CN101995338A - Test system and method for traction performance of automobiles - Google Patents
Test system and method for traction performance of automobiles Download PDFInfo
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Abstract
The invention relates to a test system and a test method for the traction performance of automobiles. The test system comprises road gliding equipment, performance test equipment and data acquisition equipment, wherein the data acquisition equipment is connected with the road gliding equipment and the performance test equipment respectively; the road gliding equipment is used for testing preparation data; and the performance test equipment is used for testing the preparation data, traction performance data of the maximum towing hook and traction performance data of each shift towing hook. The test method comprises the following steps of preparing, testing the traction of the maximum towing hook, testing the traction performance of each shift towing hook and classifying the data. In the method, load tow trucks on roads are simulated by utilizing a chassis dynamometer in a method of gradient application, and compared with a method of using the load tow trucks on the roads, the method has simplicity of control and operation on indoor revolving drums and is easy to realize; and compared with a constant speed method used on the chassis dynamometer, the method has the advantage that the driving resistance of the automobiles on straight road surfaces is considered fully and the advantage that the actual traction for the automobiles on the towing hooks can be measured integrally.
Description
Technical Field
The invention relates to an automobile performance test, in particular to an automobile traction performance test system and method.
Background
At present, a traction performance test mostly adopts a method of connecting a test vehicle and a load trailer by using a traction rod on a road, and referring to fig. 1, fig. 1 is a flow chart of a method for testing the traction performance of an automobile by a road method in the prior art. During the test, the draw bar should be kept horizontal, and the longitudinal axis of the draw bar should be consistent with the driving direction. When the automobile traction performance is tested, the automobile starts, the gear required by the test is shifted in an accelerating way, the accelerator is fully opened, and the vehicle is accelerated to about 80% of the highest speed of the gear. The load trailer applies load, 5-6 stable vehicle speeds with even intervals and towing hook traction force during the vehicle speed are measured within the rotating speed range of normal use of the engine, and the vehicle speed must be stable for more than 10s during measurement. The test data are recorded in a traction performance test record table after the test is carried out once again and again. During the maximum towing hook traction test, a transmission system of a test automobile is in the position of the maximum transmission ratio, driving wheels are in a driving state, an accelerator is fully opened, the test automobile runs at a speed which is about 80% of the maximum speed of the working condition, a load trailer applies a load, the speed of the test automobile stably drops until an engine stalls or the driving wheels completely slip, and the maximum towing hook traction is read from an automatic recording traction force meter. The same test was conducted once for each round trip, and the average of the maximum tow hook pulling force in both directions was taken as the test result. The method needs a special test site under road conditions, needs a tractor and a load trailer to be matched together, and is troublesome to realize.
In the indoor test, a constant speed method adopted by the chassis dynamometer (the chassis dynamometer is set to be in a constant speed state, and the test working condition is realized by stepping on the accelerator pedal to the bottom) is utilized, referring to fig. 2, and fig. 2 is a flow chart of a method for testing the traction performance of the automobile by using the chassis dynamometer in the prior art. The method is characterized in that the highest vehicle speed and the lowest vehicle speed are measured in advance, 5-8 speed points with uniform intervals are downwards taken from 80% of the maximum vehicle speed of the gear, and the corresponding traction resistance is measured. During the test, the automobile puts the transmission in a required gear, the accelerator pedal is stepped to the bottom, the chassis dynamometer starts to run at a constant speed from the preset lowest speed, when the resistance indicated by the dynamometer is stable, the computer starts to acquire the speed and the resistance value, and the sampling time at each speed point is not less than 10s until the preset highest speed point. The constant speed method does not truly simulate the driving conditions on the road and fails to take into account the road driving resistance factors, so the obtained traction force is not the actual towing hook traction force.
Disclosure of Invention
The invention aims to provide an automobile traction performance test system and method, which can completely measure the actual automobile traction on an automobile traction hook, and has accurate test result, simple operation and easy realization.
In order to achieve the aim, the invention provides an automobile traction performance test system, which comprises road sliding equipment, performance test equipment and data acquisition and processing equipment, the data acquisition and processing equipment is respectively connected with the road sliding equipment and the performance testing equipment, the road taxiing device is used for testing prepared data, the performance testing device comprises a prepared data testing unit for testing the prepared data, a maximum towing performance testing unit for testing the maximum towing performance data of the towing hook and each towing performance testing unit for testing each towing performance data of the towing hook, the data acquisition and processing equipment is used for acquiring and processing the preparation data, the maximum towing performance data and the towing performance data of each towing hook measured by the road sliding equipment and the performance testing equipment.
In the above system for testing the traction performance of the automobile, the performance testing device is a chassis dynamometer.
In order to better achieve the above object, the present invention further provides an automobile traction performance testing method, wherein the method is completed by the automobile traction performance testing system according to claim 1, the automobile traction performance testing method sequentially includes a preparation step, a maximum tow hook traction force testing step, and each gear tow hook traction performance testing step, and further includes a data acquisition and processing step, the preparation step includes a road sliding resistance coefficient obtaining step, a power absorption setting coefficient obtaining step, and a gradient setting step, the maximum tow hook traction force testing step includes a T gradient testing step and a 0 gradient testing step, and each gear tow hook traction performance testing step includes a T gradient testing step and a 0 gradient testing step.
In the method for testing the traction performance of the automobile, the step of obtaining the road sliding resistance coefficient includes a step of confirming a test state of the automobile, a step of road running resistance sliding test and a step of judging a test result.
In the method for testing the traction performance of the automobile, the step of obtaining the power absorption setting coefficient includes a preheating preparation step, a sliding step and a test result judgment step.
The method for testing the traction performance of the automobile is characterized in that the step of setting the gradient further comprises the step of adjusting the gradient.
The method for testing the traction performance of the automobile comprises the step of arranging data, wherein the step of arranging data further comprises the step of drawing a traction performance curve.
In the method for testing the traction performance of the automobile, the step of testing the T gradient in the step of testing the traction performance of the towing hook of each gear comprises a step of testing a gear II of the automobile, a step of testing a gear III of the automobile, a step of testing a gear IV of the automobile and a step of testing a gear V of the automobile.
In the method for testing the automobile traction performance, the step of testing the 0 gradient in the step of testing the traction performance of the towing hook of each gear comprises a step of testing an automobile II gear, a step of testing an automobile III gear, a step of testing an automobile IV gear and a step of testing an automobile V gear.
The invention has the beneficial effects that: the method is carried out on the chassis dynamometer by using a two-time gradient method, namely, the load trailer on the road is simulated by using the test condition of the indoor chassis dynamometer and a gradient applying method, and compared with the load trailer method on the road, the method has the advantages of simple control and operation on an indoor rotary drum and easy realization; compared with a constant speed method used on a chassis dynamometer, the method fully considers the driving resistance of the automobile on a straight road surface, completely measures the actual automobile traction force which can be realized on the traction hook, and the test system and the method have accurate test results, simple operation and easy realization.
The invention is described in detail below with reference to the drawings and specific examples, but the invention is not limited thereto.
Drawings
FIG. 1 is a block diagram of a method for testing the traction performance of a road-based vehicle in the prior art;
FIG. 2 is a block diagram of the steps of a chassis dynamometer method automobile traction performance testing method in the prior art;
FIG. 3 is a block diagram of the automotive traction performance test system of the present invention;
FIG. 4 is a block diagram of the steps of the method for testing the traction performance of an automobile according to the present invention;
FIG. 5 is a flow chart of a method for testing the traction performance of an automobile according to the present invention;
FIG. 6 is a graph of tractive effort versus speed (F-V) for a vehicle according to the present invention.
Wherein the reference numerals
100 road taxiing apparatus
200 performance test equipment
201 prepare a data test unit
202 maximum towing hook traction performance test unit
203 towing performance test unit for towing hook of each gear
300 data acquisition and processing equipment
Traction performance in second gear 1
2 third gear traction performance
3 fourth gear traction performance
4 five speed traction performance
S01-S04, S041 step
S011 to S013 and S0131 steps
S0111 ~ S0113, S0121 ~ S0123 steps
S021, S022, S031 and S032 steps
S0311-S0314, S0321-S0324
Detailed Description
The invention will be described in detail with reference to the following drawings, which are provided for illustration purposes and the like:
referring to fig. 1, the traction performance test referred to herein includes maximum tow hook traction and tow hook traction performance for each gear. The automobile traction performance test system comprises a road sliding device 100, a performance test device 200 and a data acquisition and processing device 300, wherein the data acquisition and processing device 300 is respectively connected with the road sliding device 100 and the performance test device 200, and the road sliding device 100 is used for testing and preparing data and can be a site meeting test conditions or a straight road. The performance test apparatus 200 includes a preparation data test unit 201 for testing preparation data; a maximum tow hook towing performance test unit 202, configured to test maximum tow hook towing performance data; the towing performance testing unit 203 of each towing hook is configured to test towing performance data of each towing hook, and in this embodiment, the performance testing apparatus 200 is a chassis dynamometer. The data collecting and processing device 300 is configured to collect and process the preparation data, the maximum towing performance data, and the towing performance data of each gear, which are measured by the road coasting device 100 and the performance testing device 200. The chassis dynamometer of the invention runs at a constant speed under the road simulation condition, and the force corresponding to the simulated maximum gradient is subtracted from the force corresponding to the simulated zero gradient, namely the method of towing force of the towing hook. The basic principle of the test is as follows:
1. analysis of running resistance of automobile when towing tractor by towing hook
According to the theory of automobiles, the stress condition of the automobile when the automobile runs on a road without towing a trailer is as follows:
Ft＝Ff+Fw+Fi+Fj………………………………………………………………①
wherein,
Ft-vehicle wheel rim drive force;
Ff-rolling resistance;
Fw-air resistance;
Fi-a slope resistance;
Fj-an acceleration resistance;
when the automobile runs on a straight road at a constant speed, the stress conditions are as follows:
Ft0＝Ff+Fw……………………………………………………………………②
Ft0vehicle wheel driving force during constant speed driving of vehicle on straight road
When the automobile is driven by towing the trailer through the towing hook on the road, the stress condition is as follows:
Ft＝Ff+Fw+Fi+Fj+Ftraction apparatus………………………………………………………③
Wherein, FTraction apparatusThe traction resistance of the towed vehicle on the towing hook of the towing vehicle is equal to and opposite to the traction force of the towing vehicle on a straight road. Thus, F was measuredTraction apparatusAnd the traction capacity of the tractor in each state is obtained.
When the automobile is on a straight good road according to the requirements of specified load capacity and the like, the vehicle is drawn by the maximum driving force through the drawing hook at the speed UaWhile driving, slope resistance FiAnd acceleration resistance FjThe driving force of the wheel edge is maximum, the exerted traction force is also maximum, and the stress condition can be expressed as follows:
Ftmax＝Ff+Fw+Ftraction max＝Ft0+FTraction max……………………………………………④
Assuming that the road adhesion coefficient is sufficient to provide adhesion corresponding to the maximum driving force corresponding to the vehicle, the absorbed power of the loaded trailer is sufficient to achieve the maximum driving force for towing the vehicle. When the tractor is in the I gear and the engine throttle is in the full-open state, the corresponding FTraction maxI.e. F corresponding to the maximum towing hook traction force and each stable speed of each gearTraction maxThe resulting curve describes the traction performance of the tractor.
2. Analysis of the driving resistance of a motor vehicle on a chassis dynamometer
The current mainstream alternating current power chassis dynamometer can accurately simulate the road running resistance, namely the wheel driving force of an automobile on the chassis dynamometer is equal to the wheel driving force of the automobile running on the road.
Ft′＝Ft＝Ff+Fw+Fi+Fj………………………………………………………………⑤
Ft' -wheel-side driving force of the automobile on the chassis dynamometer;
when the resistance of the automobile on the straight road at a constant speed is simulated, the following formula is provided:
Ft0′＝Ft0………………………………………………………………………⑥
Ft0' -the automobile simulates wheel driving force running at constant speed on a straight road on a chassis dynamometer;
when the chassis dynamometer is used for simulating climbing by setting the maximum gradient, the maximum load state of the automobile is realized, and the constant-speed U is keptaWhen the automobile is stressed, the stress condition of the automobile is equal to that of a straight roadThe resistance applied by the upper constant speed driving and the resistance applied by the simulated climbing are represented as follows:
Ftmax′＝Ft0′+Fimax′………………………………………………………⑦
wherein, Ftmax' the wheel driving force of the automobile during the simulation of maximum gradient and constant speed running on the chassis dynamometer. Fimax' simulating climbing by setting the maximum climbing gradient and applying resistance by the chassis dynamometer.
3. Principle analysis of simulation traction performance test of automobile on chassis dynamometer
For the same automobile, under the condition that the adhesive force of the road dynamometer and the chassis dynamometer meets the driving force of the automobile, the maximum driving force of the automobile on the road is equal to that of the automobile using the same gear on the chassis dynamometer, and for the uniform-speed running of the automobile with the maximum driving force by dragging the automobile through a drag hook on a straight road, the following formula is provided:
Ftmax＝Ftmax′……………………………………………………………………⑧
obtaining by simultaneous method:
Ft0+f traction max＝Ft0′+Fimax′…………………………………………………⑨
Obtaining:
Ftraction max＝Fimax′＝Ftmax′-Ft0′…………………………………………⑩
Briefly, for the traction performance test,
Ftmaxthe wheel driving force measured and displayed by the chassis dynamometer is represented when the chassis dynamometer climbs the maximum slope in a road simulation state;
Ft0' is represented by FtmaxWhen the gradient of the chassis dynamometer is set to be 0 at the same vehicle speed, the chassis dynamometer measures and displays the wheel driving force under the road simulation state;
that is, on the premise that the chassis dynamometer simulates the road running resistance, the chassis dynamometer respectively runs at a constant speed by setting the maximum gradient and the zero gradient, and the maximum towing hook traction force and the traction performance of each gear when the automobile is towed by the towing hook are obtained through the driving force difference measured by two tests.
The chassis dynamometer is further described below for performing traction performance tests using a method for simulating grade. Referring to fig. 3 and 4, fig. 3 is a block diagram of steps of a method for testing the traction performance of a vehicle according to the present invention, and fig. 4 is a flowchart of a method for testing the traction performance of a vehicle according to the present invention. Firstly, the requirements of vehicle loading and the like in a good traction state are determined, and the vehicle slides on a chassis dynamometer according to a road resistance coefficient obtained by actual road sliding to obtain an absorbed power setting coefficient on the chassis dynamometer. And then, according to the preset vehicle speed or rotating speed of the experimental gear, simulating the gradient through fine adjustment, keeping the accelerator pedal stepping to the bottom, enabling the vehicle to reach the maximum load state of the corresponding speed, and recording the driving force acquired by the chassis dynamometer and the corresponding stable vehicle speed. And setting the simulated gradient of the chassis dynamometer to be zero, and recording the corresponding driving force under the simulated zero gradient. And finally, subtracting the driving force under the simulated zero-gradient state from the driving force under the regulated simulated gradient state to obtain the maximum towing hook traction force of the corresponding gear under the corresponding vehicle speed. The experiment under the other states and gears is carried out according to the above.
Specifically, the implementation of the test method mainly comprises the following steps: a preparation step S01, a maximum tow hook traction force test step S02, a towing performance test step S03 of each gear and a data arrangement step S04, wherein the preparation step S01 includes a road skid resistance coefficient obtaining step S011, a power absorption setting coefficient obtaining step S012 and a gradient setting step S013, the maximum tow hook traction force test step S02 includes a T gradient test step S021 and a 0 gradient test step S022, the towing performance test step S03 of each gear includes a T gradient test step S031 and a 0 gradient test step S032, the road skid resistance coefficient obtaining step S011 includes a vehicle test state confirming step S0111, a road skid resistance test step S0112 and a test result judging step S0113, the power absorption setting coefficient obtaining step S012 includes a preheating preparation step S0121, a skid step S0122 and a test result judging step S0123, the gradient setting step S013 further includes a gradient adjusting step S0131, the step S03 of testing the towing performance of each towing hook further includes a step S033 of drawing a towing performance curve, the step S031 of testing the T-slope in the step S03 of testing the towing performance of each towing hook includes a step S0311 of testing the vehicle II-level, a step S0312 of testing the vehicle III-level, a step S0313 of testing the vehicle IV-level, and a step S0314 of testing the vehicle V-level, and the step S032 of testing the 0-slope in the step S03 of testing the towing performance of each towing hook includes a step S0321 of testing the vehicle II-level, a step S0322 of testing the vehicle III-level, a step S0323 of testing the vehicle IV-level, and a step S0324 of testing the vehicle V-level. In each step, the data acquisition and processing device 300 automatically acquires the recorded data or manually records the data. The specific operation process of the key steps is as follows:
1. preparation step S01: road sliding and chassis dynamometer sliding
The automobile traction performance test is mainly used for determining the dynamic property of the automobile traction trailer. Before a traction performance test is carried out on a chassis dynamometer, an actual road resistance coefficient obtained by a vehicle sliding test on an actual road is obtained. The actual road drag coefficient is obtained by the step of obtaining the road drag coefficient in step S011, that is, by performing a road drag glide test on the actual road. The operation steps of the actual road sliding test are briefly described as follows, a proper distance is selected as a sliding section on an automobile test field or a straight road meeting conditions, a test vehicle speed is selected (the test vehicle speed is determined according to test requirements), and multiple continuous sliding tests are carried out. The speed of the vehicle before entering the sliding section is slightly larger than the test speed. Before the automobile enters the sliding section, a driver puts the transmission gear into a neutral position (a clutch pedal is released), the automobile starts sliding, a technician presses a start key of the data acquisition and processing device 300, when the automobile speed is reduced to the automobile speed required by the test, the data acquisition and processing device 300 starts automatic acquisition until the automobile stops completely, and the acquisition is finished. The test results are printed and processed. And the statistical accuracy of the test result is less than 2 percent, and the statistical accuracy is used as a standard for judging the road sliding resistance to be qualified. According to the time periods of each sliding in different speed sections and the quality of the vehicle, the relation between the road running resistance and the vehicle speed is calculated, a quadratic trinomial is fitted by a least square method, and each coefficient is a corresponding road resistance coefficient target value (the specific method can refer to related national standards). When testing on the chassis dynamometer, firstly, determining the loading mass of the vehicle sliding on the actual road and setting the same loading mass on the chassis dynamometer, then inputting the road running resistance coefficient sliding on the actual road into the chassis dynamometer, and performing the sliding test on the chassis dynamometer to obtain the setting coefficient of the absorbed power of the chassis dynamometer, namely obtaining the power absorption setting coefficient step S012. Firstly, setting a chassis dynamometer to be in a sliding state (Coast Down), inputting a target value of an actual road resistance coefficient, and setting a sliding vehicle speed range, wherein the vehicle speed range is consistent with that of the actual road during a sliding test. Then, sliding is started to obtain a secondary trinomial formula (namely a system internal resistance coefficient) corresponding to the system internal resistances of the vehicle and the rotary drum, and the chassis dynamometer respectively subtracts the system internal resistance coefficient from the target value of the road resistance coefficient to obtain a set coefficient of the absorption power of the chassis dynamometer.
The accuracy of the drum sliding and road simulation is judged by the chassis dynamometer according to a set standard (for example, the deviation between the target value of the drum sliding simulation and the actual target value of the road is less than 1%), and if the deviation is exceeded, the chassis dynamometer is prompted by a symbol or other symbols.
2. Maximum tow hook draft test step S02
2.1T gradient test step S021: maximum driving force test
Required for the transmission of the automobile to be engaged during the testThe gear of the automobile is that the accelerator pedal is stepped to the bottom, the simulated gradient of the chassis dynamometer is applied, the vehicle is applied to reach the maximum load state, the vehicle runs at a constant speed for not less than 10 seconds, and after the driving force displayed by the chassis dynamometer is stable, the computer starts to acquire the corresponding stable vehicle speed UaAnd a driving force value Ft. The gradient value range is estimated by the parameters of the transmission system such as the maximum torque of the engine, the speed ratio of each gear and the like before the test, and then the maximum simulated gradient value is calculated by the wheel driving force and the simulated vehicle mass. The gradient value G (%) corresponding to the rotation speed (vehicle speed) in the different gear positions can be estimated using the following equation:
G＝tan{arcsin[(Ftmax-Ft0′)/M.g]}………………(11)
wherein, Ftmax-wheel-rim drive at rotational speed corresponding to the maximum torque point estimated from the driveline parameters;
m-simulated vehicle mass;
g-gravitational acceleration;
when applying the slope in the test process, the actually applied simulated slope should refer to the value of the slope. During the slope adjustment, the rotating speed of the engine and the simulated slope should be monitored in real time, and when the rotating speed approaches the maximum torque point or the simulated slope approaches the limit value estimated by the formula (11), the minimum division value of the slope setting which can be realized by the chassis dynamometer is used for adjustment so as to increase the simulated climbing resistance of the running of the automobile as small as possible.
The test range rotational speed of the vehicle can calculate the wheel-side driving force. For the maximum traction test, the optimal value points are all near the maximum torque point, the engine can exert the working condition of the maximum torque, and the corresponding traction is the maximum traction. Therefore, when the point is measured near the maximum torque point, the step length of the slope adjustment should be correspondingly reduced so as to avoid passing the measured point.
The slope value range is roughly estimated by transmission system parameters such as engine output power and torque, speed ratio of each gear and the like before a test, and then the theoretical slope value is estimated by the wheel driving force and the simulated vehicle mass, so that the approximate corresponding relation of different rotating speeds, vehicle speeds and slopes is obtained and is used for reference input during the test.
The test range rotational speed of the vehicle can calculate the wheel-side driving force. The value range is set between the rated power point rotating speed of the engine and the maximum torque point rotating speed. The optimal value taking points are all near the maximum torque point, so when the point is measured near the maximum torque point, the step length of slope adjustment is correspondingly reduced to avoid passing the measured point.
2.20 gradient test step S022: zero slope drive force test
Driving force value F in maximum load statetAnd corresponding stable vehicle speed UaThen, the simulation gradient of the chassis dynamometer is set to be zero, the chassis dynamometer is driven by the vehicle to operate, and the operation speed of the chassis dynamometer and the stable speed U obtained under the maximum load state of the vehicle are controlled by the accelerator pedalaAfter the vehicle speed is stable, the data acquisition and processing device 300 records the corresponding driving force value, and at this time, the driving force value of the vehicle in the simulated zero-gradient state is obtained. Other gears and states are followed, and the maximum traction of the vehicle can be measured.
3. Towing performance testing step S03 for towing hook of each gear
Similar to the maximum towing hook traction test, the towing hook traction performance test of each gear is carried out on the chassis dynamometer by using the simulated gradient. Firstly, a T gradient test step S031 is carried out, and F at each gear and each vehicle speed is testedtmax', and recording the stable vehicle speed Ua(the stable speed point can also be selected according to the rotating speed range of the engine, generally one gear requires 5-8 points), then the step S032 of testing the gradient is carried out, the gradient is set to be zero, and F is testedT0' calculating the corresponding traction force.
4. Data acquisition processing step S04
The test process needs to record data such as time, driving force, vehicle speed, rotating speed, applied simulated gradient and gear information, the data such as the driving force can be obtained through the data acquisition and processing equipment 300 which automatically acquires the data, the simulated gradient and the gear information are manually recorded in time, and the data are shown in table 1, wherein the table 1 is the towing performance test data of each gear of the vehicle of a certain vehicle type.
Finally, the maximum towing force is equal to the driving force value F when the chassis dynamometer adjusts the gradient to enable the vehicle to reach the maximum load statetAnd subtracting the driving force value when the gradient of the chassis dynamometer is set to be zero. According to the measured data, after data processing, a traction performance curve drawing step S041 is performed, a traction-speed curve (F-V) is drawn according to each traction and the vehicle speed, and finally, the maximum traction-speed curve of each gear is drawn on the same coordinate axis, so as to obtain a traction characteristic curve of the vehicle, referring to fig. 5, where fig. 5 is a traction-speed (F-V) curve diagram of the present invention, it should be noted that in this embodiment, only the test methods and data of the vehicle in the second gear, the third gear, the IV gear, and the V gear are given, and the test methods of the other gears are the same as the test methods of the gears, and no further description is given here.
The invention discloses a traction performance test system and a method, which relate to test conditions of a road dynamometer, a chassis dynamometer and the like, and the following points need to be explained:
(1) the system and the method have the advantages that the road sliding resistance data are obtained and can be simulated on the chassis dynamometer, and when the road sliding is carried out, a towing hook is not needed to be used for towing the vehicle, so that the system and the method are convenient; the selected road condition should be a good pavement such as long and straight cement or asphalt;
(2) for the driving force values displayed by the current chassis dynamometer, some display power absorption device values (excluding the internal system resistances of the automobile transmission system and the chassis dynamometer) and some display maximum chassis output power values output by the driving wheels (including the internal system resistances of the automobile transmission system and the chassis dynamometer). The invention is suitable for the dynamometer with two display modes. Since both measured driving forces contain or do not contain the system internal resistance, the two values are subtracted and then are offset, and the obtained value is irrelevant to the inclusion or the exclusion of the system internal resistance.
(3) The load state and the requirements of a chassis dynamometer, the load requirement when the road slides is consistent with the requirement when the traction vehicle utilizes the traction hook to carry out road traction operation; when the chassis dynamometer is used for testing, the loading capacity is determined according to the attachment coefficient of the chassis dynamometer and the parameters of a transmission system of a traction vehicle so as to ensure that the wheel rim can realize the corresponding maximum traction force; for the chassis dynamometer, wheel side force and driving power are estimated according to vehicle transmission system parameters, and a test range is determined according to absorption power which can be realized by the chassis dynamometer.
(4) For the fuel consumption test required in the traction performance test process, the fuel consumption test can be carried out by connecting a fuel consumption meter, and fuel consumption test data and test data such as driving force and the like are synchronously acquired.
The present invention may be embodied in other specific forms without departing from the spirit or essential attributes thereof, and it should be understood that various changes and modifications can be effected therein by one skilled in the art without departing from the spirit and scope of the invention as defined in the appended claims.
TABLE 1 towing performance test data of each towing hook of a certain type of automobile
Claims (9)
1. The system is characterized by comprising road sliding equipment, performance testing equipment and data acquisition and processing equipment, wherein the data acquisition and processing equipment is respectively connected with the road sliding equipment and the performance testing equipment, the road sliding equipment is used for testing prepared data, the performance testing equipment comprises a prepared data testing unit for testing the prepared data, a maximum towing hook traction performance testing unit for testing maximum towing hook traction performance data and each towing hook traction performance testing unit for testing each towing hook traction performance data, and the data acquisition and processing equipment is used for acquiring and processing the prepared data, the maximum towing hook traction performance data and each towing hook traction performance data which are measured by the road sliding equipment and the performance testing equipment.
2. The system for testing the traction performance of an automobile of claim 1, wherein the performance testing device is a chassis dynamometer.
3. An automobile traction performance test method is characterized by being completed by using the automobile traction performance test system of claim 1, the automobile traction performance test method sequentially comprises a preparation step, a maximum tow hook traction force test step, all-gear tow hook traction performance test steps and a data acquisition and processing step, the preparation step comprises a road sliding resistance coefficient obtaining step, a power absorption setting coefficient obtaining step and a gradient setting step, the maximum tow hook traction force test step comprises a T gradient test step and a 0 gradient test step, and all-gear tow hook traction performance test steps comprise a T gradient test step and a 0 gradient test step.
4. The method for testing traction performance of an automobile according to claim 3, wherein the step of obtaining the coefficient of road skid resistance includes a step of confirming a test state of the vehicle, a step of road running resistance skid test, and a step of judging a test result.
5. The method for testing traction performance of an automobile according to claim 3, wherein said step of obtaining a power absorption setting coefficient includes a preheating preparation step, a coasting step, and a step of judging the test result.
6. The method for testing the traction performance of an automobile of claim 3, wherein said step of setting the grade further comprises the step of adjusting the grade.
7. The method for testing the traction performance of an automobile of claim 3, wherein said step of collating data further comprises the step of plotting a traction performance curve.
8. The method for testing the traction performance of an automobile according to claim 3, wherein the T-slope testing step in the towing hook traction performance testing steps includes an automobile II-gear testing step, an automobile III-gear testing step, an automobile IV-gear testing step and an automobile V-gear testing step.
9. The method for testing the traction performance of an automobile according to claim 8, wherein the step of testing the 0 gradient in the step of testing the traction performance of the towing hook in each gear comprises a step of testing a II gear of the automobile, a step of testing a III gear of the automobile, a step of testing a IV gear of the automobile and a step of testing a V gear of the automobile.
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