully applied to various fields suitable for the present invention. For those familiar with the art, additional modifications can be easily realized. Therefore, without departing from the general concept defined by the claims and equivalent scope, the present invention is not limited to the specific details and the illustrations shown and described here.

Claims

1. A method for testing the limit torque of a speed reducer differential for a pure electric passenger vehicle, characterized in that: The following steps are involved: Step 1, obtaining a differential limit torque curve ΔNT; Step 2: Develop a differential protection strategy; Step 3: Verify through actual vehicle.

2. A method for testing the limit torque of a speed reducer differential for a pure electric passenger vehicle according to claim 1, characterized in that: The specific method of step one is as follows: 11) Set 10 groups of working conditions, and set the wheel speed difference ΔN to 10rpm, 23rpm, 56rpm, 150rpm, 400rpm, 550rpm, 900rpm, 1317rpm, 1720rpm and 2000rpm respectively; 12) Obtaining torque T according to wheel speed difference ΔN; 13) Draw the differential limit torque curve ΔNT based on the torque.

3. A method for testing the limit torque of a speed reducer differential for a pure electric passenger vehicle according to claim 2, characterized in that: The specific method of obtaining the torque T according to the wheel speed difference ΔN is as follows: Setting: oil temperature 90℃; Working condition: The speed difference between the left and right wheels is 10rpm; Load: 80% Nmax; Time: loading time 5s, duration: 20s, unloading time: 5s; one cycle is more than 180s without load; If there is no abnormality, increase by 10Nm in steps of 10Nm until the differential shows abnormality, at which time the limit torque is obtained.

4. The method for testing the limit torque of a speed reducer differential for a pure electric passenger vehicle according to claim 1, characterized in that: The specific method of step 2 is as follows: 21) The vehicle VCU receives the instruction and makes a torque demand to the MCU. Meanwhile, the ESP measures the difference in wheel speeds of the left and right wheels to determine whether the difference in wheel speeds is greater than a first threshold value. If the difference in wheel speeds is greater than the first threshold value, step 22) is executed. If the difference in wheel speeds is not greater than the first threshold value, the vehicle VCU is returned to receive the instruction and makes a torque demand to the MCU. 22) Determine whether the duration of the wheel speed difference being greater than the first threshold is greater than the second threshold; if the duration is greater than the second threshold, execute step 23); if the duration is not greater than the second threshold, return to the vehicle VCU to receive instructions and make torque requirements to the MCU; 23) Determine whether the differential wheel end torque is within the limit torque range. If the differential wheel end torque is within the limit torque range, return to the vehicle VCU to receive instructions and make torque requirements to the MCU; if the differential wheel end torque is not within the limit torque range, execute step 24); 24) Trigger the differential protection function; 25) Continuously detect the left and right wheel speed difference. When the wheel speed difference is less than the third threshold, exit the differential protection function, and the MCU returns to step 21 after outputting torque normally.

5. A method for testing the limit torque of a speed reducer differential for a pure electric passenger vehicle according to claim 4, characterized in that: The first threshold is 5 km / h.

6. A method for testing the limit torque of a speed reducer differential for a pure electric passenger vehicle according to claim 4, characterized in that: The second threshold is 200ms.

7. A method for testing the limit torque of a speed reducer differential for a pure electric passenger vehicle according to claim 4, characterized in that: The third threshold is 2.6 km / h.

8. The method for testing the limit torque of a speed reducer differential for a pure electric passenger vehicle according to claim 1, characterized in that: The specific method of step three is as follows: 31) Integrate the control strategy in step 2 into the MCU software for real vehicle testing. Condition 1: Rapid acceleration test on high- and low-adhesion roads; Condition 2: Ramp climbing test on high- and low-adhesion roads; Condition 3: Durability test on low-adhesion roads; 32) Use the Can-ape device to observe and record the left and right wheel speed difference and torque in real time to determine whether the driving smoothness and climbing dynamics during the test meet the engineering goals. If not, adjust the wheel torque reduction slope and repeat the above test until the engineering goals are achieved.

9. A terminal, characterized in that: include: one or more processors; a memory for storing the one or more processor-executable instructions; Wherein, the one or more processors are configured to: A method for testing the limit torque of a speed reducer differential for a pure electric passenger vehicle is implemented as described in any one of claims 1-8.

10. A non-transitory computer-readable storage medium, characterized in that: When the instructions in the storage medium are executed by the processor of the terminal, the terminal is enabled to execute a method for testing the limit torque of a speed reducer differential for a pure electric passenger vehicle as described in any one of claims 1-8.

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