CN115096584A - Lubrication test method and device for extended range hybrid transmission - Google Patents
Lubrication test method and device for extended range hybrid transmission Download PDFInfo
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- CN115096584A CN115096584A CN202210862294.3A CN202210862294A CN115096584A CN 115096584 A CN115096584 A CN 115096584A CN 202210862294 A CN202210862294 A CN 202210862294A CN 115096584 A CN115096584 A CN 115096584A
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- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M13/00—Testing of machine parts
- G01M13/02—Gearings; Transmission mechanisms
- G01M13/025—Test-benches with rotational drive means and loading means; Load or drive simulation
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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Abstract
The embodiment of the invention discloses a lubrication test method and a lubrication test device for a range-increasing hybrid transmission. The method comprises the following steps: the system comprises a rack, a rack motor, a rack control unit, a driving motor, a motor control unit, a clutch control unit and a calibration control device; the rack is connected with the transmission through the clamp and comprises a rotating mechanism; the rack control unit is connected with a rack motor; the rack motor is connected with the transmission; the motor control unit is respectively connected with the calibration control device and the driving motor; the driving motor is connected with the transmission; the clutch control unit is respectively connected with the calibration control device and the clutch. The lubricating bench test can solve the problem that the lubricating bench test in the prior art cannot meet the lubricating test requirement of the extended range type hybrid power transmission, can quickly simulate the lubricating condition of the transmission of the whole vehicle in different working modes without being configured with a complex upper computer system, and improves the service life and the performance of the transmission.
Description
Technical Field
The invention relates to the technical field of automobile manufacturing processes, in particular to a lubrication test method and device for a range-extended hybrid transmission.
Background
In order to reduce fuel consumption and emissions, more and more automobile companies are beginning to develop hybrid transmissions. The extended-range hybrid power transmission has become a development hotspot of new energy automobiles at the present stage by virtue of the obvious advantages of simple structure, high oil saving rate, small spatial arrangement pressure, lower cost, high energy density, long driving range and the like, the lubrication is very important for the transmission, and the performance and the service life of the transmission are directly influenced by the quality of the lubrication.
The range-extending hybrid power transmission has two power input sources and multiple different working modes, but the traditional lubrication test bench and the test method can only simulate the single power input condition and cannot meet the lubrication test requirement of the range-extending hybrid power transmission.
Therefore, how to satisfy the lubrication test requirement of the extended range hybrid transmission becomes an urgent problem to be solved.
Disclosure of Invention
The invention provides a lubrication test method and a lubrication test device for a range-extended hybrid transmission, which are used for solving the problem that the traditional lubrication bench test in the prior art cannot meet the lubrication test requirement of the range-extended hybrid transmission, so that the service life and the performance of the transmission are improved.
According to an aspect of the present invention, there is provided a lubrication test apparatus for a range-extended hybrid transmission, including: the system comprises a rack, a rack motor, a rack control unit, a driving motor, a motor control unit, a clutch control unit and a calibration control device;
the rack is connected with the transmission through a clamp and comprises a rotating mechanism, and the rotating mechanism is used for simulating a pitch angle and a roll angle of the transmission under a set running condition of a vehicle;
the rack control unit is connected with the rack motor and is used for controlling the rack motor according to the set power generation rotating speed under the set running working condition;
the rack motor is connected with the transmission and used for driving the transmission;
the motor control unit is respectively connected with the calibration control device and the driving motor and is used for acquiring a control signal sent by the calibration control device and controlling the driving motor according to the control signal and the driving rotating speed corresponding to the set vehicle speed under the set running condition, wherein the control signal is determined based on the driving rotating speed corresponding to the set vehicle speed under the set running condition;
the driving motor is connected with the transmission and used for driving the transmission to:
the clutch control unit is respectively connected with the calibration control device and the clutch and is used for controlling the working state of the clutch under the set running condition according to the current control parameter output by the calibration control device
According to another aspect of the present invention, there is provided a method of testing lubrication of a range-extended hybrid transmission, comprising: simulating a pitching angle and a roll angle of a transmission under a set running condition of the vehicle through a rack;
controlling the working state of the clutch under the set running condition through a clutch control unit;
controlling a driving motor through a motor control unit according to the driving rotating speed corresponding to the set vehicle speed under the set driving working condition;
controlling a rack motor through a rack control unit according to the set power generation rotating speed under the set running working condition so as to simulate the input of a transmission engine through the rack motor;
the method comprises the steps of obtaining a transmission lubricating state of a transmission, increasing or reducing the lubricating oil amount in the transmission according to the set oil amount when the transmission lubricating state does not meet the set lubricating condition, and returning to execute the pitch angle and the roll angle of the transmission simulated by a rack under the set running condition of the vehicle until the transmission lubricating state meets the set lubricating condition.
According to the technical scheme of the embodiment of the invention, the lubricating tests of the transmission are carried out on the vehicle under different scenes through the rack, the rack motor, the rack control unit, the driving motor, the motor control unit, the clutch control unit and the calibration control device, and the lubricating risk evaluation is carried out on the transmission according to the lubricating tests, so that the problem that the lubricating test requirements of the extended range type hybrid power transmission cannot be met by the traditional lubricating rack test in the prior art can be solved, a basis is provided for the formulation of the energy management strategy of the whole vehicle, and the service life and the performance of the transmission are also improved.
It should be understood that the statements in this section are not intended to identify key or critical features of the embodiments of the present invention, nor are they intended to limit the scope of the invention. Other features of the present invention will become apparent from the following description.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings required to be used in the description of the embodiments are briefly introduced below, and it is obvious that the drawings in the description below are only some embodiments of the present invention, and it is obvious for those skilled in the art that other drawings can be obtained according to the drawings without creative efforts.
Fig. 1 is a schematic structural diagram of a lubrication testing apparatus for a range-extended hybrid transmission according to an embodiment of the present invention;
fig. 2 is a schematic structural diagram of a control system device according to an embodiment of the present invention;
FIG. 3 is a schematic structural diagram of a lubrication testing apparatus for a range-increasing hybrid transmission according to an embodiment of the present invention;
FIG. 4 is a schematic flow chart illustrating a lubrication testing method for the extended range hybrid transmission according to a second embodiment of the present invention;
fig. 5 is a flow chart of a lubrication test according to a second embodiment of the present invention.
Detailed Description
In order to make the technical solutions of the present invention better understood, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
It should be noted that the terms "first," "second," and the like in the description and claims of the present invention and in the drawings described above are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used is interchangeable under appropriate circumstances such that the embodiments of the invention described herein are capable of operation in sequences other than those illustrated or described herein. Moreover, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed, but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.
Example one
Fig. 1 is a schematic structural diagram of a lubrication testing apparatus for a range-increasing hybrid transmission according to an embodiment of the present invention, which can be disposed in a vehicle. As shown in fig. 1, the apparatus includes: a gantry 101, a gantry motor 102, a gantry control unit 103, a drive motor 104, a motor control unit 105, a clutch 108, a clutch control unit 107 and a calibration control 106.
The gantry 101 is connected with a transmission 109 through a clamp, and the gantry 101 comprises a rotating mechanism used for simulating a pitch angle and a roll angle of the transmission under a set running condition of the vehicle through the rotating mechanism;
the rack control unit 103 is connected with the rack motor 102 and is used for controlling the rack motor according to the set power generation rotating speed under the set running working condition;
the gantry motor 102 is connected with the transmission 109 for driving the transmission 109;
the motor control unit 105 is respectively connected with the calibration control device 106 and the driving motor 104, and is configured to acquire a control signal sent by the calibration control device 106, and control the driving motor 104 according to the control signal according to a driving rotation speed corresponding to a set vehicle speed under a set driving condition, where the control signal is determined based on the driving rotation speed corresponding to the set vehicle speed under the set driving condition;
the drive motor 105 is connected to the transmission 109 for driving the transmission 109:
the clutch control unit 107 is respectively connected with the calibration control device 106 and the clutch 108, and is used for controlling the working state of the clutch 108 under the set driving condition according to the current control parameter output by the calibration control device 106.
The gantry used in this embodiment may be a single-input lubrication gantry, and the transmission type may be an extended range transmission, which is not specifically limited in this embodiment.
The set driving condition in this embodiment may be a pure electric driving condition, a series driving condition, a direct driving condition, a parallel driving condition, and a power generation driving condition.
In the embodiment, the rack motor is specifically connected with the input side of the transmission engine and used for simulating the input condition of the engine, so that direct drive of the engine is realized.
In this embodiment, the driving motor can be directly connected with the transmission, and can also be connected through intermediate transition devices such as a bracket, and the driving motor can be used for realizing pure electric driving of the transmission.
Optionally, the apparatus further comprises: the system comprises a water-cooled unit, a direct-current power supply and an inverter; the water cooling unit is connected with the driving motor through a water pipe and is used for adjusting the temperature of the driving motor; the direct current power supply is connected with the inverter through a high-voltage direct current wire harness and is used for outputting direct current to the inverter; the inverter is connected with the driving motor through a direct current bus or a high-voltage alternating current wire harness and is used for converting direct current into alternating current and outputting the alternating current to the driving motor. The specific control system of the device is shown in fig. 2: the stage control unit 204 is used for controlling the stage motor 201 according to the set power generation rotating speed under the set running condition; the dc power supply control unit 205 is configured to control the dc power supply to output a corresponding dc power supply 202 to the inverter; the water-cooling temperature control unit 207 is used for controlling the water-cooling unit 203 to regulate the temperature of the driving motor; the CAN communication control unit 206 is configured to control the driving motor unit 208 to control the driving motor 209 and the clutch control unit 2010 to control the transmission clutch 2011 at the same time.
The water cooling unit in the embodiment is connected with the driving motor through a water pipe, and particularly is connected with external circulating water through the water pipe, so that the temperature of the driving motor is controlled and adjusted through the internal heat exchange device.
In the embodiment, the direct current power supply is connected with the inverter through the high-voltage direct current wire harness and is used for outputting direct current to the inverter, so that power is provided for normal work of the driving motor and the inverter.
In this embodiment, the inverter is connected to the driving motor through the dc bus bar or the high voltage ac harness, and is configured to convert a dc current into an ac current and output the ac current to the driving motor.
Optionally, the transmission housing is a transparent housing, and/or an observation window is arranged on the surface of the transmission housing; an observation hole is formed in the position of the transmission bearing, and a transparent hose is arranged at the position of the observation hole.
The transmission in this embodiment can be a test sample that needs to observe the lubrication condition at different angles and under different working conditions. Specifically, the transmission can be made into a transparent shell, the lubrication condition of the transmission can be observed through an opening on the surface of the shell, and the lubrication condition of the bearing can be observed through an opening on which a transparent hose is arranged. The internal clutch of the transmission realizes the insertion and extraction of engine power through connection and disconnection.
Optionally, the calibration control device comprises calibration tool hardware and an upper computer; the calibration tool hardware is connected with the first low-voltage wire harness through a twisted pair and is connected with the motor control unit through the first low-voltage wire harness; the calibration tool hardware is connected with the second low-voltage wire harness through a twisted pair and connected with the clutch control unit through the second low-voltage wire harness.
Wherein, demarcation instrument hardware can be CANape hardware, and the host computer can be mobile portable device, for example notebook computer and PC etc.. The twisted pair may be a CAN line, the first low voltage harness may be a low voltage harness, and the second low voltage harness may be a clutch low voltage harness. Specifically, the CANape hardware is connected with a low-voltage wire harness through a CAN (controller area network) wire, and the low-voltage wire harness is connected with a motor control unit MCU (microprogrammed control unit) and a driving motor; the CANape hardware is connected with the clutch low-voltage wire harness through the CAN wire, and the clutch low-voltage wire harness is connected with the clutch controller TCU and the transmission.
Fig. 3 provides a schematic structural diagram of a lubrication test device of a range-increasing hybrid transmission, and as shown in fig. 3, the device includes a single-input lubrication rack 301, a range-increasing transmission 302, a driving motor 303, a water-cooling unit 304, a direct-current power supply 305, an inverter 306, a motor control unit MCU307, a CAN calibration control device 308, a notebook 309, and a clutch controller TCU 3010. The single-input lubricating rack 301 is connected with the extended range transmission 302 through a clamp, and the single-input lubricating rack 301 can simulate the roll angle and the pitch angle of the extended range transmission 302 on a real vehicle through a rotating mechanism; the rack motor is connected with the input side of the engine of the transmission 302, the input condition of the engine is simulated, and direct drive of the engine is realized. The range-extending transmission 302 is connected with the driving motor 303, and can also be connected through a middle transition device such as a bracket. The driving motor 303 can realize pure electric driving of the extended range transmission 302. The water cooling unit 304 is connected with the driving motor 303 through a water pipe, is connected with external circulating water through a water pipe, and realizes control of the temperature of the motor through an internal heat exchange device. The dc power supply 305 is connected to the inverter 306 through a high voltage dc harness to provide power for the operation of the drive motor 303 and the inverter 306. The inverter 306 is connected to the dc power supply 305 through a high-voltage dc harness, and is connected to the driving motor 303 through a dc bus or a high-voltage ac harness, thereby driving the driving motor 303 to operate. The CAN calibration control system is composed of CANape hardware 308 and a notebook computer 309. The CANape hardware 308 is connected with a low-voltage wire harness through a CAN (controller area network) line, and the low-voltage wire harness is connected with a motor control unit MCU307 and a driving motor 303; the CANape hardware 308 is connected with a clutch low-voltage wire harness through a CAN wire, and the clutch low-voltage wire harness is connected with a clutch controller TCU3010 and the extended range transmission 302.
The embodiment of the invention provides a lubrication test device for an extended range type hybrid power transmission, which simulates lubrication tests of a transmission of a vehicle under different scenes through a rack, a rack motor, a rack control unit, a driving motor, a motor control unit, a clutch control unit and a calibration control device, carries out risk assessment on the transmission according to the lubrication tests, can solve the problem that the traditional lubrication bench test in the prior art can not meet the lubrication test requirement of the extended range hybrid power transmission, the structure is simple, the realization is convenient, the complex upper computer system is not required to be configured, the lubrication condition of the transmission of the whole vehicle under the working modes of pure electric working condition, series-parallel running working condition, engine direct-drive running working condition, power generation working condition and the like can be rapidly simulated, meanwhile, a basis is provided for formulating the energy management strategy of the whole vehicle, and the service life and the performance of the transmission are also improved.
Example two
Fig. 4 is a flowchart of a lubrication testing method for a hybrid transmission according to a second embodiment of the present invention, where the method is applicable to lubrication of a hybrid transmission, and the method can be performed by a lubrication testing apparatus for a hybrid transmission, which can be implemented in hardware and/or software, and can be integrated into a vehicle. As shown in fig. 4, the method includes:
and S410, simulating a pitch angle and a roll angle of the transmission through the rack under the set running condition of the vehicle.
The set driving condition in this embodiment may be a pure electric driving condition, a series driving condition, a direct driving condition, a parallel driving condition, and a power generation driving condition.
Specifically, under pure electric operating mode, set up DC power supply voltage through DC power supply control unit and be driving motor rated voltage, set up water chilling unit target temperature through water-cooling accuse temperature unit, be zero through rack control unit control rack motor rotational speed, edit the script on notebook computer CANApe software and realize simulating the required communication signal of driving motor control, control driving motor and operate according to appointed rotational speed. After related control parameters such as the amplitude and the period of the calibration current are set on CANApe software of the notebook computer, the calibration current is used for controlling the clutch inside the transmission to be disconnected, and the power medium of the engine is completed.
Under the parallel running working condition, the direct-current power supply voltage is set to be the rated voltage of the driving motor through the direct-current power supply control unit, the target temperature of the water cooling unit is set through the water cooling temperature control unit, the rotating speed of the rack motor is controlled to be the required rotating speed through the rack control unit, scripts are edited on CANApe software of the notebook computer to realize the simulation of communication signals required by the driving motor control, and the driving motor is controlled to run according to the specified rotating speed. After related control parameters such as the amplitude and the period of the calibration current are set on CANApe software of the notebook computer, the clutch is controlled through the calibration current value, the clutch inside the transmission is combined, and the power intervention of the engine is completed. When the clutch is combined, the rotating speed matching of the two sides of the clutch needs to be ensured, and after the clutch is combined, the driving motor is changed into a torque control mode.
Under the series running working condition: the direct-current power supply voltage is set to be the rated voltage of the driving motor through the direct-current power supply control unit, the target temperature of the water cooling unit is set through the water cooling temperature control unit, scripts are edited on CANApe software of the notebook computer to simulate communication signals required by the driving motor control, and the driving motor is controlled to operate according to the specified rotating speed. After related control parameters such as the amplitude and the period of the calibration current are set on CANApe software of the notebook computer, the disconnection of the clutch inside the transmission is realized by calibrating the current of the clutch, and the rotating speed of the rack motor is controlled to be the required generating rotating speed by the rack control unit.
Under the direct-drive running condition: the direct-current power supply voltage is set to be the rated voltage of the driving motor through the direct-current power supply control unit, the target temperature of the water cooling unit is set through the water cooling temperature control unit, the script is edited on CANApe software of the notebook computer to realize simulation of communication signals required by the control of the driving motor, and the communication signals enable the driving motor not to control the transmission. After related control parameters such as the amplitude and the period of the calibration current are set on CANApe software of the notebook computer, the combination of the clutch inside the transmission is realized by calibrating the current value of the clutch, and the rotating speed of the rack motor is controlled to be the required rotating speed by the rack control unit.
Under the power generation running condition: the driving motor is not powered, after relevant control parameters such as amplitude and period of calibration current are set on CANApe software of the notebook computer, the disconnection of a clutch inside the transmission is realized through calibration of clutch current, and the rotating speed of the rack motor is controlled to be the required generating rotating speed through the rack control unit.
The method for the lubrication test of the extended range type hybrid power transmission comprises the steps of firstly installing the extended range type transmission, filling lubricating oil according to the pre-designed oil filling amount, and debugging the lubrication test device to enable the lubrication test device to work normally. The transmission was then sequentially subjected to lubrication simulation as follows. Wherein, the simulation test may include: the method comprises the following steps of rapid acceleration and rapid deceleration running simulation, normal running simulation, large slope running simulation, sharp turning running simulation, high-loop running simulation and parking power generation simulation.
Optionally, S210 specifically includes: in a rapid acceleration or rapid deceleration running simulation test, a first pitching angle and a first side-tilting angle of a transmission under the condition that a vehicle is in a pure electric running condition, a series running condition, a direct-drive running condition or a parallel running condition are simulated through a rack, wherein the first pitching angle is a lubricating oil inclination angle generated by vehicle set acceleration or vehicle emergency braking, and the first side-tilting angle is zero;
in a normal running simulation test, a second pitch angle and a second side inclination angle of the transmission under the conditions that the vehicle is in a pure electric running condition, a series forward running condition, a series reverse running condition, a direct-drive running condition or a parallel running condition are simulated through the rack, wherein the second pitch angle is zero, and the second side inclination angle is a lubricating oil inclination angle generated when the vehicle goes up a slope or goes down a slope;
in a large slope driving simulation test, a third pitching angle and a third side inclination angle of the transmission under the condition that the vehicle is in a pure electric driving working condition or a series low-speed driving working condition are simulated through the rack, wherein the third pitching angle is a lubricating oil inclination angle generated by the vehicle at a set slope, and the third side inclination angle is zero;
in a sharp turning running simulation test, a fourth pitch angle and a fourth side inclination angle of the transmission are simulated through the rack under the condition that the vehicle is in a pure electric running working condition or a series connection medium-low speed running working condition, wherein the fourth side inclination angle is a lubricating oil inclination angle generated by setting lateral acceleration when the vehicle turns, and the fourth pitch angle is zero;
in a high-ring running simulation test, a fifth pitch angle and a fifth roll angle of the transmission under the working condition that the vehicle is in series connection and high-speed running are simulated through the rack, wherein the fifth roll angle is a lubricating oil inclination angle generated when the vehicle runs on a high ring, and the fifth pitch angle is zero;
in a parking power generation simulation test, a sixth pitch angle and a sixth roll angle of the transmission under the power generation running condition of the vehicle are simulated through the rack, wherein when the vehicle stops on a horizontal road surface, the sixth pitch angle is zero, and the sixth roll angle is zero; when the vehicle stops on the slope, the sixth pitch angle is a lubricating oil inclination angle generated when the vehicle is at the set parking slope, and the sixth roll angle is zero.
Specifically, in the rapid acceleration and rapid deceleration running simulation test, the pitch angle of the transmission is the maximum acceleration of the vehicle and the inclination angle of lubricating oil generated by the emergency braking of the vehicle, and the roll angle is 0 °.
In the normal running simulation test, the pitch angle of the transmission is 0 degrees, the angle of inclination of lubricating oil generated by normal uphill and downhill of the vehicle is 0 degrees, and the angle of inclination of the side is also 0 degrees.
In a large-slope driving simulation test, the pitch angle of the transmission is a lubricating oil inclination angle generated by the maximum up-down slope of the vehicle, and the roll angle is 0 degree.
In the sharp turn running simulation test, the transmission side-tilt angle is the angle of inclination of the lubricating oil generated by the maximum lateral acceleration when the vehicle turns, and the pitch angle is 0 °.
In the high-ring running simulation test, the transmission side-tilting angle is the lubricating oil tilting angle generated when the vehicle runs on a high ring, and the pitching angle is 0 °.
In the parking power generation simulation test, the pitch angle of the transmission parked on the horizontal plane is 0 degree, and the lubricating oil inclination angle and the side inclination angle generated by the maximum parking gradient of the vehicle when the vehicle is parked on the slope surface are both 0 degree.
And S420, controlling the working state of the clutch under the set running condition through the clutch control unit.
Optionally, S420 includes controlling, by the clutch control unit, the working state of the clutch to be in an uncombined state when the vehicle is in the pure electric driving condition or the series driving condition, and controlling, by the clutch control unit, the working state of the clutch to be in an combined state when the vehicle is in the direct-drive driving condition or the parallel driving condition, in the rapid acceleration or rapid deceleration driving simulation test; in a normal driving simulation test, the working state of the clutch is controlled to be not combined by the clutch control unit when the vehicle is in a pure electric driving working condition, a series forward driving working condition or a series reverse driving working condition, and the working state of the clutch is controlled to be combined by the clutch control unit when the vehicle is in a direct driving working condition or a parallel driving working condition; in a large slope driving simulation test, the working state of a clutch under the condition that a vehicle is in a pure electric driving working condition or a series low-speed driving working condition is controlled to be not combined by a clutch control unit; in the sharp turning driving simulation test, the working state of a clutch is controlled to be not combined by a clutch control unit when a vehicle is in an electric driving working condition or a series connection low-speed driving working condition; in the high-loop driving simulation test, the working state of a clutch under the condition that a vehicle is in a series high-speed driving working condition is controlled to be not combined by a clutch control unit; in the parking power generation simulation test, the working state of the clutch under the power generation running condition of the vehicle is controlled to be not combined by the clutch control unit.
And S430, controlling the driving motor through the motor control unit according to the driving rotating speed corresponding to the set vehicle speed under the set running working condition.
Optionally, S430 may include: in a rapid acceleration or rapid deceleration running simulation test, a motor control unit controls a driving motor according to a first driving rotating speed corresponding to a set number of vehicle speeds from a first vehicle speed to a maximum vehicle speed under the condition that a vehicle is in a pure electric running working condition or a series running working condition, and the motor control unit does not control the rotating speed of the driving motor under the condition that the vehicle is in a direct-drive running working condition or a parallel running working condition; in a normal driving simulation test, controlling a driving motor according to a second driving rotating speed corresponding to a set number of vehicle speeds from a second vehicle speed to a maximum vehicle speed by a motor control unit under a pure electric driving working condition or a series forward driving working condition of a vehicle, controlling the driving motor according to a third driving rotating speed corresponding to a set number of vehicle speeds from a third vehicle speed to a reverse maximum vehicle speed by the motor control unit under the pure electric driving working condition or the series reverse driving working condition of the vehicle, and not controlling the rotating speed of the driving motor by the motor control unit under the direct driving working condition or the parallel driving working condition of the vehicle; in a large-slope driving simulation test, a driving motor is controlled by a motor control unit according to a fourth driving rotating speed corresponding to a fourth vehicle speed under a pure electric driving working condition or a series low-speed driving working condition of the vehicle; in the sharp turn driving simulation test, a motor control unit controls a driving motor according to a fifth driving rotating speed corresponding to a fifth vehicle speed or a sixth driving rotating speed corresponding to a sixth vehicle speed under the condition that the vehicle is in an electric driving working condition or a series low-speed driving working condition; in the high-loop driving simulation test, the driving motor is controlled by the motor control unit according to seventh driving rotating speeds corresponding to a set number of speeds from a seventh speed to the maximum speed under the working condition that the vehicle is in series high-speed driving; in the parking power generation simulation test, the rotating speed of the driving motor is controlled to be zero by the motor control unit.
Specifically, in a rapid acceleration or rapid deceleration running simulation test, testing is carried out under a pure electric running working condition or a series running working condition of a vehicle, a transmission clutch is not combined, the rotating speed of a driving motor is 5-6 rotating speeds uniformly selected from a range of 10km/h to the maximum vehicle speed, the rotating speed of an engine side comprises the static rotating speed of the engine and the commonly used generating rotating speed of the engine, testing is carried out under a direct-drive running working condition or a parallel running working condition of the vehicle, the transmission clutch is combined, the rotating speed of the driving motor is not controlled, and the rotating speed of the engine side is 3-5 rotating speeds uniformly selected from a range of the intervening vehicle speed of the engine to the maximum vehicle speed.
In a normal running simulation test, testing under the conditions that a vehicle is in a pure electric working condition and a series running working condition, a clutch of a transmission is not combined, 5-6 rotating speeds are uniformly selected when the rotating speed of a driving motor is between 10km/h and the maximum vehicle speed, and the rotating speed of an engine side comprises the static rotating speed of the engine and the commonly used generating rotating speed of the engine; testing under the pure electric working condition and the series running working condition of the vehicle, wherein the clutch of the transmission is not combined, the rotating speed of the driving motor is uniformly selected from 3-4 rotating speeds between the speed of-5 km/h and the speed of-40 km/h, and the rotating speed of the engine on the side comprises the static rotating speed of the engine and the commonly used generating rotating speed of the engine; the testing is carried out under the working conditions of direct drive and parallel connection of the vehicle, the clutch of the transmission is combined, the rotating speed of the driving motor is not controlled, and 3-5 rotating speeds are uniformly selected from the rotating speed of the side of the engine between the intervention vehicle speed and the maximum vehicle speed of the engine.
In a large slope driving simulation test, only the vehicle is tested under a pure electric working condition or a series low-speed driving working condition, the clutch of the transmission is not combined, the rotating speed of the driving motor corresponds to the vehicle speed of +/-15 KM/h, the rotating speed of the engine side comprises the static rotating speed of the engine and the common generating rotating speed of the engine, wherein the vehicle speed under the series low speed can be 15 KM/h.
In the sharp turn running simulation test, only the test of the pure electric working condition of the vehicle or the series connection middle and low speed running working condition is carried out, the clutch of the speed changer is not combined, the rotating speed of the driving motor corresponds to the vehicle speeds of 30km/h and 50km/h, the rotating speed of the engine side comprises the static rotating speed of the engine and the common generating rotating speed of the engine, wherein the vehicle speeds of the series connection middle and low speed can be 30km/h and 50 km/h.
In the high-loop driving simulation test, only a vehicle series high-speed driving working condition test is carried out, a transmission clutch is not combined, 3-4 rotating speeds are uniformly selected from the rotating speed of a driving motor between 120km/h and the maximum vehicle speed, the rotating speed of the engine side is the common generating rotating speed of the engine, wherein the series high-speed vehicle speed can be 120km/h, namely the maximum vehicle speed.
In a parking power generation simulation test, the clutch of the transmission is not combined, the rotating speed of the driving motor is 0r/min, and the rotating speed of the engine side is the commonly used power generation rotating speed of the engine.
And S440, controlling the rack motor through the rack control unit according to the set power generation rotating speed under the set running condition so as to simulate the input of the transmission engine through the rack motor.
Optionally, S440 may include: in a rapid acceleration or rapid deceleration running simulation test, a rack control unit controls a rack motor according to the static or set power generation rotating speed of an engine under the condition that a vehicle is in a pure electric running working condition or a series running working condition, and controls the rack motor according to the first power generation rotating speed corresponding to the set number of vehicle speeds from the intervention vehicle speed of the engine to the maximum vehicle speed under the condition that the vehicle is in a direct-drive running working condition or a parallel running working condition; in a normal driving simulation test, the rack motor is controlled according to the static or set power generation rotating speed of the engine by the rack control unit under the pure electric driving working condition, the series forward driving working condition or the series reverse driving working condition of the vehicle, and the rack motor is controlled according to the first power generation rotating speed corresponding to the set number of vehicle speeds from the intervention vehicle speed of the engine to the maximum vehicle speed by the rack control unit under the direct-drive driving working condition or the parallel driving working condition of the vehicle; in a large-slope driving simulation test, a rack motor is controlled by a rack control unit according to the static or set power generation rotating speed of an engine under the condition that a vehicle is in a pure electric driving working condition or a series low-speed driving working condition; in a sharp turn driving simulation test, a rack motor is controlled by a rack control unit according to the static or set power generation rotating speed of an engine under the condition that a vehicle is in an electric driving working condition or a series low-speed driving working condition; in a high-loop driving simulation test, a rack motor is controlled by a rack control unit according to a set power generation rotating speed under the condition that a vehicle is in a series high-speed driving working condition; in a parking power generation simulation test, a rack control unit controls a rack motor according to a set power generation rotating speed under the condition that a vehicle is in a power generation running working condition.
S450, obtaining a transmission lubricating state of the transmission, increasing or reducing the lubricating oil amount in the transmission according to the set oil amount when the transmission lubricating state does not meet the set lubricating condition, and returning to execute the pitch angle and the roll angle of the transmission simulated by the rack under the set running condition of the vehicle until the transmission lubricating state meets the set lubricating condition.
Alternatively, obtaining the transmission lubrication state of the transmission may include: respectively obtaining the reference transmission lubrication states of a rapid acceleration or rapid deceleration running simulation test, a normal running simulation test, a large slope running simulation test, a sharp turning running simulation test, a high-ring running simulation test and a parking power generation simulation test; the transmission lubrication state is determined based on the reference transmission lubrication state.
In this embodiment, the reference transmission angle and the driving motor rotation speed obtained by the above tests are combined, specifically, the lubrication state of the reference transmission is observed by using the above angle and rotation speed as control input parameters, and the lubrication degree score is determined.
Specifically, the lubrication state is expressed in the form of a score with reference to the lubrication state of the transmission, and a score integrating the lubrication states of the transmission after a plurality of tests can be obtained by adding the lubrication states of the tests, and whether the lubrication state satisfies the lubrication condition is judged according to the score.
In this embodiment, the oil amount may be increased or decreased according to a 5% design oil charge amount, different working conditions are repeatedly tested until an optimal oil amount meeting the lubrication condition is found, specifically, the fractions of the lubrication states of the reference transmissions after the plurality of tests are respectively compared, and the oil amount of the fraction of the lubrication state of the reference transmission exceeding the set threshold is set as the optimal oil amount, specifically, fig. 5 provides a test flow diagram of the extended range transmission, as shown in fig. 5: the lubricating state of the speed changer under each test is simulated in sequence from the beginning of bench debugging, whether the lubricating state is good or not is judged according to the lubricating state result, if yes, whether the test is carried out for the first time is judged, if yes, the oil reduction amount is 5%, if not, the bench test is stopped, and the test is finished; if the lubrication state is determined to be bad and good according to the lubrication state, 5% of oil is continuously added, and the lubrication test simulation is repeated for the transmission under each test until the lubrication state becomes good, it should be noted that the sequence of the 6 working conditions in the figure can be as shown in fig. 5 or can be performed by changing the sequence, which is not specifically limited in this embodiment, for the emergency acceleration and rapid deceleration running simulation test, the normal running simulation test, the large slope running simulation test, the sharp turn running simulation test, the high-ring running simulation test and the parking and power generation simulation test.
The embodiment of the invention can solve the problem that the traditional lubricating bench test in the prior art cannot meet the lubricating test requirement of the extended range type hybrid power transmission by simulating the lubricating test of the transmission of the vehicle in different scenes and evaluating the lubricating risk of the transmission according to the lubricating test, and also provides a basis for the formulation of the energy management strategy of the whole vehicle, thereby prolonging the service life and improving the performance of the transmission.
It should be understood that various forms of the flows shown above may be used, with steps reordered, added, or deleted. For example, the steps described in the present invention may be executed in parallel, sequentially, or in different orders, and are not limited herein as long as the desired result of the technical solution of the present invention can be achieved.
The above-described embodiments should not be construed as limiting the scope of the invention. It should be understood by those skilled in the art that various modifications, combinations, sub-combinations and substitutions may be made in accordance with design requirements and other factors. Any modification, equivalent replacement, and improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (10)
1. A lubrication test device of a range-extended hybrid transmission is characterized by comprising a rack, a rack motor, a rack control unit, a driving motor, a motor control unit, a clutch control unit and a calibration control device;
the rack is connected with the transmission through a clamp and comprises a rotating mechanism, and the rotating mechanism is used for simulating a pitch angle and a roll angle of the transmission under a set running condition of a vehicle;
the rack control unit is connected with the rack motor and is used for controlling the rack motor according to the set power generation rotating speed under the set running working condition;
the rack motor is connected with the transmission and used for driving the transmission;
the motor control unit is respectively connected with the calibration control device and the driving motor and is used for acquiring a control signal sent by the calibration control device and controlling the driving motor according to the control signal and the driving rotating speed corresponding to the set vehicle speed under the set driving working condition, wherein the control signal is determined based on the driving rotating speed corresponding to the set vehicle speed under the set driving working condition;
the driving motor is connected with the transmission and used for driving the transmission:
the clutch control unit is respectively connected with the calibration control device and the clutch and is used for controlling the working state of the clutch under the set running condition according to the current control parameter output by the calibration control device.
2. The apparatus of claim 1, further comprising a water chiller, a dc power supply, and an inverter;
the water cooling unit is connected with the driving motor through a water pipe and is used for adjusting the temperature of the driving motor;
the direct current power supply is connected with the inverter through a high-voltage direct current wire harness and is used for outputting direct current to the inverter;
the inverter is connected with the driving motor through a direct current bus or a high-voltage alternating current harness and is used for converting the direct current into alternating current and outputting the alternating current to the driving motor.
3. The device of claim 1, wherein the transmission housing is a transparent housing and/or wherein a viewing window is provided on a surface of the transmission housing;
an observation hole is formed in the position of the transmission bearing, and a transparent hose is arranged at the position of the observation hole.
4. The apparatus of claim 1, wherein the calibration control means comprises calibration tool hardware and an upper computer;
the calibration tool hardware is connected with a first low-voltage wire harness through a twisted pair and is connected with the motor control unit through the first low-voltage wire harness;
the calibration tool hardware is connected with a second low-voltage wire harness through a twisted pair, and is connected with the clutch control unit through the second low-voltage wire harness.
5. A lubrication test method for a range-increasing hybrid transmission, which is applied to the lubrication test apparatus for a range-increasing hybrid transmission according to any one of claims 1 to 4, comprising:
simulating a pitching angle and a roll angle of a transmission under a set running condition of a vehicle through a rack;
controlling the working state of the clutch under the set running condition through a clutch control unit;
controlling a driving motor through a motor control unit according to the driving rotating speed corresponding to the set vehicle speed under the set driving working condition;
controlling a rack motor through a rack control unit according to a set power generation rotating speed under a set running working condition so as to simulate the input of a transmission engine through the rack motor;
the method comprises the steps of obtaining a transmission lubricating state of a transmission, increasing or reducing the lubricating oil amount in the transmission according to the set oil amount when the transmission lubricating state does not meet the set lubricating condition, and returning to execute the pitch angle and the roll angle of the transmission simulated by a rack under the set running condition of the vehicle until the transmission lubricating state meets the set lubricating condition.
6. The method of claim 5, wherein simulating the pitch angle and the roll angle of the transmission via the gantry at the set driving condition of the vehicle comprises:
in a rapid acceleration or rapid deceleration running simulation test, a first pitching angle and a first side-tilting angle of a transmission under the condition that a vehicle is in a pure electric running condition, a series running condition, a direct-drive running condition or a parallel running condition are simulated through a rack, wherein the first pitching angle is a lubricating oil inclination angle generated by vehicle set acceleration or vehicle emergency braking, and the first side-tilting angle is zero;
in a normal driving simulation test, simulating a second pitch angle and a second side inclination angle of the transmission through the rack under the condition that the vehicle is under a pure electric driving working condition, a series forward driving working condition, a series reverse driving working condition, a direct-drive driving working condition or a parallel driving working condition, wherein the second pitch angle is zero, and the second side inclination angle is a lubricating oil inclination angle generated by the vehicle ascending or descending;
in a large slope running simulation test, a third pitch angle and a third side inclination angle of the transmission under the condition that the vehicle is in a pure electric running working condition or a series low-speed running working condition are simulated through the rack, wherein the third pitch angle is a lubricating oil inclination angle generated by the vehicle at a set slope, and the third side inclination angle is zero;
in a sharp turn driving simulation test, a fourth pitch angle and a fourth side inclination angle of the transmission are simulated through the rack under the condition that the vehicle is in a pure electric driving working condition or a series connection medium-low speed driving working condition, wherein the fourth side inclination angle is a lubricating oil inclination angle generated by a set lateral acceleration when the vehicle turns, and the fourth pitch angle is zero;
in a high-ring running simulation test, a fifth pitch angle and a fifth roll angle of a transmission under a series high-speed running working condition of a vehicle are simulated through a rack, wherein the fifth roll angle is a lubricating oil inclination angle generated when the vehicle runs on a high ring, and the fifth pitch angle is zero;
in a parking power generation simulation test, simulating a sixth pitch angle and a sixth roll angle of a transmission under a power generation running condition of a vehicle through a rack, wherein when the vehicle stops on a horizontal road surface, the sixth pitch angle is zero, and the sixth roll angle is zero; when the vehicle stops on the slope surface, the sixth pitching angle is a lubricating oil inclination angle generated when the vehicle is at the set parking slope, and the sixth heeling angle is zero.
7. The method according to claim 5 or 6, wherein the controlling of the operating state of the clutch under the set driving condition by the clutch control unit comprises:
in the rapid acceleration or rapid deceleration running simulation test, the working state of the clutch is controlled to be not combined by the clutch control unit when the vehicle is in a pure electric running working condition or a series running working condition, and the working state of the clutch is controlled to be combined by the clutch control unit when the vehicle is in a direct-drive running working condition or a parallel running working condition;
in a normal driving simulation test, the working state of the clutch is controlled to be not combined by the clutch control unit when the vehicle is in a pure electric driving working condition, a series forward driving working condition or a series reverse driving working condition, and the working state of the clutch is controlled to be combined by the clutch control unit when the vehicle is in a direct driving working condition or a parallel driving working condition;
in a large slope driving simulation test, the working state of a clutch under the condition that a vehicle is in a pure electric driving working condition or a series low-speed driving working condition is controlled to be not combined by a clutch control unit;
in the sharp turning driving simulation test, the working state of a clutch is controlled to be not combined by a clutch control unit when a vehicle is in an electric driving working condition or a series connection low-speed driving working condition;
in the high-loop driving simulation test, the working state of a clutch under the condition that a vehicle is in a series high-speed driving working condition is controlled to be not combined by a clutch control unit;
in the parking power generation simulation test, the working state of the clutch under the power generation running condition of the vehicle is controlled to be not combined by the clutch control unit.
8. The method according to claim 7, wherein the controlling of the driving motor by the motor control unit at the driving rotation speed corresponding to the set vehicle speed under the set driving condition includes:
in a rapid acceleration or rapid deceleration running simulation test, a motor control unit controls a driving motor according to a first driving rotating speed corresponding to a set number of vehicle speeds from a first vehicle speed to a maximum vehicle speed under the condition that a vehicle is in a pure electric running working condition or a series running working condition, and the motor control unit does not control the rotating speed of the driving motor under the condition that the vehicle is in a direct-drive running working condition or a parallel running working condition;
in a normal running simulation test, controlling a driving motor according to a second driving rotating speed corresponding to a set number of vehicle speeds from a second vehicle speed to a maximum vehicle speed by a motor control unit under the condition that a vehicle is in a pure electric running working condition or a series forward running working condition, controlling the driving motor according to a third driving rotating speed corresponding to a set number of vehicle speeds from a third vehicle speed to a reverse maximum vehicle speed by the motor control unit under the condition that the vehicle is in the pure electric running working condition or the series reverse running working condition, and not controlling the rotating speed of the driving motor by the motor control unit under the condition that the vehicle is in a direct-drive running working condition or a parallel running working condition;
in a large-slope driving simulation test, a driving motor is controlled by a motor control unit according to a fourth driving rotating speed corresponding to a fourth vehicle speed under a pure electric driving working condition or a series low-speed driving working condition of the vehicle;
in the sharp turn driving simulation test, a motor control unit controls a driving motor according to a fifth driving rotating speed corresponding to a fifth vehicle speed or a sixth driving rotating speed corresponding to a sixth vehicle speed under the condition that the vehicle is in an electric driving working condition or a series low-speed driving working condition;
in the high-loop driving simulation test, the motor control unit controls the driving motor according to seventh driving rotating speeds corresponding to a set number of vehicle speeds from a seventh vehicle speed to a maximum vehicle speed under the condition that the vehicle is in a series high-speed driving working condition;
in the parking power generation simulation test, the rotating speed of the driving motor is controlled to be zero by the motor control unit.
9. The method of claim 5, 6 or 8, wherein controlling the gantry motor by the gantry control unit at a set generation rotational speed under a set driving condition comprises:
in a rapid acceleration or rapid deceleration running simulation test, a rack control unit controls a rack motor according to the static or set power generation rotating speed of an engine under the condition that a vehicle is in a pure electric running working condition or a series running working condition, and controls the rack motor according to the first power generation rotating speed corresponding to the set number of vehicle speeds from the intervention vehicle speed of the engine to the maximum vehicle speed under the condition that the vehicle is in a direct-drive running working condition or a parallel running working condition;
in a normal running simulation test, the rack control unit controls the rack motor according to the static or set power generation rotating speed of the engine under the condition that the vehicle is in a pure electric running working condition, a series forward running working condition or a series reverse running working condition, and controls the rack motor according to the first power generation rotating speed corresponding to the set number of vehicle speeds from the intervention vehicle speed of the engine to the maximum vehicle speed under the condition that the vehicle is in a direct-drive running working condition or a parallel running working condition;
in a large slope driving simulation test, a rack control unit controls a rack motor according to the static or set power generation rotating speed of an engine under the condition that a vehicle is in a pure electric driving working condition or a series low-speed driving working condition;
in a sharp turn driving simulation test, a rack motor is controlled by a rack control unit according to the static or set power generation rotating speed of an engine under the condition that a vehicle is in an electric driving working condition or a series low-speed driving working condition;
in a high-loop driving simulation test, a rack motor is controlled by a rack control unit according to a set power generation rotating speed under the condition that a vehicle is in a series high-speed driving working condition;
in a parking power generation simulation test, a rack control unit controls a rack motor according to a set power generation rotating speed under the condition that a vehicle is in a power generation running working condition.
10. The method of claim 5, 6, 8 or 9, wherein said obtaining a transmission lubrication state of a transmission comprises:
respectively obtaining the reference transmission lubrication states of a rapid acceleration or rapid deceleration running simulation test, a normal running simulation test, a large slope running simulation test, a sharp turning running simulation test, a high-ring running simulation test and a parking power generation simulation test;
determining a transmission lubrication state based on the reference transmission lubrication state.
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| CN202210862294.3A CN115096584A (en) | 2022-07-20 | 2022-07-20 | Lubrication test method and device for extended range hybrid transmission |
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| CN202210862294.3A CN115096584A (en) | 2022-07-20 | 2022-07-20 | Lubrication test method and device for extended range hybrid transmission |
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| CN202210862294.3A Pending CN115096584A (en) | 2022-07-20 | 2022-07-20 | Lubrication test method and device for extended range hybrid transmission |
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