Bearing performance verification method, electronic device, and vehicle

Abstract

This application relates to a bearing performance verification method, electronic equipment, and vehicle, specifically within the field of vehicle testing technology. The method includes: determining the heating temperature and heating duration corresponding to the most severe deformation of the bearing's outer sealing ring structure in a static standard deformation test, wherein the static standard deformation test is used to adjust the test environment temperature and heating holding time when the bearing is stationary; determining the bearing peak temperature and the corresponding driving time in a dynamic operating condition test, wherein the dynamic operating condition test is used to simulate actual vehicle driving; determining a target temperature based on the heating temperature and the bearing peak temperature, and determining a target duration based on the heating duration and the driving time; using the target temperature and the target duration as test conditions, and verifying the bearing's NVH performance under these test conditions. This application improves the accuracy of bearing NVH performance verification.

Description

Technical Field

[0001] This application relates to the field of vehicle testing technology, and in particular to a bearing performance verification method, electronic equipment, and vehicle. Background Technology

[0002] Currently, conventional bearing vibration and noise testing is generally conducted under constant ambient temperature conditions. When the outer seal is heated, it undergoes displacement and deformation, which alters the bearing assembly clearance. Abnormal clearance is a significant factor inducing abnormal bearing vibration and noise. However, existing conventional testing methods cannot simulate the seal deformation caused by temperature changes. Due to these limitations in testing conditions, there is a discrepancy between the bearing NVH (Noise-Vibration-Harshness) performance test results and the actual performance of the product in actual vehicle use. Summary of the Invention

[0003] This application provides a method that can improve the accuracy of bearing NVH performance verification.

[0004] In a first aspect, this application provides a bearing performance verification method, the method comprising: In the static standard deformation test, the heating temperature and heating time corresponding to the most severe deformation of the bearing outer seal ring structure are determined. The static standard deformation test is used to adjust the test environment temperature and heating holding time when the bearing is stationary. In the dynamic operating condition test, the peak temperature of the bearing and the driving time corresponding to the peak temperature of the bearing are determined, wherein the dynamic operating condition test is used to simulate the actual vehicle driving; The target temperature is determined based on the heating temperature and the bearing peak temperature, and the target duration is determined based on the heating duration and the driving duration. The target temperature and target duration were used as test conditions, and the NVH performance of the bearing was verified under these test conditions.

[0005] Optionally, in the static standard deformation test, determining the heating temperature and heating time corresponding to the most severe deformation of the bearing outer seal ring structure includes: In the static standard deformation test, the heating holding time is fixed and the test environment temperature is adjusted to obtain the displacement increment of the bearing outer seal ring relative to the bearing outer ring end face, and the test environment temperature corresponding to the maximum displacement increment is selected as the heating temperature; In the static standard deformation test, the test environment temperature is fixed and the heating holding time is adjusted to obtain the displacement increment of the bearing outer seal ring relative to the bearing outer ring end face, and the heating holding time corresponding to the maximum displacement increment is selected as the heating duration.

[0006] Optionally, in dynamic operating condition testing, determining the bearing peak temperature and the corresponding operating time includes: In the dynamic operating condition test, various driving conditions were simulated, and the bearing temperature and driving time under each driving condition were determined; Based on the bearing temperature and driving time under various driving conditions, determine the temperature-time curve corresponding to each driving condition. The bearing peak temperature and the corresponding driving time are extracted from multiple temperature-time curves.

[0007] Optionally, based on the bearing temperature and operating time under each operating condition, the temperature-time curve corresponding to each operating condition is determined as follows: Based on the bearing temperature and driving time under low-speed climbing conditions, the temperature-time curves corresponding to each slope under the low-speed climbing conditions are determined. Based on the bearing temperature and driving time under high-speed climbing conditions, the temperature-time curves corresponding to each slope under the high-speed climbing conditions are determined. Based on the bearing temperature and driving time under high-speed constant speed conditions, determine the temperature-time curve corresponding to the high-speed constant speed conditions. Based on the bearing temperature and driving time under rapid acceleration conditions, the temperature-time curve corresponding to the rapid acceleration conditions is determined.

[0008] Optionally, determining the target temperature based on the heating temperature and the bearing peak temperature, and determining the target duration based on the heating duration and the driving duration, includes: The highest temperature between the heating temperature and the bearing peak temperature is selected as the target temperature. The target duration is selected from the heating duration and the driving duration, based on the duration corresponding to the target temperature.

[0009] Optionally, determining the target temperature based on the heating temperature and the bearing peak temperature, and determining the target duration based on the heating duration and the driving duration, includes: The average of the heating temperature and the bearing peak temperature is taken as the target temperature; The average of the heating time and the driving time is taken as the target duration.

[0010] Optionally, the target temperature and target duration are used as test conditions, and the NVH performance of the bearing is verified under the test conditions, including: After controlling the bearing to be kept at the target temperature for the target duration, the bearing is controlled to cool down to the preset temperature; Obtain the operating data of the bearing during operation, and verify the NVH performance of the bearing based on the operating data.

[0011] Optionally, during the process of controlling the bearing to be kept at the target temperature for the target duration, the method further includes: Radial and axial loads simulating vehicle movement are applied to the bearing so that the bearing is simultaneously subjected to temperature and mechanical loads, wherein the mechanical loads are used to simulate the forces experienced by the vehicle in its actual operating environment.

[0012] Secondly, this application provides a bearing performance verification device, the device comprising: The first determining module is used to determine the heating temperature and heating time corresponding to the most severe deformation of the bearing outer seal ring structure in the static standard deformation test, wherein the static standard deformation test is used to adjust the test environment temperature and heating holding time when the bearing is stationary; The second determining module is used to determine the bearing peak temperature and the driving time corresponding to the bearing peak temperature in a dynamic operating condition test, wherein the dynamic operating condition test is used to simulate real vehicle driving. The third determining module is used to determine the target temperature based on the heating temperature and the bearing peak temperature, and to determine the target duration based on the heating duration and the driving duration; The verification module is used to use the target temperature and the target duration as test conditions, and to verify the NVH performance of the bearing under the test conditions.

[0013] Thirdly, this application provides an electronic device, comprising: at least one communication interface; at least one bus connected to the at least one communication interface; at least one processor connected to the at least one bus; and at least one memory connected to the at least one bus.

[0014] Fourthly, this application also provides a vehicle, the vehicle including a memory and a processor, wherein the memory stores executable program code, and the processor is used to call and execute the executable program code to implement the method described in any of the above.

[0015] The technical solutions provided in this application have the following advantages compared with the prior art: This application employs a static calibration test, adjusting the test environment temperature and heating holding time while the bearing is stationary, to obtain the heating temperature and duration corresponding to the most severe structural deformation of the bearing's outer seal ring. These parameters reflect the inherent thermal deformation characteristics of the rubber outer seal ring. Furthermore, in a dynamic operating condition test simulating real vehicle driving conditions, the peak bearing temperature and corresponding driving time are measured. These parameters reflect the characteristics of accelerated aging and deformation of the bearing due to heat accumulation during vehicle operation. Unlike traditional single fixed test conditions, this application integrates the inherent deformation characteristics of the bearing material and the heat accumulation characteristics during driving. By jointly calibrating the target temperature and target duration using the aforementioned two types of parameters, the test conditions simultaneously consider both the thermal deformation defects of the outer seal ring material and the thermal accumulation defects under operating conditions. Finally, NVH performance verification is completed under these test conditions. The test conditions of this application simultaneously match the thermal deformation characteristics of the bearing rubber material and the thermal accumulation aging deformation characteristics under operating conditions, narrowing the gap between the test environment and the real-world driving environment, and improving the accuracy of the bearing NVH performance verification results. Attached Figure Description

[0016] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0017] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, for those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] One or more embodiments are illustrated by way of example with reference numerals in the accompanying drawings. These illustrations do not constitute a limitation on the embodiments. Elements with the same reference numerals in the drawings are denoted as similar elements. Unless otherwise stated, the figures in the drawings are not to be limited by scale.

[0019] Figure 1 A schematic diagram of the mating structure between the bearing outer seal and the bearing outer ring is provided for embodiments of this application; Figure 2 A schematic diagram illustrating the thermal deformation of the outer sealing ring lip provided in an embodiment of this application; Figure 3 A flowchart of a bearing performance verification method provided in this application embodiment; Figure 4 This is a schematic diagram of the bearing mounting structure on the test fixture provided in the embodiments of this application; Figure 5 This application provides a schematic diagram of the overall process for verifying bearing performance. Figure 6 This is a schematic diagram of the structure of a bearing performance verification device provided in an embodiment of this application; Figure 7 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0020] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0021] The following disclosure provides numerous different embodiments or examples for implementing various structures of this application. To simplify the disclosure, specific examples of components and arrangements are described below. These are merely examples and are not intended to limit the scope of this application. Furthermore, reference numerals and / or letters may be repeated in different examples. Such repetition is for simplification and clarity and does not in itself indicate a relationship between the various embodiments and / or arrangements discussed.

[0022] The outer seal ring of a deep groove ball bearing and the outer ring of the bearing adopt an oblique angle fit structure, such as... Figure 1 As shown. During vehicle operation, the outer sealing ring is affected by surrounding heat sources, and the lip of the outer sealing ring will undergo thermal deformation and displacement. The amount of displacement can be determined by... Figure 2 The method shown directly characterizes the bearing; after repeated high and low temperature cycles, the lip repeatedly sucks in or expands, causing the original angled-angle fit to fail, and the lip's sharp corner directly contacts the outer ring's angled corner. When the bearing rotates, the sharp corner continuously rubs against the outer ring's angled corner, producing a high-frequency chirping noise. This noise only reappears when the engine is warm, and is particularly noticeable at low speeds, easily leading to user complaints. This type of noise fault usually only reappears after the vehicle has been driven for a period of time and the bearing has warmed up, making it impossible to identify in advance.

[0023] Figure 1 The images show cross-sectional views of the outer seal ring and the bearing outer ring. The upper left image shows a schematic diagram of the overall fit between the bearing outer seal ring and the inner and outer rings. The upper right image is a partially enlarged view of the fit between the outer seal ring and the outer ring. The lower left image is a schematic diagram of the overall fit from another perspective. The lower right image shows the normal assembly state, where the beveled lip of the outer seal ring and the beveled structure of the bearing outer ring are completely fitted together without any sharp corner contact.

[0024] Figure 2This diagram illustrates the thermal deformation displacement of the outer sealing ring lip. The assembly position of the outer sealing ring represents the initial reference position of the outer sealing ring lip, and the measured distance represents the displacement change between the outer sealing ring lip and the reference surface after high-temperature deformation. It visually demonstrates the lip position shift caused by thermal expansion and contraction, which is also a factor contributing to damage. Figure 1 The key factor that causes subsequent frictional noises is the normal state of the joint.

[0025] To address the aforementioned issues, this application provides a bearing performance verification method. This method can be applied to an automated testing bench, which integrates modules for temperature control, displacement detection, load simulation, NVH acquisition, and data evaluation, automatically completing all test steps.

[0026] The following will describe in detail a bearing performance verification method provided in this application embodiment, taking its application on a test bench as an example. Figure 3 As shown, the specific steps are as follows: Step 301: In the static standard deformation test, determine the heating temperature and heating time corresponding to the most severe deformation of the bearing outer seal ring structure. The static standard deformation test is used to adjust the test environment temperature and heating holding time when the bearing is stationary. Step 302: In the dynamic operating condition test, determine the peak bearing temperature and the driving time corresponding to the peak bearing temperature. The dynamic operating condition test is used to simulate the actual vehicle driving. Step 303: Determine the target temperature based on the heating temperature and the bearing peak temperature, and determine the target duration based on the heating duration and the driving duration; Step 304: Use the target temperature and target duration as test conditions, and verify the NVH performance of the bearing under the test conditions.

[0027] In step 301, a static standard deformation test is performed on the test bench. The static standard deformation test involves placing the bearing in a cavity, using the temperature of that cavity as the bearing's test environment temperature, and heating the cavity and then cooling it after a period of heating. Throughout the test, the bearing remains stationary. A single-variable method is used for comparative testing. In one set of comparative tests, only the test environment temperature differs; the test environment temperature corresponding to the most severe deformation of the bearing's outer seal relative to the bearing's outer ring end face is determined and recorded as the heating temperature. In another set of comparative tests, only the heating holding time differs; the heating holding time corresponding to the most severe structural deformation of the bearing's outer seal is determined, which is the heating duration.

[0028] Among them, the permanent deformation of the outer seal ring of the bearing is weak when the temperature is below 90℃, and the deformation tends to saturate when the temperature is above 120℃. The temperature range of 90℃~120℃ can completely capture the range of drastic changes in rubber deformation. Therefore, the test environment temperature is in the range of 90℃ to 120℃.

[0029] The outer seal of the bearing is made of rubber. Rubber undergoes recoverable expansion deformation when heated, but it can also experience permanent deformation that cannot be reversed. The heating temperature and duration, obtained through two sets of single-variable tests, represent the thermal deformation limit parameters of the outer seal. If the bearing is exposed to the environment corresponding to these heating temperatures and durations for an extended period, the original sealing structure of the bearing will be damaged, potentially leading to abnormal noises during vehicle operation. These parameters reflect the thermal deformation defects caused by the inherent deformation characteristics of the bearing sealing material itself.

[0030] In step 302, a dynamic operating condition test is performed on the test bench. The dynamic operating condition test simulates various driving conditions such as low-speed hill climbing and high-speed hill climbing to reproduce the actual on-road driving scenario of the vehicle. During the test, the bearing continues to rotate and bears various loads transmitted by the whole vehicle. The rate at which the bearing generates heat varies significantly under different driving conditions. The bearing temperature changes continuously with the driving time, generally showing a gradual increase in temperature first, followed by a stable temperature with slight temperature fluctuations.

[0031] The test bench collects bearing temperature in real time throughout the entire process, filters out the highest temperature during bearing operation, records it as the bearing peak temperature, and records the running time from the start of the simulated working condition until the bearing temperature rises to the bearing peak temperature.

[0032] The peak temperature of the bearing and the corresponding driving time are the bearing's high temperature limit parameters. This set of parameters corresponds to the usage scenario where heat accumulation is most severe and the high temperature is maintained for the longest time during vehicle operation. If the bearing operates under such conditions for a long time, it will accelerate the aging and deformation of the bearing's outer seal ring, which can reflect the bearing's heat accumulation defects caused by continuous heat storage during vehicle operation.

[0033] The peak temperature of the bearing is generally in the range of 70℃ to 135℃. Under normal and gentle working conditions, such as urban commuting or driving at a constant speed on a flat road, the peak temperature of the bearing is between 70℃ and 100℃. Under moderately severe working conditions, such as light climbing or frequent rapid acceleration, the peak temperature of the bearing is between 100℃ and 120℃. Under extreme heavy-load working conditions, such as fully loaded long steep slopes or long-term towing, the peak temperature of the bearing is between 120℃ and 135℃.

[0034] In step 303, the test bench determines the target temperature by combining the obtained heating temperature and bearing peak temperature, and determines the target duration based on the heating duration and the driving duration.

[0035] In this embodiment, the heating temperature and heating duration are derived from univariate experiments, corresponding to scenarios where the sealing ring undergoes significant thermal deformation due to its own material properties. The bearing peak temperature and running time are obtained from simulated operating conditions, corresponding to scenarios where the bearing sealing ring undergoes aging deformation due to the cumulative effect of continuous high temperatures. The test bench obtains target temperature and target duration based on these two scenarios. The target temperature and target duration serve as the subsequent high and low temperature alternating test conditions. These test conditions comprehensively consider the thermal deformation characteristics of the outer sealing ring and the bearing heating and aging deformation characteristics during running, which can narrow the gap between the test environment and the actual bearing usage environment, and improve the reproduction effect of abnormal faults.

[0036] In step 304, the test bench uses the finalized target temperature and target duration as test conditions for subsequent verification of the bearing's NVH performance. These test conditions are obtained by integrating two types of limiting parameters: one type is the material thermal deformation limit parameter based on static standard deformation tests, used to cover the inherent material defects of the rubber outer seal ring itself, which is prone to structural displacement when heated; the other type is the bearing high-temperature cumulative limit parameter based on simulated real vehicle operating conditions tests, used to cover the operating condition defects of long-term high-temperature service during actual vehicle operation, where heat accumulation leads to accelerated aging and deformation of the outer seal ring.

[0037] Therefore, the test conditions set in this application can simultaneously consider the thermal deformation defects of the outer sealing ring material and the thermal accumulation aging defects under actual vehicle conditions, greatly narrowing the gap between the test environment and the actual vehicle use environment. This can accurately reproduce the abnormal sealing fit problems caused by temperature load and time accumulation in actual use of the bearing, effectively improving the accuracy of bearing NVH performance verification.

[0038] This application employs a static calibration test to adjust the test environment temperature and heating holding time while the bearing is stationary, obtaining the heating temperature and duration corresponding to the most severe structural deformation of the bearing's outer seal ring. These parameters reflect the inherent thermal deformation characteristics of the rubber outer seal ring. Furthermore, in a dynamic operating condition test simulating real vehicle driving conditions, the peak bearing temperature and corresponding driving time are measured. These parameters reflect the characteristics of accelerated aging and deformation of the bearing due to heat accumulation during vehicle operation. This application integrates the inherent deformation characteristics of the bearing material with the heat accumulation characteristics during driving. By jointly calibrating the target temperature and target duration using the above two types of parameters, and using the target temperature and target duration as test conditions, the test conditions simultaneously consider both the thermal deformation defects of the outer seal ring material and the defects of heat accumulation under operating conditions. Finally, NVH performance verification is completed under these test conditions. The test conditions of this application simultaneously match the thermal deformation characteristics of the bearing rubber material and the aging deformation characteristics of heat accumulation under operating conditions, narrowing the gap between the test environment and the real-world driving environment, and improving the accuracy of the bearing NVH performance verification results.

[0039] As an optional implementation, in step 301, determining the heating temperature and heating time corresponding to the most severe deformation of the bearing outer seal ring structure during the static standard deformation test includes: In the static standard deformation test, the heating holding time is fixed and the test environment temperature is adjusted to obtain the displacement increment of the bearing outer seal ring relative to the bearing outer ring end face, and the test environment temperature corresponding to the maximum displacement increment is selected as the heating temperature; In the static standard deformation test, the test environment temperature is fixed and the heating holding time is adjusted to obtain the displacement increment of the bearing outer seal ring relative to the bearing outer ring end face, and the heating holding time corresponding to the maximum displacement increment is selected as the heating duration.

[0040] In this embodiment of the application, the static standard change test adopted two sets of control tests. The first set adopted a variable temperature constant time test, and the second set adopted a constant temperature variable time test. Both of these control tests require the bearing to be placed in the variable temperature cavity. The temperature change range of the variable temperature cavity is 90℃~120℃. The reason for setting the temperature change range of the variable temperature cavity to 90℃~120℃ is explained below.

[0041] Table 1 shows the measured data of the distance between the outer seal ring and the outer ring end face at two locations, A and B, of the bearing under the same heating and holding time and different temperature changes. This data is used to calculate the permanent deformation of the outer seal ring after one high-temperature heating and cooling back to room temperature.

[0042] Table 1

[0043] In Table 1, the outer seals of the bearing are generally arranged symmetrically on the left and right or front and back. During the test measurement, the seal on one side of the bearing is defined as side A, and the seal on the other side at the symmetrical position is defined as side B.

[0044] Because the outer seal of the bearing is made of rubber, it undergoes reversible expansion and irreversible permanent deformation upon heating. The test bench first collects the initial distances between the outer seals on sides A and B and the end face of the bearing's outer ring at room temperature. After the chamber is heated to the set temperature and held for a fixed time, heating is stopped. The bearing is then allowed to cool naturally back to room temperature, and the corresponding distances are measured again. The difference between the cooled distance and the initial distance is recorded as the displacement change. For example, if the initial distance on side A is 0.645, and the heating temperature is 50℃, the distance after heating and cooling is 0.640, and the displacement change is 0.640. 0.645= 0.005; for example, when the heating temperature is 90℃, the distance after heating and cooling is 0.785, and the displacement change is 0.785. 0.645 = 0.140.

[0045] Displacement increment refers to the difference between adjacent displacement changes. For example, when the temperature is 50~80℃, the displacement increment on side A is only 0.008~0.041 for every 10℃ increase. The deformation of the bearing outer seal ring increases slowly, and the total amount of irreversible permanent deformation of the rubber is very small. When the temperature is 80℃~90℃, the displacement increment rises directly to 0.140-0.058=0.082, which is more than twice the increment of the previous level. The polymer chains inside the rubber break through the critical temperature, and the irreversible permanent deformation suddenly and dramatically increases. This is the dividing point where the rubber deformation changes from slow to severe. When the temperature is 90℃~140℃, although the displacement change is still increasing, the displacement increment for every 10℃ increase continues to decrease, gradually decreasing from 0.082 to 0.005. The rubber deformation gradually approaches saturation, and the allowance for the material to continue deforming is becoming less and less.

[0046] As shown in Table 1, below 80℃, the increase in permanent deformation of the outer sealing ring is gradual. 90℃ is the critical inflection point where the rate of increase in permanent deformation sharply increases. After this point, the permanent deformation of the outer sealing ring enters a rapid increase range. After the temperature rises to 120℃, the rate of increase in deformation of the outer sealing ring continues to decrease. Further increasing the temperature of the variable temperature cavity has very limited effect on aggravating permanent deformation. Therefore, the temperature adjustment range of the bearing cavity can be defined as 90℃~120℃. This temperature range fully covers the entire process of the outer sealing ring deformation transitioning from a sudden increase to gradual saturation.

[0047] In this embodiment, the temperature control chamber of the bearing is set to 90℃~120℃ and adjusted as needed. Then, through two sets of single-variable comparative tests, the extreme working condition parameters corresponding to the thermal deformation of the outer sealing ring are obtained.

[0048] The first group adopted a variable temperature constant time test: keeping the heating time constant, the test environment temperature was selected within the pre-defined range of 90℃~120℃ and the test was carried out in sequence; under each test environment temperature, the bearing was placed in a sealed temperature-controlled cavity and heated to the corresponding temperature and kept at that temperature. The displacement changes of the bearing outer seal ring and bearing outer ring end face were collected before heating and after heating and cooling, respectively. The displacement increment under the test environment temperature was calculated based on the displacement change. All test data were compared, and the test environment temperature corresponding to the maximum displacement increment was selected as the heating temperature.

[0049] For example, under the premise of a fixed heating and holding time, four test environment temperatures of 90℃, 100℃, 110℃ and 120℃ are selected in sequence. The displacement change corresponding to each temperature is calculated and then the displacement increment is converted. After calculation, the displacement increment obtained at 100℃ is the highest among all temperatures in this group. Therefore, 100℃ is selected as the heating temperature for subsequent test conditions.

[0050] The second group adopted a constant temperature and variable duration test: keeping the test environment temperature constant, multiple sets of different heating and holding times were changed and controlled tests were carried out one by one; the displacement change was collected using the same measurement method under each heating and holding time, and the displacement increment was calculated based on the displacement change. The results of each group were compared, and the heating and holding time corresponding to the maximum displacement increment was selected as the heating duration.

[0051] For example, the test environment temperature is set to 100℃, and the heating holding time is set to 30min, 60min, 90min and 120min respectively for testing, and the displacement increment of each group of sealing rings is calculated respectively; if the displacement increment is the highest under the 60min condition, then 60min is determined as the heating time for subsequent test conditions.

[0052] The magnitude of the displacement increment directly reflects the degree of deformation of the rubber outer seal ring under the current test environment temperature and heating holding time. Since the deformation of rubber materials under heat has saturation characteristics, the displacement increment does not necessarily increase continuously with higher test environment temperature and longer heating holding time. When the temperature or time exceeds the critical value, the deformation of the outer seal ring tends to saturate, and the deformation rate of the bearing outer seal ring slows down or even stops increasing. Therefore, the larger the displacement increment, the more serious the displacement of the outer seal ring, the more likely it is to cause internal suction, expansion or misalignment, and the more likely it is to form sharp corner friction hazards.

[0053] After the test bench underwent all test conditions, the heating temperature and heating time corresponding to the maximum displacement increment were selected. The heating temperature and heating time are the limiting parameters of the thermal deformation of the outer sealing ring, representing the critical temperature change conditions that can cause bearing structural failure and easily induce abnormal noise in the later stage.

[0054] In this application, static calibration tests on the thermal deformation of the outer sealing ring are conducted within the temperature range of 90℃ to 120℃. This temperature range corresponds to the range where the rubber material is most sensitive to thermal deformation, effectively avoiding invalid test ranges where material deformation is weak at low temperatures and tends to saturate at high temperatures, ensuring that the test change characteristics are obvious and the data are valid and reliable. This application strictly adopts a single-variable control approach for testing: the heating holding time is kept constant during the variable temperature test, and the test environment temperature is kept constant during the variable duration test, avoiding data errors caused by the mutual interference of temperature and duration variables, and accurately capturing the change law of the rubber material's own thermal deformation. The heating temperature and heating duration finally obtained through the single-variable test are the critical working conditions under which the rubber outer sealing ring undergoes significant thermal displacement and structural misalignment due to its own material properties.

[0055] In step 302, during the dynamic operating condition test, determining the bearing peak temperature and the corresponding operating time includes: Step S11: Simulate various operating conditions in dynamic operating condition tests and determine the bearing temperature and operating time under each operating condition; Step S12: Determine the temperature-time curve corresponding to each operating condition based on the bearing temperature and operating time under each operating condition. Step S13: Extract the bearing peak temperature and the corresponding driving time from multiple temperature-time curves.

[0056] In step S11, the test bench simulates various driving conditions of a vehicle in daily operation during dynamic testing. These driving conditions include, but are not limited to, low-speed hill climbing, high-speed hill climbing, high-speed constant speed or rapid acceleration. During continuous operation of each driving condition, the test bench continuously monitors the bearing operating temperature and simultaneously records the driving time of each condition from start to finish.

[0057] In step S12, for all the measured data corresponding to a single driving condition, the test bench uses driving time as the independent variable and bearing temperature as the dependent variable, and plots the corresponding change relationship based on the measured data to obtain the temperature-time curve of bearing temperature changing with driving time under the driving condition. This curve can intuitively reflect the complete temperature evolution law of bearing from heating up to constant temperature during vehicle driving.

[0058] In step S13, the test bench analyzes the temperature change curves corresponding to all driving conditions, extracts the bearing peak temperature from multiple curves, and matches the driving time corresponding to the bearing peak temperature. The driving time refers to the time from the start of the driving condition to the arrival of the bearing peak temperature. Under various heavy-load and continuous driving conditions, the bearings are subjected to continuous frictional heat and the load of the entire vehicle for a long time. The heat cannot be dissipated in time, resulting in continuous heat accumulation. Therefore, the bearing peak temperature and the corresponding driving time reflect the high-temperature accumulation characteristics of the bearing during simulated service. The bearing peak temperature reflects the extreme high temperature level that the bearing can reach during actual vehicle operation, and the corresponding driving time reflects the continuous accumulation of working time of the bearing under high temperature conditions. Together, they represent the extreme service scenario in which the bearing heat accumulation is most severe and the high temperature duration is longest during vehicle operation.

[0059] This application collects measured data by simulating real-world road conditions such as low-speed climbing, high-speed climbing, high-speed constant speed, and rapid acceleration. Multiple temperature-time curves are then fitted, and the bearing peak temperature and driving time reflecting the most severe high-temperature accumulation are extracted from these curves. This real-world high-temperature accumulation limit parameter can be combined with the thermal deformation limit parameter of the outer sealing ring material obtained in step 301. From two completely different dimensions—real-world driving condition thermal accumulation aging and the thermal deformation characteristics of the material itself—the target temperature and target duration required for subsequent test conditions are jointly determined.

[0060] Optionally, in step S12, based on the bearing temperature and driving time under each driving condition, the temperature-time curve corresponding to each driving condition is determined, including: Based on the bearing temperature and driving time under low-speed climbing conditions, determine the temperature-time curves corresponding to each slope under low-speed climbing conditions. Based on the bearing temperature and driving time under high-speed climbing conditions, determine the temperature-time curves corresponding to each slope under high-speed climbing conditions. Based on the bearing temperature and driving time under high-speed constant speed conditions, determine the temperature-time curve corresponding to the high-speed constant speed conditions. Based on the bearing temperature and driving time under rapid acceleration conditions, determine the temperature-time curve corresponding to the rapid acceleration conditions.

[0061] After obtaining the bearing temperature and driving time corresponding to various driving conditions, the test bench can independently fit and generate temperature-time curves of bearing temperature change with driving time for each type of driving condition, including low-speed climbing, high-speed climbing, high-speed constant speed, and rapid acceleration, comprehensively covering the complex heating conditions in actual vehicle driving. The process of generating each driving condition and curve is as follows.

[0062] Low-speed climbing condition: During the test, the ambient temperature, humidity, and solar radiation intensity outside the vehicle are monitored synchronously throughout the process. These environmental parameters effectively avoid interference from differences in external temperature, humidity, and solar thermal radiation on the bearing temperature measurement results, ensuring a consistent external environmental baseline for each test group and guaranteeing the accuracy and comparability of temperature data. To fully simulate the complex conditions of different slopes and driving times on mountain roads, at least one test is set up for the low-speed climbing condition. For example, a slope θ1 is selected to match the corresponding driving time t1 to complete a complete test, collecting the drive shaft bearing temperature and driving time throughout the process, and fitting a temperature-time curve. Alternatively, a slope θ2 can be selected to match the corresponding driving time t2 to conduct another control test, generating another temperature-time curve. Through multi-slope and multi-time group testing, different driving scenarios such as light slopes and steep slopes can be covered, fully restoring the heat storage and temperature rise law of the bearing under low-speed climbing conditions, avoiding the problems of incomplete data coverage and one-sided condition fitting caused by single-condition testing. Throughout the test, the vehicle speed was uniformly set to V1 to eliminate the interference of vehicle speed variables on temperature rise.

[0063] High-speed hill climbing test: The test bench also monitors the ambient temperature, humidity, and sunlight intensity in real time to eliminate the influence of external environmental variables on the accuracy of temperature measurement during high-speed hill climbing. The high-speed hill climbing test also supports at least one set of tests and generates at least one temperature-time curve. In actual testing, based on the actual vehicle conditions, the slope θ3 and driving time t3 can be selected to complete a single set of high-speed hill climbing tests and generate the corresponding temperature change curve. Multiple sets of slope and duration parameters can also be used to conduct multiple sets of comparative tests, generating multiple temperature-time curves to comprehensively cover various extreme heating scenarios during high-speed hill climbing and capture the bearing's temperature rise characteristics under high-speed hill climbing conditions. The vehicle speed is uniformly set to V2 throughout the test to eliminate the interference of vehicle speed variables on temperature rise.

[0064] High-speed constant speed condition: Simulates the driving environment on a high-speed road, continuously monitors the ambient temperature, humidity and sunshine parameters, and eliminates the interference of environmental heat dissipation differences on the temperature measurement data; adopts a constant vehicle speed V3 and continuous operation test duration t4, collects the bearing temperature and corresponding driving time throughout the cycle, and plots a temperature-time curve; if the test needs to be expanded, the environment and load conditions can be changed to generate multiple curves to cover high-speed driving scenarios under different seasons and different loads.

[0065] Rapid Acceleration Condition: This condition primarily simulates high-frequency usage scenarios such as high-speed overtaking and dynamic rapid acceleration of the vehicle. Throughout the test, the ambient temperature, humidity, and sunlight intensity are monitored to ensure a consistent testing environment for each rapid acceleration condition. During testing, a V4-V5-V4 cyclic shifting mode can be used and repeated multiple times. Temperature and driving time data are collected within a fixed duration to obtain at least one temperature-time curve. Alternatively, the shifting range, number of cycles, and duration can be adjusted to conduct multiple tests, generating multiple temperature-time curves to recreate overtaking and rapid acceleration conditions of varying intensity and frequency during daily driving.

[0066] In this application, the test parameters corresponding to various driving conditions include two main categories: environmental condition parameters and driving control parameters. Environmental condition parameters include, for example, ambient temperature, humidity, and sunlight intensity. Driving control parameters include, for example, gradient, vehicle speed, and driving duration. Each driving condition is preferentially configured with at least one set of test parameters to generate corresponding temperature-time curves. Multiple additional sets of test parameters with different gradients, speeds, and driving durations can also be added, and tests can be conducted separately using multi-gradient parameters to generate independent temperature-time curves. Multiple sets of differentiated test parameters can correspond to different steep slopes and varying driving intensities in real-world road conditions, comprehensively reproducing diverse on-road scenarios and overcoming the data limitations of single test parameters, thus making the temperature-time curves more comprehensive in their coverage. In addition, by synchronously collecting environmental parameters such as temperature, humidity and sunlight outside the vehicle throughout the test, the interference of environmental heat dissipation fluctuations on the measured bearing heat value is avoided, ensuring that the bearing temperature and driving time on each curve are objective and accurate. This allows the bearing peak temperature and its corresponding driving time extracted from all temperature-time curves to fully summarize the extreme operating conditions with the greatest vehicle heat generation, such as climbing, high-speed cruising, and frequent rapid acceleration.

[0067] Optionally, in step 303, determining the target temperature and target duration includes two embodiments.

[0068] In one embodiment, the highest temperature is selected from the heating temperature and the bearing peak temperature as the target temperature; the duration corresponding to the target temperature is selected from the heating duration and the driving duration as the target duration.

[0069] The heating temperature is derived from static standard deformation testing, representing the critical threshold at which the bearing's outer seal ring undergoes significant thermal deformation based on its material properties. It is the minimum temperature condition at which the bearing's outer seal ring exhibits structural displacement. The bearing peak temperature is derived from real-vehicle simulation testing under dynamic operating conditions, reflecting the high-temperature accumulation characteristics of the bearing during simulated service. It represents the upper limit of the actual temperature the bearing can reach during vehicle operation. The maximum value of the heating temperature and the bearing peak temperature is selected as the target temperature, and the corresponding duration is matched as the target duration. By choosing one of these two extreme operating conditions, the most stringent set of parameters is selected as the test conditions. This most stringent condition maximizes the thermal displacement trend of the bearing's outer seal ring, amplifies the degree of seal misalignment, and fully activates the causes of abnormal noise and failure under extreme real-vehicle operating conditions. Based on these stringent parameters as test conditions, design flaws and potential failures of the bearing can be quickly exposed, completing the reliability assessment of the bearing under extreme operating conditions.

[0070] In another embodiment, the average of the heating temperature and the bearing peak temperature is used as the target temperature; the average of the heating time and the driving time is used as the target duration.

[0071] In actual vehicle use, it is rare for vehicles to maintain a stable temperature at the critical point that triggers deformation of the outer sealing ring material for extended periods, nor is it possible for them to continuously operate at the peak high temperature of the bearings in real vehicles. The operating temperature of the bearings mostly falls within the intermediate range between the heating temperature and the bearing peak temperature. The test bench calculates the target temperature by averaging the heating temperature (representing the material's critical deformation) and the bearing peak temperature (representing accumulated high temperature). Simultaneously, it averages the corresponding heating duration and driving time to obtain the target duration. This method simultaneously considers the inherent deformation characteristics of the outer sealing ring material and the high-temperature accumulation characteristics of long-term vehicle operation, balancing the critical deformation conditions of the seal and the extreme high-temperature conditions of driving. It avoids the problem of test conditions deviating from daily use due to using only the critical heating temperature or the extreme bearing peak temperature, ensuring that the final target temperature and target duration closely reflect the actual levels of normal heating and continuous heat storage throughout the vehicle's entire lifecycle.

[0072] Based on this average value, the test can accurately simulate the evolution process of repeated start-stop of the vehicle over the years, slow heat accumulation under daily commuting, and gradual aging and deformation of the outer seal ring. It can gradually reproduce the trend of gradual misalignment of the seal fit in the normal use environment. The NVH data obtained from the test can objectively reflect the durability performance of the bearing after it is mass-produced and put into the market, and will be in long-term service under normal driving conditions.

[0073] In this application, the two methods for determining the target temperature and target duration correspond to the two types of testing requirements: extreme verification and routine durability testing. Selecting the highest temperature and matching duration constructs a rigorous testing environment, rapidly amplifying temperature-induced sealing deformation defects and efficiently completing the reliability assessment of bearings under extreme operating conditions. Using the average value method closely matches the daily operating heating conditions of vehicles, accurately simulating the actual conditions of long-term, slow-accumulation heat aging, and effectively verifying the product's durability performance under routine operating conditions. The two setting modes have clearly defined roles, and a single test data source can achieve NVH performance verification across different dimensions, comprehensively reducing the difference between the laboratory environment and the actual vehicle environment, and improving the accuracy of bearing NVH test results.

[0074] As an optional implementation, in step 304, the target temperature and target duration are used as test conditions, and the NVH performance of the bearing is verified under the test conditions: after the bearing is kept at the target temperature for the target duration, the bearing is cooled to the preset temperature; the operating data of the bearing during operation is obtained, and the NVH performance of the bearing is verified based on the operating data.

[0075] The test bench heats the temperature-controlled chamber to the target temperature and holds it at that temperature for the target duration, ensuring the outer seal of the bearing is fully heated and undergoes complete thermal deformation. This realistically replicates the actual state of the outer seal after a vehicle's engine has been running hot, exhibiting displacement, inward concavity, and outward expansion. After the holding period, the test bench gradually cools the temperature-controlled chamber back to the set temperature, completing a single high-low temperature alternation operation. The test bench can repeatedly perform the heating, holding, and cooling processes, creating multiple high-low temperature alternation cycles. These repeated hot-cold shocks continuously increase the displacement of the outer seal, simulating the fatigue aging of the outer seal caused by repeated start-stop cycles in a vehicle, fully exposing the potential for abnormal friction between the outer seal and the bearing assembly.

[0076] After undergoing alternating high and low temperature treatments and extreme temperature changes, the outer seal of the bearing will experience thermal deformation and misalignment. At this point, the bearing is assembled onto a specialized testing fixture. Figure 4 This diagram illustrates the bearing installation structure on the testing fixture. Both boxes contain bolts. The bolt on the right is used to lock and secure the bearing's inner ring, ensuring the bearing is stably positioned within the bracket. The bolt on the left, combined with rubber gaskets of varying thicknesses, allows adjustment of the fixture's overall tilt angle. The fixture can also adjust its axial installation length. Through dimensional calculations, the installation angles of the bearing's inner and outer rings can be precisely controlled, ensuring controllable bearing assembly posture and a close fit to the actual vehicle mounting configuration. The bolt on the right side of the fixture connects to an external drive unit. This drive unit supports low-speed start, fixed-speed operation, and real-time speed adjustment, simulating different vehicle operating speeds.

[0077] After the tooling is assembled, the bearing is controlled to run smoothly by the drive device, and tests such as low-speed start, constant speed and dynamic speed adjustment are carried out in sequence. During the test, bearing vibration data and noise data are collected to verify the bearing NVH performance.

[0078] The high and low temperature alternating test conditions adopted in this application are obtained by jointly calibrating the critical parameters of thermal deformation of the outer sealing ring material and the cumulative high temperature limit parameters of the actual vehicle. This takes into account both the thermal deformation law of the rubber material itself and the heat storage and aging characteristics of the vehicle under actual driving conditions. Using these test conditions for high and low temperature alternating treatment, the actual failure mode of the outer sealing ring due to thermal displacement during vehicle service can be accurately reproduced in a laboratory environment. Subsequently, with the use of angle-adjustable tooling to restore the vehicle assembly posture, and multi-speed drive to simulate driving conditions, the fault chain from temperature-induced sealing abnormalities to vibration and noise can be completely reproduced. Compared with traditional methods that only conduct testing under normal temperature conditions, this application can effectively detect NVH hazards that conventional tests cannot expose, and the fault reproduction capability is greatly improved.

[0079] As an optional implementation, the method further includes applying radial and axial loads to the bearing to simulate vehicle driving during the process of controlling the bearing to maintain the target temperature for the target duration, so that the bearing is simultaneously subjected to temperature and mechanical loads, wherein the mechanical loads are used to simulate the forces in the actual operating environment of the vehicle.

[0080] In the high and low temperature alternating test, the test bench continuously applies radial and axial loads matching the actual vehicle driving conditions to the bearing while controlling the bearing to be kept at the target temperature for the target duration. The radial load is used to replicate the radial pressure condition of the vehicle body weight and cargo weight transmitted to the bearing during vehicle operation, while the axial load simulates the axial force caused by axle movement during vehicle cornering, acceleration, deceleration, or climbing. The two types of mechanical loads work together to completely reproduce the actual stress state of the bearing under real vehicle operating conditions. This application superimposes radial and axial loads while keeping the bearing at high temperature, achieving synchronous action of thermal and mechanical loads. This can accurately replicate the real failure mechanism of the outer seal ring under thermal deformation and stress compression, and misalignment of the mating surface under real vehicle conditions, greatly improving the realism of fault reproduction. In addition, the coupling effect of temperature and mechanical load will accelerate the generation of defects such as creep and displacement of the outer seal ring, shorten the test-induced failure cycle, improve the defect detection efficiency of high and low temperature tests, and facilitate the rapid investigation of potential problems related to bearing abnormal noise.

[0081] As an optional implementation, after verifying the NVH performance of the bearing based on the operating data, the method further includes: if it is determined that the NVH performance of the bearing does not meet the preset performance requirements, then optimizing and adjusting the structure of the bearing.

[0082] After completing the NVH performance verification under extreme conditions, if the bench test determines that the bearing's NVH performance does not meet the preset performance requirements, it means that after the bearing is installed in batches, it is prone to frequent abnormal noise failures when operating under harsh road conditions such as climbing slopes, heavy loads, and continuous high speeds, and does not meet the conditions for mass production and installation. Therefore, the bench test will carry out targeted optimization and adjustment of the bearing's supporting structure. The optimization and adjustment directions include optimizing the external seal ring structure dimensions, correcting the bearing fit clearance, adjusting the shaft assembly tolerance, and selecting and replacing the sealing material, etc., to improve the potential abnormal noise hazards caused by high-temperature deformation and load extrusion misalignment of the bearing from the source. Only when the vehicle's NVH performance is determined to meet the preset performance requirements can the bearing be put into production.

[0083] This application relies on extreme test data to conduct performance assessment, checks the bearing NVH performance in advance during the testing phase, optimizes the bearing and sealing structure for NVH non-compliance items, solves the vibration and noise problems caused by bearing seal misalignment, and avoids after-sales problems of abnormal noise in the whole vehicle after mass production.

[0084] This application also provides a schematic diagram of the overall process for bearing performance verification, such as... Figure 5 As shown, it includes the following content.

[0085] Step 501: Extract the heating temperature and heating time from the static standard variable test.

[0086] In the static standard deformation test, two sets of independent single-variable control tests were conducted, using two testing methods: constant temperature with variable duration and variable temperature with constant duration. During the constant temperature with variable duration test, the heating duration corresponding to the most severe deformation of the bearing outer seal ring was determined. During the variable temperature with constant duration test, the heating temperature corresponding to the most severe deformation of the bearing outer seal ring was determined. The heating temperature and heating duration finally determined through these two sets of independent single-variable tests are the thermal deformation limit parameters of the seal ring determined by the material's thermal characteristics, representing the critical operating condition under laboratory conditions where the seal ring is most prone to structural displacement.

[0087] Step 502: Extract the bearing peak temperature and running time from the dynamic operating condition test.

[0088] In the dynamic operating condition test, four real driving conditions were simulated sequentially: low-speed hill climbing, high-speed hill climbing, high-speed constant speed, and rapid acceleration. At least one temperature-time curve was generated for each driving condition. After all curves were generated, the bearing peak temperature and its corresponding driving duration were extracted from the temperature-time curves. This bearing peak temperature and driving duration represent the extreme operating condition parameters under real vehicle driving conditions, where bearing heat accumulation is most severe and the high temperature duration is longest. These parameters can accurately reflect the real service condition characteristics of the continuous high temperature accumulation during long-term vehicle operation, which leads to slow aging and deformation misalignment of the seals.

[0089] Step 503: Obtain the target temperature based on the bearing peak temperature and heating temperature, and obtain the target duration based on the driving time and heating time.

[0090] This application sets up two methods. One method is to compare the bearing peak temperature and heating temperature obtained under actual vehicle conditions, select the maximum temperature as the target temperature, and match the time corresponding to the target temperature as the target time. The other method is to take the average of the bearing peak temperature and heating temperature, and at the same time, take the average of the driving time and heating time to obtain the target temperature and target time.

[0091] Step 504: Couple mechanical loads to simulate real vehicle operating conditions.

[0092] During the high-temperature insulation process of the bearing according to the target temperature and target duration, radial load and axial load are applied to the bearing simultaneously, so that the bearing can withstand the real mechanical load of the whole vehicle while undergoing high-temperature thermal deformation, realizing the coupling effect of thermal stress and mechanical stress, and highly replicating the complex stress environment.

[0093] Step 505: High and low temperature alternating cycle test.

[0094] The bearing undergoes alternating high and low temperature cycles. Under the coupled effect of repeated temperature changes and mechanical loads, the outer seal of the bearing will produce thermal deformation and misalignment that is exactly the same as the actual vehicle fault.

[0095] Step 506: Collect operating data to complete the bearing NVH performance verification.

[0096] The pre-treated bearing is assembled into a special testing fixture. After the bearing is driven to run smoothly, vibration and noise data are collected throughout the process by sensors arranged around the bearing. Data analysis is used to accurately identify NVH abnormalities caused by thermal deformation, thus completing the comprehensive verification of the bearing's NVH performance.

[0097] Step 507: NVH performance assessment and bearing structure optimization.

[0098] After the test is completed, the measured NVH data will be compared with the preset performance requirements. If the bearing NVH performance does not meet the preset requirements, targeted optimization and rectification will be carried out on the external seal structure, fit clearance, material properties, and bearing assembly structure. After optimization, the entire test process will be repeated until the NVH performance meets the standards.

[0099] This application utilizes two methods: firstly, single-variable tests with constant temperature and variable duration, and variable temperature and constant duration, to obtain critical parameters reflecting the inherent thermal deformation law of the sealing ring material; secondly, multi-condition simulation tests to obtain limit parameters reflecting the high-temperature accumulation characteristics of the bearing during service. Based on these two types of parameters, extreme values ​​or average values ​​are flexibly selected to form test conditions. Then, based on the determined target temperature and duration, multiple rounds of alternating high and low temperatures are conducted. The thermal cycling fully reproduces the failure state of the sealing ring due to thermal displacement and misalignment. Finally, an adjustable-angle tooling is used to recreate the vehicle mounting posture. Multiple operating conditions are used to collect vibration and noise data to complete NVH testing. Compared to traditional methods that only conduct testing at room temperature, this application recreates the causes of temperature-induced sealing abnormalities from two dimensions: material properties and actual vehicle operating conditions. It effectively detects hidden defects that conventional testing cannot expose, significantly improving the reproducibility rate of abnormal noise faults induced by sealing deformation, and making the bearing NVH performance test results more closely reflect the actual performance of the product after installation.

[0100] This application provides a bearing performance verification device, such as... Figure 6 As shown, the device includes: The first determining module 601 is used to determine the heating temperature and heating time corresponding to the most severe deformation of the bearing outer seal ring structure in the static standard deformation test. The static standard deformation test is used to adjust the test environment temperature and heating holding time when the bearing is stationary. The second determining module 602 is used to determine the bearing peak temperature and the driving time corresponding to the bearing peak temperature in the dynamic working condition test, wherein the dynamic working condition test is used to simulate the actual vehicle driving. The third determining module 603 is used to determine the target temperature based on the heating temperature and the bearing peak temperature, and to determine the target duration based on the heating duration and the driving duration; The verification module 604 is used to use the target temperature and target duration as test conditions and to verify the NVH performance of the bearing under the test conditions.

[0101] Optionally, the first determining module 601 is used for: In the static standard deformation test, the heating holding time is fixed and the test environment temperature is adjusted to obtain the displacement increment of the bearing outer seal ring relative to the bearing outer ring end face, and the test environment temperature corresponding to the maximum displacement increment is selected as the heating temperature; In the static standard deformation test, the test environment temperature is fixed and the heating holding time is adjusted to obtain the displacement increment of the bearing outer seal ring relative to the bearing outer ring end face, and the heating holding time corresponding to the maximum displacement increment is selected as the heating duration.

[0102] Optionally, the second determining module 602 is used for: In dynamic operating condition tests, various operating conditions are simulated, and the bearing temperature and operating time under each operating condition are determined. Based on the bearing temperature and driving time under various driving conditions, determine the temperature-time curve corresponding to each driving condition. The bearing peak temperature and the corresponding driving time are extracted from multiple temperature-time curves.

[0103] Optionally, the second determining module 602 is specifically used for: Based on the bearing temperature and driving time under low-speed climbing conditions, determine the temperature-time curves corresponding to each slope under low-speed climbing conditions. Based on the bearing temperature and driving time under high-speed climbing conditions, determine the temperature-time curves corresponding to each slope under high-speed climbing conditions. Based on the bearing temperature and driving time under high-speed constant speed conditions, determine the temperature-time curve corresponding to the high-speed constant speed conditions. Based on the bearing temperature and driving time under rapid acceleration conditions, determine the temperature-time curve corresponding to the rapid acceleration conditions.

[0104] Optionally, the third determining module 603 is used for: The higher of the heating temperature and the bearing peak temperature is selected as the target temperature; The target duration is selected from the heating duration and driving duration to determine the duration corresponding to the target temperature.

[0105] Optionally, the third determining module 603 is used for: The average of the heating temperature and the bearing peak temperature is used as the target temperature; The average of the heating time and driving time is used as the target duration.

[0106] Optionally, the verification module 604 is used for: After holding the bearing at the target temperature for the target duration, control the bearing to cool down to the preset temperature; Obtain operating data of the bearing during operation and verify the bearing's NVH performance based on the operating data.

[0107] Optionally, the device is also used for: Radial and axial loads simulating vehicle movement are applied to the bearing so that it is simultaneously subjected to temperature and mechanical loads, where the mechanical loads are used to simulate the forces experienced by the vehicle in its actual operating environment.

[0108] like Figure 7 As shown, this application provides an electronic device including a processor 701, a communication interface 702, a memory 703, and a communication bus 704, wherein the processor 701, the communication interface 702, and the memory 703 communicate with each other through the communication bus 704.

[0109] Memory 703 is used to store computer programs.

[0110] In one embodiment of this application, the processor 701, when executing the program stored in the memory 703, implements the bearing performance verification method provided in any of the foregoing method embodiments.

[0111] This application also provides a computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the steps of the bearing performance verification method provided in any of the foregoing method embodiments.

[0112] The device embodiments described above are merely illustrative. 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 network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs.

[0113] Through the above description of the embodiments, those skilled in the art can clearly understand that each embodiment can be implemented using software plus a general-purpose hardware platform, or of course, using hardware. Based on this understanding, the above technical solutions, in essence or the parts that contribute to the related technology, can be embodied in the form of a software product. This computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods described in the various embodiments or some parts of the embodiments.

[0114] It should be understood that the terminology used herein is for the purpose of describing particular exemplary embodiments only and is not intended to be limiting. Unless the context clearly indicates otherwise, the singular forms “a,” “an,” and “described” as used herein may also include the plural forms. The terms “comprising,” “including,” “containing,” and “having” are inclusive and therefore indicate the presence of the stated features, steps, operations, elements, and / or components, but do not exclude the presence or addition of one or more other features, steps, operations, elements, components, and / or combinations thereof. The method steps, processes, and operations described herein are not construed as requiring them to be performed in a particular order described or illustrated unless the order of performance is explicitly indicated. It should also be understood that additional or alternative steps may be used.

[0115] The above description is merely a specific embodiment of this application, enabling those skilled in the art to understand or implement this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features claimed herein.

Claims

1. A method of verifying bearing performance, characterized by, The method includes: In the static standard deformation test, the heating temperature and heating time corresponding to the most severe deformation of the bearing outer seal ring structure are determined. The static standard deformation test is used to adjust the test environment temperature and heating holding time when the bearing is stationary. In the dynamic operating condition test, the peak temperature of the bearing and the driving time corresponding to the peak temperature of the bearing are determined, wherein the dynamic operating condition test is used to simulate the actual vehicle driving; The target temperature is determined based on the heating temperature and the bearing peak temperature, and the target duration is determined based on the heating duration and the driving duration. The target temperature and target duration were used as test conditions, and the NVH performance of the bearing was verified under these test conditions.

2. The method of claim 1, wherein, In static deformation tests, the heating temperature and duration corresponding to the most severe deformation of the bearing outer seal ring structure are determined as follows: In the static standard deformation test, the heating holding time is fixed and the test environment temperature is adjusted to obtain the displacement increment of the bearing outer seal ring relative to the bearing outer ring end face, and the test environment temperature corresponding to the maximum displacement increment is selected as the heating temperature; In the static standard deformation test, the test environment temperature is fixed and the heating holding time is adjusted to obtain the displacement increment of the bearing outer seal ring relative to the bearing outer ring end face, and the heating holding time corresponding to the maximum displacement increment is selected as the heating duration.

3. The method of claim 1, wherein, In dynamic operating condition tests, determining the peak bearing temperature and the corresponding operating time includes: In the dynamic operating condition test, various driving conditions were simulated, and the bearing temperature and driving time under each driving condition were determined; Based on the bearing temperature and driving time under various driving conditions, determine the temperature-time curve corresponding to each driving condition. The bearing peak temperature and the corresponding driving time are extracted from multiple temperature-time curves.

4. The method of claim 3, wherein, Based on the bearing temperature and operating time under various operating conditions, the temperature-time curves corresponding to each operating condition are determined as follows: Based on the bearing temperature and driving time under low-speed climbing conditions, the temperature-time curves corresponding to each slope under the low-speed climbing conditions are determined. Based on the bearing temperature and driving time under high-speed climbing conditions, the temperature-time curves corresponding to each slope under the high-speed climbing conditions are determined. Based on the bearing temperature and driving time under high-speed constant speed conditions, determine the temperature-time curve corresponding to the high-speed constant speed conditions. Based on the bearing temperature and driving time under rapid acceleration conditions, the temperature-time curve corresponding to the rapid acceleration conditions is determined.

5. The method of claim 1, wherein, Determining the target temperature based on the heating temperature and the bearing peak temperature, and determining the target duration based on the heating duration and the driving duration, includes: The highest temperature between the heating temperature and the bearing peak temperature is selected as the target temperature. The target duration is selected from the heating duration and the driving duration, based on the duration corresponding to the target temperature.

6. The method according to claim 1, characterized in that, Determining the target temperature based on the heating temperature and the bearing peak temperature, and determining the target duration based on the heating duration and the driving duration, includes: The average of the heating temperature and the bearing peak temperature is taken as the target temperature; The average of the heating time and the driving time is taken as the target duration.

7. The method according to claim 1, characterized in that, Using the target temperature and target duration as test conditions, and verifying the NVH performance of the bearing under these test conditions includes: After controlling the bearing to be kept at the target temperature for the target duration, the bearing is controlled to cool down to the preset temperature; Obtain the operating data of the bearing during operation, and verify the NVH performance of the bearing based on the operating data.

8. The method of claim 7, wherein, In controlling the duration of heat treatment of the bearing at the target temperature, the method further includes: Radial and axial loads simulating vehicle movement are applied to the bearing so that the bearing is simultaneously subjected to temperature and mechanical loads, wherein the mechanical loads are used to simulate the forces experienced by the vehicle in its actual operating environment.

9. An electronic device, comprising: It includes a processor, a communication interface, a memory, and a communication bus, wherein the processor, the communication interface, and the memory communicate with each other through the communication bus; Memory, used to store computer programs; A processor, when executing a program stored in memory, implements the method described in any one of claims 1-8.

10. A vehicle characterized by comprising: The vehicle includes a memory and a processor, wherein the memory stores executable program code, and the processor is used to call and execute the executable program code to implement the method as described in any one of claims 1 to 8.

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