A general transmission repairable self-learning test method based on diagnostic instrument triggering

Abstract

A universal self-learning test method for transmission repair based on diagnostic instrument triggering, belonging to the field of automotive transmission testing technology, is used to solve the problem of poor vehicle driving comfort caused by transmission wear and tear over long-term use. The method includes the following steps: S1: establishing basic test conditions; S2: executing the test plan; S3: judging the test results of step S2; if the test results are qualified, proceed to step S4; if the test results are unqualified, perform a retest; if the retest results are qualified, proceed to step S4; if the retest results are unqualified, the vehicle is identified as faulty; S4: performing repeatability and consistency tests; S5: processing, transmitting, and storing the test data obtained in step S4. This invention features a standardized test process, rigorous judgment rules, good repeatability and consistency of tested vehicles, and adaptability to the project needs of different car manufacturers, possessing high practicality and versatility.

Description

Technical Field

[0001] This invention belongs to the field of automotive transmission testing technology, and particularly relates to a universal transmission repair self-learning test method based on diagnostic instrument triggering. Background Technology

[0002] As a core component of the automotive transmission system, the performance characteristics of its clutches and brakes directly affect the overall driving comfort of the vehicle. During long-term driving, excessive wear occurs in the transmission's clutches and brakes, leading to a mismatch between the current transmission and the preset control strategy. This can result in problems such as shift jerking and lag, degrading the driving experience. Therefore, designing a standardized, highly accurate, and universal self-learning testing method for correcting shift jerking in transmissions, enabling precise detection and compensation of key parameters of each actuator, and eliminating control differences caused by wear and tear, is a technical problem urgently needing to be solved by those skilled in the art. Summary of the Invention

[0003] The purpose of this invention is to overcome the shortcomings of the prior art and provide a universal transmission repair self-learning test method to solve the problem of poor vehicle driving comfort caused by transmission wear and tear over long-term use. This method standardizes the test process, makes the judgment rules rigorous, and standardizes the data processing to ensure the smoothness of gear shifting in the vehicle.

[0004] To achieve the above objectives, the technical solution adopted by the present invention is as follows: a universal transmission repair self-learning test method based on diagnostic instrument triggering, the test method comprising the following steps:

[0005] Step S1: Set up basic test conditions;

[0006] Step S2: Execute the test plan;

[0007] Step S3: Determine the test result of step S2. If the test result is qualified, proceed to step S4. If the test result is unqualified, conduct a retest. If the retest result is qualified, proceed to step S4. If the retest result is unqualified, the machine is determined to be faulty.

[0008] Step S4: Perform repeatability and consistency tests;

[0009] Step S5: Process, transmit, and store the test data obtained in step S4.

[0010] Furthermore, in step S1, the basic test conditions include transmission status, oil temperature control status, and load status; during the test, the TCU drives the solenoid valves to test relevant transmission parameters to ensure the engine meets the basic test conditions; wherein,

[0011] The transmission status must meet the following requirements: no limp-out faults in the transmission, no input / output shaft speed faults, and the current gear status of the transmission is in neutral (N).

[0012] The oil temperature control conditions must meet the following requirements: the transmission test oil temperature should be controlled between 40℃ and 50℃;

[0013] The load condition must meet the following requirements: engine idle speed is 2500-3000 rpm.

[0014] Furthermore, in step S2, the test scheme includes TF oil filling time test and KP point current test.

[0015] Furthermore, in step S2,

[0016] The specific operating steps for the TF oil filling time test are as follows:

[0017] The target component control current is directly increased from 0mA to 620mA. When the turbine speed changes by 30rpm, the current is quickly reduced to 0mA. The interval between each test is 1.5s. The time it takes for the turbine speed to change by 30rpm is read, and the average of the results of the second and third tests is used as the stored data.

[0018] Furthermore, in step S2, the KP point current test is initiated 1.5 seconds after the TF oil filling time test is completed.

[0019] The specific operating steps for KP point current testing are as follows:

[0020] The target component control current is directly increased from 0mA to 650mA, and then increased in steps of 1mA / 100ms. After the turbine speed changes by 30rpm, the current KP current is maintained or the value is reduced to a fixed value as set. After the output shaft speed stabilizes, the current is reduced to 0mA. The interval between single tests is 1.5s. The current value at the point where the turbine speed changes by 30rpm is read, and the average value of the two test results is taken as the stored data.

[0021] Furthermore, in step S3, the detection result determination rules include determination rule one and determination rule two. Determination rule one adopts dual determination criteria, and determination rule two is set supplementarily according to actual development needs.

[0022] Furthermore, in step S3, the dual judgment criteria include difference judgment and limit judgment; if either criterion is not met, the test is judged to have failed.

[0023] Difference determination: The difference between two averaged measurements, TF_Time_Diff≤113ms, KP_Current_Diff≤100mA;

[0024] Limit determination: The two measurement results, which are averaged, are both within the preset limit range of each component.

[0025] Furthermore, in step S3, the retesting process involves repeating step S2 to perform a single test on any component A / B / C / D / E. After the test is completed, a determination is made immediately. If the test result is determined to be a test failure, the complete measurement of the failed item for that component is repeated.

[0026] Furthermore, in step S4, the specific testing steps are to adjust to a suitable engine idle speed condition, ensuring that the absolute value of the maximum deviation of multiple TF measurements is ≤40ms and the absolute value of the maximum deviation of multiple KP measurements is ≤20mA.

[0027] Furthermore, in step S5, after each parameter is tested, the diagnostic instrument processes the data and stores it in the non-lost memory corresponding to the TCU's DID. The diagnostic instrument uses the 2E service in the UDS communication protocol to write the data to the TCU. After writing, the power to KL15 needs to be disconnected. After the TCU is powered off, it is powered on again and the data is read through the 2E service to complete the verification.

[0028] Compared with the prior art, the beneficial effects of the present invention are:

[0029] 1. The present invention has a standardized testing process, rigorous judgment rules, good repeatability and consistency of test vehicles, and is adaptable to the project needs of different car manufacturers, thus possessing high practicality and versatility.

[0030] 2. This invention designs a dual result judgment rule and a systematic retesting process, combined with alternative value settings differentiated by vehicle manufacturer and oil temperature, which effectively solves the problem of test result deviation and improves the accuracy and reliability of test results.

[0031] 3. This invention sets forth clear requirements for the repeatability and consistency of the test vehicle's transmission, ensuring test accuracy from the perspective of the test object and avoiding test errors caused by differences in transmissions.

[0032] 4. This invention establishes standardized data processing, transmission and storage specifications, and realizes efficient interaction between the device controller and TCU through the UDS protocol. Test data is accurately written and verified, effectively compensating for control differences caused by transmission dispersion, and ensuring the comfort of vehicle driving and shifting.

[0033] 5. The control programs for each component in this invention are independent, the test gear and parameters can be adjusted according to the actual effect, and the number of tests can be optimized after stabilization, thus possessing high flexibility and versatility. Attached Figure Description

[0034] Figure 1 This is the current waveform timing diagram of the present invention. Detailed Implementation

[0035] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the invention, not all embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0036] The purpose of this invention is to provide a universal self-learning test method for transmission repair based on a diagnostic tool. This method targets the A / B brakes and C / D / E clutches of a specific transmission. By setting standardized basic test conditions, a test scheme is designed to complete self-learning tests of TF filling time and KP point current. Combined with strict result judgment rules, failure retesting procedures, and data transmission and storage specifications, it achieves accurate detection and compensation of the characteristic parameters of each actuator in the transmission. Test data is exchanged between the diagnostic tool and the TCU via the UDS protocol, effectively compensating for control differences caused by transmission dispersion and ensuring the transmission's comfort and smoothness during vehicle driving. This invention features a standardized test process, rigorous judgment rules, good repeatability and consistency of test vehicles, and adaptability to the project needs of different vehicle manufacturers, demonstrating high practicality and versatility.

[0037] To achieve the above objectives, this invention provides a universal transmission repair self-learning test method based on diagnostic instrument triggering, comprising the following steps:

[0038] Step S1: Set up basic test conditions;

[0039] Step S2: Execute the test plan;

[0040] Taking a transmission with brakes A, B, C, D, and E as an example, the test parameters are the TF filling time and KP point current for each component. The test sequence is: R gear D clutch → 1st gear C clutch → 2nd gear E clutch → 2nd gear A brake → 5th gear B brake. The control programs for each component are independent, and the test gear and clutch combination parameters can be adjusted according to the actual results. A test plan is designed, initially testing a specified number of times, and then adjusting the number of tests after stabilization.

[0041] Step S3: Determine the test result of step S2. If the test result is qualified, proceed to step S4. If the test result is unqualified, conduct a retest. If the retest result is qualified, proceed to step S4. If the retest result is unqualified, the machine is determined to be faulty.

[0042] Step S4: Perform repeatability and consistency tests;

[0043] Step S5: Process, transmit, and store the test data obtained in step S4.

[0044] Furthermore, in step S1, the basic test conditions include transmission status, oil temperature control status, and load status; during the test, the TCU drives the solenoid valves to test relevant transmission parameters to ensure the engine meets the basic test conditions; wherein,

[0045] The transmission status must meet the following requirements: no limp-out faults in the transmission, no input / output shaft speed faults, and the current gear status of the transmission is in neutral (N).

[0046] The oil temperature control conditions must meet the following requirements: the transmission test oil temperature should be controlled between 40℃ and 50℃;

[0047] The load condition must meet the following requirements: engine idle speed is 2500-3000 rpm.

[0048] Specifically, an A8R50 off-road vehicle-specific transmission without limp-out faults or input / output shaft speed faults was selected. The transmission was started in 6th gear under non-direct drive conditions to raise the transmission oil temperature to 45°C. The TCU then drove the solenoid valve in preparation for testing.

[0049] Furthermore, in step S2, the test scheme includes TF oil filling time test and KP point current test.

[0050] Specifically, the test plan is executed in the following order: R gear D → 1st gear C → 2nd gear E → 2nd gear A → 5th gear B.

[0051] Furthermore, in step S2, the TF oil filling time test is performed 3 times.

[0052] The test conditions for the TF oil filling time test were set as follows:

[0053] (1) When the vehicle speed is less than 1 km / h, the initial speed of the transmission output shaft is 0.

[0054] (2) The idle speed of the vehicle engine is approximately 2500 rpm; this can be adjusted according to different engine models.

[0055] (3) The lock-up clutch is in a hydraulic state and is not directly engaged;

[0056] The specific operating steps for the TF oil filling time test are as follows:

[0057] Taking the D clutch test as an example, the target component control current is directly increased from 0mA to 620mA. When the turbine speed changes by 30rpm, the current is quickly reduced to 0mA. The interval between each test is 1.5s. The time for the turbine speed to change by 30rpm is read as ams, bms, and cms. The average value of the last three times (a+b+c) / 3ms is taken as the TF storage data.

[0058] Furthermore, in step S2, the KP point current test is initiated 1.5 seconds after the TF oil filling time test is completed, and the KP point current test is performed twice.

[0059] The test conditions for the KP point current test are set to be the same as those for the hardware control state of the TF oil filling time test.

[0060] The specific operating steps for KP point current testing are as follows:

[0061] The target component control current is directly increased from 0mA to 650mA, and then increased in steps of 1mA / 100ms. After the turbine speed changes by 30rpm, the current KP current is maintained (or the fixed value is reduced according to the setting). After the output shaft speed stabilizes, the current is reduced to 0mA. The interval between single tests is 1.5s. The current values ​​at the 30rpm turbine speed change point are dmA and enmA. The average value (d+e) / 2mA is taken as the KP storage data.

[0062] Complete the TF and KP tests of components C, E, A, and B in sequence, record the test data for each test, and take the average value according to the rules.

[0063] Furthermore, in step S3, the detection result determination rules include determination rule one and determination rule two. Determination rule one adopts dual determination criteria, and determination rule two is a supplementary setting based on actual development needs (TBD).

[0064] Furthermore, in step S3, the dual judgment criteria include difference judgment and limit judgment; if either criterion is not met, the test is judged to have failed.

[0065] Difference determination: The difference between two averaged measurements, TF_Time_Diff≤113ms, KP_Current_Diff≤100mA;

[0066] Limit determination: Both averaged measurement results are within the preset limit range of each component. The specific limits are:

[0067] A brake: TF100~310ms, KP380~440mA;

[0068] B brake: TF235~255ms, KP385~445mA;

[0069] C clutch: TF250~370ms, KP635~925mA;

[0070] D clutch: TF800~930ms, KP640~900mA;

[0071] E clutch: TF320~460ms, KP535~825mA.

[0072] Further, in the step S3, the retest process is to repeat the single test on any of the components A / B / C / D / E in step S2, and the judgment is made immediately after the test is completed. If the test result is judged as a test failure, the complete measurement of the failed item of this component is repeated.

[0073] Qualified retest: Take the average value of the two retest results as the final result.

[0074] Unqualified retest: Remove the maximum and minimum values from the four results of the first two times and the retest two times, and judge the remaining two results:

[0075] Both the single values and the differences of the remaining two results are qualified, and the average value is taken as the final result.

[0076] The single values of the remaining two results are qualified and the differences are unqualified. Take the value closest to the substitution value as the final result.

[0077] One of the single values of the remaining two results is qualified and the other is unqualified. Directly use the substitution value.

[0078] Both of the single values of the remaining two results are unqualified. Use the substitution value within the limit, and if it exceeds the limit, it is judged as a faulty machine.

[0079] Perform double judgment on the test results of each component, and the test results meet the requirements of the test plan in step S3. Therefore, it is judged as qualified, and the remaining components all meet the judgment rules, and the overall test is qualified.

[0080] Further, in the step S4, to ensure the test accuracy, the clear requirements for the repeatability and consistency tests are to repeat the test on the same transmission of a single vehicle multiple times. The specific test steps of this step are to adjust to the appropriate engine idle speed condition, and ensure that the maximum absolute deviation of multiple TF measurements ≤ 40 ms, and the maximum absolute deviation of multiple KP measurements ≤ 20 mA.

[0081] Further, in the step S5, after the test of each parameter, the diagnostic instrument performs data processing and stores it in the non-volatile memory corresponding to the DID of the TCU. The specific allocation can be based on the actual size of the test data to allocate the memory space. The diagnostic instrument uses the 2E service in the UDS communication protocol to write the data into the non-volatile storage space of the TCU. After writing, disconnect the KL15 power. After the TCU powers off completely, power on again, and read the data through the 2E service to complete the verification. After the verification is correct, the test is completed.

[0082] There are two ways to judge the completion of the TCU power-off: (1) Detect the CAN communication interruption with the TCU; (2) Wait for the preset power-off delay time, and the power-off delay time is set to 16 s to cover the power-off delay requirements of different types of vehicles.

[0083] It will be apparent to those skilled in the art that the present invention is not limited to the details of the exemplary embodiments described above, and that the invention can be implemented in other forms without departing from its spirit or essential characteristics. Therefore, the embodiments should be considered in all respects as exemplary and non-limiting, and the scope of the invention is defined by the appended claims rather than the foregoing description. Thus, all variations falling within the meaning and scope of the equivalents of the claims are intended to be included within the present invention. No reference numerals in the claims should be construed as limiting the scope of the claims.

[0084] Furthermore, it should be understood that although this specification describes embodiments, not every embodiment contains only one independent technical solution. This narrative style is merely for clarity. Those skilled in the art should consider the specification as a whole, and the technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.

Claims

1. A universal transmission repair self-learning test method based on diagnostic instrument triggering, characterized in that: The method includes the following steps: Step S1: Set up basic test conditions; Step S2: Execute the test plan; Step S3: Determine the test result of step S2. If the test result is qualified, proceed to step S4. If the test result is unqualified, conduct a retest. If the retest result is qualified, proceed to step S4. If the retest result is unqualified, the machine is determined to be faulty. Step S4: Perform repeatability and consistency tests; Step S5: Process, transmit, and store the test data obtained in step S4.

2. The universal transmission repair self-learning test method based on diagnostic instrument triggering according to claim 1, characterized in that: In step S1, the basic test conditions include transmission status, oil temperature control status, and load status. During the test, the TCU drives the solenoid valves to test relevant transmission parameters, ensuring the engine meets the basic test conditions. The transmission status must meet the following requirements: no limp-out faults in the transmission, no input / output shaft speed faults, and the current gear status of the transmission is in neutral (N). The oil temperature control conditions must meet the following requirements: the transmission test oil temperature should be controlled between 40℃ and 50℃; The load condition must meet the following requirements: engine idle speed is 2500-3000 rpm.

3. The universal transmission repair self-learning test method based on diagnostic instrument triggering according to claim 2, characterized in that: In step S2, the test scheme includes TF oil filling time test and KP point current test.

4. The universal transmission repair self-learning test method based on diagnostic instrument triggering according to claim 3, characterized in that: In step S2 The specific operating steps for the TF oil filling time test are as follows: The target component control current is directly increased from 0mA to 620mA. When the turbine speed changes by 30rpm, the current is quickly reduced to 0mA. The interval between each test is 1.5s. The time it takes for the turbine speed to change by 30rpm is read, and the average of the results of the second and third tests is used as the stored data.

5. The universal transmission repair self-learning test method based on diagnostic instrument triggering according to claim 3, characterized in that: In step S2, the KP point current test is initiated 1.5 seconds after the TF oil filling time test is completed. The specific operating steps for KP point current testing are as follows: The target component control current is directly increased from 0mA to 650mA, and then increased in steps of 1mA / 100ms. After the turbine speed changes by 30rpm, the current KP current is maintained or the value is reduced to a fixed value as set. After the output shaft speed stabilizes, the current is reduced to 0mA. The interval between single tests is 1.5s. The current value at the point where the turbine speed changes by 30rpm is read, and the average value of the two test results is taken as the stored data.

6. The universal transmission repair self-learning test method based on diagnostic instrument triggering according to claim 5, characterized in that: In step S3, the detection result determination rules include determination rule one and determination rule two. Determination rule one adopts dual determination criteria, and determination rule two is set as a supplement based on actual development needs.

7. The universal transmission repair self-learning test method based on diagnostic instrument triggering according to claim 6, characterized in that: In step S3, the dual judgment criteria include difference judgment and limit judgment; if either criterion is not met, the test is judged to have failed. Difference determination: The difference between two averaged measurements, TF_Time_Diff≤113ms, KP_Current_Diff≤100mA; Limit determination: The two measurement results, which are averaged, are both within the preset limit range of each component.

8. The universal transmission repair self-learning test method based on diagnostic instrument triggering according to claim 7, characterized in that: In step S3, the retesting process involves repeating step S2 to perform a single test on any component A / B / C / D / E. After the test is completed, a determination is made immediately. If the test result is determined to be a test failure, the complete measurement of the failed item for that component is repeated.

9. A universal transmission repair self-learning test method based on diagnostic instrument triggering according to claim 8, characterized in that: In step S4, the specific testing steps are to adjust to a suitable engine idle speed condition, ensuring that the absolute value of the maximum deviation of multiple TF measurements is ≤40ms and the absolute value of the maximum deviation of multiple KP measurements is ≤20mA.

10. A universal transmission repair self-learning test method based on diagnostic instrument triggering according to claim 9, characterized in that: In step S5, after each parameter is tested, the diagnostic instrument processes the data and stores it in the non-lost memory corresponding to the TCU's DID. The diagnostic instrument uses the 2E service in the UDS communication protocol to write the data to the TCU. After writing, the power to KL15 needs to be disconnected. After the TCU is powered off, it is powered on again and the data is read through the 2E service to complete the verification.

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