MÉTODO DE PROJETO DE CONDIÇÃO DE TRABALHO DE CONFIABILIDADE DESISTEMA DE MOTOR DUPLO E DE ENSAIO PARA TRANSMISSÃO DEACIONAMENTO ELÉTRICO DE CONFIGURAÇÃO P13

Abstract

An operating condition design method for reliability verification of a dual-motor system of a P13-configuration electric drive transmission and a reliability testing method for a dual-motor system of a P13-configuration electric drive transmission, which meet the development, usage, and safety requirements of electric drive transmissions while shortening the product development cycle. The design method comprises: on the basis of structural principles and usage modes of P13-configuration electric drive transmissions, and considering also motor verification coverage scenarios and whole-vehicle road scenarios, designing dual-motor system reliability verification operating conditions which use P3 motor operating conditions as the main conditions, complemented by P1 motor operating conditions; and combining product performance design parameters and whole-vehicle control logic to form an initial operating condition test table for the dual-motor system reliability verification operating conditions (S101); and adjusting the running time of each operating condition in the initial operating condition test table, so as to obtain a final required operating condition test table for dual-motor system reliability verification and the number of operating condition cycles for the dual-motor system reliability verification (S102).

Description

1 / 42 METHOD FOR DESIGNING THE RELIABILITY WORKING CONDITION OF A DUAL MOTOR SYSTEM AND FOR TESTING TRANSMISSIONS. P13 CONFIGURATION ELECTRIC DRIVE TECHNICAL FIELD

[001] The embodiments of the present invention relate to the field of testing of electric drive transmissions of configuration P13 and, specifically, to a method for testing the reliability of a dual motor system and to a method for designing working conditions for an electric drive transmission of configuration P13. BACKGROUND

[002] As a common route for automotive hybrid technology, the current P13 configuration is being vigorously developed by several companies. Two P13 integrated motors have completed their own verification projects at a DV development stage. After an integrated dual-motor transmission forms a hybrid P13 configuration electric drive transmission, the components cooperate in the functions of a circuit, an oil circuit, a shaft gear, torque transmission, controller control, and so on. Considering a motor system with dual motors and a controller plus a transmission, its function and stability directly affect the quality of a hybrid transmission and the actual driving experience and safety of the user.Currently, many original equipment manufacturers conduct little research on verifying the reliability of a motor system combination for a P13 configuration electric drive transmission. In order to better develop the P13 configuration electric drive transmission and shorten the product development cycle, it is necessary to conduct reliability testing research on the motor system of the electric drive transmission. Petition 870250084510, dated 09 / 19 / 2025, pp. 152 / 193 2 / 42 of configuration P13.

[003] With a view to verifying the reliability of the P13 configuration dual motor system, in the currently known reliability test of the P13 configuration electric drive transmission motor system, a durability test method and apparatus for a dual motor hybrid transmission (CN115575116A) mainly provides a general idea for the bench test for a dual motor electric drive transmission and conducts the bench test using a speed target and a wheel-side torque target. Its object structure is different from that of the present invention, and there is no reliability verification method for the dual motor system.A reliability testing method and apparatus for a drive motor system (CN108983095A) primarily provides a method for verifying the reliability of a motor on a test bench after acquiring a working map of the motor system, calculating the drive power and the motor's feed power, and additionally determining a speed, torque, and time, according to a vehicle's road use condition. The method mainly establishes the working conversion between the motor's use in the complete vehicle and the test bench, simplifies the complex and changeable working conditions of the motor system in the complete vehicle, and is convenient for test bench control.Its content does not involve the working condition control of a single motor and the complete functional verification of the dual motors and the transmission system, and requires a full vehicle function completion stage, which cannot be used for the initial development of an electric drive transmission design. SUMMARY OF THE INVENTION

[004] The present invention provides a test method for Petition 870250084510, dated 09 / 19 / 2025, pages 153 / 193 3 / 42 dual motor system reliability and a working condition design method for a P13 configuration electric drive transmission, in order to conduct reliability testing on a dual motor system of a P13 configuration electric drive transmission, which meets the development, use and safety requirements of electric drive transmissions, while shortening the product development cycle.

[005] The technical solution to the present application is as follows: The present invention provides a working condition design method for a dual-motor system reliability verification working condition for a P13 configuration electric drive transmission. The P13 configuration electric drive transmission includes a dual-motor system and other component systems, and the other component systems include a gear, a shaft, and a bearing. The method includes: To design, based on a structural principle and a mode of use of the P13 configuration electric drive transmission and in combination with an engine verification coverage scenario and a complete vehicle road scenario, a dual-motor system reliability verification working condition that uses P3 engine working conditions as main conditions and P1 engine working conditions as complementary conditions; to form, in combination with product performance design parameters and a complete vehicle control logic, an initial working condition test table for the dual-motor system reliability verification working condition; Adjust the operating time for each working condition in the initial working condition test table to obtain a test table of Petition 870250084510, dated 09 / 19 / 2025, pages 154 / 193 4 / 42 final required working condition for dual motor system reliability verification and a working condition cycle number for dual motor system reliability verification.

[006] Preferably, the step of adjusting the operating time of each working condition in the initial working condition test table to obtain the final required dual motor system reliability verification working condition test table and the number of working condition cycles for the dual motor system reliability verification includes: Test the P13 configuration electric drive transmission based on a projected usage mileage and the initial verification working condition test table for the complete P13 configuration electric drive transmission, and adjust the operating time for each working condition in the initial working condition test table using Miner's linear damage accumulation theory, a projected full vehicle mileage,A number of alternating load cycles of the full P13 configuration electric drive transmission in torque and a load capacity of the full P13 configuration electric drive transmission in speed and torque change rates until an evaluation of all other component systems of the P13 configuration electric drive transmission meets a reliability endurance requirement for full vehicle design mileage and all other component systems meet a load level for normal use, to obtain the final required dual motor system reliability verification working condition test table and the number of working condition cycles for dual motor system reliability verification.

[007] Preferably, first-class working conditions Petition 870250084510, dated 09 / 19 / 2025, pages 155 / 193 5 / 42 related to the product performance design parameter and second-type working conditions related to the normal use of the complete vehicle are included in the initial working condition test table, wherein a parameter of the first-type working conditions and of the second-type working conditions comprise an engine torque P1, an engine torque P3, an engine speed P1, an engine speed P3, respective working durations and a cumulative time period; wherein the cumulative time period refers to the total test duration in a single reliability verification cycle; The formation stage, in combination with the product performance design parameters and the complete vehicle control logic, of the initial working condition test table for the dual motor system reliability verification working condition includes: Determine, based on the product performance design parameters of the P13 configuration electric drive transmission, the parameter limits for motor torque P1, motor torque P3, motor speed P1, and motor speed P3 under the first type of working condition; determine, in combination with the complete cooling capacity of the P13 configuration electric drive transmission, the stator temperature, and the load capacity of the other component systems, the parameter limits for the respective working duration and the cumulative time period; Based on the complete vehicle control logic, determine the parameter limits for engine torque P1, engine torque P3, engine speed P1, and engine speed P3 under the second type of operating condition; and determine, in combination with the cooling capacity... Petition 870250084510, dated 09 / 19 / 2025, pages 156 / 193 6 / 42 general of the P13 configuration electric drive transmission, the stator temperature and load capacity of the other component systems, the parameter delimitation of the respective duration and the cumulative time period.

[008] Preferably, the first type of working conditions comprise a P3 engine design target working condition; In a target operating condition of motor design P3 A: the torque limit of motor P3 is determined according to a peak torque of motor P3, the speed limit of motor P3 is determined according to a pivot point speed of motor P3, the torque of motor P1 and the speed of motor P1 are both 0, and the respective operating durations are determined according to the time required for the stator temperature of motor P3 to rise to an upper limit temperature when motor P3 continuously emits at peak torque.

[009] Preferably, the first type of working conditions additionally comprise a motor system coupling working condition B; and the motor system coupling working condition B comprises three coupling working conditions; In a first working condition of coupling B1: the torque limit of motor P3 is determined according to a nominal torque of motor P3, the speed limit of motor P3 is determined according to a nominal speed of motor P3, the torque limit of motor P1 is determined according to a peak electricity generation torque of motor P1, and the speed limit of motor P1 is determined according to a turning point speed of motor P1; the duration is determined according to the time required for the stator temperature of motor P1 to rise to an upper limit temperature when motor P1 emits in Petition 870250084510, dated 09 / 19 / 2025, pp. 157 / 193 7 / 42 peak torque power generation; In a second working condition of coupling B2: the torque limit of motor P3 is determined according to a nominal torque of motor P3, the speed limit of motor P3 is determined according to a nominal speed of motor P3, the torque limit of motor P1 is determined according to a nominal electricity generation torque of motor P1, the speed limit of motor P1 is determined according to a nominal speed of motor P1, and the respective working durations are determined according to the total cooling capacity of the electric drive transmission; In a third working condition of coupling B3: the torque limit of motor P3 is determined according to the continuous working torque of motor P3 at maximum working speed, the speed limit of motor P3 is determined according to the maximum working speed of motor P3, the torque limit of motor P1 is determined according to the continuous working torque of motor P1 at maximum working speed, the speed limit of motor P1 is determined according to the maximum working speed of motor P1, and the respective working durations are predefined.

[010] Preferably, the second type of working conditions comprise a common working condition C of the complete vehicle, in the common working condition C of the complete vehicle: the engine torque limit P3 is determined according to the product of the nominal engine torque P3 multiplied by a predefined value, the engine speed limit P3 is determined according to a predefined engine speed, the engine torque limit P1 is determined according to a normal electricity generation torque of engine P1, the limit of Petition 870250084510, dated 09 / 19 / 2025, pages 158 / 193 8 / 42 motor speed P1 is determined according to a normal electricity generation speed of motor P1, and the respective working durations are predefined.

[011] Preferably, the first type of working conditions additionally comprise a P3 D motor power supply design target working condition, and the P3 D motor power supply design target working condition comprises three power supply design target working conditions; The torque of motor P1, the speed of motor P1, and the duration of motor P1 under the three target operating conditions of the electricity supply design are 0; In a first target working condition of electricity supply design D1: the limiting value of motor torque P3 is determined according to a nominal supply torque of motor P3, the limiting value of motor speed P3 is determined according to a nominal speed of motor P3, and the respective working durations are determined according to the time required for the stator temperature to rise to the upper limit temperature when motor P3 emits at the nominal supply torque; In a second target operating condition of the electricity supply design D2: the limiting value of motor torque P3 is determined according to a peak supply torque of motor P3, the limiting value of motor speed P3 is determined according to a turning point speed of motor P3, and the respective operating durations are determined according to the time required for the stator temperature to rise to the upper limit temperature when motor P3 is at peak supply torque; Petition 870250084510, dated 09 / 19 / 2025, pp. 159 / 193 9 / 42 in a third target working condition of the electricity supply design D3: the motor torque limiting value P3 is determined according to the nominal supply torque of motor P3, the motor speed limiting value P3 is determined according to the nominal speed of motor P3, and the respective working durations are determined according to the complete cooling capacity of the electric drive transmission.

[012] Preferably, the first type of working conditions additionally comprise a P1 E engine design target working condition; In the target operating condition of motor design P1 E: the motor torque P3, the motor speed P3 and the motor duration P3 are 0, the motor torque P1 is determined according to a nominal electricity generation torque of motor P1, the motor speed P1 is determined according to a nominal speed of motor P1, and the respective operating durations are predefined.

[013] The present invention further provides a method for testing the reliability of a dual-motor system for a P13 configuration electric drive transmission, including: Test preparation: Install the P13 configuration electric drive transmission on a test bench, according to the condition of a complete vehicle; Test access inspection: including a product status confirmation, a test version data inspection, a test control boundary condition confirmation, and an on-site safety inspection of the test bench; bench commissioning control and position learning Petition 870250084510, dated 09 / 19 / 2025, pages 160 / 193 10 / 42 zero motor: Preliminary performance test: Before the dual-motor system reliability test, conduct an external characteristic speed test and an external characteristic torque test on a P1 motor and a P3 motor of the P13 configuration electric drive transmission; Operating condition: The operating condition is obtained using the above design method for the reliability verification of the dual motor system of the P13 configuration electric drive transmission, and the dual motor system of the P13 configuration electric drive transmission is subjected to cycle operating condition operation according to the number of cycle operating conditions obtained and the dual motor system reliability verification operating condition test table, wherein in cycle operating condition operation, the first 80% of the cycle operating condition operate according to a designed nominal voltage platform, 80% to 90% of the cycle operating condition operate according to a designed minimum operating voltage platform, and 90% to 100% of the cycle operating condition operate according to a designed maximum operating voltage platform; Performance retest: after the dual motor system reliability test, conduct the external characteristic speed test and the external characteristic torque test on motor P1 and motor P3 of the P13 configuration electric drive transmission; post-trial analysis.

[014] Preferably, in the test preparation stage, the P13 configuration electric drive transmission is installed on the test bench according to the following process: Petition 870250084510, dated 09 / 19 / 2025, pp. 161 / 193 11 / 42 A bench drive motor No. 3 is used to simulate a combustion engine mounted on the vehicle to provide power input for the P13 configuration electric drive transmission; a bench load motor No. 1 and a bench load motor No. 2 are used to simulate full vehicle wheel end loads of the P13 configuration electric drive transmission; a PEU motor controller is used to control an operational function of the P1 and P3 motors of the P13 configuration electric drive transmission; bench load motor No. 1, bench load motor No. 2, the PEU motor controller, and a battery simulator are connected to the test bench respectively, and the battery simulator is connected to the PEU motor controller.

[015] Preferably, in the dual motor system reliability test process, a P13 configuration electric drive transmission clutch is not engaged in the entire process.

[016] Preferably, in the preliminary performance test and retest stages, only a portion of the P1 motor's supply torque is performed when the external characteristic torque test is conducted on the P1 motor, and only a drive torque and a portion of the P3 motor's supply torque are performed when the external characteristic torque test is conducted on the P3 motor; External characteristic speed tests are conducted on both motor P1 and motor P3 from 500 rpm up to the corresponding maximum operating speed, and a speed point in the case of the external characteristic speed test of motor P1 and motor P3 comprises a nominal speed and a turning point speed of the motor. Petition 870250084510, dated 09 / 19 / 2025, pp. 162 / 193 12 / 42 corresponding; It is required to ensure that the condition of the lubricant oil, coolant, lubrication flow, and bench tension platform is within a product specification range for the P13 configuration electric drive transmission during the preliminary performance test and performance retest stages.

[017] Preferably, in the bench commissioning control stage, a coolant temperature and a bench lubricating oil temperature should first be set according to a P13 configuration electric drive transmission lubrication and cooling requirement, and a bench oil pump speed is set according to a P13 configuration electric drive transmission lubrication flow requirement;After setting the alarm limits for coolant temperature, lubricating oil temperature, and oil pump speed, bench load motor No. 1, bench load motor No. 2, and bench drive motor No. 3 are set to adopt a speed / torque mode, and a speed for bench load motor No. 1 and a speed for bench load motor No. 2 are set after converting a P3 motor speed according to a P13 configuration electric drive transmission shaft speed ratio.

[018] Preferably, in the working condition operation stage, after the completion of the 100% cycle working condition operation, motor P1 and motor P3 of the P13 configuration electric drive transmission are controlled to run respectively for a predefined duration under their respective nominal working voltage, maximum working speed and nominal power. Petition 870250084510, dated 09 / 19 / 2025, pages 163 / 193 13 / 42

[019] The beneficial effects of the present invention are: In this method, based on the structural principle of the P13 configuration electric drive transmission, in combination with the product design parameters and the actual operating conditions in the vehicle's use process, and with the reliability endurance of the complete vehicle's design service life as a target, the reliability testing working condition of the dual-motor system of the P13 configuration electric drive transmission is designed. Under the designed working conditions, the reliability time of the main components (one shaft and one bearing) of the electric drive transmission is confirmed using Miner's linear damage principle, thus forming the dual-motor reliability testing method for the P13 configuration electric drive transmission.Through this test, it is possible to verify the logic of the motor system software function, a coupling working condition of the dual motor system, and the reliability of the main components of the electric drive transmission at an early stage of project development. The method is a very favorable verification method after the integration of dual motors and a transmission, and is an important parameter in the product development process of the P13 configuration electric drive transmission, achieving comprehensive verification effects and reducing the verification sample size. BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic diagram of the test bench arrangement of a P13 configuration electric drive transmission in this embodiment; FIG. 2 is a schematic diagram of a torque operating condition in the case of a dual motor reliability test for a Petition 870250084510, dated 09 / 19 / 2025, pages 164 / 193 14 / 42 electric drive transmission with P13 configuration in this mode; FIG. 3 is a schematic diagram of a speed operating condition in the case of a dual-motor reliability test for a P13 configuration electric drive transmission in this embodiment; FIG. 4 is a schematic diagram of an SN curve; FIG. 5 is a schematic diagram of a design method in this modality; and FIG. 6 is a schematic diagram of a test method in this modality. DETAILED DESCRIPTION

[020] The embodiments of the present invention will now be described with reference to the drawings and preferred embodiments, and those skilled in the art will readily appreciate additional advantages and benefits of the present invention from the disclosure in the present invention. The present invention can also be implemented or applied in different other specific embodiments, and various details in this descriptive report may be modified or altered in various ways based on different views and applications, without departing from the spirit of the present invention. It should be understood that the preferred embodiments are intended only to illustrate the present invention and are not intended to limit the scope of protection of the present invention.

[021] It should be noted that the drawings provided in the following embodiments are used only to illustrate a basic concept of the present invention in a schematic manner, and only elements relating to the present invention are shown in the drawings instead of being drawn according to the numbers, shapes and sizes of the elements in the actual implementation, and the type, number and proportion of each element in the actual implementation can be changed at will and its element layout can also be more Petition 870250084510, dated 09 / 19 / 2025, pages 165 / 193 15 / 42 complex.

[022] In the following description, a large number of details are explored to provide a more complete explanation of the embodiments of the present application; however, it will be evident to those skilled in the art that the embodiments of the present application can be implemented without these specific details.

[023] The present invention relates to a control test scheme, working conditions design and test delimitation, and a test implementation process for verifying the reliability of a dual motor system for a P13 configuration electric drive transmission.

[024] As shown in FIG. 1, a control test system structure is mainly composed of a P13 12 configuration electric drive transmission, a test bench device and a control system for the same. A motor P1 1, a clutch 4, a motor P3 3 and a transmission 2 comprise the electrically driven transmission of configuration P13 12, the transmission 2 is connected to a bench load motor No. 1 8 by means of a half-rod 10, the transmission 2 is connected to a bench load motor No. 2 7 by means of a half-rod 9, a PEU (motor controller) 5 serves as a control module of the electrically driven transmission of configuration P13 12 and, in addition, the bench load motor No. 1 8, the bench load motor No. 2 7, a test bench 11, a temperature control device, a battery simulator 6 and the like comprise the test bench device.Test bench 11 also needs to be equipped with a data acquisition system, which can accurately measure and acquire the necessary test parameters, such as temperature, pressure, speed, and the like. The bench control system is... Petition 870250084510, dated 09 / 19 / 2025, pages 166 / 193 16 / 42 capable of communicating with the control system of the PEU electric drive transmission product.

[025] As shown in FIG. 5, in this embodiment, the aforementioned control test system is used to perform the design of a reliability verification working condition of a dual motor system of a P13 configuration electric drive transmission, and the specific design method includes: S101, design, based on a structural principle and usage mode of the P13 configuration electric drive transmission and in combination with an engine verification coverage scenario and a complete vehicle road scenario, a dual-motor system reliability verification working condition that uses P3 engine working conditions as primary conditions and P1 engine working conditions as supplementary conditions; form, in combination with product performance design parameters and a complete vehicle control logic, an initial working condition test table for the dual-motor system reliability verification working condition; and S102, adjust an operating time for each working condition in the initial working condition test table to obtain a final required working condition test table for dual motor system reliability verification and a working condition cycle number for dual motor system reliability verification.

[026] S102 specifically includes: testing the P13 configuration electric drive transmission based on a projected usage mileage and the complete P13 configuration electric drive transmission initial verification working condition test table and adjusting Petition 870250084510, dated 09 / 19 / 2025, pages 167 / 193 17 / 42 the operating time of each working condition in the initial working condition test table when using Miner's linear damage accumulation theory, a full vehicle design mileage, an alternating load cycle number of the full P13 configuration electric drive transmission in torque, and a load capacity of the full P13 configuration electric drive transmission in speed and torque change rates until an evaluation of all other component systems of the P13 configuration electric drive transmission meets a full vehicle design mileage reliability endurance requirement and all other component systems meet a load level for normal use,To obtain the final required dual-motor system reliability verification working condition test table and the number of working condition cycles for the dual-motor system reliability verification. Specifically, referring to FIG. 2 and FIG. 3, a design process for the dual-motor system reliability verification working condition in this embodiment is as follows. 1. P13 engine system test scheme

[027] The P1 1 motor (GM motor) of the P13 12 configuration electric drive transmission is located at the front end of the transmission 2 and is connected to a combustion engine. During use, the combustion engine is engaged to rotate and ignite to start the engine. During normal operation of the combustion engine, the P1 1 motor uses the energy supplied by the combustion engine for power (negative work) and converts it into electrical energy to be stored in the battery or supplied to the P3 3 motor for use. When the complete vehicle requires high torque, the clutch 4 is engaged and torque output from the combustion engine is transmitted to a drive shaft for assistance via the clutch. Petition 870250084510, dated 09 / 19 / 2025, pages 168 / 193 18 / 42 and, at this moment, the P1 motor 1 is idle with the combustion engine. The P3 motor 3 (TM motor) is directly connected to the transmission shaft, uses electrical energy to emit torque to provide a main power source (positive energy) for vehicle operation, at the same time, in a vehicle braking process, it uses the vehicle's braking energy recovery to convert kinetic energy into electrical energy (negative energy) and reversely feeds it into the battery. The above is the basic operating principle of the P13 configuration electric drive transmission, and the execution of its function is controlled by the electric drive transmission controller (PEU).

[028] A main function of the P1 motor 1 in the P13 configuration electric drive transmission is to use the energy from the combustion engine to generate electricity (negative work), and a main function of the P3 motor 3 is to provide power to the vehicle (positive work) and recover energy during braking (negative work).According to a scenario of applying the dual-motor system in the complete vehicle, considering the comprehensive verification of all functions and the reliability of the motor, controller, transmission shaft, and accessory systems, taking into account the implementation of the verification and a target for shortening the verification cycle, combining with a sample working condition in each portion and working modes of the bench drive motor and the load motor, with the premise of following a design basis and a control strategy of the electric drive transmission, the dual-motor system reliability verification method is classified using bench-level verification of the drive motor assembly, as shown in FIG. 1, the two motors drive the working condition operation at the same time, according to the complete vehicle control logic, the two motors. Petition 870250084510, dated 09 / 19 / 2025, pp. 169 / 193 19 / 42 work together, and a test delimitation condition refers to a full vehicle level. Bench drive motor Nρ3 simulates a combustion engine mounted on the vehicle to provide power input; the test control adopts a speed / torque mode, and the reliability of one end of motor PI is evaluated in combination with the verification working condition; bench load motor N?leo and bench load motor Ne2 simulate full vehicle wheel end loads; the test control adopts a speed / torque mode, and the reliability of the P3 motor end is evaluated in combination with the verification working condition; and the motor controller PEU controls the functional operation of the two motors and completes the verification in combination with the full vehicle control logic and verification of the working conditions of the two motors.The full verification process assesses the reliability of the engine system, and combustion engine power is not required to transmit power to the drive shaft; therefore, clutch 4 is not engaged in the full process. 2. Project for verifying the working condition of a dual-motor system for a P13 configuration electric drive transmission.

[029] According to a P13 configuration electric drive transmission motor design standard, the performance parameters of the P1 and P3 motor products in the design process were determined to be: a rated power PN, a rated torque TN, a peak power PP, a peak torque TPe and a maximum working speed nmáX. Based on relevant performance parameters, the following common parameters can be calculated: pv*9S49 Tc “ ---Tc- Continuous torque at maximum working speed: _ 2^*9549 nr- nominal working speed:nrτ^· Petition 870250084510, dated 09 / 19 / 2025, pp. 170 / 193 20 / 42 nt- rotation speed (a maximum speed at which the motor system _ px*9S49 can deliver peak torque):πι TP.

[030] The working condition design for the PI engine is based on designing a load torque at one end of the PI input and combining it with a combustion engine control strategy to determine an input torque for power generation working condition verification. The working condition design for the P3 engine is based on designing a load torque at one end of the P3 input and combining it with road spectrum simulation data to determine an input torque for direct drive and energy recovery verification. In the application scenario, the working condition of the P3 engine system is more complex than that of the PI engine, and therefore the dual engine system reliability verification working condition design considers the P3 engine working condition as a main line and the PI engine working condition as a cooperating factor.According to the engine verification coverage scenario and the complete vehicle road scenario, the reliability verification working condition design of the dual-motor system for the P13 configuration electric drive transmission is conducted according to the following scheme: (1) Product design performance parameter working condition (i.e., a first-type working condition): Torque N m Speed ​​r / min Peak torque Tp < ► Rotation torque nt Nominal Torque Tm Nominal voltage m Continuous torque at Working speed Maximum voltage nmax Maximum Tc Nominal torque of Nominal voltage m Feed-Tp Petition 870250084510, dated 09 / 19 / 2025, pp. 171 / 193 21 / 42 Torque N m Maximum feed torque -Tp Speed ​​r / min Turning speed nr(2) normal operating condition of the complete vehicle (i.e., second type operating conditions): Torque N m Speed ​​r / min Average load torque and Conventional speed (80 km / h) Low (33% * TN) * p kM / H) Operating speed nc Normal electricity generation torque PI ______ ______ni l Normal electricity generation speed Tu I 1F nu (3) The product design parameter is combined to determine a Defining the parameter operating boundaries for the reliability verification working condition of a dual-motor system. The following needs to be considered when determining the parameter operating boundaries: ® The duration of peak torque operation of a motor is primarily affected by the temperature of the motor stator, and the factor determining the duration of the motor's peak torque Pl and the duration of the motor's peak torque. P3; (2) a complete cooling capacity of the electric drive transmission (primarily a stator cooling capacity) affects the operating time of the cooling working condition after the peak torque working condition; (3) a controller control power parameter can meet the usage conditions of both motors, i.e., a motor emission power PI and a motor emission power P3 are less than or equal to a motor controller emission power PEU; @ The torque emission angle of the hybrid transmission shaft portion is smaller than that of a pure electric vehicle, and the load capacity of the gear shaft needs to be taken into account for the torque emission angle of the hybrid transmission, and according to Petition 870250084510, dated 09 / 19 / 2025, pages 172 / 193 22 / 42 road verification spectrum simulation analysis of a complete vehicle, a torque emission angle of the hybrid electric transmission is less than 40 Nm / s, and the speed change is up to 500 rpm / s.

[031] According to a coupling operating principle and a performance parameter of motor P1 1, motor P3 3 and motor controller PEU, according to a complete vehicle delimitation condition, after combining and classifying the required working conditions, the reliability working conditions of the motor system for the electric drive transmission of configuration P13, as shown in Table 1, are obtained: Petition 870250084510, dated 09 / 19 / 2025, pages 173 / 193 Table 1 Serial Number Operating Condition Mode Motor Torque P3 (N m) Motor Speed ​​P3 (r / min) Motor Torque P1 (N m) Motor Speed ​​P1 (r / min) Duration (s) Cumulative Time (s) 1 A 0 to first preset torque 0 to first preset speed 0 0 first duration t1 (minimum duration for given starting speed and motor torque P3) t1 2 first preset torque for Tp3 (peak torque of motor P3) first preset speed for nt3 (rotational speed of motor P3) 0 0 t2 (determined according to the load capacity of the electric drive transmission shaft and ensuring that the motor speed change P3 is less than 500 r / s) sum of t1 and t2 3 Tp3 (peak torque of motor P3) nt3 (rotational speed of motor P3) 0 0 t3 (determined by the performance parameter specifically, of the P3 engine productThe product performance parameter of the P3 motor determines that the continuous peak torque emission time is 10 s) sum of t1 to t3 4 Tp3 (peak torque of the P3 motor) to Tn3 (nominal torque of the P3 motor) nt3 (rotational speed of the P3 motor) to nr3 (nominal speed of the P3 motor) 0 0 t4 (determined according to the load capacity of the electric drive transmission shaft and ensuring that the rate of change of the P3 motor torque is less than 40 N / s) sum of t1 to t4 5 B1 Tn3 (nominal torque of the P3 motor) nr3 (nominal speed of the P3 motor) 0 to the second preset torque 0 to the second preset speed t5 (minimum duration for a given starting speed and torque of the P3 motor) sum of t1 to t5 6 Tn3 (nominal torque of the P3 motor) nr3 (nominal speed of the P3 motor) second torque preset for Tpi (peak torque generation from 0 to nt1 (engine speed P1) t6 (referring to the increase in engine speed P3) sum of t1 to t6, 23 / 42 Petition 870250084510, dated 09 / 19 / 2025, pp. 174 / 193 Series Number Operating Condition Mode Motor Torque P3 (N m) Motor Speed ​​P3 (r / min) Motor Torque PI (N m) Motor Speed ​​Pl (r / min) Duration (s) Cumulative Time (s) Motor Power Pl) 7 TN3 (nominal torque of motor P3) nr3 (nominal speed of motor P3) -Tpi (peak torque of motor power generation Pl) nti (rotational speed of motor Pl) t7 (determined by the motor product performance parameter Pl, specifically,The product performance parameter of motor Pl determines that the continuous emission time of motor Pl at peak torque is 10 s) sum of tl to t7 8 B2 TN3 (nominal torque of motor P3) nr3 (nominal speed of motor P3) -Tpi (peak power generation torque of motor Pl) to -TNi (nominal power generation torque of motor Pl) nti (rotation speed of motor Pl) to nri (nominal speed of motor Pl) t8 (determined according to the load capacity of the electric drive transmission shaft and ensuring that the torque change of motor Pl is less than 40 N / s and the rate change is less than 500 r / min) sum of tl to t8 9 TN3 (nominal torque of motor P3) nr3 (nominal speed of motor P3) -Tni (nominal power generation torque of motor Pl) nri (nominal speed of motor Pl) Pl) t9 (determined according to the complete cooling level of the electric drive transmission,specifically the time required for the stator temperature of motor P1 to return to the normal temperature range from the current temperature) sum of tl to t9 10 B3 TN3 (nominal torque of motor P3) to TC3 (continuous torque at speed) from nr3 (nominal speed of motor P3) to nmax3 (maximum working speed) (parameter of -Tni (nominal power generation torque of motor Pl) to -Tci (continuous torque) from nri (nominal speed of motor Pl) to nmaxi (maximum working speed) (parameter of tlO (determined according to the load capacity of the electric drive transmission shaft, which makes the torque changes of motor Pl and motor P3 less than 40 N / s, and the speed changes of the sum of tl to tlO, 24 / 42 Petition 870250084510, dated 09 / 19 / 2025, pages 175 / 193 Series Operating Condition Mode Motor Torque P3 (N m) Motor Speed ​​P3 (r / min) Motor Torque PI (N m) Motor Speed ​​Pl (r / min) Duration (s) Cumulative Time (s) maximum working speed) (product performance parameter) product performance) at maximum working speed) (product performance parameter) product performance) motor Pl and motor P3 less than 500 r / min) 11 Tea (continuous torque at maximum working speed) nmaX3 (maximum working speed) -Tei (continuous torque at maximum working speed) nmaxi (maximum working speed) tll (approximate single cycle time is confirmed according to the fatigue damage time of the electric drive transmission shaft and the alternative load capacity of the shaft,and the working condition time is confirmed in combination with other working condition times) sum of tl to tll 12 C Tea (continuous torque at maximum working speed) to preset value (determined according to the complete vehicle control logic) * TN3 (nominal torque of motor P3) nmaX3 (maximum working speed) to nC3 (preset speed (determined according to the complete vehicle control logic)) -Tei (continuous torque at maximum working speed) to -Tui (normal electricity generation torque of motor Pl, determined according to the complete vehicle control logic) nmaxi (maximum working speed) to nui (normal electricity generation speed of motor Pl) tl2 (determined according to the load capacity of the electric drive transmission shaft, which makes the torque changes of motor Pl and motor P3 less than 40 N / s,and motor speed changes P1 and motor P3 less than 500 r / min) sum of tl to tl2 13 preset value (determined according to nC3 (preset speed) -Tui (electricity generation torque nui (normal electricity generation speed tl3 (see working condition in row 11) sum of tl to tl3, 25 / 42 Petition 870250084510, dated 09 / 19 / 2025, pages 176 / 193 Series Operating Condition Mode Motor Torque P3 (N m) Motor Speed ​​P3 (r / min) Motor Torque PI (N m) Motor Speed ​​Pl (r / min) Duration (s) Cumulative Time (s) full vehicle control logic) * TN3 (nominal torque of motor P3) normal of motor Pl) of motor Pl) 14 preset value (determined according to full vehicle control logic) * TN3 (nominal torque of motor P3) to 10 (first preset torque) nC3 (preset speed) to nrs (nominal speed of motor P3) -Tui (normal electricity generation torque of motor Pl (determined according to full vehicle control logic)) to 10 (second preset torque) nui (normal electricity generation speed of motor Pl) to 500 (second preset speed) tl4 (determined according to capacity load on the electrically driven transmission shaft, which makes the torque changes of motor P1 and motor P3 less than 40 N / s,and motor speed changes P1 and motor P3 less than 500 rpm) sum of tl to tl4 15 10 (first preset torque) to 0 nr3 (nominal speed of motor P3) second preset torque to 0 second preset speed to 0 tl5 (determined by load capacity in the case of positive and negative / negative and positive transition of the load torque of the electric drive transmission shaft) sum of tl to tl5 16 0 nr3 (nominal speed of motor P3) 0 0 tl6 (determined by load capacity in the case of positive and negative / negative and positive transition of the load torque of the electric drive transmission shaft) sum of tl to tl6 17 Dl 0 to -10 nr3 (nominal speed of motor 0 0 tl7 (short time stop to reduce shaft load) sum of tl to tl7, 26 / 42 Petition 870250084510, dated 09 / 19 / 2025, pages 177 / 193 Series No. Operating Condition Mode Motor Torque P3 (N m) Motor Speed ​​P3 (r / min) Motor Torque PI (N m) Motor Speed ​​PI (r / min) Duration (s) Cumulative Time (s) P3) 18 second preset torque for -TN3 (nominal supply torque of motor P3) nr3 (nominal speed of motor P3) 0 0 tl8 (determined according to the load capacity of the electric drive transmission shaft,which makes the torque change of motor P3 less than 40 N / min and the speed change less than 500 r / min) sum of tl to tl8 19 -TN3 (nominal supply torque of motor P3) nr3 (nominal speed of motor P3) 0 0 tl9 (referring to working condition time 9 and adjusting slightly in combination with the single cycle time) sum of tl to tl9 20 D2 -TN3 (nominal supply torque of motor P3) to the third preset torque nr3 (nominal speed of motor P3) to nt3 (rotational speed of motor P3) 0 0 t20 (determined according to the load capacity of the electric drive transmission shaft,which makes the torque change of motor P3 less than 40 N / sea speed change less than 500 r / min) sum of tl to t20 21 -Tp3 (peak torque of motor P3) nt3 (rotational speed of motor P3) 0 0 t21 (determined according to the vehicle control strategy for peak torque) sum of tl to t21 22 D3 -Tp3 (peak torque of motor P3) to -TN3 (nominal torque of motor P3) nt3 (rotational speed of motor P3) to nr3 (nominal speed of motor P3) 0 0 t22 (determined according to the axle load capacity of the electric drive transmission, which makes the torque change of motor P3 less than 40 N / sea speed change less than 500 r / min) sum of tl to t22, Petition 870250084510, dated 09 / 19 / 2025, pages 178 / 193 Series Number Operating Condition Mode Motor Torque P3 (N m) Motor Speed ​​P3 (r / min) Motor Torque PI (N m) Motor Speed ​​Pl (r / min) Duration (s) Cumulative Time (s) 23 -TN3 (nominal supply torque of motor P3) nr3 (nominal speed of motor P3) 0 0 t23 (referring to operating condition 9) sum of tl to t23 24 -TN3 (nominal supply torque of motor P3) for the second preset torque nr3 (nominal speed of motor P3) for the second preset speed 0 0 t24 (determined according to the load capacity of the electric drive transmission shaft,what makes the torque change of motor P3 less than 40 N / min and the speed change less than 500 r / min) sum of tl to t24 25 second preset torque at 0 second preset speed at 0 0 0 t25 (determined by the load capacity in the case of positive and negative / negative and positive shaft load torque transition) sum of tl to t25 26 E 0 0 0 to the second preset torque 0 to the second preset speed t26 (short time stop to reduce shaft load) sum of tl to t26 27 0 0 second preset torque to Tni (nominal power generation torque of motor Pl) Second preset speed to nri (nominal speed of motor Pl) t27 (determined according to the shaft load capacity of the electric drive transmission,what makes the motor torque change Pl less than 40 N / min and the speed change less than 500 r / min) sum of tia t27 28 0 0 -Tni (nominal power generation torque of the motor Pl) nri (nominal speed of the motor Pl) t28 (the approximate single cycle time is confirmed according to the shaft fatigue damage time and the alternative load capacity of the shaft, and the working condition time is confirmed sum of tia t28, 28 / 42 Petition 870250084510, dated 09 / 19 / 2025, pages 179 / 193 Serial No. Operating Condition Mode Motor Torque P3 (N m) Motor Speed ​​P3 (r / min) Motor Torque P1 (N m) Motor Speed ​​P1 (r / min) Duration (s) Cumulative Time (s) in combination with other operating condition time) 29 0 0 -Tni (nominal power generation torque of motor P1) for the second preset torque nr1 (nominal speed of motor P1) for the second preset speed t29 (determined according to the load capacity of the electric drive transmission shaft, which makes the change in motor torque P1 less than 40 N / m and the change in speed less than 500 r / min) sum of t1 to t29 30 0 0 second preset torque at 0 second preset speed at 0 t30 (determined by the load capacity in the case of positive and negative / negative and positive transition of the load torque of the electric drive transmission shaft) sum of t1a t30 29 / 42 Petition 870250084510, dated 09 / 19 / 2025, pages 180 / 193 30 / 42

[032] In summary, based on the product performance design parameters of the P13 configuration electric drive transmission, the parameter boundaries of motor torque P1, motor torque P3, motor speed P1 and motor speed P3 under first-type working conditions are determined; in combination with a complete cooling capacity of the P13 configuration electric drive transmission, a stator temperature and a load capacity of the other component systems, the parameter boundary of the respective working duration and the cumulative time period are determined; Based on the logic of the complete vehicle control, the parameter limits for motor torque P1, motor torque P3, motor speed P1, and motor speed P3 under second-type working conditions are determined; and in combination with the overall cooling capacity of the P13 configuration electric drive transmission, the stator temperature, and the load capacity of the other component systems, parameter limits for the respective working durations and the cumulative time period are determined.

[033] In conjunction with Tables 2 to 6 below, in this embodiment, under a target operating condition of motor design P3 A: the motor torque P3 is determined according to a peak torque of motor P3, the motor speed P3 is determined according to a pivot point speed of motor P3, the motor torque P1 and the motor speed P1 are both 0, and the respective working durations are determined according to a time required for the stator temperature of motor P3 to rise to an upper limit temperature when motor P3 continuously emits at peak torque.

[034] First-type working conditions additionally include Petition 870250084510, dated 09 / 19 / 2025, pp. 181 / 193 31 / 42 a motor system coupling working condition B; and the motor system coupling working condition B includes three coupling working conditions; In a first working condition of coupling B1: the torque limit of motor P3 is determined according to a nominal torque of motor P3, the speed limit of motor P3 is determined according to a nominal speed of motor P3, the torque limit of motor P1 is determined according to a peak electricity generation torque of motor P1, and the speed limit of motor P1 is determined according to a turning point speed of motor P1; the duration is determined according to the time required for the stator temperature of motor P1 to rise to an upper limit temperature when motor P1 emits at peak power generation torque; In a second working condition of coupling B2: the torque limit of motor P3 is determined according to a nominal torque of motor P3, the speed limit of motor P3 is determined according to a nominal speed of motor P3, the torque limit of motor P1 is determined according to a nominal electricity generation torque of motor P1, the speed limit of motor P1 is determined according to a nominal speed of motor P1, and the respective working durations are determined according to the total cooling capacity of the electric drive transmission; In a third working condition of coupling B3: the torque limit of motor P3 is determined according to the continuous working torque of motor P3 at maximum working speed, the speed limit of motor P3 is determined according to the maximum working speed of motor P3, the torque limit of motor P1 is Petition 870250084510, dated 09 / 19 / 2025, pages 182 / 193 32 / 42 determined according to a continuous working torque of motor P1 at a maximum working speed, the speed limit of motor P1 is determined according to a maximum working speed of motor P1, and the respective working durations are predefined.

[035] The second type of working conditions include a common working condition C of the complete vehicle, in the common working condition C of the complete vehicle: the engine torque limit P3 is determined according to the product of the nominal torque of engine P3 multiplied by a predefined value, the engine speed limit P3 is determined according to a predefined engine speed, the engine torque limit P1 is determined according to a normal electricity generation torque of engine P1, the engine speed limit P1 is determined according to a normal electricity generation speed of engine P1, and the respective working durations are predefined.

[036] The first type of working conditions additionally include a P3 D motor power supply design target working condition, and the P3 D motor power supply design target working condition includes three power supply design target working conditions; The torque of motor P1, the speed of motor P1, and the duration of motor P1 under the three target operating conditions of the electricity supply design are 0; In a first target working condition of the electricity supply design D1: the limiting torque value of motor P3 is determined according to a nominal supply torque of motor P3, the limiting speed value of motor P3 is determined according to a nominal speed of motor P3, and the respective working durations are Petition 870250084510, dated 09 / 19 / 2025, pages 183 / 193 33 / 42 determined according to the time required for the stator temperature to rise to the upper limit temperature when the P3 motor emits at the nominal supply torque; In a second target operating condition of the electricity supply design D2: the limiting value of motor torque P3 is determined according to a peak supply torque of motor P3, the limiting value of motor speed P3 is determined according to a turning point speed of motor P3, and the respective operating durations are determined according to the time required for the stator temperature to rise to the upper limit temperature when motor P3 is at peak supply torque; In a third target working condition of the D3 electricity supply design: the motor torque limiting value P3 is determined according to the nominal supply torque of motor P3, the motor speed limiting value P3 is determined according to the nominal speed of motor P3, and the respective working durations are determined according to the complete cooling capacity of the electric drive transmission.

[037] The first type of working conditions additionally include a motor design target working condition P1 E; in the motor design target working condition P1 E: the motor torque P3, the motor speed P3 and the motor duration P3 are 0, the motor torque P1 is determined according to a nominal electricity generation torque of motor P1, the motor speed P1 is determined according to a nominal speed of motor P1, and the respective working durations are predefined.

[038] The origin of the working condition of each portion is shown in Petition 870250084510, dated 09 / 19 / 2025, pages 184 / 193 34 / 42 Tables 2 through 6 follow: Table 2 Operating Condition Mode Torque Speed ​​Operating Condition Time Determination Motor design target operating condition P3 Motor peak torque P3 Motor rotational speed P3 Hardware design condition P3, stator temperature (motor stator temperature rises rapidly at motor peak torque and stator temperature rises to upper limit to determine operating condition time) P1 standby P1 standby P1 standby

[039] Working condition B: motor system coupling working condition Table 3 Operating Condition Mode Torque Speed ​​Operating Condition Time Determination B1 Motor system coupling operating condition Nominal motor torque P3 Nominal motor speed P3 Peak torque operating condition P1 (determined by peak torque operating time P1) Peak motor power generation torque P1 Motor rotation speed P1 Hardware design condition P1, stator temperature B2 Nominal motor power generation torque P1 Nominal motor speed P1 Full cooling level, awaiting stator temperature recovery (until continuous torque temperature emission) Nominal motor torque P3 Nominal motor speed P3 Full cooling level, awaiting stator temperature recovery Petition 870250084510, dated 09 / 19 / 2025, pages 185 / 193 35 / 42 Operating Condition Mode Torque Speed ​​Operating Condition Time Determination B3 Continuous torque at maximum operating speed (product performance parameter) Maximum operating speed Single operating condition cycle time design (facilitating time design for the workbench to conduct each operating condition) Continuous torque at maximum operating speed Maximum operating speed Single operating condition cycle time design

[040] Working condition C: common working condition of the complete vehicle Table 4 Operating Condition Mode Torque / Power Speed ​​Operating Condition Time Determination C common full vehicle operating condition preset value (determined according to full vehicle control logic) * nominal torque of engine P3 preset speed of engine P3 full load statistics, single operating condition cycle time design conventional power generation torque of engine P1 conventional power generation speed of engine P1 full load statistics, single operating condition cycle time design

[041] Working condition D: target working condition for P3 motor power supply design Table 5 Operating Condition Mode Torque Speed ​​Operating Condition Time Determination D1 motor power supply target operating condition P3 motor power supply rated torque P3 motor rated speed P3 hardware design condition P3, stator temperature P1 Standby P1 Standby P1 Standby D2 motor power supply peak torque P3 motor rotation speed P3 hardware design condition P3, stator temperature P1 Standby P1 Standby P1 Standby Petition 870250084510, dated 09 / 19 / 2025, pages 186 / 193 36 / 42 Operating Condition Mode Torque Speed ​​Operating Condition Time Determination D3 nominal motor supply torque P3 nominal motor speed P3 full cooling level, waiting for stator temperature recovery P1 Standby P1 Standby P1 Standby

[042] Working condition E: Target working condition of P1 motor design Table 6 Operating Condition Mode Torque / Power Speed ​​Determination of Operating Condition Time and Target Operating Condition of Motor P1 Design Motor P3 Standby Motor P3 Standby Motor P3 Standby Nominal Power Generation Torque of Motor P1 Nominal Speed ​​of Motor P1 Single Operating Condition Cycle Time Design

[043] Determination of the reliability verification working condition cycle number: The dual-motor system reliability verification is based on the assembly and verification of the electric drive transmission. The test verification duration is based on the fatigue life of a product shaft, bearing, gear, and other component systems determined by Miner's linear damage theory under the designed working conditions described above, and then a shorter operating life of the electric drive transmission is selected from multiple fatigue lives. However, the full vehicle design mileage and service life standards (generally 300,000 kilometers in 10 years) must be met.

[044] φ Linear damage accumulation theory: Miner's linear damage accumulation theory is adopted for the fatigue life of bearings, gears and similar components of electric drive transmissions. In actual operation, the bearing and gear will produce a certain amount of damage per Petition 870250084510, dated 09 / 19 / 2025, pp. 187 / 193 37 / 42 fatigue in each cycle of each load torque, which will accumulate linearly. In combination with a material fatigue SN curve, when the damage accumulates linearly up to 1, fatigue failure occurs. k — = i

[045] That is, -1

[046] In the formula, n represents a duty cycle number of a sample under the effect of a load torque Ti, and Nj represents a failure cycle number of a stress T with respect to the material on the SN curve in FIG. 4. (2) Damage calculation formula: material load damage calculation: D, = Te* N,: D represents damage over a number of cycles N under load torque T; ee represents an angle of the SN fatigue curve of the bearing material. k D=yv.N,

[047] Calculation of total material damage: i=i (3) Relationship between damage and input torque, input speed and operating time: Calculation of a damage equivalence principle under different torque: Nj Te* —- = r — > . Nj Tf' Relationship between a speed, a torque, an operating time and a damage: v, = Di / (Te* 60); t, = Di / Tf / ÔO. [04 8] In the formula, V, is an input speed at torque T under load damage Dj; tj is an operating time at a speed V, under load damage D,. [04 9] According to Miner's linear damage, the operating time of the shaft, gear and other component systems under the above working conditions are calculated respectively, and the reliability operating time T (is recommended to be greater than the time recommended by Petition 870250084510, dated 09 / 19 / 2025, pages 188 / 193 38 / 42 a national standard, T > 400) of the electric drive transmission is T * 3600 N — ______ additionally determined, a test operation cycle: .

[050] As shown in FIG. 6, the technical solution of the motor system reliability test method for the P13 configuration electric drive transmission of the present invention has the following detailed steps: Test preparation 14: the assembled P13 configuration electric drive transmission 12 is fixed to the test bench, one emitting end of the electric drive transmission is connected to the N518 bench load motor and the N22 7 bench load motor by means of the half rods 10 and 9 respectively, and the load motor is ensured to be centered with a half rod hole.Battery simulator 6 and motor controller PEU 5 are connected to motor PI and motor P2 via high-voltage wires, communication between test bench 11 and motor controller PEU 5 is commissioned, cooling devices such as water temperature and oil temperature are connected and commissioned via a product-state pipeline, an appropriate amount of lubricating oil is added to the electric drive transmission 12, and the bench is commissioned to ensure that the electric drive transmission can operate normally on the bench.

[051] Test access inspection 15: access inspection before the test is conducted in accordance with the reliability access inspection rules for electric drive transmission motors, including mainly a product condition confirmation, a test version data inspection, a test control delimitation condition confirmation and a safety inspection at the test bench and similar locations.

[052] Bench 16 commissioning control: during the test, the Petition 870250084510, dated 09 / 19 / 2025, pages 189 / 193 39 / 42 Lubricating oil temperature and coolant temperature need to be controlled within a product requirement range, and the oil pump speed is set according to the product's lubrication flow demand. The definition of alarm limits for the relevant parameters has been completed. Benchtop drive motor No. 3 13 is set to adopt a speed / torque mode, benchtop load motor No. 1 and benchtop load motor No. 2 are set to adopt speed / torque mode, and the speeds of benchtop load motor No. 1 and benchtop load motor No. 2 are set by performing a conversion calculation on motor speed P3 according to a transmission shaft speed ratio.

[053] Zero position learning 16: after commissioning of the test bench, the test sample and the software are confirmed as complete, the zero position learning of motors P1 and P3 is completed in accordance with the product function requirements.

[054] Preliminary performance test 17: the test sample conducts a preliminary operation before the preliminary performance test, an external characteristic test on the motor is conducted after normal operation. The external characteristic test speed must be performed every 500 rpm up to the maximum working speed, and the speed point must include a nominal speed and a turning point speed. An external characteristic torque test must be performed according to the design torques of motors P1 and P3 at each speed, only the supply torque portion is tested for motor P1, and the drive and supply torque states are tested for motor P3. The limiting conditions of the lubricating oil, coolant, lubrication flow, tension platform and the like are ensured within a range of Petition 870250084510, dated 09 / 19 / 2025, pages 190 / 193 40 / 42 Product specification in the performance testing process. Manual measurement can be conducted in the testing process, or a test program can be compiled, and the test program is associated with the boundary values ​​of the parameters relevant to measurement.

[055] The specific implementation steps for the engine system reliability working condition are as follows: Compile the reliability working condition operation program: the bench motor speed / torque control mode is defined, a target operating speed, a target operating torque, a transition time, and an operating time for each motor are defined according to Table 1 (i.e., the dual motor system reliability verification working condition test table) obtained after adjustment, and the relevant parameter boundaries in the working condition program are associated as working condition judgment conditions.

[056] During the test, a safety inspection of the operating bench must be carried out every 20 hours to confirm that there is no leakage of oil, coolant and other liquids, inspect that there is no ablation or exposure of high and low voltage lines and corresponding connection points, and inspect the position of the bench arrangement and the clearance of a reinforcing bolt.

[057] An INCA is adopted to configure a DBC file corresponding to a controller to collect all the controller's DBC parameters. It is necessary to manually confirm the main parameters every hour when important parameters are outside the alarm limits defined by the test bench. Important parameters must be recorded at a frequency not lower than 50 Hz. Operation data is recorded in Petition 870250084510, dated 09 / 19 / 2025, pp. 191 / 193 41 / 42 complete process.

[058] The external characteristic test of the sample must be conducted every 40 hours, according to the preliminary performance test procedure. The process performance test data are compared and a deterioration trend is identified.

[059] The first 80% of the cycle working condition operates according to a designed nominal voltage platform, 80% to 90% of the cycle working condition operates according to a designed minimum working voltage platform, and a corresponding speed and torque are subjected to verification 19 according to the designed values ​​below the minimum working voltage. 90% to 100% of the working condition time adopts a designed maximum working voltage platform for operation, and a corresponding speed and torque are subjected to verification 19 according to the designed values ​​under the minimum working voltage. After the completion of the cycle working condition operation, an operation under the nominal working voltage, maximum working speed and nominal power is conducted for two hours.

[060] Performance retest 20: after completion of the reliability test working condition, the performance retest is conducted on the P13 configuration electric drive transmission, and the test content must be conducted in accordance with the preliminary performance test.

[061] Post-test analysis 21: the electric drive transmission is removed from the bench, analyzed and judged, and a test report is generated.

[062] The above embodiments are preferred embodiments of the present invention, but the embodiments of the present invention are not limited to the above embodiments, and any other alterations, modifications, substitutions, combinations and simplifications made without departing from the spirit of the essence and of Petition 870250084510, dated 09 / 19 / 2025, pp. 192 / 193 42 / 42 principles of the present invention should be considered as equivalent replacements, and are all included within the scope of protection of the present invention. Petition 870250084510, dated 09 / 19 / 2025, p. 193 / 193

Claims

1 / 12 CLAIMS 1. Working condition design method for reliability verification of a dual-motor system of a P13 configuration electric drive transmission, characterized in that the P13 configuration electric drive transmission comprises a dual-motor system and other component systems, and the other component systems comprise gears, shafts and bearings, the method comprises: designing, based on a structural principle and a mode of use of the P13 configuration electric drive transmission and in combination with a motor verification coverage scenario and a complete vehicle road scenario, dual-motor system reliability verification working conditions that use P3 motor working conditions as main conditions and use P1 motor working conditions as complementary conditions;To form, in combination with product performance design parameters and a complete vehicle control logic, an initial working condition test table for dual-motor system reliability verification; and to adjust an operating time for each working condition in the initial working condition test table to obtain a final required working condition test table for dual-motor system reliability verification and a working condition cycle number for dual-motor system reliability verification.

2. Working condition design method for reliability verification of a dual-motor system of a P13 configuration electric drive transmission, according to claim 1, characterized by the fact that the step of adjusting the operating time of each condition of Petition 870250084510, dated 09 / 19 / 2025,Page 136 / 193 2 / 12 work on the initial working condition test table to obtain the final required working condition test table for dual motor system reliability verification and the number of working condition cycles for dual motor system reliability verification comprises: testing the P13 configuration electric drive transmission based on a projected usage mileage and the initial working condition test table of the complete P13 configuration electric drive transmission and adjusting the operating time of each working condition in the initial working condition test table when using Miner's linear damage accumulation theory, a projected full vehicle mileage,A number of alternating load cycles of the complete P13 configuration electric drive transmission in torque and a load capacity of the complete P13 configuration electric drive transmission in speed and torque change rates until all ratings of the other component systems of the P13 configuration electric drive transmission meet a reliability endurance requirement of the designed mileage of a complete vehicle and all other component systems meet a load level for normal use, so as to obtain the final required working condition test table for dual motor system reliability verification and the number of working condition cycles for dual motor system reliability verification.

3. Working condition design method for reliability verification of a dual-motor system of the P13 configuration electric drive transmission, according to claim 1, characterized in that the first-type working conditions related to product performance design parameters and the second-type working conditions related to the normal use of the complete vehicle are included in the initial working condition test table, wherein the parameters of the first-type working conditions and the second-type working conditions comprise a motor torque P1, a motor torque P3, a motor speed P1, a motor speed P3, respective working durations and a cumulative time period; wherein the cumulative time period refers to the total test time period in a single reliability verification cycle;The formation stage, in combination with the product performance design parameters and the complete vehicle control logic, of the initial working condition test table for verifying the reliability of the dual-motor system comprises: determining, based on the product performance design parameters of the P13 configuration electric drive transmission, the parameter limits of motor torque P1, motor torque P3, motor speed P1 and motor speed P3 under the first type working conditions; determining, in combination with the overall cooling capacity of the P13 configuration electric drive transmission, stator temperature and load capacities of the other component systems, parameter limits of the respective working durations and the cumulative time period;to determine, based on the complete vehicle control logic, the parameter limits for engine torque P1, engine torque P3, engine speed P1, and engine speed P3 under second-type operating conditions; and to determine, in combination with the overall cooling capacity of the P13 configuration electric drive transmission, the stator temperature and load capacity of the other component systems, parameter limits for their respective operating durations and the cumulative time period.

4. Working condition design method for reliability verification of dual motor system of electric drive transmission configuration P13, according to claim 3, characterized in that the working conditions of the first type comprise a target working condition of motor P3 A; and in the target working condition of motor P3 A: the torque limit of motor P3 is determined according to a peak torque of motor P3, the speed limit of motor P3 is determined according to a pivot point speed of motor P3, the torque of motor P1 and the speed of motor P1 are both 0, and the respective working durations are determined according to a time required for the stator temperature of motor P3 to rise to an upper limit temperature when motor P3 continuously emits at peak torque.

5. Working condition design method for reliability verification of a dual motor system of the P13 configuration electric drive transmission, according to claim 3, characterized in that the working conditions of the first type additionally comprise a motor system coupling working condition B; and the motor system coupling working condition B comprises three coupling working conditions;In a first working condition of coupling B1: the torque delimitation of motor P3 is determined according to a nominal torque of motor P3, the speed delimitation of motor P3 is determined according to a nominal speed of motor P3, the torque delimitation of motor P1 is determined according to a peak electricity generation torque of motor P1, and the speed delimitation of motor P1 is determined according to a pivot point speed of motor P1; the respective working durations are determined according to the time required for the stator temperature of motor P1 to rise to an upper limit temperature when motor P1 emits the peak electricity generation torque;In a second working condition of coupling B2: the torque limit of motor P3 is determined according to the nominal torque of motor P3, the speed limit of motor P3 is determined according to the nominal speed of motor P3, the torque limit of motor P1 is determined according to the nominal electricity generation torque of motor P1, the speed limit of motor P1 is determined according to the nominal speed of motor P1, and the respective working durations are determined according to the overall cooling capacity of the electric drive transmission;and in a third working condition of coupling B3: the torque limit of motor P3 is determined according to the continuous working torque of motor P3 at its maximum working speed, the speed limit of motor P3 is determined according to the maximum working speed of motor P3, the torque limit of motor P1 is determined according to the continuous working torque of motor P1 at its maximum working speed, the speed limit of motor P1 is determined according to the maximum working speed of motor P1, and the respective working durations are predefined.

6. Working condition design method for verifying the reliability of a dual-motor system of a P13 configuration electric drive transmission, according to claim 3, characterized in that the working conditions of the second type comprise a Petition 870250084510, dated 09 / 19 / 2025, p.140 / 193 6 / 12 Under the standard operating condition C of the complete vehicle: the torque limit of engine P3 is determined according to a product of the nominal torque of engine P3 multiplied by a predefined value, the speed limit of engine P3 is determined according to a predefined engine speed, the torque limit of engine P1 is determined according to a normal electricity generation torque of engine P1, the speed limit of engine P1 is determined according to a normal electricity generation speed of engine P1, and the respective working durations are predefined.

7. Working condition design method for reliability verification of a dual motor system of the P13 configuration electric drive transmission, according to claim 3, characterized in that the working conditions of the first type additionally comprise a target working condition for the P3 D motor power supply design, and the target working condition for the P3 D motor power supply design comprises three target working conditions for the power supply design; the P1 motor torque, the P1 motor speed and the respective working durations of the P1 motor in the three target working conditions for the power supply design are all 0;In a first target working condition of the electricity supply design D1: the limiting torque value of motor P3 is determined according to a nominal electricity supply torque of motor P3, the limiting speed value of motor P3 is determined according to a nominal speed of motor P3, and the respective working durations are determined according to a time required for the temperature of the stator of motor P3 to increase to an upper limit temperature when motor P3 emits at the nominal electricity supply torque;In a second target operating condition of the electricity supply design D2: the limiting torque value of motor P3 is determined according to a peak electricity supply torque of motor P3, the limiting speed value of motor P3 is determined according to a turning point speed of motor P3, and the respective operating durations are determined according to the time required for the stator temperature of motor P3 to rise to the upper limit temperature when motor P3 is at peak electricity supply torque;and in a third target working condition of the electricity supply design D3: the limiting torque value of motor P3 is determined according to the nominal electricity supply torque of motor P3, the limiting speed value of motor P3 is determined according to the nominal speed of motor P3, and the respective working durations are determined according to the overall cooling capacity of the electric drive transmission.

8. Working condition design method for verifying the reliability of a dual-motor system of a P13 configuration electric drive transmission, according to claim 3, characterized in that the working conditions of the first type additionally comprise a target working condition for motor design P1 E; in the target working condition for motor design P1 E: the motor torque P3, the motor speed P3 and the respective working durations of motor P3 are all 0, the delimitation of the motor torque P1 is determined according to a nominal electricity generation torque of motor P1, the delimitation of the motor speed P1 is determined according to a nominal speed of motor P1, and the respective working durations are predefined.

9. Dual-motor system reliability test method for a P13 configuration electric drive transmission, characterized in that the method comprises: test preparation: installing, according to a complete vehicle state, the P13 configuration electric drive transmission on a test bench; test access inspection: comprising product condition confirmation, test version data inspection, test control delimitation condition confirmation, and on-site safety inspection of the test bench; bench commissioning control and motor zero position learning; preliminary performance test: conducting, prior to the dual-motor system reliability test,the external characteristic speed test and external characteristic torque test on both a P1 motor and a P3 motor of the P13 configuration electric drive transmission; operation under respective working conditions: the respective working conditions are obtained by using the working condition design method for the reliability verification of the dual motor system of the P13 configuration electric drive transmission defined in any of claims 1 to 8, and the dual motor system of the P13 configuration electric drive transmission is subjected to operating cycles under the respective working conditions according to the number of working condition cycles obtained and the final required working condition test table obtained for the reliability verification of the dual motor system, wherein, Petition 870250084510, dated 09 / 19 / 2025, p. 143 / 193 9 / 12 in the operating cycles under the respective working conditions,The first 80% of operating cycles are performed according to a designed nominal voltage platform, 80% to 90% of operating cycles are performed according to a designed minimum operating voltage platform, and 90% to 100% of operating cycles are performed according to a designed maximum operating voltage platform; performance retest: conduct, after the dual motor system reliability test, the external characteristic speed test and the external characteristic torque test on both motor P1 and motor P3 of the P13 configuration electric drive transmission; and post-test analysis.

10. Reliability test method for a dual-motor system for the P13 configuration electric drive transmission, according to claim 9, characterized in that in the test preparation stage, the P13 configuration electric drive transmission is installed on the test bench according to the following process: a bench drive motor No. 3 is used to simulate a vehicle-mounted combustion engine to provide power input for the P13 configuration electric drive transmission, a bench load motor No. 1 and a bench load motor No. 2 are used to simulate full vehicle wheel end loads of the P13 configuration electric drive transmission, a PEU motor controller is used to control the functional operation of both motor P1 and motor P3 of the P13 configuration electric drive transmission, bench load motor No. 1, bench load motor No. 2,The PEU motor controller and a battery simulator are connected to the test bench respectively, and the battery simulator is connected to the PEU motor controller.

11. Dual-motor system reliability test method for the P13 configuration electric drive transmission, according to claim 9, characterized in that, in the dual-motor system reliability test process, one clutch of the P13 configuration electric drive transmission is not engaged during the entire process.

12. Reliability test method for a dual-motor system for the P13 configuration electric drive transmission, according to claim 9, characterized in that, in the preliminary performance test and retest stages, only a motor P1 electricity supply torque is tested when the external characteristic torque test is conducted on motor P1, and only a drive torque and a motor P3 electricity supply torque are tested when the external characteristic torque test is performed on motor P3;The external characteristic speed test is performed on both motor P1 and motor P3 according to a predefined speed range until reaching the corresponding maximum operating speed of the motor, and the speed test points in the external characteristic speed test for both motor P1 and motor P3 comprise a nominal speed and a corresponding motor pivot point speed; and it is required to ensure that the limiting conditions of the lubricating oil, coolant, lubricant flow rate and test bench tension platform are within the product specification range of the P13 configuration electric drive transmission in the preliminary performance and retest stages.

13. Reliability test method for a dual-motor system for a P13 configuration electric drive transmission, according to claim 9, characterized in that in the bench commissioning control step, it is required that firstly a coolant temperature and a lubricating oil temperature of the test bench be defined according to the lubrication and cooling requirements of the P13 configuration electric drive transmission, and a test bench oil pump speed be defined according to the lubrication flow rate requirement of the P13 configuration electric drive transmission;After setting the alarm limits for coolant temperature, lubricating oil temperature, and oil pump speed, a bench load motor No. 1, a bench load motor No. 2, and a bench drive motor No. 3 are set to adopt a speed / torque mode, and a speed of bench load motor No. 1 and a speed of bench load motor No. 2 are set when performing the conversion calculation to a P3 motor speed according to a P13 configuration electric drive transmission shaft speed ratio.

14. Reliability test method for a dual-motor system for the P13 configuration electric drive transmission, according to claim 9, characterized in that during the operation stage under the respective working conditions, after 100% of the operating cycles have been completed, motor P1 and motor P3 of the P13 configuration electric drive transmission are controlled to run, respectively, for predefined durations at their respective rated operating voltages, maximum operating speeds, and rated power. (Petition 870250084510, dated 19 / 09 / 2025, p. 146 / 193 12 / 12)

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