Method, device and processor for detecting a driveline of a vehicle

Abstract

This application discloses a method, apparatus, and processor for detecting a vehicle's transmission system. The method includes: acquiring the vehicle's power parameters and the transmission system's structural parameters, wherein the power parameters represent the engine's output performance and the vehicle's load level, and the structural parameters represent the geometric structure or connection relationships of the components in the transmission system; determining the transmission system's load response information and a set of detection conditions based on the power and structural parameters, wherein the load response information represents the mechanical load borne by the components under different operating conditions and the quantified results of dynamic response characteristics, and the different detection conditions in the detection condition set represent the safety thresholds that the components need to meet under different operating conditions; and detecting the load response information based on the detection condition set to obtain the detection result. This application solves the technical problem of low accuracy in detecting vehicle transmission systems.

Description

Technical Field

[0001] This application relates to the field of vehicle inspection technology, and more specifically, to a method, apparatus, and processor for inspecting a vehicle's transmission system. Background Technology

[0002] Currently, the testing of vehicle transmission systems often relies on experience or on individual component verification for powertrain matching. Because individual components are verified independently, and the requirements of different components differ, the test results (e.g., verification results) of the vehicle transmission system can be incomplete, redundant, or insufficient. Therefore, the technical problem of low accuracy in testing vehicle transmission systems remains.

[0003] There is currently no effective solution to the aforementioned technical problems. Summary of the Invention

[0004] This application provides a method, apparatus, and processor for detecting a vehicle's transmission system, in order to at least solve the technical problem of low accuracy in detecting a vehicle's transmission system.

[0005] According to one aspect of the embodiments of this application, a method for detecting a vehicle's transmission system is provided. The method may include: acquiring the vehicle's power parameters and the transmission system's structural parameters, wherein the power parameters represent the output performance of the engine and the vehicle's load level, and the structural parameters represent the geometric structure or connection relationship of components in the transmission system; determining the transmission system's load response information and a set of detection conditions based on the power parameters and structural parameters, wherein the load response information represents the mechanical load borne by the components under different operating conditions and the quantification result of dynamic response characteristics, and different detection conditions in the detection condition set represent the safety thresholds that the components need to meet under different operating conditions; and detecting the load response information based on the detection condition set to obtain a detection result, wherein the detection result indicates whether the load response information meets the power requirements of the transmission system.

[0006] Optionally, based on the detection condition set, the load response information is detected to obtain the detection result, including: sorting the priorities of different sub-load response information in the load response information to obtain the sorting result; and detecting the load response information according to the sorting result to obtain the detection result.

[0007] Optionally, the different sub-load response information includes: torque demand information of the drive shaft in the transmission system, drive shaft information of the transmission system, angular acceleration information of the drive shaft, and output torque information of the transmission system. The safety thresholds include: torque demand information threshold, drive shaft information threshold, angular acceleration information threshold, and output torque information threshold. The priority of the different sub-load response information in the load response information is sorted to obtain a sorting result, including: sorting the different sub-load response information in descending order of priority; and detecting the load response information according to the sorting result to obtain a detection result, including: in response to the sorting result indicating that the priority of torque demand information is higher than that of drive shaft information, detecting the torque demand information to obtain the first... The first detection result is as follows: In response to the first detection result indicating that the torque demand information is less than the torque demand information threshold, the drive shaft information is detected to obtain the second detection result. In response to the sorting result indicating that the priority of the drive shaft information is higher than the priority of the angular acceleration information, and the second detection result indicating that the drive shaft information is greater than the drive shaft information threshold, the angular acceleration information is detected to obtain the third detection result. In response to the third detection result indicating that the angular acceleration information is less than the angular acceleration information threshold, the output torque information is detected to obtain the fourth detection result. In response to the sorting result indicating that the priority of the angular acceleration information is higher than the output torque information, and the fourth detection result indicating that the output torque information is less than the output torque information threshold, the detection result is determined to be that the load response information meets the power requirements of the transmission system.

[0008] Optionally, the method further includes: in response to a first detection result that the torque demand information is greater than or equal to a torque demand information threshold, or in response to a second detection result that the drive shaft information is less than or equal to a drive shaft information threshold, or in response to a third detection result that the angular acceleration information is greater than or equal to an angular acceleration information threshold, or in response to a fourth detection result that the output torque information is greater than or equal to an output torque information threshold, determining that the load response information does not meet the power requirements of the transmission system.

[0009] Optionally, based on power parameters and structural parameters, the load response information of the transmission system is determined, including: based on power parameters and structural parameters, determining first torque demand information, second torque demand information, and third torque demand information, wherein the first torque demand information represents the input torque load transmitted to the drive shaft after the target torque output by the engine is transmitted through the first gear ratio of the vehicle's transmission; the target torque represents the upper limit of the engine's torque; the second torque demand information represents the limit torque transmitted by the drive shaft limited by the vehicle's wheel-ground adhesion conditions; and the third torque demand information represents the driving torque required for the vehicle to overcome slope resistance; the smallest torque demand information among the first, second, and third torque demand information is determined as the torque demand information.

[0010] Optionally, based on power parameters and structural parameters, the load response information of the transmission system is determined, including: determining first driveshaft information and second driveshaft information based on power parameters and structural parameters, wherein the first driveshaft information is used to represent the critical length of the intermediate driveshaft of the vehicle, and the second driveshaft information is used to represent the critical length of the rear axle driveshaft of the vehicle; in response to the driveshaft being an intermediate driveshaft, the first driveshaft information is determined as driveshaft information; in response to the driveshaft being a rear axle driveshaft, the second driveshaft information is determined as driveshaft information.

[0011] Optionally, based on the power parameters and structural parameters, the load response information of the transmission system is determined, including: determining the angular velocity information of the transmission system based on the power parameters and structural parameters, wherein the angular velocity information is used to represent the rotational angular velocity transmitted to the drive shaft after deceleration when the vehicle's transmission is in the target gear, and the target gear is used to represent a gear greater than a gear threshold; determining first angular acceleration information and second angular acceleration information based on the angular velocity information, wherein the first angular acceleration information is used to represent the non-uniform angular acceleration of the vehicle's intermediate drive shaft, and the second angular acceleration information is used to represent the non-uniform angular acceleration of the vehicle's rear axle drive shaft; in response to the drive shaft being the intermediate drive shaft, the first angular acceleration information is determined as angular acceleration information; in response to the drive shaft being the rear axle drive shaft, the second angular acceleration information is determined as angular acceleration information.

[0012] Optionally, based on power parameters and structural parameters, the load response information of the transmission system is determined, including: based on power parameters and structural parameters, determining first output torque information, second output torque information, and third output torque information, wherein the first output torque information is used to represent the driving torque generated by the engine output to the vehicle's wheels, the second output torque information is used to represent the limit driving torque output by the rear axle driveshaft of the vehicle, limited by the wheel-to-ground adhesion conditions, and the third output torque information is used to represent the total driving torque required for the vehicle to overcome slope resistance; the smallest output torque information among the first, second, and third output torque information is determined as the output torque information.

[0013] According to another aspect of the embodiments of this application, a detection device for a vehicle's transmission system is also provided. The device may include: an acquisition unit for acquiring the vehicle's power parameters and the transmission system's structural parameters, wherein the power parameters represent the output performance of the engine and the vehicle's load level, and the structural parameters represent the geometric structure or connection relationship of components in the transmission system; a determination unit for determining the transmission system's load response information and a set of detection conditions based on the power parameters and structural parameters, wherein the load response information represents the mechanical load borne by the components under different operating conditions and the quantification result of dynamic response characteristics, and different detection conditions in the detection condition set represent the safety thresholds that the components need to meet under different operating conditions; and a detection unit for detecting the load response information based on the set of detection conditions to obtain a detection result, wherein the detection result indicates whether the load response information meets the power requirements of the transmission system.

[0014] According to another aspect of the embodiments of this application, a processor is also provided. The processor is used to run a program, wherein the program is executed by the processor to perform the methods described in the embodiments of this application.

[0015] According to another aspect of the embodiments of this application, an electronic device is also provided, including: a memory storing an executable program; and a processor for running the program, wherein the program executes the methods in various embodiments of this application when it runs.

[0016] According to another aspect of the embodiments of this application, a computer-readable storage medium is also provided, the computer-readable storage medium including a stored executable program, wherein, when the executable program is running, it controls the device where the computer-readable storage medium is located to perform the methods of various embodiments of this application.

[0017] According to another aspect of the embodiments of this application, a computer program product is also provided, including a computer program that, when executed by a processor, implements the methods of various embodiments of this application.

[0018] According to another aspect of the embodiments of this application, a computer program product is also provided, including a non-volatile computer-readable storage medium storing a computer program that, when executed by a processor, implements the methods in various embodiments of this application.

[0019] According to another aspect of the embodiments of this application, a computer program is also provided, which, when executed by a processor, implements the methods of the various embodiments of this application.

[0020] According to another aspect of the embodiments of this application, a vehicle is also provided. The vehicle includes a memory and a processor. The memory stores an executable program; the processor is used to run the program, which, when running, implements the methods described in the embodiments of this application.

[0021] In this embodiment, by acquiring the vehicle's power parameters and the transmission system's structural parameters, the load response information of the transmission system and a set of detection conditions are determined based on these parameters. Then, the load response information can be detected based on the detection conditions to determine whether it meets the power requirements of the transmission system. Since the load response information represents the quantified results of the mechanical loads and dynamic response characteristics borne by different components of the transmission system under different operating conditions, it overcomes the limitation of low accuracy in detection results caused by single-parameter detection in related technologies, thereby improving the accuracy of vehicle transmission system detection and solving the technical problem of low accuracy in vehicle transmission system detection. Attached Figure Description

[0022] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:

[0023] Figure 1 This is a flowchart of a method for detecting a vehicle transmission system according to an embodiment of this application;

[0024] Figure 2 This is a flowchart of a method for verifying the dynamic performance of a light truck transmission system according to an embodiment of this application;

[0025] Figure 3 This is a flowchart of a method for verifying the torque capacity of a drive shaft according to an embodiment of this application;

[0026] Figure 4 This is a flowchart of a method for verifying the critical speed of a drive shaft according to an embodiment of this application;

[0027] Figure 5 This is a flowchart of a transmission shaft angular acceleration verification method according to an embodiment of this application;

[0028] Figure 6 This is a flowchart of a rear axle torque capacity verification method according to an embodiment of this application;

[0029] Figure 7 This is a schematic diagram of a detection device for a vehicle transmission system according to an embodiment of this application. Detailed Implementation

[0030] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the scope of protection of the present application.

[0031] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, functional component, or device that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, functional components, or devices.

[0032] According to an embodiment of this application, an embodiment of a method for detecting a vehicle's transmission system is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0033] Figure 1 This is a flowchart of a detection method for a vehicle transmission system according to an embodiment of this application, such as... Figure 1 As shown, the method may include the following steps.

[0034] Step S102: Obtain the vehicle's power parameters and the structural parameters of the transmission system.

[0035] In the technical solution provided in step S102 of this application, the power parameters can be used to represent the output performance of the engine in the vehicle and the load level of the vehicle, and the structural parameters can be used to represent the geometric structure or connection relationship of the components in the transmission system.

[0036] In this embodiment, the aforementioned power parameters may include the maximum output torque of the engine in the vehicle, the maximum engine speed, the total weight of the vehicle when fully loaded, and the axle load borne by the rear axle under full load. The power parameters described here are for illustrative purposes only and are not intended to be specific.

[0037] Optionally, the engine's maximum output torque and maximum engine speed reflect its energy output capability under extreme operating conditions, serving as the primary power source for driving the transmission system. The vehicle's total weight under full load determines its total inertia and gradient resistance, providing a benchmark for calculating the required torque for climbing and wheel slippage torque. The axle load borne by the rear axle under full load correlates with the tire's grip on the ground, serving as a key basis for assessing the wheel slippage threshold and the upper torque limit of the transmission bearings in the transmission system.

[0038] Optionally, the aforementioned structural parameters may include: the first gear ratio and the highest gear ratio of the vehicle's transmission, the outer and inner diameters of the driveshaft tube, and the rear axle ratio. These structural parameters can be derived from component engineering drawings, assembly process documents, and platform-based module libraries. This is merely an example, and no specific restrictions are placed on the type or acquisition method of the structural parameters.

[0039] Optionally, the first gear ratio and the highest gear ratio of the transmission can be used to characterize the torque increase and decrease characteristics of power in different gears. The outer and inner diameters of the driveshaft tube can determine the torsional section modulus and critical speed load capacity. The rear axle ratio can be used to connect the torque amplification ratio between the driveshaft output and the wheel drive.

[0040] Optionally, the aforementioned structural parameters may also include the angle between the gearbox output shaft and the intermediate drive shaft, the angle between the intermediate drive shaft and the rear axle input shaft, and the phase difference coefficients of the two universal joints. These angles and phase difference coefficients are the core geometric inputs for calculating the angular acceleration fluctuations of the drive shaft.

[0041] In this embodiment of the application, by obtaining the vehicle's power parameters and the structural parameters of the transmission system, a comprehensive and accurate data foundation can be provided for determining the load response information of the subsequent transmission system.

[0042] Step S104: Based on the dynamic parameters and structural parameters, determine the load response information of the transmission system and the detection condition set.

[0043] In the technical solution provided in step S104 of this application, the load response information can be used to represent the mechanical load borne by the component under different working conditions, as well as the quantitative result of the dynamic response characteristics. Different detection conditions in the detection condition set can be used to represent the safety threshold that the component needs to meet under different working conditions.

[0044] In this embodiment, the aforementioned load response information is a quantitative expression of the mechanical load and dynamic response characteristics borne by each key component of the transmission system under typical operating conditions. This load response information may include torque demand information of the drive shaft in the transmission system, drive shaft information, angular acceleration information of the drive shaft, and output torque information of the transmission system.

[0045] Optionally, the aforementioned torque requirement information may include the driveshaft torque T obtained based on the engine's maximum torque. s1 The drive shaft torque T obtained from the wheel slippage torque s2 and the drive shaft torque T obtained by driving according to the gradient s3 The driveshaft torque T, obtained from the engine's maximum torque, can be calculated. s1 The drive shaft torque T obtained from the wheel slippage torque s2 and the drive shaft torque T obtained by driving according to the gradient s3 The minimum torque is used as the torque demand information.

[0046] Optionally, the aforementioned drive shaft information may include the allowable length L of the intermediate drive shaft. c1 Or the allowable length L of the rear axle driveshaft c2 .

[0047] Optionally, the angular acceleration information of the aforementioned drive shaft may include the angular acceleration ε1 of the intermediate drive shaft or the angular acceleration ε2 of the rear axle drive shaft.

[0048] Optionally, the output torque information of the aforementioned transmission system may include the rear axle output torque T obtained based on the engine's maximum torque. a1 The rear axle output torque T is obtained from the wheel slippage torque. a2 The rear axle output T obtained by driving according to the gradient a3 The rear axle output torque T, obtained from the engine's maximum torque, can be calculated. a1 The rear axle output torque T is obtained from the wheel slippage torque. a2 The rear axle output T obtained by driving according to the gradient a3 The minimum torque is used as the output torque information.

[0049] Optionally, the detection condition set may include the safety thresholds set by the load response information mentioned above. The safety thresholds in the detection condition set may include torque demand information thresholds, drive shaft information thresholds, angular acceleration information thresholds, and output torque information thresholds, thereby forming a multi-level safety defense line covering dimensions such as torque, speed, and dynamic response.

[0050] In this embodiment, the load response information of the transmission system and the detection condition set are determined based on the power parameters and structural parameters, which can provide an accurate detection basis for subsequent load response information detection, thereby improving the accuracy of the detection of the vehicle's transmission system.

[0051] Step S106: Based on the detection condition set, the load response information is detected to obtain the detection result.

[0052] In the technical solution provided by step S106 of this application, the detection result can be used to indicate whether the load response information meets the power requirements of the transmission system.

[0053] In this embodiment, after determining the load response information of the transmission system and the detection condition set based on the power parameters and structural parameters, the load response information can be detected based on the detection condition set to determine whether the load response information meets the power requirements of the transmission system.

[0054] Optionally, based on the detection condition set, different sub-load response information in the load response information can be detected separately to obtain each sub-detection result. Based on each sub-detection result, it can be finally determined whether the load response information meets the dynamic requirements of the transmission system.

[0055] In the embodiments of this application, by performing the above steps, the design limitations of individual parameter compliance and overall coordination failure in related technologies are overcome by detecting different sub-load response information in the load response information separately. This allows the coordination capability of each component of the transmission system under complex working conditions to be truly reflected, thereby improving the accuracy of the detection of the vehicle's transmission system.

[0056] In steps S102 to S106 of this application, by acquiring the vehicle's power parameters and the transmission system's structural parameters, the load response information of the transmission system and a set of detection conditions are determined based on these parameters. Subsequently, the load response information can be detected based on the set of detection conditions to determine whether it meets the power requirements of the transmission system. Since the load response information represents the quantified results of the mechanical loads and dynamic response characteristics borne by different components of the transmission system under different operating conditions, it overcomes the limitation of low accuracy in detection results caused by single-parameter detection in related technologies, thereby improving the accuracy of vehicle transmission system detection and solving the technical problem of low accuracy in vehicle transmission system detection.

[0057] The method described in this embodiment will be further described below.

[0058] As an optional embodiment, step S106, based on the detection condition set, detects the load response information to obtain a detection result, including: sorting the priorities of different sub-load response information in the load response information to obtain a sorting result; and detecting the load response information according to the sorting result to obtain a detection result.

[0059] In this embodiment, a priority sorting mechanism for sub-load response information is introduced to arrange the detection sequence of load response information of different dimensions in the transmission system in a hierarchical manner, thereby improving the verification efficiency of each component in the transmission system and the accuracy of problem location while ensuring the comprehensiveness of detection.

[0060] Optionally, since the load response information of the transmission system does not have equal failure risk weights—for example, the torque carrying capacity of the driveshaft directly relates to whether a component will break, falling under the category of "rigid failure"—if the torque carrying capacity of the driveshaft is insufficient, the entire vehicle will be unable to move or may even cause a safety accident. While excessive angular acceleration may cause vibration, noise, or a decrease in fatigue life, it will not immediately lead to functional loss, falling under the category of "progressive degradation." Therefore, during the detection of load response information, different sub-load response information can be prioritized based on the severity of the failure consequences, the probability of occurrence, and engineering experience. After obtaining the prioritization results, the load response information can be detected according to the prioritization results to obtain more accurate detection results.

[0061] In this embodiment, by introducing a priority sorting mechanism for sub-load response information, not only is the execution efficiency of the verification process optimized, but a new paradigm of safety priority, layered interception, and efficient decision-making is also constructed, enabling the power performance verification of the transmission system to move from passive verification to active protection, providing a more intelligent and pragmatic technical path for the rapid development and high reliability design of vehicles (such as light trucks).

[0062] As an optional embodiment, the different sub-load response information includes: torque demand information of the drive shaft in the transmission system, drive shaft information of the transmission system, angular acceleration information of the drive shaft, and output torque information of the transmission system. The safety thresholds include: torque demand information threshold, drive shaft information threshold, angular acceleration information threshold, and output torque information threshold. The priority of the different sub-load response information in the load response information is sorted to obtain a sorting result, including: sorting the different sub-load response information in descending order of priority; and detecting the load response information according to the sorting result to obtain a detection result, including: detecting the torque demand information in response to the sorting result indicating that the priority of the torque demand information is higher than that of the drive shaft information. The system obtains a first detection result; in response to the first detection result indicating that the torque demand information is less than the torque demand information threshold, the drive shaft information is detected to obtain a second detection result; in response to the sorting result indicating that the priority of the drive shaft information is higher than the priority of the angular acceleration information, and the second detection result indicating that the drive shaft information is greater than the drive shaft information threshold, the angular acceleration information is detected to obtain a third detection result; in response to the third detection result indicating that the angular acceleration information is less than the angular acceleration information threshold, the output torque information is detected to obtain a fourth detection result; in response to the sorting result indicating that the priority of the angular acceleration information is higher than the output torque information, and the fourth detection result indicating that the output torque information is less than the output torque information threshold, the detection result is determined to be that the load response information meets the power requirements of the transmission system.

[0063] In this embodiment, the aforementioned torque requirement information can be used to represent the torque applied to the transmission bearing; for example, a torque T can be used for the transmission shaft. s The aforementioned driveshaft information can be used to indicate the axial installation length of the driveshaft; for example, it can be the allowable length L of an intermediate driveshaft. c1 Or the allowable length L of the rear axle driveshaft c2 The aforementioned angular acceleration information can be used to represent the non-uniform rotational acceleration of the driveshaft caused by differences in its arrangement angle and phase. For example, it can be the angular acceleration ε1 of the intermediate driveshaft or the angular acceleration ε2 of the rear axle driveshaft. The aforementioned output torque information can be used to represent the output torque borne by the rear axle at the end of the transmission system. For example, it can be the rear axle output torque T. a .

[0064] Optionally, the aforementioned torque demand information threshold can be the rated torque T of the drive shaft. sc The aforementioned threshold for drive shaft information can be the length L of the intermediate drive shaft. s1 Or the length L of the rear axle driveshaft s2 The threshold for the angular acceleration information mentioned above can be 1000 rad / s², and the threshold for the output torque information mentioned above can be the rated torque T of the rear axle. ac .

[0065] Optionally, if the driveshaft breaks due to excessive torque, it will directly lead to power interruption or even vehicle loss of control, constituting a "catastrophic failure" and must be eliminated first. Secondly, if the driveshaft length exceeds the allowable value corresponding to the critical speed, it will induce severe resonance during high-speed operation, causing fatigue fracture of the shaft, thus posing a secondary risk. Excessive angular acceleration information, while not immediately causing structural damage, will cause severe wear of the universal joint, abnormal noise, and vibration transmission to the cab. Long-term operation will reduce the overall vehicle durability and ride comfort, constituting a "gradual degradation" problem, thus having a medium priority. As the end of the drivetrain, the rear axle's torque requirement is crucial, but its load-bearing capacity depends on whether the preceding stages (gearbox, driveshaft) have safely transmitted power. If the preceding stages do not meet the requirements, the rear axle verification is meaningless; therefore, it is ranked last, serving only as a final system capability confirmation step. Therefore, the priority ranking of sub-load response information can be: driveshaft torque requirement information > driveshaft information > driveshaft angular acceleration information > drivetrain output torque information.

[0066] Optionally, the torque demand information is detected to obtain a first detection result. If the first detection result indicates that the torque demand information is less than a torque demand information threshold, the system proceeds to detect the drive shaft information to obtain a second detection result. If the priority of the drive shaft information is higher than that of the angular acceleration information, and the second detection result indicates that the drive shaft information is greater than the drive shaft information threshold, the system proceeds to detect the angular acceleration information to obtain a third detection result. If the third detection result indicates that the angular acceleration information is less than the angular acceleration information threshold, the system proceeds to detect the output torque information to obtain a fourth detection result. If the priority of the angular acceleration information is higher than that of the output torque information, and the fourth detection result indicates that the output torque information is less than the output torque information threshold, it can be determined that the load response information meets the power requirements of the transmission system.

[0067] In this embodiment of the application, a detection mechanism based on priority-driven, progressive interception, and closed-loop judgment is constructed to achieve a systematic and high-precision assessment of the power requirements of the transmission system.

[0068] As an optional embodiment, the method further includes: in response to a first detection result that the torque demand information is greater than or equal to a torque demand information threshold, or in response to a second detection result that the drive shaft information is less than or equal to a drive shaft information threshold, or in response to a third detection result that the angular acceleration information is greater than or equal to an angular acceleration information threshold, or in response to a fourth detection result that the output torque information is greater than or equal to an output torque information threshold, determining that the load response information does not meet the power requirements of the transmission system.

[0069] In this embodiment, if any item fails to meet the safety threshold during the detection of sub-load response information, the detection result can be determined as the load response information failing to meet the power requirements of the transmission system.

[0070] Alternatively, if the torque demand information is greater than or equal to the torque demand information threshold, it means that the driveshaft has reached or exceeded the limits that the driveshaft's material and structure can withstand under harsh operating conditions, posing a direct risk of breakage or plastic deformation. At this point, regardless of whether other parameters meet the standards, there is an unacceptable safety hazard in the vehicle's power transmission path.

[0071] Optionally, if the second detection result indicates that the drive shaft information is less than or equal to the drive shaft information threshold, it means that the drive shaft will resonate at its highest gear speed, causing severe vibration, fatigue cracks, or even breakage. This failure mode is sudden and insidious, posing a safety hazard even if the torque capacity meets the requirements.

[0072] Optionally, if the third detection result is that the angular acceleration information is greater than or equal to the angular acceleration information threshold, it indicates that the universal joint has been subjected to excessive periodic dynamic loads during power transmission, which will accelerate bearing wear, generate abnormal noise, reduce transmission efficiency, and may cause loosening of connecting parts. Long-term accumulation will lead to the deterioration of the vehicle's noise, vibration, and harshness (NVH) performance and a decrease in reliability.

[0073] Optionally, if the fourth detection result is that the output torque information is greater than or equal to the output torque information threshold, it means that the rear axle gear, differential housing or half shaft has exceeded the design load capacity, and there are serious risks such as pitting on the tooth surface, cracking of the housing or twisting of the half shaft, which threaten the driving safety of the whole vehicle.

[0074] As an optional embodiment, step S104, based on power parameters and structural parameters, determines the load response information of the transmission system, including: determining first torque demand information, second torque demand information, and third torque demand information based on power parameters and structural parameters, wherein the first torque demand information represents the input torque load transmitted to the drive shaft after the target torque output by the engine is transmitted through the first gear ratio of the vehicle's gearbox; the target torque represents the upper limit of the engine's torque; the second torque demand information represents the limit torque transmitted by the drive shaft limited by the vehicle's wheel-ground adhesion conditions; and the third torque demand information represents the driving torque required for the vehicle to overcome slope resistance; the smallest torque demand information among the first, second, and third torque demand information is determined as the torque demand information.

[0075] In this embodiment, the maximum engine torque T can be used as a reference. emax Maximum engine speed n max The total weight of the vehicle when fully loaded (G) v In addition, the rear axle load G under full load was initially selected for the transmission, and the first gear ratio i of the transmission was determined. T The highest gear ratio i m The specifications of the drive shaft can be initially selected, and the outer diameter D of the drive shaft tube can be determined. c and the inner diameter d of the drive shaft tube c The rear axle platform can be initially selected, and the rear axle speed ratio i0 can be determined.

[0076] Optionally, the aforementioned first torque requirement information can be the driveshaft torque T obtained based on the engine's maximum torque. s1 The aforementioned second torque requirement information can be the driveshaft torque T obtained based on the wheel slippage torque. s2 The aforementioned third torque requirement information can be the drive shaft torque T obtained based on the gradeability of the drive. s3 .

[0077] Optionally, the driveshaft torque T is calculated based on the engine's maximum torque. s1 =0.95 T emax i T The driveshaft torque T is calculated based on the wheel slippage torque. s2 =9.8 G Φ r / i0 / η0 (where Φ is the drag coefficient, r is the tire rolling radius, and η0 is the rear axle transmission efficiency). The driveshaft torque T is calculated based on the gradeability. s3 =0.265 G v 9.8 r / i0 / η0 (where r is the tire rolling radius and η0 is the rear axle transmission efficiency).

[0078] In this embodiment, the smallest torque requirement among the first, second, and third torque requirement information is determined as the torque requirement information. That is, the minimum value of the three torques calculated above is taken as the torque T used by the drive shaft. s This ensures a conservative and safe judgment principle that prevents the drive shaft from overloading under different operating conditions. If T sc >T s Then you can proceed to detect the drive shaft information.

[0079] As an optional embodiment, step S104, determining the load response information of the transmission system based on power parameters and structural parameters, includes: determining first transmission shaft information and second transmission shaft information based on power parameters and structural parameters, wherein the first transmission shaft information is used to represent the critical length of the intermediate transmission shaft of the vehicle, and the second transmission shaft information is used to represent the critical length of the rear axle transmission shaft of the vehicle; in response to the transmission shaft being an intermediate transmission shaft, the first transmission shaft information is determined as transmission shaft information; in response to the transmission shaft being a rear axle transmission shaft, the second transmission shaft information is determined as transmission shaft information.

[0080] In this embodiment, the first drive shaft information can be the allowable length L of the intermediate drive shaft. c1 The second driveshaft information can be the allowable length L of the rear axle driveshaft. c2 .

[0081] Optionally, the allowable length L of the intermediate drive shaft c1 =SQRT(0.92) 0.75 1.2 POWER (10,8) SQRT (POWER (D) c ,2)+POWER(d c ,2)) i m / n max ).

[0082] The above SQRT can be used to represent the square root; POWER(10,8) can be used to represent 10. 8 If the selected intermediate drive shaft length L s1 Less than L c1 If the critical speed of the intermediate drive shaft is met, then the requirement is met; otherwise, it is not.

[0083] Optionally, the allowable length L of the rear axle driveshaft c2 =SQRT(0.75) 0.75 1.2 POWER (10,8) SQRT (POWER (D) c ,2)+POWER(d c ,2)) i m / n max If the length L of the selected rear axle driveshaft is... s2 Less than L c2 If the critical speed of the rear axle drive shaft meets the requirements, then it does not.

[0084] Optionally, if the length L of the selected intermediate drive shaft is... s1 Less than L c1 If the critical speed of the intermediate driveshaft meets the requirements, then the angular velocity information detection can proceed. If the selected rear axle driveshaft length L... s2 Less than L c2 If the critical speed of the rear axle drive shaft meets the requirements, the angular velocity information can be detected.

[0085] In this embodiment, by distinguishing the structural features and dynamic behavior of the intermediate drive shaft and the rear axle drive shaft, independent critical length calculation models are established for each, and load response information is automatically mapped according to the component identity, providing solid technical support for the high reliability and low cost design of the light truck transmission system under complex working conditions.

[0086] As an optional embodiment, step S104, based on the power parameters and structural parameters, determines the load response information of the transmission system, including: determining the angular velocity information of the transmission system based on the power parameters and structural parameters, wherein the angular velocity information is used to represent the rotational angular velocity transmitted to the drive shaft after deceleration when the vehicle's gearbox is in the target gear, and the target gear is used to represent a gear greater than a gear threshold; determining first angular acceleration information and second angular acceleration information based on the angular velocity information, wherein the first angular acceleration information is used to represent the non-uniform angular acceleration of the vehicle's intermediate drive shaft, and the second angular acceleration information is used to represent the non-uniform angular acceleration of the vehicle's rear axle drive shaft; in response to the drive shaft being the intermediate drive shaft, the first angular acceleration information is determined as angular acceleration information; in response to the drive shaft being the rear axle drive shaft, the second angular acceleration information is determined as angular acceleration information.

[0087] In this embodiment, the angular velocity information can be the angular velocity ω. The first angular acceleration information can be the angular acceleration ε1 of the intermediate drive shaft. The second angular acceleration information can be the angular acceleration ε2 of the rear axle drive shaft.

[0088] Alternatively, the angular velocity ω = TRUNC(2π) n max / 60 / i m 3), the angular acceleration of the intermediate drive shaft ε1 = SUMSQ(RADIANS(θ1)) ω ω (where θ1 is the angle between the gearbox output shaft and the intermediate drive shaft).

[0089] Among them, the above TRUNC (2π) n max / 60 / i m ,3) can be used to indicate that the value is truncated (without rounding) after keeping three decimal places; the above SUMSQ(RADIANS(θ1)) can be used to indicate that the angle unit is converted from degrees (°) to radians (rad).

[0090] Optionally, if the calculated result ε1 is less than 1000 rad / s², then the angular acceleration of the drive shaft meets the requirements, and the output torque information can be detected.

[0091] Alternatively, the angular acceleration ε2 of the rear axle driveshaft is calculated as: ε2 = SUM(SUMSQ(RADIANS(θ1)) + SUMSQ(RADIANS(θ2)) Ψ) ω ω (where θ1 is the angle between the gearbox output shaft and the intermediate drive shaft, θ2 is the angle between the intermediate drive shaft and the rear axle drive shaft, Ψ is the phase between the intermediate drive shaft and the rear axle drive shaft, and the above SUM can be used to represent summation).

[0092] Optionally, if the calculated result ε2 is less than 1000 rad / s², then the angular acceleration of the drive shaft meets the requirements, and the output torque information can be detected.

[0093] In this embodiment, by introducing non-uniform angular acceleration analysis under high-speed gears, a new verification paradigm based on real working conditions, distinguishing transmission paths, and accurately quantifying dynamic loads is constructed. This not only enables the transmission system design to move from static strength assurance to dynamic performance control, but also improves the NVH performance, durability, and reliability of the entire vehicle from the source.

[0094] As an optional embodiment, step S104, based on power parameters and structural parameters, determines the load response information of the transmission system, including: determining first output torque information, second output torque information, and third output torque information based on power parameters and structural parameters, wherein the first output torque information is used to represent the driving torque generated by the engine output to the vehicle's wheels, the second output torque information is used to represent the limit driving torque output by the rear axle drive shaft of the vehicle, limited by the wheel-to-ground adhesion conditions, and the third output torque information is used to represent the total driving torque required for the vehicle to overcome the slope resistance; and the smallest output torque information among the first, second, and third output torque information is determined as the output torque information.

[0095] In this embodiment, the first output torque information can be the rear axle output torque T obtained based on the engine's maximum torque. a1 The second output torque information can be the rear axle output torque T obtained based on the wheel slippage torque. a2 The third output torque information can be the rear axle output T obtained based on the gradeability of the drive. a3 .

[0096] Optionally, the rear axle output torque T is calculated based on the engine's maximum torque. a1 =0.95 T emax i T i0 η0. Here, η0 can be used to represent the rear axle drive efficiency.

[0097] Optionally, the rear axle output torque T is calculated based on the wheel slippage torque. a2 =9.8 G Φ r.

[0098] Where Φ can be used to represent the drag coefficient and r can be used to represent the tire rolling radius.

[0099] Optionally, the rear axle output torque T calculated based on the gradeability drive... a3 = (9.8) G v f cos(arctan(i / 100)) + CD A v v / 21.12+9.8 G v sin(arctan(i / 100))) r.

[0100] Where f can be used to represent the tire rolling resistance coefficient, i can be used to represent the slope, CD can be used to represent the air resistance coefficient, A can be used to represent the frontal area, v can represent the vehicle speed, r can represent the tire rolling radius, and arctan can be used to represent the arctangent function.

[0101] Optionally, if the rated torque T of the selected rear axle ac Greater than the rear axle output torque T a If the torque requirements are met, then the load response information can be finally determined to meet the power requirements of the transmission system.

[0102] In this embodiment, by acquiring the vehicle's power parameters and the transmission system's structural parameters, the load response information of the transmission system and a set of detection conditions are determined based on these parameters. Then, the load response information can be detected based on the detection conditions to determine whether it meets the power requirements of the transmission system. Since the load response information represents the quantified results of the mechanical loads and dynamic response characteristics borne by different components of the transmission system under different operating conditions, it overcomes the limitation of low accuracy in detection results caused by single-parameter detection in related technologies, thereby improving the accuracy of vehicle transmission system detection and solving the technical problem of low accuracy in vehicle transmission system detection.

[0103] The technical solutions of the embodiments of this application will be illustrated below with reference to preferred embodiments.

[0104] Currently, the powertrain system (such as the gearbox, driveshaft, and rear axle) plays a crucial role in a vehicle's performance. The transmission system can transmit power, for example, transferring the mechanical energy output from the engine to the wheels to convert it into driving force, enabling the vehicle to move. It can also be used to reduce speed and increase torque; since engines often output relatively low torque but operate at high speeds, the gearbox's reduction mechanism lowers the engine speed, thereby increasing torque to meet the vehicle's power requirements. It can be used for reversing; the reverse gear in the gearbox enables the vehicle to reverse. Finally, it can be used for differential functions; the gearbox differential allows the left and right wheels to rotate at different speeds, thus fulfilling the vehicle's differential function.

[0105] To ensure that the transmission system can effectively transmit power and meet the load requirements of the vehicle, parameters such as the gear ratio, drive shaft specifications and arrangement angle, and rear axle rated torque need to be considered simultaneously when matching transmission system components, so as to ensure that the transmission system can effectively meet the performance requirements of the vehicle.

[0106] Different models of transmissions have different first and reverse gear ratios. Matching the same input torque with different transmission ratios will result in different output torques. Different specifications and different arrangement angles of drive shafts also have a close impact on the overall vehicle power performance. The rear axle load-bearing capacity and rated torque of different platforms are also different.

[0107] In summary, there are multiple combination options when selecting components for a transmission system. It is impossible to design redundancy or insufficient capacity. Therefore, determining the dynamic combination of transmission system components is one of the effective means to solve the current problem.

[0108] To address the aforementioned issues, this application proposes a method for verifying the dynamic performance of a light-duty truck transmission system. The method involves initially inputting basic power parameters of the engine and transmission; verifying the torque capacity of the driveshaft (maximum engine torque, wheel slippage torque, and gradeability driving torque); verifying the critical speed of the driveshaft; verifying the angular acceleration of the driveshaft to confirm whether the driveshaft meets the requirements; and verifying the torque capacity of the rear axle (maximum engine torque, wheel slippage torque, and gradeability driving torque) to confirm whether the rear axle meets the requirements. This effectively verifies the dynamic performance of the transmission system.

[0109] Figure 2 This is a flowchart of a method for verifying the dynamic performance of a light-duty truck transmission system according to an embodiment of this application, as shown below. Figure 2 As shown, it includes the following steps.

[0110] Step S201: Initially input the basic power parameters of the engine and transmission.

[0111] In this embodiment, the maximum engine torque T can be used as a reference.emax Maximum engine speed n max The total weight of the vehicle when fully loaded (G) v In addition, the rear axle load G under full load was initially selected for the transmission, and the first gear ratio i of the transmission was determined. T The highest gear ratio i m The initial specifications of the drive shaft were selected, and the outer diameter D of the drive shaft tube was determined. c and the inner diameter d of the drive shaft tube c The rear axle platform was initially selected, and the rear axle speed ratio i0 was determined.

[0112] Step S202: Verify the torque capacity of the drive shaft.

[0113] Figure 3 This is a flowchart of a method for verifying the torque capacity of a drive shaft according to an embodiment of this application, such as... Figure 3 As shown, the method may include the following steps.

[0114] Step S301, select T s =MIN(T s1 T s2 T s3 ).

[0115] In this embodiment, the drive shaft torque T obtained based on the engine's maximum torque can be calculated separately. s1 The drive shaft torque T obtained from the wheel slippage torque s2 and the drive shaft torque T obtained by driving according to the gradient s3 The minimum value of the three torques calculated above is taken as the torque T used on the drive shaft. s .

[0116] Step S302, determine T sc Is it > T? s .

[0117] In this embodiment, it can be determined whether T sc >T s .

[0118] Step S303: Determine if the requirements are met.

[0119] In this embodiment, if the rated torque T of the selected drive shaft is... sc >Drive shaft torque T s If the torque requirement is met, then the torque usage requirement is satisfied; otherwise, the torque usage requirement is not satisfied.

[0120] Step S203: Perform critical speed check on the drive shaft.

[0121] Figure 4 This is a flowchart of a method for verifying the critical speed of a drive shaft according to an embodiment of this application, as shown below. Figure 4 As shown, it includes the following steps.

[0122] Step S401, determine L c1 Is > L s1 .

[0123] In this embodiment, the allowable length L of the intermediate drive shaft can be calculated. c1 After that, it can be determined whether it is L. c1 >L s1 .

[0124] Step S402: Determine if the requirements are met.

[0125] In this embodiment, if the selected intermediate drive shaft length L s1 Less than L c1 If the critical speed of the intermediate drive shaft is met, then the critical speed requirement of the intermediate drive shaft is met; otherwise, the critical speed requirement of the intermediate drive shaft is not met.

[0126] Step S403, determine L c2 Is > L s2 .

[0127] In this embodiment, the allowable length L of the rear axle driveshaft can be calculated. c2 After that, it can be determined whether it is L. c2 >L s2 .

[0128] Step S404: Determine if the requirements are met.

[0129] In this embodiment, if the selected rear axle driveshaft length L s2 Less than L c2 If the critical speed of the rear axle driveshaft is met, then the requirement is met; otherwise, the critical speed requirement of the rear axle driveshaft is not met.

[0130] Step S204: Perform angular acceleration verification of the transmission shaft.

[0131] Figure 5 This is a flowchart of a transmission shaft angular acceleration verification method according to an embodiment of this application, as shown below. Figure 5 As shown, it includes the following steps.

[0132] Step S501: Determine whether ε1 < 1000.

[0133] In this embodiment, the angular velocity ω and the angular acceleration ε1 of the intermediate drive shaft can be calculated. Then, it can be determined whether ε1 < 1000.

[0134] Step S502: Determine if the requirements are met.

[0135] In this embodiment, if the calculated result ε1 is less than 1000 rad / s², the angular acceleration of the drive shaft meets the requirements; otherwise, the angular acceleration requirement of the drive shaft is not met.

[0136] Step S503: Determine whether ε2 < 1000.

[0137] In this embodiment, the angular acceleration ε2 of the rear axle driveshaft can be calculated. Then, it can be determined whether ε2 < 1000.

[0138] Step S504: Determine if the requirements are met.

[0139] In this embodiment, if the calculated result ε2 is less than 1000 rad / s², the angular acceleration of the drive shaft meets the requirements; otherwise, the angular acceleration requirement of the drive shaft is not met.

[0140] Step S205: Verify the rear axle torque capacity.

[0141] Figure 6 This is a flowchart of a rear axle torque capacity verification method according to an embodiment of this application, such as... Figure 6 As shown, it includes the following steps.

[0142] Step S601, select T a =MIN(T a1 ,T a2 ,T a3 ).

[0143] In this embodiment, the rear axle output torque T, obtained based on the engine's maximum torque, can be calculated separately. a1 The rear axle output torque T is obtained from the wheel slippage torque. a2 The rear axle output T obtained by driving according to the gradient a3 The minimum value of the three calculated torques is taken as the rear axle output torque T. a .

[0144] Step S602, determine T ac Is it > T? a .

[0145] In this embodiment, after obtaining T ac After that, it can be determined whether it is T. ac >T a .

[0146] Step S603: Determine if the requirements are met.

[0147] In this embodiment, if the rated torque T of the selected rear axle ac Greater than the rear axle output torque T a If it meets the torque requirements, then it does not meet the torque requirements.

[0148] In this embodiment, after initially inputting the basic power parameters of the engine and transmission, a driveshaft torque capability check can be performed. If the driveshaft torque capability check passes, then a driveshaft critical speed check is performed. If the driveshaft critical speed check passes, then a driveshaft angular acceleration check is performed. If the driveshaft angular acceleration check passes, then a rear axle torque capability check is performed. If the rear axle torque capability check passes, it can be determined that the performance of the transmission system meets the power requirements. If any check fails, the process returns to the initial input step of the basic power parameters of the engine and transmission for re-verification.

[0149] The user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, data stored, data displayed, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties. Furthermore, the collection, use and processing of the relevant data must comply with the relevant laws, regulations and standards of the relevant countries and regions, and corresponding operation entry points are provided for users to choose to authorize or refuse.

[0150] According to an embodiment of this application, a detection device for a vehicle's transmission system is also provided. It should be noted that this detection device for a vehicle's transmission system can be used to execute the detection method for the vehicle's transmission system described in the embodiments.

[0151] Figure 7 This is a schematic diagram of a detection device for a vehicle's transmission system according to an embodiment of this application. Figure 7 As shown, the detection device 700 for the transmission system of the vehicle may include: an acquisition unit 702, a determination unit 704, and a detection unit 706.

[0152] The acquisition unit 702 is used to acquire the vehicle's power parameters and the transmission system's structural parameters. The power parameters represent the output performance of the engine and the vehicle's load level, while the structural parameters represent the geometric structure or connection relationship of the components in the transmission system.

[0153] The determining unit 704 is used to determine the load response information of the transmission system and the detection condition set based on the dynamic parameters and structural parameters. The load response information is used to represent the mechanical load borne by the components under different working conditions and the quantitative results of the dynamic response characteristics. The different detection conditions in the detection condition set are used to represent the safety thresholds that the components need to meet under different working conditions.

[0154] The detection unit 706 is used to detect the load response information based on the detection condition set and obtain the detection result, wherein the detection result is used to indicate whether the load response information meets the power requirements of the transmission system.

[0155] Optionally, the detection unit 706 includes: a sorting subunit, used to sort the priorities of different sub-load response information in the load response information to obtain a sorting result; and a detection subunit, used to detect the load response information according to the sorting result to obtain a detection result.

[0156] Optionally, the different sub-load response information includes: torque demand information of the drive shaft in the transmission system, drive shaft information of the transmission system, angular acceleration information of the drive shaft, and output torque information of the transmission system. The safety thresholds include: torque demand information threshold, drive shaft information threshold, angular acceleration information threshold, and output torque information threshold. The sorting subunit includes: a first sorting subunit, used to sort the different sub-load response information from highest to lowest priority to obtain a sorting result; the detection subunit includes: a first detection subunit, used to detect the torque demand information in response to the sorting result indicating that the priority of the torque demand information is higher than that of the drive shaft information, obtaining a first detection result; and a second detection subunit, used to detect the torque demand information in response to the first detection result indicating that the priority of the torque demand information is higher than that of the drive shaft information, obtaining a first detection result; and a second detection subunit, used to detect the torque demand information in response to the first detection result indicating that the priority of the torque demand information is higher than that of the drive shaft information. If the information is less than the torque requirement threshold, the drive shaft information is detected to obtain a second detection result; a third detection subunit is used to detect the angular acceleration information in response to the priority of the drive shaft information being higher than the priority of the angular acceleration information, and the second detection result being that the drive shaft information is greater than the drive shaft information threshold, to obtain a third detection result; a fourth detection subunit is used to detect the output torque information in response to the third detection result being that the angular acceleration information is less than the angular acceleration information threshold, to obtain a fourth detection result; a first determination subunit is used to determine the detection result as the load response information meeting the power requirements of the transmission system in response to the priority of the angular acceleration information being higher than the output torque information, and the fourth detection result being that the output torque information is less than the output torque information threshold.

[0157] Optionally, the detection device 700 of the vehicle's transmission system further includes: a second determining subunit, configured to determine that the load response information does not meet the power requirements of the transmission system in response to a first detection result that the torque demand information is greater than or equal to a torque demand information threshold, or in response to a second detection result that the drive shaft information is less than or equal to a drive shaft information threshold, or in response to a third detection result that the angular acceleration information is greater than or equal to an angular acceleration information threshold, or in response to a fourth detection result that the output torque information is greater than or equal to an output torque information threshold.

[0158] Optionally, the determining unit 704 includes: a third determining subunit, used to determine first torque demand information, second torque demand information, and third torque demand information based on power parameters and structural parameters, wherein the first torque demand information represents the input torque load transmitted to the drive shaft after the target torque output by the engine is transmitted through the first gear ratio of the vehicle's transmission; the target torque represents the upper limit of the engine's torque; the second torque demand information represents the limit torque transmitted by the drive shaft limited by the vehicle's wheel-ground adhesion conditions; and the third torque demand information represents the driving torque required for the vehicle to overcome slope resistance; and a fourth determining subunit, used to determine the smallest torque demand information among the first, second, and third torque demand information as the torque demand information.

[0159] Optionally, the determining unit 704 includes: a fifth determining subunit, used to determine first driveshaft information and second driveshaft information based on power parameters and structural parameters, wherein the first driveshaft information is used to represent the critical length of the intermediate driveshaft of the vehicle, and the second driveshaft information is used to represent the critical length of the rear axle driveshaft of the vehicle; a sixth determining subunit, used to determine the first driveshaft information as driveshaft information in response to the driveshaft being an intermediate driveshaft; and a seventh determining subunit, used to determine the second driveshaft information as driveshaft information in response to the driveshaft being a rear axle driveshaft.

[0160] Optionally, the determining unit 704 includes: an eighth determining subunit, used to determine the angular velocity information of the transmission system based on power parameters and structural parameters, wherein the angular velocity information is used to represent the rotational angular velocity transmitted to the drive shaft after deceleration when the vehicle's transmission is in the target gear, and the target gear is used to represent a gear greater than a gear threshold; a ninth determining subunit, used to determine first angular acceleration information and second angular acceleration information based on the angular velocity information, wherein the first angular acceleration information is used to represent the non-uniform angular acceleration of the vehicle's intermediate drive shaft, and the second angular acceleration information is used to represent the non-uniform angular acceleration of the vehicle's rear axle drive shaft; a tenth determining subunit, used to determine the first angular acceleration information as angular acceleration information in response to the drive shaft being the intermediate drive shaft; and an eleventh determining subunit, used to determine the second angular acceleration information as angular acceleration information in response to the drive shaft being the rear axle drive shaft.

[0161] Optionally, the determining unit 704 includes: a twelfth determining subunit, used to determine first output torque information, second output torque information, and third output torque information based on power parameters and structural parameters, wherein the first output torque information represents the driving torque generated by the engine output to the vehicle's wheels, the second output torque information represents the limit driving torque output by the vehicle's rear axle drive shaft limited by the wheel-to-ground adhesion conditions, and the third output torque information represents the total driving torque required for the vehicle to overcome slope resistance; and a thirteenth determining subunit, used to determine the smallest output torque information among the first, second, and third output torque information as the output torque information.

[0162] In this embodiment, the acquisition unit 702 acquires the vehicle's power parameters and the transmission system's structural parameters. The power parameters represent the engine's output performance and the vehicle's load level, while the structural parameters represent the geometric structure or connection relationships of the components in the transmission system. The determination unit 704 determines the transmission system's load response information and a set of detection conditions based on the power and structural parameters. The load response information represents the mechanical load borne by the components under different operating conditions and the quantification of dynamic response characteristics. Different detection conditions in the detection condition set represent the safety thresholds that the components need to meet under different operating conditions. The detection unit 706 detects the load response information based on the detection condition set to obtain a detection result. The detection result indicates whether the load response information meets the power requirements of the transmission system, thereby improving the accuracy of the vehicle's transmission system detection and solving the technical problem of low accuracy in vehicle transmission system detection.

[0163] Embodiments of this application also provide an electronic device, including: a memory storing an executable program; and a processor for running the program, wherein the program executes the methods in various embodiments of this application when it runs.

[0164] Embodiments of this application also provide a computer-readable storage medium including a stored executable program, wherein, when the executable program is running, it controls the device where the computer-readable storage medium is located to perform the methods of various embodiments of this application.

[0165] Embodiments of this application also provide a computer program product, including a computer program that, when executed by a processor, implements the methods of various embodiments of this application.

[0166] Embodiments of this application also provide a computer program product, including a non-volatile computer-readable storage medium for storing a computer program that, when executed by a processor, implements the methods in various embodiments of this application.

[0167] Embodiments of this application also provide a computer program that, when executed by a processor, implements the methods described in the various embodiments of this application.

[0168] According to another aspect of the embodiments of this application, a vehicle is also provided. The vehicle includes a memory and a processor. The memory stores an executable program; the processor is used to run the program, which, when running, implements the methods described in the embodiments of this application.

[0169] In the above embodiments of this application, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0170] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. The device embodiments described above are merely illustrative; for example, the division of units can be a logical functional division, and in actual implementation, there may be other division methods. For instance, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the displayed or discussed mutual coupling, direct coupling, or communication connection may be through some interfaces; the indirect coupling or communication connection between units or modules may be electrical or other forms.

[0171] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0172] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0173] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, read-only memory (ROM), random access memory (RAM), portable hard drives, magnetic disks, or optical disks.

[0174] The above description is only a preferred embodiment of this application. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of this application, and these improvements and modifications should also be considered within the scope of protection of this application.

Claims

1. A method for testing a vehicle's transmission system, characterized in that, include: The power parameters of the vehicle and the structural parameters of the transmission system are obtained, wherein the power parameters are used to represent the output performance of the engine in the vehicle and the load level of the vehicle, and the structural parameters are used to represent the geometric structure or connection relationship of the components in the transmission system. Based on the power parameters and the structural parameters, the load response information of the transmission system and the detection condition set are determined. The load response information is used to represent the mechanical load borne by the component under different working conditions and the quantitative result of the dynamic response characteristics. The different detection conditions in the detection condition set are used to represent the safety thresholds that the component needs to meet under the different working conditions. Based on the detection condition set, the load response information is detected to obtain a detection result, wherein the detection result is used to indicate whether the load response information meets the power requirements of the transmission system.

2. The method according to claim 1, characterized in that, Based on the detection condition set, the load response information is detected to obtain the detection results, including: The priority of different sub-load response information in the load response information is sorted to obtain the sorting result; The load response information is detected according to the sorting results to obtain the detection results.

3. The method according to claim 2, characterized in that, The different sub-load response information includes: torque demand information of the drive shaft in the transmission system, drive shaft information of the transmission system, angular acceleration information of the drive shaft, and output torque information of the transmission system. The safety threshold includes: torque demand information threshold, drive shaft information threshold, angular acceleration information threshold, and output torque information threshold. The priority of the different sub-load response information in the load response information is sorted to obtain the sorting result, including: The priority of the different sub-load response information is sorted in descending order to obtain the sorting result; According to the sorting result, the load response information is detected to obtain the detection result, including: In response to the sorting result indicating that the priority of the torque demand information is higher than the priority of the drive shaft information, the torque demand information is detected to obtain a first detection result; In response to the first detection result that the torque demand information is less than the torque demand information threshold, the drive shaft information is detected to obtain a second detection result; In response to the sorting result indicating that the priority of the drive shaft information is higher than that of the angular acceleration information, and the second detection result indicating that the drive shaft information is greater than the drive shaft information threshold, the angular acceleration information is detected to obtain a third detection result; In response to the third detection result that the angular acceleration information is less than the angular acceleration information threshold, the output torque information is detected to obtain a fourth detection result; In response to the sorting result indicating that the angular acceleration information has a higher priority than the output torque information, and the fourth detection result indicating that the output torque information is less than the output torque information threshold, it is determined that the detection result indicates that the load response information meets the power requirements of the transmission system.

4. The method according to claim 3, characterized in that, The method further includes: In response to the first detection result that the torque demand information is greater than or equal to the torque demand information threshold, or in response to the second detection result that the drive shaft information is less than or equal to the drive shaft information threshold, or in response to the third detection result that the angular acceleration information is greater than or equal to the angular acceleration information threshold, or in response to the fourth detection result that the output torque information is greater than or equal to the output torque information threshold, it is determined that the detection result is that the load response information does not meet the power requirements of the transmission system.

5. The method according to claim 3, characterized in that, Based on the power parameters and the structural parameters, the load response information of the transmission system is determined, including: Based on the power parameters and the structural parameters, first torque demand information, second torque demand information, and third torque demand information are determined. The first torque demand information represents the input torque load transmitted to the drive shaft after the target torque output by the engine is transmitted through the first gear ratio of the vehicle's transmission. The target torque represents the upper limit of the engine's torque. The second torque demand information represents the limit torque transmitted by the drive shaft, which is limited by the vehicle's wheel-ground adhesion conditions. The third torque demand information represents the driving torque required for the vehicle to overcome slope resistance. The smallest torque requirement among the first torque requirement information, the second torque requirement information, and the third torque requirement information is determined as the torque requirement information.

6. The method according to claim 3, characterized in that, Based on the power parameters and the structural parameters, the load response information of the transmission system is determined, including: Based on the power parameters and the structural parameters, first driveshaft information and second driveshaft information are determined, wherein the first driveshaft information is used to represent the critical length of the intermediate driveshaft of the vehicle, and the second driveshaft information is used to represent the critical length of the rear axle driveshaft of the vehicle. In response to the fact that the drive shaft is the intermediate drive shaft, the first drive shaft information is determined to be the drive shaft information; In response to the fact that the drive shaft is the rear axle drive shaft, the second drive shaft information is determined to be the drive shaft information.

7. The method according to claim 3, characterized in that, Based on the power parameters and the structural parameters, the load response information of the transmission system is determined, including: Based on the power parameters and the structural parameters, the angular velocity information of the transmission system is determined, wherein the angular velocity information is used to represent the rotational angular velocity of the transmission after deceleration when the vehicle's transmission is in the target gear position, and the target gear position is used to represent a gear position greater than a gear threshold. Based on the angular velocity information, first angular acceleration information and second angular acceleration information are determined, wherein the first angular acceleration information is used to represent the non-uniform angular acceleration of the intermediate drive shaft of the vehicle, and the second angular acceleration information is used to represent the non-uniform angular acceleration of the rear axle drive shaft of the vehicle; In response to the fact that the drive shaft is the intermediate drive shaft, the first angular acceleration information is determined as the angular acceleration information; In response to the fact that the drive shaft is the rear axle drive shaft, the second angular acceleration information is determined as the angular acceleration information.

8. The method according to claim 3, characterized in that, Based on the power parameters and the structural parameters, the load response information of the transmission system is determined, including: Based on the power parameters and the structural parameters, first output torque information, second output torque information and third output torque information are determined, wherein the first output torque information is used to represent the driving torque generated by the engine and output to the wheels of the vehicle, the second output torque information is used to represent the limit driving torque output by the rear axle drive shaft of the vehicle, which is limited by the adhesion conditions between the wheels and the ground, and the third output torque information is used to represent the total driving torque required for the vehicle to overcome the slope resistance. The smallest output torque information among the first output torque information, the second output torque information, and the third output torque information is determined as the output torque information.

9. A testing device for a vehicle's transmission system, characterized in that, include: The acquisition unit is used to acquire the power parameters of the vehicle and the structural parameters of the transmission system, wherein the power parameters are used to represent the output performance of the engine in the vehicle and the load level of the vehicle, and the structural parameters are used to represent the geometric structure or connection relationship of the components in the transmission system. The determining unit is used to determine the load response information of the transmission system and the detection condition set based on the power parameters and the structural parameters. The load response information is used to represent the mechanical load borne by the component under different working conditions and the quantitative result of the dynamic response characteristics. The different detection conditions in the detection condition set are used to represent the safety thresholds that the component needs to meet under the different working conditions. The detection unit is used to detect the load response information based on a set of detection conditions and obtain a detection result, wherein the detection result is used to indicate whether the load response information meets the power requirements of the transmission system.

10. A processor, characterized in that, The processor is used to run a program, wherein the program, when running, performs the method according to any one of claims 1 to 8.

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