SISTEMA E MÉTODO DE ENSAIO DE EFICIÊNCIA PARA MONTAGEM DE ACIONAMENTO ELÉTRICO DE CONFIGURAÇÃO P13

Abstract

An efficiency testing system for a P13 configuration electric drive assembly, comprising a bench control system (1), a model control system (2), a data acquisition system (3), a battery simulator (4), a first load motor (9), a second load motor (10), an engine simulation motor (11), a power analyzer (15), a first torque rotating speed sensor (12), a second torque rotating speed sensor (13), and a third torque rotating speed sensor (14). The model control system (2) is used, the operation state of each component can be calculated on the basis of a target accelerator signal sent by the bench control system (1), all the components automatically operate on the basis of the calculation results, information is then acquired from the data acquisition system (3) by means of the bench control system (1) and calculation is performed to obtain dynamic efficiency of a P13 configuration electric drive assembly. Also provided is an efficiency testing method for a P13 configuration electric drive assembly.

Description

1 / 30 SYSTEM AND EFFICIENCY TEST METHOD FOR ASSEMBLING A P13 CONFIGURATION ELECTRIC DRIVE TECHNICAL FIELD

[001] This disclosure relates to the technical field of bench testing and, in particular, relates to a system and method for testing the efficiency of a P13 configuration electric drive assembly. BACKGROUND

[002] With increasingly stringent requirements for vehicle energy consumption, major automakers have developed vehicles with hybrid power systems to meet the requirements of energy consumption regulations. A P13 configuration hybrid power system is one of the leading hybrid power systems currently available. A P13 configuration electric drive assembly includes an electric motor P1, a clutch, a decelerator, and an electric motor P3. The decelerator has a first input end, a first output end, a second input end, and a second output end. The first input end is in transmission connection with the first output end. The second input end is in transmission connection with the second output end. The electric motor P3 is connected to the first input end of the decelerator.The P1 electric motor is connected to one input end of the clutch. One output end of the clutch is connected to the second input end of the decelerator. An efficiency test of the P13 configuration electric drive assembly is essential before the vehicles are marketed.

[003] The state of the art provides a system and method for testing the Petition 870250081442, dated 10 / 09 / 2025, pp. 72 / 115 2 / 30 efficiency of the power flow coupling of a hybrid power set. The method includes: determining a drive mode for the hybrid power set, where the drive mode includes a purely electric drive mode, a combustion engine drive mode, a combined drive mode, a brake energy recovery mode, and a parking load mode; defining parameters of a combustion engine simulation frequency converter, a power generator frequency converter, a main drive motor frequency converter, a dynamometer motor frequency converter, a combustion engine simulation motor, a power generator, a main drive motor, and a dynamometer motor according to a determined drive mode, so that a combination of parameters corresponds to the determined drive mode;and determine the coupling transfer efficiency of the hybrid power assembly, and measure the coupling transfer efficiency of the hybrid power assembly under different power flow transfer paths using a power analyzer and a rotational speed and torque sensor. However, the solution lacks efficiency testing under dynamic operating conditions, which is inconsistent with the dynamic operating conditions of typical users and cannot comprehensively assess efficiency under typical user usage conditions. SUMMARY OF THE INVENTION

[004] A first objective of this disclosure is to provide an efficiency test system for a P13 configuration electric drive assembly, in order to solve a problem whereby the dynamic efficiency of the P13 configuration electric drive assembly cannot be tested in the prior art. A second objective of this disclosure is to provide Petition 870250081442, dated 10 / 09 / 2025, pp. 73 / 115 3 / 30 an efficiency test method for a P13 configuration electric drive assembly.

[005] To achieve the above objectives, this disclosure uses the following technical solutions: An efficiency test system for a P13 configuration electric drive assembly includes a bench control system; a model control system, a battery simulator, a first charging motor, a second charging motor, a combustion engine simulation motor, and a power analyzer that are respectively connected to the bench control system; a first torque rotational speed sensor, a second torque rotational speed sensor, and a third torque rotational speed sensor; and an electric motor P1, an electric motor P3, and a clutch from the P13 configuration electric drive assembly that are respectively connected to the bench control system. Electric motor P1 and electric motor P3 are respectively connected to the battery simulator.One input end of the first torque rotational speed sensor is connected to the first output end of a decelerator. One output end of the first torque rotational speed sensor is connected to the first charging motor. One input end of the second torque rotational speed sensor is connected to the second output end of the decelerator. One output end of the second torque rotational speed sensor is connected to the second charging motor. One input end of the third torque rotational speed sensor is connected to the combustion engine simulation motor. One output end of the third torque rotational speed sensor is connected to the electric motor P1. The electric motor P1 and the electric motor. Petition 870250081442, dated 10 / 09 / 2025, pp. 74 / 115 4 / 30 P3 are connected respectively to the power analyzer.

[006] According to the above method, the model control system can compute an output voltage value for the battery simulator according to an initial battery power input by the bench control system to supply power to electric motor P1 and electric motor P3. Meanwhile, a drive resistance value can be computed according to the torque and rotational speed values ​​of the first torque rotational speed sensor and the second torque rotational speed sensor acquired by the bench control system, and corresponding instruction values ​​can be sent to the first charging motor and the second charging motor, so that the charging of the first charging motor and the second charging motor is conducted.Additionally, the operating states of all members can be computed according to a target throttle opening degree signal sent by the bench control system; all members are enabled to operate automatically according to the computed results. Then, the bench control system acquires torques and rotational speeds from the first torque rotational speed sensor, the second torque rotational speed sensor, and the third torque rotational speed sensor, and an electrical output power from electric motor P1 and an electrical input power from electric motor P3 from the power analyzer, and a dynamic efficiency of the electric drive assembly configuration P13 is computed. The method is consistent with the dynamic usage conditions of common users and can comprehensively assess the efficiency of common users under usage conditions.The present disclosure may simulate a real person's driving condition. The system may operate automatically, so the efficiency of... Petition 870250081442, dated 10 / 09 / 2025, pp. 75 / 115 5 / 30 electric drive assembly of configuration P13 be tested under any dynamic cycle condition.

[007] Additionally, the model control system is equipped with a combustion engine model, a P13 configuration electric drive assembly model, a battery model and a vehicle drive resistor model.

[008] According to the method above, the combustion engine model can be configured to compute whether to start a combustion engine and a torque value of the combustion engine; the P13 configuration electric drive assembly model can be configured to compute whether to start electric motor P1, a torque value of electric motor P3, whether to start electric motor P1, a rotational speed value of electric motor P1 and an engaged or disengaged clutch state; the battery model can be configured to compute the output voltage value; and the vehicle drive resistance model can be configured to compute the drive resistance value.

[009] Additionally, the system includes a data collection system. The bench control system, the first torque rotational speed sensor, the second torque rotational speed sensor, the third torque rotational speed sensor, and the power analyzer are connected respectively to the data collection system.

[010] According to the method above, the data collection system can collect: torque and rotational speed values ​​from the first torque rotational speed sensor, the second torque rotational speed sensor, and the third torque rotational speed sensor; and an output current value and an output electrical power from the electric motor P1 and an input current value and an input electrical power from the motor Petition 870250081442, dated 10 / 09 / 2025, pp. 76 / 115 6 / 30 electric P3 power analyzer.

[011] An efficiency test method for a P13 configuration electric drive assembly is applied to the efficiency test system mentioned above for a P13 configuration electric drive assembly and includes the following steps: S1: a benchtop control system sends an initial battery charge level value to a model control system; S2: The model control system computes an output voltage value, and the bench control system acquires and sends the output voltage value to a battery simulator; S3: the battery simulator raises its output voltage to the output voltage value sent by the bench control system to supply power to an electric motor P1 and an electric motor P3 of the electric drive assembly with configuration P13; S4: The bench control system acquires torques and rotational speeds from a first torque rotational speed sensor and a second torque rotational speed sensor and inputs the torques and rotational speeds into the model control system. The model control system computes a drive resistance value, and the bench control system acquires the drive resistance value and sends corresponding instruction values ​​to a first load motor and a second load motor, respectively. S5: the first load motor and the second load motor load their torques to corresponding instruction values ​​sent by the bench control system; S6: The bench control system sends a target choke opening degree signal to the model control system, and the system... Petition 870250081442, dated 10 / 09 / 2025, pp. 77 / 115 7 / 30 model control computes the operating status results of a combustion engine, electric motor P1, a clutch, and electric motor P3 according to a current battery charge level and the target choke opening degree signal and outputs the operating status results to the bench control system; S7: The bench control system sends received results to a combustion engine simulation motor, the P1 electric motor, the clutch, and the P3 electric motor respectively; S8: The combustion engine simulation motor, the P1 electric motor, the clutch, and the P3 electric motor adjust their operating states according to the received results and activate the first charging motor and the second charging motor to operate; S9: the bench control system acquires torques and rotational speeds from the first torque rotational speed sensor, the second torque rotational speed sensor, and a third torque rotational speed sensor, and an electrical power output from electric motor P1 and an electrical power input from electric motor P3 from a power analyzer, and computes an operating efficiency of the electric drive assembly of configuration P13; and S10: The bench control system acquires an output current value from electric motor P1 and an input current value from electric motor P3 from the power analyzer and feeds the acquired output current value and the acquired input current value back to the model control system, and returns to step S2.

[012] When the bench control system sends a stop instruction to the model control system, the test is completed.

[013] According to the technical method above, the output voltage value Petition 870250081442, dated 10 / 09 / 2025, pp. 78 / 115 8 / 30 can be computed for the battery simulator according to the initial battery power input by the bench control system to supply power to electric motor P1 and electric motor P3. Meanwhile, the drive resistance value can be computed according to the torque and rotational speed values ​​of the first torque rotational speed sensor and the second torque rotational speed sensor acquired by the bench control system, and the corresponding instruction values ​​can be sent to the first charging motor and the second charging motor, so that the charging of the first charging motor and the second charging motor is conducted.Additionally, the operating states of all members can be computed according to the target choke opening degree signal sent by the bench control system; all members are enabled to operate automatically according to the computed results. Then, the bench control system acquires the torques and rotational speeds from the first torque speed sensor, the second torque speed sensor, and the third torque speed sensor, and the electrical output power of electric motor P1 and the electrical input power of electric motor P3 from the power analyzer, and a dynamic efficiency of the electric drive assembly configuration P13 is computed. The method is consistent with the dynamic usage conditions of common users and can comprehensively assess the efficiency of common users under usage conditions.This disclosure can simulate a real person's driving condition. The system can operate automatically, so that the efficiency of the P13 configuration electric drive assembly can be tested under any dynamic cycle condition. Petition 870250081442, dated 10 / 09 / 2025, pp. 79 / 115 9 / 30

[014] Additionally, in stage S1, when the initial battery charge level value is greater than or equal to 25% of total battery charge, the P13 configuration electric drive assembly is in a battery charge consumption state.

[015] According to the above technical method, the charging of the first charging motor and the second charging motor can be conducted in the battery charge consumption state.

[016] Additionally, when the choke opening angle is greater than 70% of the total range: In stage S6, the model control system computes to obtain results that the combustion engine was turned on, the electric motor P1 was turned on, the clutch was engaged, and the electric motor P3 was turned on; In step S7, the bench control system sends instructions for a torque value of the combustion engine simulation motor, a rotational speed value of the electric motor P1, an engaged state of the clutch, and a torque value of the electric motor P3 to the combustion engine simulation motor, the electric motor P1, the clutch, and the electric motor P3 respectively; In stage S8, the combustion engine simulation motor and the P3 electric motor are charged to corresponding target torque values, respectively, the P1 electric motor operates at a target rotational speed value, the clutch is engaged, and the first charging motor and the second charging motor are triggered to start operating by the combined action of the P3 electric motor, through a first input end of a decelerator, and the combustion engine simulation motor, through the P1 electric motor, the clutch, and a second input end of the decelerator; and Petition 870250081442, dated 10 / 09 / 2025, pages 80 / 115 10 / 30 in step S9, a formula for computing efficiency is: ^consumption P Ά s output ^ input X 100% = P1 + (71 X Π! + T2X n2) X 100% in the formula, η consumption is the operating efficiency of the P13 configuration electric drive assembly in the battery load consumption state; P output is the total output power of the P13 configuration electric drive assembly; P input is the total input power of the P13 configuration electric drive assembly; P1 is the electrical output power of electric motor P1; P3 is the electrical input power of electric motor P3; T1 is the torque of the first torque rotation speed sensor; n1 is the rotation speed of the first torque rotation speed sensor; T2 is the torque of the second torque rotation speed sensor; n2 is the rotation speed of the second torque rotation speed sensor; T3 is the torque of the third torque rotation speed sensor; and n3 is the rotation speed of the third torque rotation speed sensor.

[017] According to the above technical method, the dynamic efficiency of the P13 configuration electric drive assembly in the battery load consumption state, when the throttle opening degree is greater than 70% of the total range, can be automatically computed.

[018] Additionally, when the choke opening angle is less than or equal to 70% of the total range: In stage S6, the model control system computes to obtain results that the combustion engine was not started, the electric motor P1 was not started, the clutch was disengaged, and the electric motor P3 was started; In step S7, the bench control system sends instructions to the combustion engine simulation motor (i.e., the combustion engine has not been started, the electric motor P1 has not been started, the clutch is disengaged, and the torque value of the electric motor P3) to the combustion engine simulation motor. Petition 870250081442, dated 10 / 09 / 2025, pages 81 / 115 11 / 30 the electric motor P1, the clutch and the electric motor P3 respectively; In step S8, the combustion engine simulation motor is not switched on, electric motor P3 is charged to a corresponding target torque value, electric motor P1 is not switched on, the clutch is disengaged, and the first charging motor and the second charging motor are activated to start running only by electric motor P3 via a decelerator; and in step S9, an efficiency computation formula is: ^consumption P3 x 100% in the formula, η consumption is the operating efficiency of the P13 configuration electric drive assembly in the battery load consumption state; P3 is the electrical input power of the P3 electric motor; T1 is the torque of the first torque rotation speed sensor; n1 is the rotation speed of the first torque rotation speed sensor; T2 is the torque of the second torque rotation speed sensor; and n2 is the rotation speed of the second torque rotation speed sensor.

[019] According to the above technical method, the dynamic efficiency of the P13 configuration electric drive assembly in the battery load consumption state, when the throttle opening degree is less than or equal to 70% of the total range, can be automatically computed.

[020] Additionally, in stage S1, when the initial battery charge level value is less than 25% of the total battery charge, the P13 configuration electric drive assembly is in a battery charge maintenance state.

[021] According to the technical method above, the loading of the first charging motor and the second charging motor can be Petition 870250081442, dated 10 / 09 / 2025, page 82 / 115 12 / 30 conducted in battery charge maintenance state.

[022] Additionally, in step S6, the model control system computes to obtain results that the combustion engine was turned on, the electric motor P1 was turned on, the clutch was disengaged and the electric motor P3 was turned on.

[023] In step S7, the bench control system sends instructions for a torque value of the combustion engine simulation motor, a rotational speed value of the electric motor P1, a clutch disengagement state, and a torque value of the electric motor P3 to the combustion engine simulation motor, the electric motor P1, the clutch, and the electric motor P3 respectively.

[024] In stage S8, the combustion engine simulation motor and electric motor P3 are charged to corresponding target torque values ​​and the clutch is disengaged, and electric motor P1 runs at a target rotation speed value, the combustion engine simulation motor drives electric motor P1 to run and generate electricity, and the first charging motor and the second charging motor are driven to start running only by electric motor P3 via a decelerator.

[025] In step S9, a formula for computing efficiency is: ^maintenance = ^power generation of p1x^p3 drive P1 T1 x n1 + T2x n2?3x n3 P3 In the formula, η maintenance is the operating efficiency of the P13 configuration electric drive assembly in the battery charge maintenance state; η power generation of p1 is the electricity generation efficiency of electric motor P1 in the battery charge maintenance state; η drive of p3 is the drive efficiency of electric motor P3 in the battery charge maintenance state; P1 is the electrical output power of electric motor P1; P3 is the Petition 870250081442, dated 10 / 09 / 2025, pp. 83 / 115 13 / 30 electrical input power of electric motor P3; T1 is the torque of the first torque rotation speed sensor; n1 is the rotation speed of the first torque rotation speed sensor; T2 is the torque of the second torque rotation speed sensor; n2 is the rotation speed of the second torque rotation speed sensor; T3 is the torque of the third torque rotation speed sensor; and n3 is the rotation speed of the third torque rotation speed sensor.

[026] According to the above technical method, the dynamic efficiency of the P13 configuration electric drive assembly in the battery charge maintenance state can be computed automatically.

[027] This disclosure has the following beneficial effects: (1) This disclosure can simulate a driving condition of a real person. The system can operate automatically, so that the efficiency of the P13 configuration electric drive assembly can be tested under any dynamic cycle condition; (2) This disclosure can test the dynamic efficiency of the P13 configuration electric drive assembly in the battery load consumption state; (3) This disclosure can test the dynamic efficiency of the P13 configuration electric drive assembly in the battery charge maintenance state. BRIEF DESCRIPTION OF THE DRAWINGS

[028] FIG. 1 is a functional block diagram of an efficiency test system for a P13 configuration electric drive assembly according to the present disclosure; FIG. 2 is a flow diagram of an efficiency test method for a P13 configuration electric drive assembly according to... Petition 870250081442, dated 10 / 09 / 2025, pages 84 / 115 14 / 30 present disclosure; FIG. 3 is a flow diagram of efficiency acquisition of a P13 configuration electric drive assembly in a battery load consumption state when a throttle opening degree is 10%, according to the present disclosure; FIG. 4 is a flow diagram of the efficiency acquisition of a P13 configuration electric drive assembly in a battery load consumption state when a throttle opening degree is 80%, according to the present disclosure; and FIG. 5 is a flow diagram of efficiency acquisition of a P13 configuration electric drive assembly in a battery charge maintenance state when a throttle opening degree is 10% according to the present disclosure.

[029] In the figures: 1-bench control system; 2-model control system; 3-data collection system; 4-battery simulator; 5-electric motor P1; 6-clutch; 7-decelerator; 8-electric motor P3; 9-first charging motor; 10-second charging motor; 11-combustion engine simulation motor; 12-first torque rotation speed sensor; 13-second torque rotation speed sensor; 14-third torque rotation speed sensor; 15-power analyzer. DETAILED DESCRIPTION

[030] The modalities of this disclosure will be illustrated below in conjunction with the attached drawings and preferred examples. Those skilled in the art can easily understand other advantages and effects of this disclosure from the content disclosed in this descriptive report. This disclosure can also be implemented or applied through other means. Petition 870250081442, dated 10 / 09 / 2025, pages 85 / 115 15 / 30 different specific modalities, and various details in the description may be modified or altered based on different viewpoints and applications, without departing from the spirit of this disclosure. It should be understood that the preferred examples are used only to illustrate this disclosure, rather than limiting the scope of protection of this disclosure.

[031] It should be noted that the diagrams provided in the following examples only illustrate the basic idea of ​​the present disclosure, therefore, only the components related to the present disclosure are shown in the diagrams instead of being drawn according to the number, shape and size of the components in the actual implementation, the types, numbers and proportions of all components in the actual implementation can be changed at will, and the layout of the components can be more complicated.

[032] The example provides an efficiency test system for an electric drive assembly of configuration P13. As shown in FIG. 1, the system includes a bench control system 1; a model control system 2, a battery simulator 4, a first charging motor 9, a second charging motor 10, a combustion engine simulation motor 11 and a power analyzer 15 which are respectively connected to the bench control system 1; and a first torque rotational speed sensor 12, a second torque rotational speed sensor 13 and a third torque rotational speed sensor 14. An electric motor P1 5, an electric motor P3 8 and a clutch 6 of the electric drive assembly of configuration P13 are respectively connected to the bench control system 1. The electric motor P1 5 and the electric motor P3 8 are respectively connected to the battery simulator 4.One input end of the first sensor. Petition 870250081442, dated 10 / 09 / 2025, pp. 86 / 115 16 / 30 torque rotational speed sensor 12 is connected to a first output terminal of a decelerator 7. An output terminal of the first torque rotational speed sensor 12 is connected to the first charging motor 9. An input terminal of the second torque rotational speed sensor 13 is connected to a second output terminal of the decelerator 7. An output terminal of the second torque rotational speed sensor 13 is connected to the second charging motor 10. An input terminal of the third torque rotational speed sensor 14 is connected to the combustion engine simulation motor 11. An output terminal of the third torque rotational speed sensor 14 is connected to the electric motor P1 5. The electric motor P1 5 and the electric motor P3 8 are connected respectively to the power analyzer 15.

[033] According to the efficiency test system for a P13 configuration electric drive assembly, the model control system 2 can compute an output voltage value for the battery simulator 4 according to the initial battery power input by the bench control system 1, so as to supply power to the electric motor P1 5 and the electric motor P3 8. Meanwhile, a drive resistance value can be computed according to the torque and rotational speed values ​​of the first torque rotational speed sensor 12 and the second torque rotational speed sensor 13 acquired by the bench control system 1, and corresponding instruction values ​​can be sent to the first charging motor 9 and the second charging motor 10, so that the charging of the first charging motor 9 and the second charging motor 10 is conducted.Additionally, the operating states of all members can be computed according to a target choke opening degree signal sent by the control system. Petition 870250081442, dated 10 / 09 / 2025, page 87 / 115 In bench 1, all members are enabled to operate automatically according to the computed results. Then, the bench 1 control system acquires torques and rotational speeds from the first torque rotational speed sensor 12, the second torque rotational speed sensor 13, and the third torque rotational speed sensor 14, and an electrical power output from the electric motor P1 5 and an electrical power input from the electric motor P3 8 from the power analyzer 15, and a dynamic efficiency of the electric drive assembly configuration P13 is computed. The method is consistent with the dynamic usage conditions of common users and can comprehensively assess the efficiency of common users under usage conditions. The example can simulate a real person's driving condition.The system can operate automatically, so that the efficiency of the P13 configuration electric drive assembly can be tested under any dynamic cycle condition.

[034] In the example, the model 2 control system is provided with a combustion engine model, a P13 configuration electric drive assembly model, a battery model, and a vehicle drive resistor model. The combustion engine model can be configured to compute whether to start a combustion engine and a combustion engine torque value. The P13 configuration electric drive assembly model can be configured to compute whether to start electric motor P1 5, a P3 electric motor torque value 8, whether to start electric motor P1 5, a P1 electric motor rotational speed value, and a clutch engaged or disengaged state 6. The battery model can be configured to compute the output voltage value. The vehicle drive resistor model can be configured to compute the drive resistor value. Petition 870250081442, dated 10 / 09 / 2025, pages 88 / 115 18 / 30

[035] In the example, the system additionally includes a data collection system 3. The bench control system 1, the first torque rotational speed sensor 12, the second torque rotational speed sensor 13, the third torque rotational speed sensor 14 and the power analyzer 15 are connected respectively to the data collection system 3. The data collection system 3 can collect: torque and rotational speed values ​​from the first torque rotational speed sensor 12, the second torque rotational speed sensor 13 and the third torque rotational speed sensor 14; and an output current value and an output electrical power from the electric motor P1 5 and an input current value and an input electrical power from the electric motor P3 8 from the power analyzer 15.

[036] In the example, model control system 2 is connected to bench control system 1 via a controller area network (CAN) line and receives an input signal required by each model sent by bench control system 1. Meanwhile, the computation results of the model are output to bench control system 1, and bench control system 1 controls the combustion engine simulation motor 11, the first loading motor 9, the second loading motor 10, the data collection system 3, the electric motor P1 5, the electric motor P3 8, and the clutch 6, according to the computation results sent by model control system 2, respectively.Meanwhile, bench control system 1 receives corresponding information collected by data collection system 3 from the first torque rotational speed sensor 12, the second torque rotational speed sensor 13, the third torque rotational speed sensor 14, and the power analyzer 15. Petition 870250081442, dated 10 / 09 / 2025, pages 89 / 115 19 / 30

[037] The example further provides an efficiency test method for an electric drive assembly of configuration P13. The method is applied to the efficiency test system mentioned above for an electric drive assembly of configuration P13. As shown in FIG. 2, the method includes the following steps: S1: a benchtop control system 1 sends an initial battery charge level value to a model control system 2; S2: the model 2 control system computes an output voltage value, and the bench control system 1 acquires and sends the output voltage value to a battery simulator 4; S3: Battery simulator 4 increases its output voltage to the output voltage value sent by bench control system 1 in order to supply power to an electric motor P1 5 and an electric motor P3 8 of the electric drive assembly configuration P13; S4: Bench control system 1 acquires torques and rotational speeds from a first torque rotational speed sensor 12 and a second torque rotational speed sensor 13, and the torques and rotational speeds are entered into model control system 2. Model control system 2 computes a drive resistance value, and bench control system 1 acquires the drive resistance value, and corresponding instruction values ​​are sent to a first load motor 9 and a second load motor 10 respectively; S5: the first load motor 9 and the second load motor 10 load the torques of the same to corresponding instruction values ​​sent by the bench control system 1; S6: Bench control system 1 sends an opening degree signal. Petition 870250081442, dated 10 / 09 / 2025, pages 90 / 115 20 / 30 of target throttle for the model 2 control system, and the model 2 control system computes and outputs the operating status results of a combustion engine, electric motor P1 5, clutch 6 and electric motor P3 8 according to a current battery charge level and the target throttle opening degree signal to the bench 1 control system; S7: Bench control system 1 sends received results to a combustion engine simulation motor 11, electric motor P1 5, clutch 6 and electric motor P3 8 respectively; S8: the combustion engine simulation motor 11, the electric motor P1 5, the clutch 6 and the electric motor P3 8 adjust their operating states according to the results received and the first charging motor 9 and the second charging motor 10 are activated to operate; S9: Bench control system 1 acquires torques and rotational speeds from the first torque rotational speed sensor 12, the second torque rotational speed sensor 13, and a third torque rotational speed sensor 14, and an electrical power output from electric motor P1 5 and an electrical power input from electric motor P3 8 from a power analyzer 15, and an operating efficiency of the electric drive assembly configuration P13 is computed; and S10: Bench control system 1 acquires an output current value from electric motor P1 5 and an input current value from electric motor P3 8 from power analyzer 15, the acquired output current value and the acquired input current value are fed back to model control system 2, and it returns to step S2.

[038] When bench control system 1 sends an instruction to Petition 870250081442, dated 10 / 09 / 2025, pages 91 / 115 21 / 30 stop to the model 2 control system, a test is completed.

[039] According to the efficiency test method for a P13 configuration electric drive assembly, the output voltage value can be computed for battery simulator 4 according to the initial battery power input by bench control system 1, so as to supply power to electric motor P1 5 and electric motor P3 8. Meanwhile, the drive resistance value can be computed according to the torque and rotational speed values ​​of the first torque rotational speed sensor 12 and the second torque rotational speed sensor 13 acquired by bench control system 1, and the corresponding instruction values ​​can be sent to the first charging motor 9 and the second charging motor 10, so that the charging of the first charging motor 9 and the second charging motor 10 is conducted.Additionally, the operating states of all members can be computed according to the target choke opening degree signal sent by the bench control system 1; all members are enabled to operate automatically according to the computed results. Then, bench control system 1 acquires torques and rotational speeds from the first torque rotational speed sensor 12 and the second torque rotational speed sensor 13, and the electrical output power of the electric motor P1 5 and the electrical input power of the electric motor P3 8 from the power analyzer 15, and the dynamic efficiency of the electric drive assembly configuration P13 is computed. The method is consistent with the dynamic usage conditions of common users and can comprehensively assess the efficiency of common users under usage conditions. The example can simulate a real person's driving condition.The system can operate automatically, so that... Petition 870250081442, dated 10 / 09 / 2025, pages 92 / 115 22 / 30 efficiency of the P13 configuration electric drive assembly should be tested under any dynamic cycle condition.

[040] The example further provides an efficiency test method for a P13 configuration electric drive assembly in a battery load consumption state. When a target choke opening degree is 10% of a total range, as shown in FIG. 3, the method includes the following steps: S101: a bench control system 1 sends an initial battery charge level value of 100% of a total battery charge to a model control system 2; S102: Bench control system 1 sends a 380 V output voltage value computed via a battery model in model control system 2 to a battery simulator 4; S103: battery simulator 4 increases its output voltage to a value sent by bench control system 1, in order to supply power to an electric motor P3 8 and an electric motor P1 5; S104: Bench control system 1 inputs torque and rotational speed values ​​collected by a data collection system 3 from a first torque rotational speed sensor 12 and a second torque rotational speed sensor 13 into model control system 2, a vehicle drive resistance model in model control system 2 computes a drive resistance value, and bench control system 1 sends the value to a first loading motor 9 and a second loading motor 10, respectively; S105: the first load motor 9 and the second load motor 10 load their torques to corresponding instruction values ​​sent by the bench control system 1; Petition 870250081442, dated 10 / 09 / 2025, pages 93 / 115 23 / 30 S106: Bench 1 control system sends a target choke opening degree signal to model 2 control system, the target choke opening degree is 10% of the total range, model 2 control system computes to obtain results that a combustion engine simulation motor 11 was not started, the electric motor P1 5 was not started, the clutch 6 was disengaged and the torques of the electric motor P3 8 are loaded to 30 Nm and corresponding results are output to bench 1 control system; S107: Bench control system 1 sends received result instructions to combustion engine simulation motor 11, electric motor P1 5, clutch 6 and electric motor P3 8, respectively; S108: when clutch 6 is disengaged, electric motor P1 5 is not switched on, combustion engine simulation motor 11 is not switched on and electric motor P3 8 is charged to 30 Nm, electric motor P3 8 drives the first charging motor 9 and the second charging motor 10 to start running by means of a decelerator 7; and S109: Bench control system 1 acquires torques and rotational speeds from the first torque rotational speed sensor 12 and the second torque rotational speed sensor 13, and an electrical input power from the electric motor P3 8 from a power analyzer 15, and an operating efficiency of the electric drive assembly configuration P13 is computed. ^consumption P3 x 100%

[041] In the formula, η consumption is the operating efficiency of the P13 configuration electric drive assembly in a battery load consumption state; P3 is the electrical input power of the P38 electric motor; T1 is the Petition 870250081442, dated 10 / 09 / 2025, pages 94 / 115 24 / 30 torque of the first torque rotational speed sensor 12; n1 is the rotational speed of the first torque rotational speed sensor 12; T2 is the torque of the second torque rotational speed sensor 13; en2 is the rotational speed of the second torque rotational speed sensor 13.

[042] After an efficiency test is completed, bench control system 1 acquires an output current value from electric motor P1 5 and an input current value from electric motor P3 8 from power analyzer 15, the acquired output current value and the acquired input current value are fed back to model control system 2, and it returns to stage S102, so that closed-path control and cyclic detection are achieved.

[043] The example further provides an efficiency test method for a P13 configuration electric drive assembly in a battery load consumption state. When a target choke opening degree is 80% of a total range, as shown in FIG. 4, the method includes the following steps: S201: a bench control system 1 sends an initial battery charge level value of 100% of a total battery charge to a model control system 2; S202: Benchtop control system 1 sends a 380 V output voltage value computed via a battery model in model control system 2 to a battery simulator 4; S203: the battery simulator 4 increases its output voltage to a value sent by the bench control system 1, in order to supply power to an electric motor P3 8 and an electric motor P1 5; S204: Bench control system 1 inputs torques and values ​​of Petition 870250081442, dated 10 / 09 / 2025, pages 95 / 115 25 / 30 rotational speed collected by a data collection system 3 from a first torque rotational speed sensor 12 and a second torque rotational speed sensor 13 in the model control system 2, a vehicle drive resistance model in the model control system 2 computes a drive resistance value, and the bench control system 1 sends the value to a first loading motor 9 and a second loading motor 10, respectively; S205: the first load motor 9 and the second load motor 10 load their torques to corresponding instruction values ​​sent by the bench control system 1; S206: Bench 1 control system sends a target choke opening degree signal to model 2 control system, the target choke opening degree is 80% of the total range, model 2 control system computes to obtain results that torques of the combustion engine simulation motor 11 are loaded to 147 Nm, torques of electric motor P1 5 are loaded to 0 Nm, clutch 6 has been engaged and torques of electric motor P3 8 are loaded to 320 Nm and corresponding results are output to bench 1 control system; S207: Bench control system 1 sends received result instructions to combustion engine simulation motor 11, electric motor P1 5, clutch 6 and electric motor P3 8, respectively; S208: When clutch 6 is engaged, the torques of electric motor P1 5 are charged to 0 Nm, the combustion engine simulation motor 11 is charged to 147 Nm, and electric motor P3 8 is charged to 320 Nm. Electric motor P3 8 drives the first charging motor 9 and the second charging motor 10 to start running through the combined action of a first input end of a decelerator 7 and the motor of Petition 870250081442, dated 10 / 09 / 2025, pages 96 / 115 26 / 30 combustion engine simulation 11 by means of electric motor P1 5, clutch 6 and a second decelerator input end 7; and S209: Bench control system 1 acquires torques and rotational speeds from the first torque rotational speed sensor 12, the second torque rotational speed sensor 13, and a third torque rotational speed sensor 14, and an electrical power output from electric motor P1 5 and an electrical power input from electric motor P3 8 from a power analyzer 15, and an operating efficiency of the electric drive assembly configuration P13 is computed. ^consumption P Ά s output ^ input X 100% = P1 + (T1 xn1 + T2x n2) P3 + (T3X n3) X 100%

[044] In the formula, η consumption is the operating efficiency of the P13 configuration electric drive assembly in a battery load consumption state; P output is the total output power of the P13 configuration electric drive assembly; P input is the total input power of the P13 configuration electric drive assembly; P1 is the output power of electric motor P1 5; P3 is the input power of electric motor P3 8; T1 is the torque of the first torque speed sensor 12; n1 is the rotational speed of the first torque speed sensor 12; T2 is the torque of the second torque speed sensor 13; n2 is the rotational speed of the second torque speed sensor 13; T3 is the torque of the third torque speed sensor 14; and n3 is the rotational speed of the third torque speed sensor 14.

[045] After an efficiency test is completed, bench control system 1 acquires an output current value from electric motor P1 5 and an input current value from electric motor P3 8 from power analyzer 15, the acquired output current value and the input current value Petition 870250081442, dated 10 / 09 / 2025, pages 97 / 115 27 / 30 acquired are fed back to the model 2 control system, and it returns to step S202, so that closed-path control and cyclic detection can be achieved.

[046] The example further provides an efficiency test method for a P13 configuration electric drive assembly in a battery charge maintenance state. As shown in FIG. 5, the method includes the following steps: S301: a bench control system 1 sends an initial battery charge level value of 20% of a total battery charge to a model control system 2; S302: Bench control system 1 sends a 350 V output voltage value computed via a battery model in model control system 2 to a battery simulator 4; S303: Battery simulator 4 increases its output voltage to a value sent by bench control system 1, in order to supply power to an electric motor P3 8 and an electric motor P1 5; S304: Bench control system 1 inputs torque and rotational speed values ​​collected by a data collection system 3 from a first torque rotational speed sensor 12 and a second torque rotational speed sensor 13 into model control system 2, a vehicle drive resistance model in model control system 2 computes a drive resistance value, and bench control system 1 sends corresponding instruction values ​​to a first load motor 9 and a second load motor 10, respectively; S305: the first load motor 9 and the second load motor 10 load the torques of the same to the instruction values. Petition 870250081442, dated 10 / 09 / 2025, pages 98 / 115 28 / 30 correspondences sent by bench control system 1; S306: Bench control system 1 sends a target choke opening degree signal to model control system 2, the target choke opening degree is 10% of the total range, model control system 2 computes to obtain results that a combustion engine simulation motor 11 has been turned on, electric motor P1 5 needs to be turned on, clutch 6 has been disengaged and electric motor P3 8 needs to be turned on and corresponding results are sent to bench control system 1; S307: Bench control system 1 sends received result instructions to combustion engine simulation motor 11, electric motor P1 5, clutch 6 and electric motor P3 8, respectively; S308: When clutch 6 is disengaged, electric motor P3 8 is charged to a corresponding torque value, electric motor P1 5 operates at a target rotational speed value, and combustion engine simulation motor 11 is charged to a corresponding torque value. Combustion engine simulation motor 11 drives electric motor P1 5 to operate in order to generate electricity, and electric motor P3 8 drives the first charging motor 9 and the second charging motor 10 to start operating via a decelerator 7. That is, electric motor P1 5 is a power generator, and electric motor P3 8 is a drive motor; and S309: Bench control system 1 acquires torques and rotational speeds from the first torque rotational speed sensor 12, the second torque rotational speed sensor 13, and a third torque rotational speed sensor 14, and an electrical power output from electric motor P1 5 and an electrical power input from electric motor P3 8 from a power analyzer 15, and an operating efficiency of the assembly. Petition 870250081442, dated 10 / 09 / 2025, pp. 99 / 115 29 / 30 electric drive configuration P13 is computed. ^maintenance = ^power generation of p1x^p3 drive P1 T1 x n1 + T2x n2?3x n3 P3

[047] In the formula, η maintenance is the operating efficiency of the electric drive assembly of configuration P13 in a battery charge maintenance state; η power generation of p1 is the electricity generation efficiency of electric motor P1 5 in the battery charge maintenance state; η drive of p3 is the drive efficiency of electric motor P3 8 in the battery charge maintenance state; P1 is the electrical output power of electric motor P1 5; P3 is the electrical input power of electric motor P3 8; T1 is the torque of the first torque speed sensor 12; n1 is the rotational speed of the first torque speed sensor 12; T2 is the torque of the second torque speed sensor 13; n2 is the rotational speed of the second torque speed sensor 13; T3 is the torque of the third torque speed sensor 14;and n3 is the rotational speed of the third torque rotational speed sensor 14.;

[048] After an efficiency test is completed, bench control system 1 acquires an output current value from electric motor P1 5 and an input current value from electric motor P3 8 from power analyzer 15, the acquired output current value and the acquired input current value are fed back to model control system 2, and it returns to S302, so that closed-path control and cyclic detection can be achieved.

[049] The above examples are merely preferred examples used to fully explain this disclosure and do not limit the scope of protection of this disclosure. Substitutions or equivalent transformations made by those skilled in the art based on this disclosure are all Petition 870250081442, dated 10 / 09 / 2025, pages 100 / 115 30 / 30 within the scope of protection of this disclosure. Petition 870250081442, dated 10 / 09 / 2025, pages 101 / 115

Claims

1 / 8 CLAIMS 1. Efficiency test system for a P13 configuration electric drive assembly, characterized in that it comprises a bench control system (1); a model control system (2), a battery simulator (4), a first charging motor (9), a second charging motor (10), a combustion engine simulation motor (11) and a power analyzer (15) which are respectively connected to the bench control system (1); and a first torque rotational speed sensor (12), a second torque rotational speed sensor (13) and a third torque rotational speed sensor (14), wherein an electric motor P1 (5), an electric motor P3 (8) and a clutch (6) of the P13 configuration electric drive assembly are respectively connected to the bench control system (1), electric motor P1 (5) and electric motor P3 (8) are respectively connected to the battery simulator (4),One input end of the first torque rotational speed sensor (12) is connected to the first output end of a decelerator (7), one output end of the first torque rotational speed sensor (12) is connected to the first charging motor (9), one input end of the second torque rotational speed sensor (13) is connected to the second output end of the decelerator (7), one output end of the second torque rotational speed sensor (13) is connected to the second charging motor (10), one input end of the third torque rotational speed sensor (14) is connected to the combustion engine simulation motor (11), one output end of the third torque rotational speed sensor (14) is connected to the electric motor P1 (5), and the electric motor P1 (5) and the electric motor P3 (8) are connected respectively to the power analyzer (15). Petition 870250081442,from 10 / 09 / 2025, page 102 / 115 2 / 8, 2. Efficiency test system for a P13 configuration electric drive assembly, according to claim 1, characterized in that the model control system (2) is provided with a combustion engine model, a P13 configuration electric drive assembly model, a battery model and a vehicle drive resistor.

3. Efficiency test system for a P13 configuration electric drive assembly, according to claim 2, characterized in that it further comprises a data collection system (3), wherein the bench control system (1), the first torque rotation speed sensor (12), the second torque rotation speed sensor (13), the third torque rotation speed sensor (14) and the power analyzer (15) are connected respectively to the data collection system (3).

4. Efficiency test method for an electric drive assembly of configuration P13 applied to the efficiency test system for an electric drive assembly of configuration P13 defined in any of claims 1 to 3, characterized in that it comprises the following steps: S1: a bench control system (1) sends an initial battery charge level value to a model control system (2); S2: the model control system (2) computes an output voltage value, and the bench control system (1) acquires and sends the output voltage value to a battery simulator (4); S3: the battery simulator (4) raises its output voltage to the output voltage value sent by the bench control system (1) to supply power to an electric motor P1 (5) and an electric motor P3 (8) of the assembly. Petition 870250081442, dated 10 / 09 / 2025, p. 103 / 115 3 / 8 electric drive configuration P13;S4: the bench control system (1) acquires torques and rotational speeds from a first torque rotational speed sensor (12) and a second torque rotational speed sensor (13) and inputs the torques and rotational speeds into the model control system (2), the model control system (2) computes a drive resistance value, and the bench control system (1) acquires the drive resistance value, and sends corresponding instruction values ​​to a first load motor (9) and a second load motor (10) respectively; S5: the first load motor (9) and the second load motor (10) load their torques to the corresponding instruction values ​​sent by the bench control system (1);S6: the bench control system (1) sends a target choke opening degree signal to the model control system (2), and the model control system (2) computes the operating state results of a combustion engine, electric motor P1 (5), a clutch (6) and electric motor P3 (8) according to a current battery charge level and the target choke opening degree signal and sends the operating state results to the bench control system (1); S7: the bench control system (1) sends the received results to a simulated combustion engine motor (11), electric motor P1 (5), clutch (6) and electric motor P3 (8) respectively;S8: the combustion engine simulation motor (11), electric motor P1 (5), clutch (6) and electric motor P3 (8) adjust their operating states according to the results received and drive the first charging motor (9) and the second charging motor (10) to operate; Petition 870250081442, dated 10 / 09 / 2025, page 104 / 115 4 / 8 S9: the bench control system (1) acquires torques and rotational speeds from the first torque rotational speed sensor (12), the second torque rotational speed sensor (13) and a third torque rotational speed sensor (14), and acquires an electrical output power from electric motor P1 (5) and an electrical input power from electric motor P3 (8) from a power analyzer (15), and computes an operating efficiency of the electric drive assembly of configuration P13;and S10: the bench control system (1) acquires an output current value from electric motor P1 (5) and an input current value from electric motor P3 (8) from the power analyzer (15) and feeds the acquired output current value and the acquired input current value back to the model control system (2), and returns to step S2; wherein, when the bench control system (1) sends a stop instruction to the model control system (2), the test is completed.; 5. Efficiency test method for a P13 configuration electric drive assembly, according to claim 4, characterized in that, at step S1, when the initial battery charge level value is greater than or equal to 25% of the total battery charge, the P13 configuration electric drive assembly is in a battery charge consumption state.

6. Efficiency test method for a P13 configuration electric drive assembly, according to claim 5, characterized in that when a choke opening degree is greater than 70% of a total range: in step S6, the model control system (2) computes to obtain results that the combustion engine was switched on, the electric motor P1 (5) was switched on, the clutch (6) was engaged and the electric motor P3 (8) was switched on; in step S7, the bench control system (1) sends instructions from a Petition 870250081442, dated 10 / 09 / 2025, page. 105 / 115 5 / 8 torque value of the combustion engine simulation motor (11), a rotation speed value of the electric motor P1 (5), an engaged state of the clutch (6) and a torque value of the electric motor P3 (8) for the combustion engine simulation motor (11), the electric motor P1 (5), the clutch (6) and the electric motor P3 (8) respectively;In stage S8, the combustion engine simulation motor (11) and the electric motor P3 (8) are charged to corresponding target torque values, respectively, the electric motor P1 (5) operates at a target rotation speed value, the clutch (6) is engaged, and the first charging motor (9) and the second charging motor (10) are driven to start running by the combined action of the electric motor P3 (8), through a first input end of a decelerator (7), and the combustion engine simulation motor (11), through the electric motor P1 (5), the clutch (6) and a second input end of the decelerator (7); and in step S9, an efficiency computation formula is: Poutput P1 + (T1 Xn1 + T2 x n2) Consumption = -output- X 100% = 1 p+(T' \ X 100% 'input r3 + ('3 X n3) in the formula, η consumption is the operating efficiency of the P13 configuration electric drive assembly in the battery load consumption state;P output is the total output power of the electric drive assembly of configuration P13; Penput is the total input power of the electric drive assembly of configuration P13; P1 is the electrical output power of electric motor P1 (5); P3 is the electrical input power of electric motor P3 (8); T1 is the torque of the first torque speed sensor (12); n1 is the rotation speed of the first torque speed sensor (12); T2 is the torque of the second torque speed sensor (13); n2 is the rotation speed of the second torque speed sensor Petition 870250081442, dated 10 / 09 / 2025, page 106 / 115 6 / 8 (13); T3 is the torque of the third torque speed sensor (14); en3 is the rotation speed of the third torque speed sensor (14).; 7. Efficiency test method for an electric drive assembly of configuration P13, according to claim 5, characterized in that when a choke opening degree is less than or equal to 70% of a total range: in step S6, the model control system (2) computes to obtain results that the combustion engine was not started, the electric motor P1 (5) was not started, the clutch (6) was disengaged and the electric motor P3 (8) was not started; in step S7, the bench control system (1) sends instructions of the combustion engine simulation motor (11) not having been started, the electric motor P1 (5) not having been started, a disengaged state of the clutch (6) and a torque value of the electric motor P3 (8) to the combustion engine simulation motor (11), the electric motor P1 (5), the clutch (6) and the electric motor P3 (8) respectively;In step S8, the combustion engine simulation motor (11) is not switched on, the electric motor P3 (8) is charged to a corresponding target torque value, the electric motor P1 (5) is not switched on, the clutch (6) is disengaged and the first charging motor (9) and the second charging motor (10) are driven to start running only by the electric motor P3 (8) by means of a decelerator (7); and in step S9, an efficiency computation formula is: ^consumption P3 x 100% in the formula, η consumption is the operating efficiency of the P13 configuration electric drive assembly in the battery charge consumption state; P3 is the electrical input power of the electric motor P3 (8); T1 is the torque of the first torque rotation speed sensor (12); n1 is the rotational speed of the first torque rotational speed sensor (12); T2 is the torque of the second torque rotational speed sensor (13);en 2 is the rotational speed of the second torque rotational speed sensor (13).; 8. Efficiency test method for a P13 configuration electric drive assembly, according to claim 4, characterized in that, at step S1, when the initial battery charge level value is less than 25% of the total battery charge, the P13 configuration electric drive assembly is in a battery charge maintenance state.

9. Efficiency test method for an electric drive assembly of configuration P13, according to claim 8, characterized in that: in step S6, the model control system (2) computes to obtain results that the combustion engine was switched on, the electric motor P1 (5) was switched on, the clutch (6) was disengaged and the electric motor P3 (8) was switched on; in step S7, the bench control system (1) sends instructions of a torque value of the combustion engine simulation motor (11), a rotation speed value of the electric motor P1 (5), a disengaged state of the clutch (6) and a torque value of the electric motor P3 (8) to the combustion engine simulation motor (11), the electric motor P1 (5), the clutch (6) and the electric motor P3 (8) respectively;In stage S8, the combustion engine simulation motor (11) and the electric motor P3 (8) are charged to corresponding target torque values ​​and the clutch (6) is disengaged, the electric motor P1 (5) runs at a target rotation speed value, the combustion engine simulation motor (11) Petition 870250081442, dated 10 / 09 / 2025, page 108 / 115 8 / 8 drives the electric motor P1 (5) to run and generate electricity, and the first charging motor (9) and the second charging motor (10) are driven to start running only by the electric motor P3 (8) by means of a decelerator (7).; 10. Efficiency test method for an electric drive assembly of configuration P13, according to claim 8, characterized in that, in step S9, an efficiency computation formula is: P1 T1 x n1 + T2 x n2 ^maintenance = ^electricity generation of p1 x Pp3 drive = χ xn 1 3 x n3 '3 in the formula, ηmaintenance is the operating efficiency of the electric drive assembly of configuration P13 in the battery charge maintenance state; ηelectricity generation of p1 is the electricity generation efficiency of electric motor P1 (5) in the battery charge maintenance state; ηdrive of p3 is the drive efficiency of electric motor P3 (8) in the battery charge maintenance state; P1 is the electrical output power of electric motor P1 (5); P3 is the electrical input power of electric motor P3 (8); T1 is the torque of the first torque rotation speed sensor (12);n1 is the rotational speed of the first torque rotational speed sensor (12); T2 is the torque of the second torque rotational speed sensor (13); n2 is the rotational speed of the second torque rotational speed sensor (13); T3 is the torque of the third torque rotational speed sensor (14); en3 is the rotational speed of the third torque rotational speed sensor (14). Petition 870250081442, dated 10 / 09 / 2025, pp. 109 / 115;

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