Special Issue Article

Advances in Mechanical Engineering

2017, Vol. 9(9) 1–10
Ó The Author(s) 2017
Development of block loading DOI: 10.1177/1687814017727472
journals.sagepub.com/home/ade
spectrum for car powertrain rig test
correlated with customers’ usage

Yuzhuo Men1, Haitao Yu2 and Haibo Yu3

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

Date received: 5 December 2016; accepted: 28 July 2017

Academic Editor: Baozhen Yao

Introduction are mainly centered on evaluating the ‘‘vehicles’ struc-

The reliability test of automotive powertrain system
serves as an important measure to evaluate and verify
the durability of powertrain. How to implement
rational reliability test on powertrain rig assembly
which complies with customers’ usage conditions
makes up an issue of importance faced by automotive
powertrain parts’ industry.1–3 For the purpose of evalu-
ating and analyzing the reliability and operation per-
formance of automobile powertrain, the foreign
industries have widely adopted rig testing technology
since the 1980s.4,5 Currently, there have been some test-
ing studies on the correlation between the full-vehicle
rig test and customer usage, which have made some
achievements in the field of road spectrum and rig
durability–based testing studies. However, these studies
ture.’’6–8 In addition, there is a lack of studies on the
related mechanism of rig reliability test and full-vehicle
road test of powertrain. Basically, the evaluation on
the reliability test of powertrain rig adopts foreign stan-
dards and regulations, which are based on actual cus-
tomer data or proving ground road loads.9,10 Due to
1
School of Mechatronics Engineering, Changchun Institute of Technology,
Changchun, China
2
Harbin Normal University, Harbin, China
3
China FAW Company Limited R&D Center, Changchun, China
Corresponding author:
Yuzhuo Men, School of Mechatronics Engineering, Changchun Institute of
Technology, Changchun 130012, China.
Email: menyuzhuo111@sina.com; yuhaibordc@sina.com

Creative Commons CC-BY: This article is distributed under the terms of the Creative Commons Attribution 4.0 License
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open-access-at-sage).
2 Advances in Mechanical Engineering
the limitations to technical means and testing instru-
mentation, the parameters of rig test in China can only
be calculated approximately. However, considering
that the establishment process and application condi-
tions of the loading spectrum are not well understood
and lack support from actual testing data, these meth-
ods cannot reach the anticipated evaluation goals when
adopted to carry out rig reliability tests.
Based on actual customer operation testing data in
typical cases, the method of fatigue damage equivalent
and mathematical statistics are adopted to compress the
customer data to form input loading spectrum for rig
test. Finally, the correlation properties between the rig
test and the customer usage are determined to achieve
replacement of full-vehicle road test with rig test, thus
providing reference for scientific evaluation of passen-
ger vehicle powertrain reliability.
Powertrain damage mechanism
The damage calculation of vehicle powertrain differs
from that of structure and is based on the combined
counting data from torque and its corresponding rota-
tion speed.1,2 The powertrain torque–rotation speed
distribution is an interval counting method targeted at
damage calculation of coaxially rotating parts and
widely applied in the design and analysis of gear train.
The measurement of vehicle powertrain torque directly
influences whether the vehicle power mechanical system
reaches the standard key indicators.3 To establish
torque–rotation speed loading spectrum, the torque
and rotation speed of transmission shaft should be
measured simultaneously as shown in Figure 1.
Figure 1. Generation of powertrain data.
The discontinuous time internal (Dti, i = 1, m) is
known in rotation time (r/min (t)), and the number of
rotations of transmission shaft ni under given torque Ti
is calculated and expressed as
m ð
X
ni = rpm(t)dt ð1Þ
i=1
Dti
The principle of linear cumulative damage assumes
that the damage is accumulated in a linear mode.
Therefore, the correlated linear fatigue cumulative
damage of torque–rotation speed of transmission shaft
is calculated as2
X
M M  
X ni
D= di = ð2Þ
Ni
i=1 i=1
where ni is the number of rotations of transmission shaft
under given torque Ti in highway variable speed test and
Ni is the fatigue life (number of failure rotations) under
the same given torque Ti. M is the load grade.
The number of rotations under each given torque in
the torque–rotation speed distribution figure can be
determined by matching interval counting algorithm.
The relationship between the datum anti-fatigue and
life of transmission system is given as3
Ti = Tf0 ½Ni b ð3Þ
where Ti is the transmission shaft torque, Tf0 is the fati-
gue strength coefficient, and b is the fatigue strength
index. Based on the number of rotations ni counted
under certain torque Ti, it is easy to calculate the fati-
gue life Ni and damage di of each interval combining
equations (2) and (3).
When the powertrain is under a certain torque, the
number of its rotations is counted according to a given
discrete time interval in the rotation time history. The
input shaft torque and number of rotations of gear box
are calculated as
Tp
T1 = ð4Þ
GR
REV1 = REVP  GR ð5Þ
where T1 is the input shaft torque of gear box, Tp is the
gear box shaft torque, REV1 is the input total number of
rotations of gear box, REVP is the total number of rota-
tions of transmission shaft, and GR is the main speed ratio
nE
GR = ð6Þ
3:944  ½(60  v)=(3:6  2p  0:275)
where 3.944 is the speed ratio of the main reducer,
0.275 is the vehicle rotation radius, v is the vehicle
speed, and nE is the engine rotation speed.
Men et al.
The number of rotations of gear box under given tar-
get torque is investigated to establish an equivalent fati-
gue damage model, which is expressed as
 1b
Tin
REVeq = REVin
Ttarget
where REVin and Tin are the number of rotations and
torque of gear box under different input torque values,
respectively, and Ttarget is the target input control tor-
que of gear box. The fatigue damage number of rota-
tions equivalent to each pair of Tin and REVin can be
calculated by equation (7).
Customer loading spectrum
It has been indicated by the analysis results of gear box
gears in automobile transmission system that the bend-
ing torque which the regional gear is subject to and the
number of cycles are linearly related to the input shaft
torque and number of rotations. The fatigue damage of
powertrain is mainly caused by the cyclic load jointly
generated by torque and rotation speed. According to
the structural fatigue theory, if the input load of differ-
ent powertrains is equal, the fatigue damage caused by
them should be equal as well. If the load input of cus-
tomers in actual operation environment is known, the
drive motor or dynamometer can be adopted to impose
certain rotation speed and torque on the powertrain
component on the rig to reproduce this load input.
Considering that the load reproduction generally can be
finished in a shorter period, the purpose of accelerating
the testing process can be achieved. The establishment
process of automobile powertrain rig test regulations is
shown in Figure 2.
Customer data survey
The study on the correlation between the customer
usage and the rig test of powertrain and the establish-
ment of scientific and credible rig reliability testing
method demands an investigation on the vehicle
Figure 2. Establishment of powertrain rig test procedure.
3
customer operation information related to the target
automobile type across a national range. Survey and
interview are carried out on the customers and poten-
tial customers, which should mainly focus on the road-
type percentage, vehicle speed, traffic situation, vehicle
ð7Þ load situation, road category, traveling distances on
various roads, drivers’ driving habits, and the regions
where various typical roads are located.
For a research on the correlation between the cus-
tomer usage and rig test, first a survey is conducted in
approximately 3000 customers in the nationwide area;
the survey includes the percentage of road categories,
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
parameter variable and are input into 90% customer
model for calculation. Then, Monte Carlo11,12 simula-
tion is carried out on the calculation results to obtain
the customer target mileage fatigue damage.
90% customer damage model
In automobile reliability engineering studies, the vehicle
structural fatigue strength, fatigue life, wear life, corro-
sion life, and the life of automobile assembly made up
by multiple units follow the Weibull distribution in
general. On four typical types of roads used by custom-
ers (urban road, highway, mountain road, and general
road), the fatigue damage of vehicle powertrain follows
the Weibull distribution, whose distribution function is
given as8
  m 
t
F(t) = 1  exp  ð8Þ
b
where F(t) is the cumulative distribution function, t is
the powertrain damage, b is the scale parameter, and m
is the shape parameter.
The parameters of Weibull distribution model can be
estimated by the least square method, and equation (8)
can be expressed as
 
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
are expressed as
4 Advances in Mechanical Engineering

Table 1. Road-type percentage of survey customers.

Serial no. Road-type percentage

Urban road General road Highway Mountain road

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

Equation (13) is transformed into matrix equations,

Monte Carlo simulation for target customers
and we will get Monte Carlo simulation method is used to establish a
normal distribution statistical model to calculate the
2 3 2 3
fc1 fe1 ft1 fg1 2 Dc
3 D1 90% customer target total fatigue damage. A simula-
6 Wa1 Wa1 Wa1 Wa1 7 7 6 7 tion test is then carried out on a computer to sample
6 76 7 6 7
6 fc2 fe2 ft2 fg2 76 De 7 6 D2 7 enough random numbers and correlate the related
6 766 7 6 7
6 Wa2 Wa2 Wa2 Wa2 7 6 7=6 7 ð14Þ results to obtain the estimated result.
6 . .. .. 7
.. 76 7 6 .. 7
6 . Dt 7 6 7 The total damage of 90% customer road calculated
6 .
4 fcn . . . 764 5 6 . 7
fen ftn fgn 5 4 5 by equation (14) follows the normal distribution.
Wan Wan Wan Wan Dg Dn Therefore, a random sampling model following nor-
mal distribution can be established to simulate the
where fci is the percentage of urban roads in customer process. Two groups of independent numbers evenly
survey, fei is the percentage of highway in customer sur- distributed within the range of (0, 1), r1 and r2, are
vey, fti is the percentage of mountain roads in customer generated by RAND() function and transformed as
survey, fgi is the percentage of general roads in follows
Men et al. 5

1
y1 = (  2 ln r1 )2 cos (2pr2 ) ð16Þ Table 2. Main measurement parameter.

1 Measurement items Measurement parameters Unit

y2 = (  2 ln r1 )2 sin (2pr2 ) ð17Þ
CAN Engine speed r/min
The reverse transformation is given as Vehicle speed km/h
  Throttle position %
1 2 2 GPS Longitude rad
r1 = exp  (y1 + y2 ) ð18Þ
2 Latitude rad
Altitude m
1 y2 Gear box Oil temperature °C
r2 = arctan ð19Þ Transmission shaft Rotation speed r/min
2p y1
Torque Nm
Thus, the combined distribution density functions of Clutch position Output voltage V
y1 and y2 are deducted as
CAN: controller area network; GPS: global positioning system.
 
1 1
f (y1 , y2 ) = exp  (y21 + y22 )
2p 2
 2  2 ð20Þ
1 y 1 y
= pffiffiffiffiffiffi exp  1  pffiffiffiffiffiffi exp  2
2p 2 2p 2
Apparently, the probability density distribution
functions, y1 and y2, are mutually independent and fol-
low standard normal distribution, which means that
y1 ;N (0, 1). For any random variable which follows
normal distribution and has a mean value of m and a Figure 3. Non-contact torque telemeter.
variance of s2 , transforming it as follows can obtain
h 1
i the 90% customer target damage. The greater the num-
xi = m + s (  2 ln r1 )2 cos (2pr2 ) ð21Þ ber of simulation calculations, the closer the mean sta-
tistical value to the actual value.
According to the central limit theorem of
Lindeberg–Levy independent identically distributed
random variables, when n P is big enough, the Monte Design of testing scheme
Carlo simulation value 1=n ni= 1 xi is approximate to
follow the normal distribution, N (m, (s2 =n)). Loading spectrum analysis is fundamental to the fati-
Therefore, for any ta (ta .0), we have gue reliability test of automobile parts.13 Generally, the
loading spectrum measured in the test refers to strain
  !
1 X n  s
spectrum, stress spectrum, torque spectrum, and so
 
lim P  X  m  ta pffiffiffi on.12,14 As a major component of automobile power-
n!‘ n i = 1 i  n
train, the transmission shaft outputs a torque, which is
ðta ð22Þ a significant testing parameter in reliability test. The
1 x2
= pffiffiffiffiffiffi e 2 dt = 1  a testing parameters are shown in Table 2.
2p To measure the left and right transmission shaft tor-
ta
que, the CAEMAX single-channel non-contact torque
where a is the significance level. telemeter is applied as shown in Figure 3. It is applica-
Therefore, the Monte Carlo simulation error is cal- ble to the measurement of torque and rotation speed of
culated as vehicles, including passenger vehicles, business vehicles,
s engineering vehicles, and military vehicles. This system
e = ta pffiffiffi ð23Þ consists of strain gauge, Dx collection coding module,
n
and Dx telemetering receiver.
Under given significance level a, ta can be obtained Before the test, resistance strain sheets are stuck in
from reference to the standard normal distribution the direction on the outer surface of transmission shaft
function value table. Therefore, the Monte Carlo simu- with an angle of 45° and 135° from the axis and then
lation error is determined by variance and number of connected to a full-bridge converter. Then, Dx collec-
samplings. tion coding module is adopted to measure the corre-
Equation (21) is adopted to transform the sampling sponding strain value and transmit the collected data
method to generate the random samples following nor- to the Dx receiver inside the vehicle wirelessly. The tor-
mal distribution, and then simulation sampling obtains que T can be calculated as
6 Advances in Mechanical Engineering

Figure 4. Calibration test of transmission shaft.

Figure 6. Counting matrix of powertrain torque versus

rotation speed.

Table 3. Estimation value of least square method.

Road type Shape parameter Scale parameter

m b (31027)

Urban road 2.1845 1.163

General road 1.1652 1.677
Highway 1.5123 7.052
Mountain road 1.0367 5.245
Figure 5. Test data measurement system.

number distribution matrix of transmission shaft under

EpD 3 different torque values and rotation speeds as shown in
T= e ð24Þ
64  (1 + n)
where E is the elastic modulus of the tested material, D
is the diameter of the tested shaft, n is Poisson’s ratio of
the tested shaft material, and e is the strain value of the
tested shaft.
During the test, the customer can mount the strain
sheet and Dx collection coding module onto the trans-
mission shaft of the vehicle and then place the Dx recei-
ver inside the vehicle. One Dx collection coding module
can be connected with two full-bridge or four half-
bridge converters. Figure 4 shows the torque calibra-
tion testing process and the calibration coefficients.
The customer testing data collection system is shown in
Figure 5.
Measurement and process of data
90% customer damage
Some of the original data collected in the test have the
problems of zero drift, aberrant points, and trend items
due to the influence of environmental temperature and
humidity.15,16 Therefore, the data must be pre-pro-
cessed. Then, the pre-processed transmission shaft tor-
que classifies and counts the rotation speed data to
transform into a number of rotations or rotation
Figure 6.
This matrix can be used to calculate the damage gen-
erated by transmission shaft torque corresponding to
each classification of torque values in each road and
document. To draw its distribution curve in the Weibull
distribution model, the medium rank equation can be
applied to calculate the probability estimation value of
powertrain damage as
i  0:3
F(ti ) = ð25Þ
n + 0:4
where n is the sample size and i is the sample order.
According to powertrain torque cumulative damage
sequence and estimation probability, the customer goal
is set as 50,000 km for conversion, and Table 3 shows
the Weibull distribution parameter values obtained by
the least square method.
The estimation results of the least square method are
adopted to carry out Kolmogorov–Smirnov (K–S)
examination on the Weibull distribution function. The
value F(xi ) of each data is calculated according to the
distribution function and compared with the cumula-
tive failure probability function Fn (xi ) of its correspond-
ing rand sample. Supposing that
Dn = maxjF(xi )  Fn (x)j ð26Þ
Men et al. 7

Figure 7. Gear data split process model.

Table 4. 90% Customer cumulative damage.

Road type 90% Customer cumulative

damage (31026)

Urban road 1.4262962

General road 0.2954156
Highway 1.5056153
Mountain road 1.2599864

Under given significance level a = 0:05, Dn is com-

pared with the critical value, Dn, a (refer to the probabil-
ity distribution table), and is smaller than Dn, a , which
indicates that the cumulative damage of customer road
follows the Weibull distribution. The Weibull-fitted
equation is applied to calculate the 90% customer
cumulative damage for each type of road, and the cal-
culation results are shown in Table 4.
According to cumulative damage calculation results Figure 8. Rotating rainflow matrix for gear 1.
in Table 4, based on the road percentage in customer
survey, equation (14) 90% customer model is used to
calculate the cumulative powertrain damage of each Generation of rig test loading spectrum
customer and then the Monte Carlo simulation simu- The reliability rig test makes up for the deficiency of
lates the 90% customer target cumulative damage as full-vehicle road test. The tested products in laboratory
1.177897E26. The number of simulation sampling is are subject to equal stress, and the testing results are
2000, which represents 2000 customers. The confidence obtained under a stable condition, which produces rela-
is set as 95% to guarantee the sampling precision of the tively clear life data. Considering that the test is con-
Monte Carlo simulation algorithm and the correspond- trolled manually, the influence which driving habits and
ing simulation error is 1.66%. drivers fatigue have on the testing results can be
8 Advances in Mechanical Engineering
Figure 9. Rotating rainflow matrix for gear 2.
Figure 10. Rotating rainflow matrix for gear 3.
eliminated. Carrying out the test under uniform condi-
tions can obtain the same effects as the actual road tra-
veling test.
The target mileage is 50,000 km. The gear split pro-
cess model is shown in Figure 7. Figures 8–12 show the
divided rotating rainflow matrix of each gear under the
premise that it is equivalent to 90% customer cumula-
tive damage. Considering the input parameter proper-
ties which the rig test can identify, the cumulative
damage comparison results are shown in Table 5.
Tables 6 and 7 show the input loading spectrum for rig
test.
Figure 11. Rotating rainflow matrix for gear 4.
Figure 12. Rotating rainflow matrix for gear 5.
Conclusion
The actual customer operation testing data in typical
cases are collected to establish 90% customer damage
calculation model for powertrain, and classified count-
ing is used on powertrain torque and its corresponding
rotation speed. Then, the least square method is
adopted to estimate the Weibull distribution para-
meters. Combined with customer survey results, the
90% customer cumulative damage for four typical
types of roads used by customers is calculated. Finally,
the Monte Carlo simulation method is applied to deter-
mine the 90% customer total cumulative damage.
Men et al. 9

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
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