A no-load detection system and method for a comprehensive transmission

Abstract

The application relates to the field of vehicle maintenance and repair, in particular to a no-load detection system and method for a comprehensive transmission device. The system comprises a model adaptation clamping unit, which is adapted to different models of measured parts through replaceable clamping components; a power and servo unit, which provides adjustable speed power input; a hydraulic and service unit, which provides hydraulic medium and temperature control to the measured parts through independent circuits; a distributed sensing unit, which collects pressure, temperature, flow and rotating speed signals; a data collection and processing unit, which processes the sensor signals; a central measurement and control unit, which loads corresponding test procedures and criteria according to the input model, automatically controls each unit to drive the measured part to perform gear shifting, steering, pump dragging and emergency function test, and generates a detection report based on the processing result. The system realizes multi-model self-adaptation, automatic test and intelligent interpretation.

Description

Technical Field

[0001] This application relates to the field of vehicle maintenance and support, specifically to an unloaded detection system and method for an integrated transmission device. Background Technology

[0002] In the field of heavy vehicle maintenance, the integrated transmission system is a complex and critical assembly that integrates hydraulic shifting, steering, and other functions. Its performance after overhaul directly affects the vehicle's driving safety and operational reliability. Therefore, no-load performance testing after overhaul is an essential step.

[0003] Currently, the following methods are commonly used for no-load testing of such integrated transmission devices, or the following difficulties are encountered: Most testing benches are fixed designs. When testing different models of transmission devices, complex mechanical modifications, tooling changes, and realignment are required. This process is time-consuming and labor-intensive, and the clamping accuracy is difficult to guarantee, and there are certain safety risks involved. The testing process largely relies on operators manually controlling power input and hydraulic supply, as well as manually manipulating the gear shifting and steering mechanisms. The testing steps are cumbersome, inconsistent, and inefficient. The judgment of key performance aspects such as smoothness of gear shifting, correctness of logic, and compliance of steering response mainly relies on the operator's subjective judgment based on experience, listening to sounds and observing instrument readings. This lack of objective and quantitative criteria and automated data analysis can easily lead to misjudgments and missed detections, resulting in insufficient traceability and reliability of test reports.

[0004] Therefore, there is an urgent need in this field for a comprehensive transmission device no-load detection system and method that can quickly adapt to multiple models, realize automated testing processes, have objective and intelligent interpretation capabilities, and is safe and reliable. Summary of the Invention

[0005] This invention provides an unloaded testing system and method for integrated transmission devices, aiming to solve the problems of difficulty in adapting multiple models, low degree of testing automation, and inconsistent judgment criteria in the existing unloaded testing of integrated transmission devices.

[0006] In a first aspect, the present invention provides an unloaded detection system for an integrated transmission device, comprising: The model-adaptive clamping unit is equipped with different models of mounting fixtures and transmission connecting shafts for mechanically fixing and driving the connection of different models of integrated transmission devices under test. The power and servo unit has its output shaft connected to the input shaft of the integrated transmission device under test via the transmission coupling shaft. The hydraulic and service unit is hydraulically connected to the corresponding oil port of the integrated transmission device under test. A distributed sensing unit is installed on the hydraulic and service unit and the integrated transmission device under test; The data collection and processing unit, connected to the distributed sensing unit, is configured as follows: It acquires sensor signals in real time and converts them into engineering values; monitors changes in key parameters; when a predefined logical event is detected, it triggers and calculates the performance characteristic value associated with the event, and sends the engineering value containing the timestamp, the performance characteristic value triggered by the event, and its corresponding event identifier in real time. The central measurement and control unit, connected to the data collection and processing unit, is configured as follows: The system receives the model number of the integrated transmission device under test and loads the corresponding test procedures, performance criteria, predefined logical events, and event-driven task sequences accordingly. Based on the test procedures, it sends control commands to the actuators in the power and servo units and hydraulic and service units, driving the integrated transmission device under test to perform multi-gear switching, steering control, trailer pump, and emergency gear function verification tests. During the test, it receives performance characteristic values ​​and compares them with the performance criteria in real time, dynamically determining whether each test stage meets the preset success conditions. Based on the comparison results, it adaptively adjusts subsequent test tasks or triggers anomaly handling procedures, and generates a test report based on the comparison results.

[0007] By setting up replaceable mounting fixtures and transmission connecting shafts, this system can quickly and accurately adapt to and clamp different models of integrated transmission devices to be tested, solving the problem of traditional testing equipment having a single model and low utilization rate.

[0008] The central measurement and control unit can automatically load the corresponding test procedures and criteria based on the input model, and automatically generate a test report based on real-time comparison results. This greatly reduces human intervention and subjective misjudgment, ensuring the standardization of the testing process and the consistency and reliability of the results.

[0009] As a preferred embodiment of the technical solution of the present invention, the central measurement and control unit is further configured as follows: Based on the timestamped engineering values ​​received in real time from the data collection and processing unit, a set of preset safety interlock conditions are continuously verified. Only when all relevant safety interlock conditions are continuously met, a control command is generated and sent according to the test procedure. If any safety interlock condition becomes unmet during the test, the test should be immediately paused or terminated, and a safety alarm should be issued.

[0010] By continuously verifying safety interlock conditions based on real-time engineering data and using this as a mandatory prerequisite for generating all control commands, proactive safety monitoring is achieved throughout the entire process from test initiation to completion. This fundamentally eliminates the risk of accidental initiation or continued testing when equipment is in an unsafe state, thus improving the safety level of equipment and personnel.

[0011] As a preferred embodiment of the technical solution of the present invention, the preset safety interlocking condition includes at least one of the following: The preset safety interlock conditions include at least one of the following: The protective cover of the transmission coupling shaft has been closed and locked; The pointer of the steering mechanism is at the 0-degree center position; The hydraulic and service unit's liquid level is higher than a preset threshold; Before performing the trailer pump test, the transmission connection shaft between the power and servo unit and the integrated transmission device under test was physically disconnected.

[0012] The safety interlocking conditions are specified as objective and measurable items such as mechanical protection status, initial position of the mechanism, system assurance conditions, and physical isolation before testing. These conditions cover multiple safety dimensions, including mechanical, hydraulic, and electrical aspects, forming a comprehensive and operable safety protection network, making the safety verification logic clear.

[0013] As a preferred embodiment of the technical solution of the present invention, the predefined logical events include at least one of clutch engagement event, clutch disengagement event, steering command trigger event, and trailer pump start event; The data collection and processing unit is further configured as follows: When a logical event is detected, the associated sensor data segment is locked; Based on the data segment, the corresponding performance characteristic values ​​are calculated by a preset algorithm. The performance characteristic values ​​include at least the clutch pressure build-up time, steady-state pressure value, steering pressure response time, or trailer pump pressure rise slope. The performance characteristic values, along with the event identifiers, are sent to the central measurement and control unit in real time.

[0014] By defining logical events directly related to gear shifting and steering, and driving the data collection and processing unit to automatically lock data segments and calculate key performance characteristic values ​​when events occur, massive amounts of raw sensor data are transformed into high-quality information with clear engineering significance.

[0015] As a preferred embodiment of the technical solution of the present invention, the central measurement and control unit is further configured to perform the test task as follows: If the performance characteristic value of the current test phase does not meet the preset success condition, the system will automatically trigger repeated testing, downgrade testing, or jump to the specified fault diagnosis task sequence according to the preset strategy. If N consecutive test phases fail, or any performance characteristic value exceeds its preset safety threshold range, the test will be terminated and a prompt message containing fault location information will be output, where N≥2.

[0016] The system clearly defines a tiered handling strategy and hard termination conditions for test failures. This enables the system to intelligently attempt and diagnose anomalies, and to decisively terminate operations when risks arise, preventing equipment damage and outputting valuable fault location information to guide subsequent maintenance.

[0017] As a preferred embodiment of the technical solution of the present invention, the model adaptation clamping unit includes: A cast iron platform and various types of mounting brackets that can be optionally mounted on the cast iron platform; The transmission coupling shaft includes a universal coupling and a gear sleeve assembly that are matched with the corresponding mounting bracket.

[0018] Using a high-rigidity cast iron platform as a unified benchmark, along with a variety of optional mounting brackets and matching universal drive components, ensures the overall stability and centering accuracy of different models of devices after clamping, and enables rapid and standardized replacement of tooling components.

[0019] As a preferred embodiment of the present invention, the hydraulic and service unit includes an independent steering pump oil source, a lubrication system, and a cooling system, which are respectively connected to the corresponding oil ports of the integrated transmission device under test via hydraulic pipelines with quick-change couplings; wherein, the steering pump oil source is connected to the steering pump inlet and outlet of the integrated transmission device under test via a first set of hydraulic pipelines; the lubrication system is connected to the lubrication inlet and outlet of the integrated transmission device under test via a second set of hydraulic pipelines; and the cooling system is connected to the cooling circuit interface of the integrated transmission device under test via a third set of hydraulic pipelines. The distributed sensing unit includes: The clutch pressure sensor group is connected to the pressure testing ports of each clutch in the integrated transmission device under test via pressure testing connectors. The steering pump pressure sensor is connected to the steering pump pressure port of the integrated transmission device under test via a pressure test connector. And a speed sensor for detecting the speed of the fan pump in the integrated transmission device under test.

[0020] Through independent subsystems (steering, lubrication, and cooling) and clearly defined pipeline connections, the functions of each hydraulic circuit are clearly defined and do not interfere with each other, providing precise service to the device under test. The use of quick-connect couplings throughout greatly simplifies hydraulic pipeline connections during model changes, improves preparation efficiency, and reduces the risk of leakage. By strategically placing sensors in key components such as the clutch, steering pump, and fan pump, core parameters reflecting the device's shifting performance, steering performance, and auxiliary system operating status can be directly and accurately captured, providing a reliable data source for system functional verification and intelligent interpretation.

[0021] As a preferred embodiment of the technical solution of the present invention, the steering pump oil source is integrated with an electric heater; The cooling and heat dissipation system includes an outdoor cooling water tower and a hydraulic oil heat exchanger; All hydraulic line interfaces use quick-connect couplings.

[0022] An electric heater is integrated into the steering pump oil source, which can quickly preheat the hydraulic oil and ensure normal system start-up and testing accuracy in low-temperature environments. The cooling system adopts a combination of outdoor cooling tower and hydraulic oil heat exchanger, which has high heat dissipation efficiency and can effectively control the heat generated during the test, ensuring that the oil temperature remains stable within a reasonable range.

[0023] All hydraulic line interfaces use quick-connect couplings, making the connection and disconnection of hydraulic lines quick, easy, and reliably sealed. This reduces the preparation time required for changeover testing and lowers the risk of connection errors and leaks.

[0024] As a preferred embodiment of the technical solution of the present invention, the actuators in the hydraulic and service unit include a gear shifting control device for manipulating the gear position of the integrated transmission device under test and a steering control device for manipulating its steering; the actuators in the power and servo unit include a frequency converter and a drive motor.

[0025] The shifting control device includes an electro-hydraulic control valve group, which is connected to multiple clutch pressure test ports of the integrated transmission device under test through multiple hydraulic hoses with connectors. The valve group is used to output pressurized oil to the control oil circuit of the corresponding clutch according to the control command, so as to drive the device under test to shift gears automatically. The steering control device is a servo-driven linear actuator. Its output push rod is connected to the variable rocker arm shaft of the steering pump of the integrated transmission device under test through a mechanical linkage mechanism. It is used to move the variable rocker arm to a preset angle according to the control command, so as to drive the device under test to realize the steering function.

[0026] By clearly defining the gear shifting and steering mechanisms as the actuators of the hydraulic and service units, and the frequency converter and drive motor as the actuators of the power and servo units, the control logic of the central measurement and control unit is made clearer. It can accurately output control commands to different types of actuators, ensuring the precise execution of actions such as multi-gear switching, steering control, and speed adjustment. This ensures that all actions are executed smoothly in a preset sequence during testing, further improving testing efficiency and stability.

[0027] As a preferred embodiment of the technical solution of the present invention, the central measurement and control unit also provides a manual test interface. Through the manual test interface, the operator can independently control the speed of the power and servo unit, the start and stop of each subsystem in the hydraulic and service unit, the gear increase / decrease, and the selection of the steering angle.

[0028] Beyond automated testing, it allows operators to independently control key actions such as drive motor speed, water cooling start / stop, and gear switching, which can meet personalized testing needs such as equipment debugging, fault diagnosis, and special working condition verification. It avoids the limitations of automated processes on special scenarios and expands the applicability of the system.

[0029] The manual control function allows operators to quickly intervene when the system malfunctions, reducing the risk of the fault escalating. At the same time, during equipment commissioning and maintenance, the working status of each component can be precisely controlled manually, improving commissioning and maintenance efficiency.

[0030] Secondly, the present invention also provides a method for no-load detection of a comprehensive transmission device, comprising the following steps: According to the model of the integrated transmission device under test, select and install the corresponding mounting fixture and transmission connection shaft from the model matching clamping unit to mechanically fix the integrated transmission device under test, and connect its input shaft to the output shaft of the power and servo unit. The steering pump oil source, lubrication system, and cooling system of the hydraulic and service unit are connected to the corresponding oil ports of the integrated transmission device under test through hydraulic pipelines; the sensors of the distributed sensing unit are installed at the preset measurement point positions. Start the central measurement and control unit and input the model of the integrated transmission device under test; the system automatically loads the corresponding test procedures, performance criteria, predefined logical events and event-driven task sequences; and continuously verifies a set of preset safety interlock conditions based on real-time collected engineering value data; Under the premise that the safety interlock conditions are continuously met, the central measurement and control unit sends control commands according to the test procedure to drive the integrated transmission device under test to perform multi-gear switching, steering control, trailer pump and emergency gear function verification tests. During this process, the data collection and processing unit collects sensor signals in real time and converts them into engineering values, monitors changes in key parameters, and when a predefined logical event is detected, it triggers and calculates the performance characteristic value associated with the event, and sends the engineering value, performance characteristic value and event identifier containing timestamp in real time. The central measurement and control unit receives the performance characteristic value and compares it with the preloaded performance criteria in real time to dynamically determine whether the current test stage meets the preset success conditions. Based on the comparison results, it adaptively adjusts subsequent test tasks or triggers anomaly handling procedures. Based on the real-time comparison results throughout the entire testing process, a test report is automatically generated.

[0031] As a preferred embodiment of the technical solution of the present invention, the adaptive adjustment includes at least one of the following: If the success conditions are not met in the current test phase, a retest will be automatically triggered; or If the current testing phase does not meet the success criteria but the deviation is small, then a downgraded test will be performed; or If the feature value indicates the existence of a preset fault mode, then jump to the specified fault diagnosis task sequence.

[0032] As a preferred embodiment of the technical solution of the present invention, the method further includes a fail-safe termination step: If, during the testing process, N consecutive (N≥2) test stages fail, or any performance characteristic value exceeds its preset safety threshold range, the central measurement and control unit will immediately stop the test and output a prompt message containing fault location information.

[0033] As a preferred embodiment of the technical solution of the present invention, the predefined logical event includes at least one of the following: clutch engagement event, clutch disengagement event, steering command trigger event, and trailer pump start event; The calculation of performance characteristic values ​​includes: when a logical event is detected, locking the associated sensor data segment and calculating the corresponding performance characteristic value through a preset algorithm. The performance characteristic value includes at least the clutch pressure build-up time, steady-state pressure value, steering pressure response time, or trailer pump pressure rise slope.

[0034] As a preferred embodiment of the technical solution of the present invention, the specific steps for calculating the clutch pressure build-up time include: (a) Determine the steady-state pressure value of the pressure data segment; (b) 10% and 90% of the steady-state pressure value are respectively used as the first threshold and the second threshold; (c) Identify the first time point at which the pressure value first exceeds the first threshold, and the second time point at which the pressure value first reaches the second threshold; (d) Calculate the time difference between the second time point and the first time point as the clutch pressure build-up time.

[0035] As a preferred embodiment of the technical solution of the present invention, the preset safety interlocking condition includes at least one of the following: The protective cover for the transmission coupling shaft has been closed and locked; The steering mechanism is in the 0-degree center position; The hydraulic and service unit's fluid level is higher than a preset threshold; The transmission shaft between the power source and the device under test was physically disconnected before the test.

[0036] As a preferred embodiment of the technical solution of the present invention, the method further includes a manual testing mode step: After the system initialization is complete, the operator can independently control the power source speed, the start and stop of each subsystem of the hydraulic and service unit, the gear switching, and the adjustment of the steering angle through the manual test interface.

[0037] As a preferred embodiment of the technical solution of the present invention, a shift logic relation library is loaded, and in the report, the clutch combination engaged in the actual shifting process is logically consistent with the definition in the shift logic relation library to generate a logical correctness judgment result.

[0038] As can be seen from the above technical solutions, this application has the following advantages: Through the design of a replaceable mounting fixture and transmission connection shaft for the model-adaptive clamping unit, mechanical fixing and drive connection of devices of different sizes and interface models can be completed without temporary modification, solving the problems of unreliable clamping, low centering accuracy and complicated interface connection of traditional single-model testing stations, and greatly improving equipment utilization.

[0039] By organically combining distributed sensing units, data collection and processing units, and a central measurement and control unit, the system can not only comprehensively collect various parameters during the testing process, but also automatically trigger the calculation of advanced characteristic values ​​(such as pressure build-up time and response time) based on predefined logical events. The central measurement and control unit performs real-time comparison and dynamic judgment based on these characteristic values, realizing intelligent monitoring and decision-making of the testing process.

[0040] The central test and control unit can automatically load complete test procedures, performance criteria, and event task sequences based on the input model, and drive each unit to automatically execute the entire test process. This completely changes the traditional testing mode that relies on manual operation and experience-based judgment, significantly improving testing efficiency and consistency, and reducing human error.

[0041] The system can dynamically adjust subsequent test tasks or trigger corresponding exception handling procedures based on real-time comparison results. This makes the testing process no longer a rigid, fixed sequence, but a flexible process that can intelligently respond according to the actual performance of the device under test, enhancing the system's robustness and fault diagnosis capabilities. Attached Figure Description

[0042] To more clearly illustrate the technical solution of this application, the accompanying drawings used in the description will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0043] Figure 1 A block diagram of a system provided in an embodiment of the present invention.

[0044] Figure 2 This is a flowchart illustrating the method provided in an embodiment of the present invention. Detailed Implementation

[0045] To make the purpose, features, and advantages of this application more apparent and understandable, specific embodiments and accompanying drawings will be used to clearly and completely describe the technical solution protected by this application. Obviously, the embodiments described below are only some embodiments of this application, and not all embodiments. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0046] Unless otherwise defined, all technical and scientific terms used in this application have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. The terminology used in this application and in the specification of this invention is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention.

[0047] like Figure 1 As shown, an embodiment of the present invention provides an unloaded detection system for a comprehensive transmission device, comprising: A model-adaptive clamping unit is provided with mounting fixtures and transmission connecting shafts of different models for mechanically fixing and driving the connection of different models of integrated transmission devices under test; in this embodiment of the invention, the model-adaptive clamping unit includes: The cast iron platform and a first mounting bracket, a second mounting bracket, and a third mounting bracket that can be selectively mounted on the cast iron platform; the transmission connecting shaft includes a universal coupling and a gear sleeve assembly that are matched with the corresponding mounting bracket.

[0048] The model-adaptive clamping unit provided in this embodiment of the invention serves as the mechanical interface between the system and the device under test. Its core is a large cast iron platform with high rigidity and stability, used to support the entire testing system and the integrated transmission device under test. The platform is equipped with T-slots for mounting three sets of quickly replaceable dedicated mounting brackets, corresponding to models CH300A, CH400D, and CH700 respectively. Each bracket is designed according to the shape, mounting hole positions, and input shaft center height of the corresponding integrated transmission device model to ensure secure clamping and accurate alignment.

[0049] Each bracket is paired with a transmission coupling shaft assembly. This assembly includes a universal coupling and a gear sleeve. During installation, first fix the gear sleeve to the connection end of the universal coupling. Then, while rotating, insert the gear sleeve into the drum-shaped teeth of the input shaft of the integrated transmission device under test. Install two anti-reverse half-clamping rings and tighten the four M10 limit screws. Finally, close and lock the metal protective cover. This design allows for a certain degree of angular and positional compensation, while the protective cover and anti-reverse clamping rings provide important mechanical safety protection.

[0050] The power and servo unit includes a frequency converter and a drive motor controlled by the frequency converter. Its output shaft is connected to the input shaft of the integrated transmission device under test through the transmission coupling shaft, providing power input with adjustable speed. This unit provides controllable power input to the integrated transmission device under test. It mainly consists of a high-power drive motor and its matching frequency converter (integrated in the frequency converter cabinet). The drive motor is fixed to the cast iron platform via its own motor base. The motor's output shaft is coaxially mechanically connected to the input shaft of the integrated transmission device under test via the aforementioned transmission coupling shaft. The drive motor's speed can be precisely set via software on the control panel or the frequency converter cabinet panel to simulate the input of the engine under different operating conditions.

[0051] The hydraulic and service unit includes an independent steering pump oil source, lubrication system and cooling system, which are hydraulically connected to the corresponding oil ports of the integrated transmission device under test through hydraulic pipelines. In this embodiment of the invention, the steering pump oil source is connected to the steering pump inlet and outlet of the integrated transmission device under test through a first set of hydraulic pipelines; The lubrication system is connected to the lubrication inlet and outlet of the integrated transmission device under test via a second set of hydraulic lines. The cooling and heat dissipation system is connected to the cooling circuit interface of the integrated transmission device under test through a third set of hydraulic pipelines.

[0052] It should be noted that this unit provides the necessary hydraulic medium and temperature control for the integrated transmission device under test. It consists of three physically independent subsystems, each of which is connected to the device under test via hydraulic lines with quick-change couplings, which greatly facilitates the changeover operation.

[0053] The steering pump oil source is an independent hydraulic station, specifically designed to supply pressurized oil to the hydraulic steering system of the integrated transmission unit under test. This oil source tank integrates an electric heater to preheat the hydraulic oil in low-temperature environments, ensuring suitable oil viscosity. Its outlet and return ports are connected to the inlet and return ports of the steering pump of the device under test via quick-connect couplings.

[0054] The lubrication system provides forced lubrication to the moving parts such as gears and bearings inside the integrated transmission device under test. It is connected to the lubrication inlet and outlet of the device under test through independent pipelines.

[0055] The cooling system is used to remove the heat generated during testing. This system includes an outdoor cooling tower and a hydraulic oil heat exchanger. The cooling tower provides circulating cooling water that flows through the cold side of the hydraulic oil heat exchanger; the heat-transmitting oil from the device under test flows through the hot side of the heat exchanger, and the two exchange heat to maintain the oil temperature within a reasonable range. The cooling system is connected to the cooling circuit interface of the device under test via a quick-connect coupling.

[0056] A distributed sensing unit includes pressure, temperature, flow, and speed sensors disposed on the hydraulic and service unit and the integrated transmission device under test; the distributed sensing unit includes: The clutch pressure sensor group is connected to the pressure testing ports of each clutch in the integrated transmission device under test via pressure testing connectors. The steering pump pressure sensor is connected to the steering pump pressure port of the integrated transmission device under test via a pressure test connector. And a speed sensor for detecting the speed of the fan pump in the integrated transmission device under test.

[0057] It should be noted that this unit is responsible for comprehensively acquiring the operating status signals of the system and the device under test, including: Multiple pressure sensors form a clutch pressure sensor group, which is connected one-to-one to the pressure test ports of each clutch on the integrated transmission under test via pressure test hoses equipped with M14×1.5 threaded connectors. A steering pump pressure sensor is also included, connected to the steering pump pressure test port via a pressure test hose equipped with a 9 / 16-18 threaded connector. All pressure test hoses are labeled to avoid incorrect connection.

[0058] Temperature and flow sensors: installed in key circuits such as lubrication and cooling to monitor oil temperature and flow rate.

[0059] Speed ​​sensors: This includes a speed sensor for measuring the output shaft speed, and a dedicated fan pump speed sensor. When testing is required, the original fan pump of the device under test can be removed and installed in this position to detect the fan pump speed.

[0060] All sensor signal cables are connected to the small data acquisition cabinet or the main data acquisition control cabinet.

[0061] The data collection and processing unit, connected to the distributed sensing unit, is configured as follows: The system acquires sensor signals in real time and converts them into engineering values; it monitors changes in key parameters, and when a predefined logical event is detected, it triggers and calculates the performance characteristic value associated with that event, sending the engineering value (including a timestamp), the performance characteristic value triggered by the event, and its corresponding event identifier in real time. This unit mainly consists of a data acquisition control cabinet, a small data acquisition cabinet, and analog input modules within the PLC control cabinet. It is responsible for receiving all analog signals from the distributed sensing units, performing preprocessing such as signal conditioning and analog-to-digital conversion, and uploading the digitized data via the industrial bus network.

[0062] The central measurement and control unit, including the industrial control computer and the test system software running on it, is configured as follows: The system receives the model number of the integrated transmission device under test and loads the corresponding test procedures, performance criteria, predefined logical events, and event-driven task sequences accordingly. Based on the test procedures, it sends control commands to the actuators in the power and servo units and hydraulic and service units, driving the integrated transmission device under test to perform multi-gear switching, steering control, trailer pump, and emergency gear function verification tests. During the test, it receives performance characteristic values ​​and compares them with the performance criteria in real time, dynamically determining whether each test stage meets the preset success conditions. Based on the comparison results, it adaptively adjusts subsequent test tasks or triggers anomaly handling procedures, and generates a test report based on the comparison results.

[0063] The control logic implemented by the central measurement and control unit also includes: Based on the timestamped engineering values ​​received in real time from the data collection and processing unit, a set of preset safety interlock conditions are continuously verified. Only when all relevant safety interlock conditions are continuously met, a control command is generated and sent according to the test procedure. If any safety interlock condition becomes unmet during the test, the test should be immediately paused or terminated, and a safety alarm should be issued.

[0064] It should be noted that this unit is a high-performance industrial computer equipped with dedicated integrated transmission device testing system software. The industrial computer is integrated with the control console. This unit is programmed to implement the following core control and decision-making logic: After starting the software, the operator first enters their username and password on the login screen, then selects the model to be tested (CH300A, CH400D, or CH700) on the model selection screen and enters the product number. The software then automatically loads the complete test procedure preset for that model, the corresponding shifting operation logic library (e.g., a logic table storing the clutch engagement state for each gear of the CH400D), and the pass / fail criteria for various performance indicators (such as pressure range and speed difference threshold).

[0065] Before initiating any test, the software acquires the initial system state through the data collection and processing unit and automatically verifies a set of preset safety interlock conditions. These conditions include at least: checking whether the protective cover of the transmission coupling shaft is closed and locked; checking whether the pointer of the steering mechanism indicates the 0-degree center position; checking whether the oil level of the steering pump and the lubrication system tank is normal; and if a trailer pump test is subsequently performed, it must be confirmed that the transmission coupling shaft between the power motor and the device under test has been physically disconnected. The start test button is enabled only when all relevant safety conditions are met. The actuators in the hydraulic and service unit include a shift control device for manipulating the gears of the integrated transmission under test and a steering control device for manipulating its steering; the actuators in the power and servo unit include a frequency converter and a drive motor. The shift control device includes an electro-hydraulic control valve group, which is connected to multiple clutch pressure test ports of the integrated transmission under test through multi-way hydraulic hoses with connectors, for outputting pressurized oil to the control oil circuit of the corresponding clutch according to control commands to drive the device under test to automatically shift gears.

[0066] The steering control device is a servo-driven linear actuator. Its output push rod is connected to the variable rocker arm shaft of the steering pump of the integrated transmission device under test through a mechanical linkage mechanism. It is used to move the variable rocker arm to a preset angle according to the control command, so as to drive the device under test to realize the steering function.

[0067] The hydraulic hose connector connecting the electro-hydraulic control valve assembly to the pressure test port of the clutch of the integrated transmission device under test has an M14×1.5 or 9 / 16-18 thread that matches the pressure test port. The mechanical linkage mechanism includes a clamping sleeve fixed to the variable rocker arm shaft and a Y-shaped fork connected to the end of the output push rod. The Y-shaped fork and the clamping sleeve are hinged by a pin.

[0068] In this embodiment of the invention, the central measurement and control unit communicates with a field control unit via an industrial bus; the field control unit is connected to the frequency converter in the power and servo unit, the solenoid valve group of the shift control device and the servo driver of the steering control device in the hydraulic and service unit, and the data collection and processing unit, respectively, and is used to receive instructions issued by the central measurement and control unit and control the actions of each actuator, while collecting sensor status data.

[0069] It should be noted that the gear shifting control device is an electro-hydraulic servo control system. Based on instructions from the central control unit, it outputs precise pressure oil signals to the hydraulic shifting control circuit of the integrated transmission device under test, thereby driving the sequential engagement and disengagement of its internal clutches to achieve automatic gear shifting. This device serves as the hydraulic control interface between the central control unit and the integrated transmission device under test. Its specific structure and connection relationships are as follows: 1. Electrical control link connection: Command Input Interface: The coils of each solenoid valve in the solenoid valve assembly within the device are connected to a dedicated field control unit for logic control and input / output within the system via multi-core control cables. In a typical implementation, this unit is a programmable logic controller (PLC) cabinet. This field control unit exchanges data with the central measurement and control unit via an industrial communication network.

[0070] Status feedback interface: Pressure sensors are installed on the hydraulic hoses connecting the oil circuits of each clutch to monitor the pressure build-up process of each clutch in real time. The signal output of the pressure sensor is connected to the analog input module of the field control unit via a signal cable.

[0071] 2. Connection between hydraulic power and actuation link: Power source interface: The valve block of the device is equipped with a main oil inlet and a main oil return port. The main oil inlet is connected to the hydraulic power source of the detection system via a high-pressure hose, which is a component of the hydraulic and service unit. The main oil return port is connected back to the hydraulic oil tank via a pipeline.

[0072] Output interface: The valve block has multiple working ports, each corresponding to a controlled clutch. Each working port is connected, one-to-one and non-interchangeable, to the corresponding clutch pressure test port clearly marked on the housing of the integrated transmission device under test via a pressure test hose with a quick connector and a standard threaded interface.

[0073] The entire electro-hydraulic valve assembly is typically integrated into a compact valve block or protective housing, which is rigidly fixed to the test bench (cast iron platform) near or above it by a bracket. There is no direct mechanical motion connection between it and the integrated drive system under test; signal and media interaction occurs solely through the aforementioned hydraulic hoses and electrical cables.

[0074] The central measurement and control unit generates shift commands based on the test procedures and shift logic, such as engaging the CH clutch and disengaging the CL clutch, and sends them to the field control unit via the industrial network.

[0075] The field control unit parses the command and drives the corresponding channel on its digital output module to output 24V DC power to the solenoid valve coil that controls the CH clutch in the shift control device, while simultaneously stopping the power supply to the solenoid valve that controls the CL clutch.

[0076] When the solenoid valve corresponding to the CH clutch is energized, its valve core moves, drawing pressurized oil supplied by the system's hydraulic power source through the main inlet into the working oil circuit leading to the CH clutch's pressure test port. Simultaneously, the solenoid valve corresponding to the CL clutch is de-energized and resets, connecting its control oil circuit to the valve block's main return port for pressure relief.

[0077] Pressurized oil enters the piston chamber of the CH clutch inside the device under test through a pressure testing hose, pushing the piston to press against the friction plates, thus completing the engagement. The CL clutch resets and disengages under the action of a spring. During this process, pressure sensors installed on the oil circuits of the CH and CL clutches collect pressure signals in real time and transmit them back to the field control unit via signal cables, and then upload them to the central measurement and control unit.

[0078] The steering control device is an electromechanical position servo system used to generate high-precision linear displacement according to the instructions of the central control system. It directly drives the variable lever of the hydraulic steering pump of the integrated transmission device under test through a mechanical linkage mechanism, thereby precisely controlling its swing angle and realizing the test of stepless steering function.

[0079] This device serves as a high-precision mechanical drive interface between the central measurement and control unit and the integrated transmission device under test in the system. Its specific structure and connection relationship are as follows: 1. Electrical control link connection: Servo driver; Upper-level command interface: The servo driver connects to the field control unit in the system via an industrial communication network or pulse / analog signal line.

[0080] Power and feedback interface: The power output terminal of the servo driver is connected to the servo motor via the motor power cable; its encoder feedback interface is connected to the encoder at the end of the motor via a dedicated feedback cable.

[0081] Status monitoring interface: The actual displacement value of the device push rod, measured by the encoder or linear displacement sensor, is fed back to the field control unit in real time through the servo driver, and then uploaded to the central measurement and control unit for monitoring and recording.

[0082] 2. Mechanical actuation and connection links: The servo electric cylinder integrates a servo motor, a high-precision ball screw, a push rod, and a built-in encoder.

[0083] A Y-shaped connecting fork is rigidly connected to the end of the push rod.

[0084] On the steering pump of the integrated transmission device under test, there is an exposed swing arm shaft, which is the drive shaft of the variable displacement lever. Before testing, the operator first puts a metal clamping sleeve on the swing arm shaft and tightens it with an Allen screw to ensure no relative slippage. Finally, the Y-shaped fork at the end of the electric cylinder push rod is inserted and locked into the groove on the side of the clamping sleeve, and a cylindrical pin or quick pin is inserted to lock it, thus forming a rigid low-backlash hinge that can transmit push / pull forces.

[0085] The entire servo electric cylinder assembly is rigidly fixed to a specially designed bracket via its own mounting flange or base, which is then securely mounted on the test bench (cast iron platform). Its mounting position is precisely calculated to ensure a good kinematic relationship between the linear motion axis of the push rod and the rotational plane of the steering pump arm shaft, avoiding excessive lateral forces.

[0086] Based on the steering test requirements and the transmission ratio of the steering system, the central measurement and control unit calculates the target linear position that the servo electric cylinder push rod needs to achieve, in millimeters or pulse count.

[0087] The target position command is sent from the industrial computer to the field control unit via the industrial network. The field control unit then uses this command as a setpoint and sends it to the servo drive integrated into the steering mechanism via a communication protocol or I / O signal.

[0088] The servo driver compares the actual position of the push rod read from the encoder with the received target position in real time, and uses its internal high-speed PID control algorithm to calculate the required motor torque current. The calculated current signal is output to the servo motor to drive its rotation. The motor, through a ball screw pair, converts the rotational motion into high-precision, high-rigidity linear displacement of the push rod. The linear motion of the push rod, through a rigid linkage mechanism consisting of a Y-shaped fork, clamping sleeve, and pin, transmits force to the steering pump's swing arm shaft, generating torque that drives the variable displacement lever to precisely deflect to the target angle.

[0089] Changes in the lever angle alter the output of the hydraulic steering pump, ultimately resulting in a speed difference between the left and right output shafts of the device under test. The system collects this speed difference using speed sensors mounted on the output shafts and feeds the data back to the central control unit. The software verifies the accuracy and performance of the steering function by comparing the commanded steering angle with the actual steering effect calculated from the measured speed difference. For example, it verifies whether the speed difference during stationary steering in neutral is ≤35 r / min. After the safety conditions are met, the operator clicks the automatic test button. The central control unit automatically generates a series of control commands according to the loaded test procedures and sends them to each actuator via the PLC control cabinet. For example: First, the water cooling system is started. Then, the frequency converter is controlled to increase the drive motor to the specified speed. Next, the gear shifting device is controlled to sequentially engage 1st gear, 2nd gear up to 6th gear, neutral, and reverse gear, with each gear running stably for 2 minutes. Subsequently, at different input speed points, the steering device is controlled to rotate the steering pump variable lever sequentially to angles such as 0°, ±5°, ±10°, ±20°, and ±25° to test the steering function. After that, an emergency gear test is performed. Finally, with the power connection disconnected, the DC power supply to the trailer pump motor is turned on to conduct a trailer starting simulation test. Throughout the entire process, all sensor data is collected synchronously in real time.

[0090] It should be noted that the data collection and processing unit connects all sensors in the distributed sensing unit and serves as the data front-end of the central measurement and control unit. Its core function is to perform real-time acquisition, synchronization, preprocessing, feature extraction, and caching of raw sensor signals from multiple sources, asynchronously, and heterogeneously, providing high-quality, structured data for the central measurement and control unit's control decisions and performance analysis. The data collection and processing unit is further configured as follows: During the data acquisition process, a unified timestamp is applied to the data from all channels to achieve synchronization; The original signal is denoised using a digital filter and then converted to a standard physical unit engineering value. Real-time monitoring of changes in key parameters; when a predefined logical event is detected, automatic triggering and calculation of the performance characteristic value associated with the event, the performance characteristic value including at least clutch pressure build-up time, steady-state pressure value or steering pressure response time; The engineering value data stream containing timestamps and the performance characteristic values ​​triggered by events are packaged and sent to the central measurement and control unit.

[0091] Furthermore, the data collection and processing unit is configured to execute the following event-triggered feature extraction process: Receive and register at least one predefined logical event issued by the central monitoring and control unit, wherein the logical event is associated with at least one monitoring parameter and triggering condition; During the test, the real-time data of the monitoring parameters are continuously compared with the triggering conditions. When the conditions are met, an event triggering signal is generated and the associated data segment is locked. In response to the event trigger signal, one or more performance characteristic values ​​are calculated based on the locked associated data segment using a predetermined feature extraction algorithm; The calculated performance characteristic values, along with event identifiers, are reported to the central measurement and control unit for real-time comparison with performance criteria.

[0092] In this embodiment of the invention, the predetermined feature extraction algorithm includes an algorithm for calculating the clutch pressure settling time, and the algorithm execution steps include: (a) Determine the steady-state pressure value for the pressure data segment; (b) Using 10% and 90% of the steady-state pressure value as the first threshold and the second threshold, respectively; (c) On the timeline, find the first time point when the pressure value first exceeds the first threshold and the second time point when the pressure value first reaches the second threshold; (d) Calculate the time difference between the second time point and the first time point as the clutch pressure build-up time.

[0093] In this embodiment of the invention, the central measurement and control unit is further configured to execute the following automated testing process: (1) Analyze the test procedure corresponding to the model of the integrated transmission device to be tested, and generate a task sequence containing multiple ordered test tasks; (2) Each test task is executed in sequence, including: sending control commands to the corresponding actuators in the power and servo unit and the hydraulic and service unit; then entering a waiting state, continuously receiving feedback data from the data collection and processing unit, and comparing the feedback data with the preset success criteria of the task in real time; (3) The task is determined to be successful only when the feedback data meets the preset success criteria of the current task, and the next task is executed; otherwise, error handling is performed according to the preset strategy. (4) After all test tasks are completed, the test report containing the pass / fail determination is automatically generated by combining the execution results and feedback data of each task.

[0094] It should be noted here that the test task sequence includes the following functional verification tasks executed sequentially or in an interleaved manner: Multi-gear shifting verification task: Automatically generate shifting command sequence based on shifting logic relation library, drive the shifting control device to act, and verify the correctness and smoothness of each gear engagement based on feedback from clutch pressure sensor group; Steering control verification task: Control the steering maneuver to move according to a preset angle pattern, and verify the responsiveness and symmetry of the steering function based on feedback from the steering pressure sensor; Pump function verification task: Under a set speed, verify whether the speed of the hydraulic pump driven by the integrated transmission device under test is normal; Emergency gear function verification task: Activate the emergency mode through a dedicated control interface and verify whether the transmission device enters and locks into the predetermined emergency gear.

[0095] After the test, the central control unit automatically compares and analyzes the collected dynamic data with the pre-loaded performance criteria and shift logic relationships. For example, it determines whether the output speed difference between the two sides is ≤35 r / min when turning in neutral, whether the operating oil pressure is between 0.60 and 1.30 MPa when the trailer pump is started, whether the clutch pressure curves in each gear are normal, and whether the clutch engagement state conforms to the logic relationship table. After the analysis is completed, the system automatically generates a structured test report, clearly listing the test results and the overall conclusion of pass / fail.

[0096] The central monitoring and control unit automatically generates the following test reports: The performance characteristic values ​​and sensor data reported by the data collection and processing unit are compared one by one with the performance criteria to generate a single parameter judgment result. The clutch combination used in the actual gear shifting process is logically consistent with the definition in the gear shifting logic relation library, and a logical correctness judgment result is generated. Based on the individual parameter determination results and the logical correctness determination results, the overall no-load test conclusion of the integrated transmission device under test is obtained and filled into the structured report template.

[0097] In addition, the system also provides a manual testing mode. That is, the central control unit is also configured to provide a manual testing interface. Through this interface, the operator can independently control the drive motor speed, the start / stop of the water cooling system, gear shifting, steering pump power supply, and steering angle selection. In the manual testing interface, the operator can exit the automatic sequence and independently control the motor start / stop and speed, switch the water cooling system on / off, perform gear shifting, power supply to the steering pump, and select the steering angle, facilitating targeted debugging or troubleshooting.

[0098] like Figure 2 As shown, this embodiment of the invention also provides a method for no-load detection of a comprehensive transmission device, including the following steps: S1. Based on the model of the integrated transmission device to be tested, select and install the corresponding mounting fixture and transmission connection shaft from the model matching clamping unit to mechanically fix the integrated transmission device to be tested, and connect its input shaft to the output shaft of the power and servo unit. S2. Connect the steering pump oil source, lubrication system and cooling system of the hydraulic and service unit to the corresponding oil ports of the integrated transmission device under test through hydraulic pipelines; install each sensor of the distributed sensing unit at the preset measuring point position; S3. Start the central measurement and control unit and input the model of the integrated transmission device under test; the system automatically loads the corresponding test procedures, performance criteria, predefined logical events and event-driven task sequences; and continuously verifies a set of preset safety interlock conditions based on real-time collected engineering value data; wherein, the safety interlock conditions are dynamically selected and applied according to the current test stage: in the normal operation test stage, the protective cover of the transmission connection shaft is verified to be closed and locked, and in the trailer pump test stage, the transmission connection shaft is verified to be physically disconnected.

[0099] S4. Under the premise that the safety interlock conditions are continuously met, the central control unit sends control commands according to the test procedure to drive the integrated transmission device under test to perform multi-gear switching, steering control, trailer pump and emergency gear function verification tests; during this process: The data collection and processing unit collects sensor signals in real time and converts them into engineering values, monitors changes in key parameters, and when a predefined logical event is detected, it triggers and calculates the performance characteristic value associated with the event, and sends the engineering value, performance characteristic value and event identifier containing timestamp in real time. The central measurement and control unit receives the performance characteristic values ​​and compares them with pre-loaded performance criteria in real time to dynamically determine whether the current test phase meets the preset success conditions. Based on the comparison results, it adaptively adjusts subsequent test tasks or triggers an exception handling process. The adaptive adjustment includes at least one of the following: If the success conditions are not met in the current test phase, a retest will be automatically triggered; or If the current testing phase does not meet the success criteria but the deviation is small, then a downgraded test will be performed; or If the feature value indicates the existence of a preset fault mode, then jump to the specified fault diagnosis task sequence.

[0100] S5. Based on the real-time comparison results throughout the entire testing process, an automatic test report is generated.

[0101] In this embodiment of the invention, the preset safety interlock conditions include: confirming that the protective cover of the transmission connecting shaft is closed and locked, that the pointer of the steering control mechanism is at the 0-degree center position, and that the oil level of the steering pump and the lubrication system are normal.

[0102] The multi-gear switching test includes: The central control unit controls the drive motor to run at speeds of 1600 r / min, 1750 r / min, and 1900 r / min in sequence. At each speed, the control unit controls the gear shifting device to engage the 1st to 6th gears, neutral, and reverse gear of the integrated transmission device under test in sequence. After each gear is engaged, the device runs stably for a preset time.

[0103] Steering control tests include: With the drive motor running at at least two different preset speed points, the steering control device is used to position the steering pump variable lever sequentially at 0°, ±5°, ±10°, ±20°, and ±25° angles, and the speeds of the output shafts on both sides are recorded simultaneously to evaluate the in-situ steering accuracy and continuously variable steering function.

[0104] The trailer pump test includes: Before performing the test, confirm that the transmission connection shaft between the drive motor and the integrated transmission device under test has been physically disconnected; The trailer pump motor of the integrated drive device under test is powered by an independent trailer pump motor DC power supply, and the duration of a single power supply does not exceed 1 minute. The operating oil circuit pressure of the integrated transmission device under test is detected and recorded during power supply, and it is determined whether it is within the range of 0.60MPa to 1.30MPa.

[0105] It should be further noted that if the central monitoring and control unit detects that any safety interlock condition is no longer met during the test through the data collection and processing unit, the test will be stopped immediately and an alarm will be issued.

[0106] The method also includes a manual testing mode step: After initialization, the operator can independently control the speed of the drive motor, the start and stop of the water cooling device, the gear shift, the power supply to the steering pump, and the steering angle selection through the manual test interface provided by the central control unit, in order to conduct targeted tests or troubleshooting.

[0107] It should be noted that in this embodiment of the invention, the safety interlock conditions are dynamically applied according to different test tasks. During routine no-load operation, gear shifting, or steering tests, the system mandates that the transmission coupling shaft be reliably connected and the protective cover be locked; while during trailer pump function tests, the system mandates that the transmission coupling shaft be physically disconnected to cut off external power input, while ensuring that the steering mechanism is returned to zero. This task-based safety interlock strategy ensures operational safety under different working conditions.

[0108] Those skilled in the art will clearly understand that the techniques in the embodiments of the present invention can be implemented using software plus necessary general-purpose hardware platforms. Based on this understanding, the technical solutions in the embodiments of the present invention, or the parts that contribute to the prior art, can be embodied in the form of a software product. This computer software product is stored in a storage medium such as a USB flash drive, mobile hard drive, read-only memory (ROM), random access memory (RAM), magnetic disk, or optical disk, or other media capable of storing program code, and includes several instructions to cause a computer terminal to execute all or part of the steps of the methods described in the various embodiments of the present invention.

[0109] In the embodiments provided by this invention, it should be understood that the disclosed systems, apparatuses, and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0110] 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 units can be selected to achieve the purpose of this embodiment according to actual needs.

[0111] In addition, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0112] The above description of the disclosed embodiments enables those skilled in the art to make or use the invention. 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 the invention. Therefore, the invention 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 disclosed herein.

Claims

1. A no-load detection system for an integrated transmission device, characterized in that, include: The model-adaptive clamping unit is equipped with different models of mounting fixtures and transmission connecting shafts for mechanically fixing and driving the connection of different models of integrated transmission devices under test. The power and servo unit has its output shaft connected to the input shaft of the integrated transmission device under test via the transmission coupling shaft. The hydraulic and service unit is hydraulically connected to the corresponding oil port of the integrated transmission device under test. A distributed sensing unit is installed on the hydraulic and service unit and the integrated transmission device under test; The data collection and processing unit, connected to the distributed sensing unit, is configured as follows: It acquires sensor signals in real time and converts them into engineering values; monitors changes in key parameters; when a predefined logical event is detected, it triggers and calculates the performance characteristic value associated with the event, and sends the engineering value containing the timestamp, the performance characteristic value triggered by the event, and its corresponding event identifier in real time. The central measurement and control unit, connected to the data collection and processing unit, is configured as follows: The system receives the model number of the integrated transmission device under test and loads the corresponding test procedures, performance criteria, predefined logical events, and event-driven task sequences accordingly. Based on the test procedures, it sends control commands to the actuators in the power and servo units and the hydraulic and service units to drive the integrated transmission device under test to perform multi-gear switching, steering control, trailer pump, and emergency gear function verification tests. During the test, it receives performance characteristic values ​​and compares them with the performance criteria in real time to dynamically determine whether each test stage meets the preset success conditions. Based on the comparison results, subsequent test tasks are adaptively adjusted or exception handling procedures are triggered; and a detection report is generated based on the comparison results.

2. The no-load detection system for the integrated transmission device according to claim 1, characterized in that, The central measurement and control unit is also configured as follows: Based on the timestamped engineering values ​​received in real time from the data collection and processing unit, a set of preset safety interlock conditions are continuously verified. Only when all relevant safety interlock conditions are continuously met, a control command is generated and sent according to the test procedure. If any safety interlock condition becomes unmet during the test, the test should be immediately paused or terminated, and a safety alarm should be issued.

3. The no-load detection system for the integrated transmission device according to claim 2, characterized in that, The preset safety interlock conditions include at least one of the following: The protective cover for the transmission coupling shaft has been closed and locked; The steering mechanism pointer is at the 0-degree center position; The hydraulic and service unit's fluid level is higher than a preset threshold; Before performing the trailer pump test, the transmission connection shaft between the power and servo unit and the integrated transmission device under test was physically disconnected.

4. The no-load detection system for the integrated transmission device according to claim 1, characterized in that, The predefined logical events include at least one of the following: clutch engagement event, clutch disengagement event, steering command trigger event, and trailer pump start event; The data collection and processing unit is further configured as follows: When a logical event is detected, the associated sensor data segment is locked; Based on the data segment, the corresponding performance characteristic values ​​are calculated by a preset algorithm. The performance characteristic values ​​include at least the clutch pressure build-up time, steady-state pressure value, steering pressure response time, or trailer pump pressure rise slope. The performance characteristic values, along with the event identifiers, are sent to the central measurement and control unit in real time.

5. The no-load detection system for the integrated transmission device according to claim 1, characterized in that, When executing test tasks, the central measurement and control unit is further configured as follows: If the performance characteristic value of the current test phase does not meet the preset success condition, the system will automatically trigger repeated testing, downgrade testing, or jump to the specified fault diagnosis task sequence according to the preset strategy. If any N consecutive test phases fail, or any performance characteristic value exceeds its preset safety threshold range, the test will be terminated and a report containing fault location information will be output, where N≥2.

6. The no-load detection system for the integrated transmission device according to claim 1, characterized in that, The model-adaptive clamping unit includes: A cast iron platform and various types of mounting brackets that can be optionally mounted on the cast iron platform; The transmission coupling shaft includes a universal coupling and a gear sleeve assembly that are matched with the corresponding mounting bracket.

7. The no-load detection system for the integrated transmission device according to claim 1, characterized in that, The hydraulic and service unit includes an independent steering pump oil source, lubrication system, and cooling system, which are connected to the corresponding oil ports of the integrated transmission device under test via hydraulic lines with quick-change couplings. Specifically, the steering pump oil source is connected to the steering pump inlet and outlet of the integrated transmission device under test via a first set of hydraulic lines; the lubrication system is connected to the lubrication inlet and outlet of the integrated transmission device under test via a second set of hydraulic lines; and the cooling system is connected to the cooling circuit interface of the integrated transmission device under test via a third set of hydraulic lines. The distributed sensing unit includes: The clutch pressure sensor group is connected to the pressure testing ports of each clutch in the integrated transmission device under test via pressure testing connectors. The steering pump pressure sensor is connected to the steering pump pressure port of the integrated transmission device under test via a pressure test connector. And a speed sensor for detecting the speed of the fan pump in the integrated transmission device under test.

8. The no-load detection system for the integrated transmission device according to claim 2, characterized in that, The central control unit also provides a manual testing interface, through which the operator can independently control the speed of the power and servo unit, the start and stop of each subsystem in the hydraulic and service unit, the gear increase / decrease, and the selection of the steering angle.

9. A method for no-load detection of a comprehensive transmission device, characterized in that, Includes the following steps: According to the model of the integrated transmission device under test, select and install the corresponding mounting fixture and transmission connection shaft from the model matching clamping unit to mechanically fix the integrated transmission device under test, and connect its input shaft to the output shaft of the power and servo unit. The steering pump oil source, lubrication system, and cooling system of the hydraulic and service unit are connected to the corresponding oil ports of the integrated transmission device under test through hydraulic pipelines; the sensors of the distributed sensing unit are installed at the preset measurement point positions. Start the central measurement and control unit and input the model of the integrated transmission device under test; the system will automatically load the corresponding test procedures, performance criteria, predefined logical events and event-driven task sequences. Based on real-time collected engineering value data, a set of preset safety interlock conditions are continuously verified; Under the premise that the safety interlock conditions are continuously met, the central measurement and control unit sends control commands according to the test procedure to drive the integrated transmission device under test to perform multi-gear switching, steering control, trailer pump and emergency gear function verification tests. During this process, the data collection and processing unit collects sensor signals in real time and converts them into engineering values, monitors changes in key parameters, and when a predefined logical event is detected, it triggers and calculates the performance characteristic value associated with the event, and sends the engineering value, performance characteristic value and event identifier containing timestamp in real time. The central measurement and control unit receives the performance characteristic value and compares it with the preloaded performance criteria in real time to dynamically determine whether the current test stage meets the preset success conditions. Based on the comparison results, adaptively adjust subsequent test tasks or trigger exception handling procedures; Based on the real-time comparison results throughout the entire testing process, a test report is automatically generated.

10. The no-load detection method for the integrated transmission device according to claim 9, characterized in that, The adaptive adjustment includes at least one of the following: If the success conditions are not met in the current test phase, a retest will be automatically triggered; or If the current testing phase does not meet the success criteria but the deviation is small, then a downgraded test will be performed; or If the feature value indicates the existence of a preset fault mode, then jump to the specified fault diagnosis task sequence.

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