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Development of Block Loading Spectrum For Car Powertrain Rig Test Correlated With Customers' Usage
Development of Block Loading Spectrum For Car Powertrain Rig Test Correlated With Customers' Usage
Abstract
To establish the loading spectrum for rig test of a car powertrain, non-contact torque telemeter is adopted to measure
the testing data, including target vehicle transmission shaft torque, rotation speed, and engine rotation speed, under the
typical cases of customers’ actual usage. Then, the Process Builder module in Tecware is used to establish the gear split
batch-processing model and process the customer data into target rotating rainflow counting cyclic matrix and eliminate
the small cyclic loads which have relatively smaller influence on the fatigue life. Next, based on the road percentage and
data collected in actual customer survey, the total cumulative damage of 90% customer is calculated according to the
Weibull distribution equation, and powertrain damage calculation model for fatigue cumulative damage and its probability
distribution function is examined by Kolmogorov–Smirnov. Finally, the customer data are compressed into block loading
spectrum which can be identified by the rig test based on the fatigue damage equivalent principle, thus achieving the
powertrain rig assembly testing life equivalent to the customers’ usage life. The car powertrain rig test can replace the
full-vehicle road test, which efficiently lowers the testing cost and shortens the testing period.
Keywords
Powertrain, loading spectrum, rotating rainflow matrix, fatigue damage, rig test
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2 Advances in Mechanical Engineering
the limitations to technical means and testing instru- The discontinuous time internal (Dti, i = 1, m) is
mentation, the parameters of rig test in China can only known in rotation time (r/min (t)), and the number of
be calculated approximately. However, considering rotations of transmission shaft ni under given torque Ti
that the establishment process and application condi- is calculated and expressed as
tions of the loading spectrum are not well understood
m ð
X
and lack support from actual testing data, these meth-
ni = rpm(t)dt ð1Þ
ods cannot reach the anticipated evaluation goals when i=1
adopted to carry out rig reliability tests. Dti
Based on actual customer operation testing data in The principle of linear cumulative damage assumes
typical cases, the method of fatigue damage equivalent that the damage is accumulated in a linear mode.
and mathematical statistics are adopted to compress the Therefore, the correlated linear fatigue cumulative
customer data to form input loading spectrum for rig damage of torque–rotation speed of transmission shaft
test. Finally, the correlation properties between the rig is calculated as2
test and the customer usage are determined to achieve
replacement of full-vehicle road test with rig test, thus X
M M
X ni
providing reference for scientific evaluation of passen- D= di = ð2Þ
Ni
ger vehicle powertrain reliability. i=1 i=1
Tp
T1 = ð4Þ
GR
REV1 = REVP GR ð5Þ
The number of rotations of gear box under given tar- customer operation information related to the target
get torque is investigated to establish an equivalent fati- automobile type across a national range. Survey and
gue damage model, which is expressed as interview are carried out on the customers and poten-
tial customers, which should mainly focus on the road-
1b
Tin type percentage, vehicle speed, traffic situation, vehicle
REVeq = REVin ð7Þ load situation, road category, traveling distances on
Ttarget
various roads, drivers’ driving habits, and the regions
where REVin and Tin are the number of rotations and where various typical roads are located.
torque of gear box under different input torque values, For a research on the correlation between the cus-
respectively, and Ttarget is the target input control tor- tomer usage and rig test, first a survey is conducted in
que of gear box. The fatigue damage number of rota- approximately 3000 customers in the nationwide area;
tions equivalent to each pair of Tin and REVin can be the survey includes the percentage of road categories,
calculated by equation (7). running speed, traffic condition, driving custom, vehi-
cle weight, and so on; the customers’ road percentage is
shown in Table 1. The customer survey data serve as
Customer loading spectrum parameter variable and are input into 90% customer
It has been indicated by the analysis results of gear box model for calculation. Then, Monte Carlo11,12 simula-
gears in automobile transmission system that the bend- tion is carried out on the calculation results to obtain
ing torque which the regional gear is subject to and the the customer target mileage fatigue damage.
number of cycles are linearly related to the input shaft
torque and number of rotations. The fatigue damage of 90% customer damage model
powertrain is mainly caused by the cyclic load jointly
generated by torque and rotation speed. According to In automobile reliability engineering studies, the vehicle
the structural fatigue theory, if the input load of differ- structural fatigue strength, fatigue life, wear life, corro-
ent powertrains is equal, the fatigue damage caused by sion life, and the life of automobile assembly made up
them should be equal as well. If the load input of cus- by multiple units follow the Weibull distribution in
tomers in actual operation environment is known, the general. On four typical types of roads used by custom-
drive motor or dynamometer can be adopted to impose ers (urban road, highway, mountain road, and general
certain rotation speed and torque on the powertrain road), the fatigue damage of vehicle powertrain follows
component on the rig to reproduce this load input. the Weibull distribution, whose distribution function is
Considering that the load reproduction generally can be given as8
finished in a shorter period, the purpose of accelerating m
the testing process can be achieved. The establishment t
F(t) = 1 exp ð8Þ
process of automobile powertrain rig test regulations is b
shown in Figure 2.
where F(t) is the cumulative distribution function, t is
the powertrain damage, b is the scale parameter, and m
Customer data survey is the shape parameter.
The parameters of Weibull distribution model can be
The study on the correlation between the customer estimated by the least square method, and equation (8)
usage and the rig test of powertrain and the establish- can be expressed as
ment of scientific and credible rig reliability testing
method demands an investigation on the vehicle
1
ln ln = m ln t m ln b ð9Þ
1 F(t)
In Weibull distribution probability paper, it is stipu-
lated that X = ln t is the horizontal coordinate, and
that Y = ln½ln ((1)=(1 F(t))) is the vertical coordi-
nate. Therefore, equation (9) can be given as a linear
equation, and we have
Y = mX + b ð10Þ
where b = m ln b.
Therefore, the estimation results of the parameters in
Weibull distribution model by the least square method
Figure 2. Establishment of powertrain rig test procedure. are expressed as
4 Advances in Mechanical Engineering
1 70 10 10 10
2 85 5 5 5
3 60 20 10 10
4 55 10 15 20
5 50 5 30 15
6 70 5 5 20
7. 45
.. 40
.. 10
.. 5.
.. . . . ..
893 30 25 30 15
894 40 30 10 20
895 85 5 5 5
896 60 30 5 5
897
.. 45
.. ..15 ..10 ..30
. . . . .
8 X
n
>
> customer survey, Dc is the 90% customer fatigue dam-
>
> (Xi X )(Yi Y )
>
< age of urban roads, De is the 90% customer fatigue
i=1
m= X
n damage of highway, Dt is the 90% customer fatigue
2 ð11Þ
>
>
> (Xi X ) damage of mountain roads, Dg is the 90% customer
>
>
: i=1 fatigue damage of general roads, Di is Number (No.) i
b = exp½(Y mX )=m 90% customer total fatigue damage, and n is the total
amount of samples in customer survey.
According to the linear equation of Weibull distribu-
In equation (14), Wai is the load mass adjustment
tion probability paper and actual customer survey data
factor and is expressed as
(traveling road percentage and load mass), the fatigue
damage calculation model for customer powertrain
with a failure probability of 90% for typical road types LPH ½(WR WACQ )=(WH WL )
Wai = ð15Þ
used by customers is given as LPL
where LPH is the fatigue damage mileage under full-
1
½fci Dc + fei De + fti Dt + fgi Dg = Di ð12Þ load condition, LPL is the fatigue damage mileage
Wai
under empty-load condition, WR is the total vehicle
According to equation (12), it can be obtained as weight in customer survey, WACQ is the total vehicle
follows weight during customer typical road test, WL is the
total empty-load vehicle weight, and WH is the total
fci fei fti fgi full-load vehicle weight.
Dc + De + Dt + Dg = Di ð13Þ
Wai Wai Wai Wai
1
y1 = ( 2 ln r1 )2 cos (2pr2 ) ð16Þ Table 2. Main measurement parameter.
Figure 9. Rotating rainflow matrix for gear 2. Figure 11. Rotating rainflow matrix for gear 4.
Figure 10. Rotating rainflow matrix for gear 3. Figure 12. Rotating rainflow matrix for gear 5.
Table 5. Cumulative damage comparison between full-vehicle The loading spectrum formulated integrates the
road test and rig reliability test. actual vehicle operation cases and rig reliability test
and achieves the replacement of full-vehicle road test
Gears Cumulative damage (31028)
with powertrain rig reliability test, thus shortening the
Full-vehicle road test Rig reliability test testing period and lowering the testing cost.
Gear 1 0.24355 0.25963
Gear 2 17.4975 18.0174 Declaration of conflicting interests
Gear 3 69.0915 69.8512
The author(s) declared no potential conflicts of interest with
Gear 4 75.5311 74.9824
Gear 5 103.963 103.565 respect to the research, authorship, and/or publication of this
article.
Funding
Table 6. Input loading spectrum under average rotation speed.
The author(s) disclosed receipt of the following financial sup-
Input torque Gears Duration Engine speed port for the research, authorship, and/or publication of this
(N m) time (s) (r/min) article: This work was supported by the National Natural
Science Foundation of China (nos 51378075 and 51678065),
50 Gear 1 1236 2000 Industrial Technology Research and Development Project of
70 525 Jilin Provincial Commission of Development and Reform
90 Gear 2 7699 2200 (no. 2015y73), and Key Projects of Jilin Provincial Science
120 371 and Technology Department (no. 20160204012SF).
115 Gear 3 16,993 3000
110 Gear 4 14,672 2600
100 Gear 5 36,934 2800 References
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