Test method for wear and tear durability of transmission assembly

Abstract

In order to overcome the problem of lack of verification of the heat-resistant and wear-resistant performance of the clutch assembly in the product verification process in the prior art, the present invention provides a transmission assembly wear and slip durability performance test method, which builds a transmission assembly test bench, simulates the actual starting process of the whole vehicle, obtains information such as vehicle model parameters, and obtains the speed of the drive motor, the acceleration of the load motor and the clutch pressure applied to the tested transmission when simulating the starting condition of the whole vehicle. Based on this, synchronizer gear engagement, clutch engagement, clutch release and synchronizer removal are cyclically performed on the test bench; the relevant test parameters of the test process are recorded and analyzed, and finally the wear-resistant and slip-resistant performance of the transmission assembly is effectively verified. This method can verify the heat-resistant and wear-resistant characteristics of the transmission clutch assembly in advance, reduce the development risk of the whole vehicle, reduce the development cost, and improve the reliability of the product.

Description

Technical Field

[0001] The invention relates to the field of transmission performance testing, and in particular to a transmission assembly wear and durability performance testing method. Background Art

[0002] The transmission is a mechanism used to change the speed and torque from the engine. It can change the transmission ratio of the output shaft and the input shaft in a fixed or divided manner. It is also called a gearbox. As an important component in the transmission, the clutch assembly is responsible for starting and shifting. During its operation, a large amount of energy will be generated due to friction, causing the clutch to heat up and aggravate clutch wear.

[0003] Take the dual clutch transmission (DCT) as an example. The dual clutch transmission is different from the general automatic transmission system. It is based on the manual transmission but not an automatic transmission. In addition to the flexibility of the manual transmission and the comfort of the automatic transmission, it can also provide uninterrupted power output. If the wear and heat resistance of the dual clutch assembly is not up to standard, the function will be damaged at the least, and the vehicle will lose the starting and shifting functions at the worst.

[0004] The current product verification of dual-clutch transmissions mainly assesses the strength and fatigue durability of mechanical parts, as well as the heat and burn resistance of shaft and gear parts. It mainly uses the national standard QC / T 1056-2017 for motor drive fatigue durability tests and the national standard QC / T 1056-2017 for gear shift durability tests.

[0005] The motor drive fatigue durability test can assess the fatigue performance of mechanical parts, but during this test, the clutch is in a normally closed state, and its main function is to stably transmit torque. The master and slave ends of the clutch will not produce a speed difference, which will generate sliding energy. In the gear shift durability test, since the DCT's actual vehicle shift strategy is to first perform synchronizer shifting and then engage the clutch, in the process of gear shift durability, each shift only performs synchronizer shifting, and the clutch is not engaged. Even if the clutch is engaged, due to the lack of vehicle load, the assessment of the clutch's wear and heat resistance is extremely limited. Therefore, this method has no assessment capability for the clutch's wear and heat resistance. In general, there is a lack of assessment of the clutch assembly's heat resistance and wear resistance, resulting in the clutch's heat resistance and wear resistance can only be verified after the vehicle is installed in the later stage, which has an impact on risk prediction, product reliability judgment, and vehicle development cycle. Summary of the invention

[0006] In order to overcome the problem of lack of verification of the heat-resistant and wear-resistant properties of the clutch assembly during product verification in the prior art, the present invention provides a transmission assembly wear and slip durability performance testing method, filling the gap in the field of lack of verification of heat-resistant and wear-resistant properties.

[0007] The present invention discloses a transmission assembly wear and slip durability performance testing method, comprising the following steps:

[0008] A test bench is constructed, the test bench comprising a drive motor, a transmission under test and a load motor; the drive motor is connected to the transmission under test, the transmission under test is connected to the load motor, wherein torque sensors are provided between the drive motor and the transmission under test, and between the transmission under test and the load motor;

[0009] Obtain the speed of the drive motor, the acceleration of the load motor and the clutch pressure applied to the transmission under test when simulating the vehicle starting condition;

[0010] Conducting a test on the test bench, applying the clutch pressure on the tested transmission, setting the acceleration of the load motor, and setting the speed of the drive motor; engaging the synchronizer of the tested transmission, engaging the clutch; maintaining a certain test time; releasing the clutch, removing the synchronizer, and returning to the initial state; recording relevant test parameters during the test, wherein the test parameters include the torque measured by the torque sensor; repeating this step N times, wherein N is 2000-20000;

[0011] After N cycles, the recorded relevant test parameters are analyzed to obtain performance test results.

[0012] The transmission assembly wear and slip durability performance test method disclosed in the present invention builds a transmission assembly test bench, simulates the actual starting process of the whole vehicle, obtains information such as vehicle model parameters, and obtains the speed of the drive motor, the acceleration of the load motor, and the clutch pressure applied to the tested transmission when simulating the starting condition of the whole vehicle. Based on this, synchronizer gear engagement, clutch engagement, clutch release, and synchronizer removal are cyclically performed on the test bench; the relevant test parameters of the test process are recorded and analyzed, and finally the wear resistance and slip resistance of the transmission assembly are effectively verified. This method can verify the heat resistance and wear resistance of the transmission clutch assembly in advance, reduce the development risk of the whole vehicle, reduce the development cost, and improve the reliability of the product.

[0013] Furthermore, the “obtaining the speed of the drive motor, the acceleration of the load motor and the clutch pressure applied to the transmission under test when simulating the vehicle starting condition” specifically includes the following steps:

[0014] Obtaining vehicle parameters related to the vehicle model to be equipped with the tested transmission, the vehicle model parameters including but not limited to vehicle mass, maximum climbing grade, center of mass height and wheelbase;

[0015] Simulate the working condition of the vehicle starting at the maximum slope with full load, perform equivalent conversion according to the vehicle model parameters, and obtain the clutch pressure;

[0016] Get the speed of the drive motor when the vehicle starts at the maximum slope with full load;

[0017] Get the acceleration of the load motor from starting to the corresponding speed of the drive motor within the set time when the vehicle starts with a full load and maximum slope.

[0018] Furthermore, the “obtaining the acceleration of the load motor from starting to the corresponding speed of the drive motor within a set time when the vehicle starts with a full load and a maximum slope” specifically includes the following steps:

[0019] According to the rotation speed of the driving motor, the rotation speed of the load motor that needs to be controlled is converted through the speed ratio corresponding to the gear position of the tested transmission;

[0020] The acceleration required by the load motor is calculated based on the speed of the load motor that needs to be reached within a set time when starting.

[0021] Furthermore, during the test on the test bench, the step of monitoring the transmission oil temperature and / or clutch temperature is also included.

[0022] Furthermore, the "test transmission synchronizer is put into gear, the clutch is engaged; and maintained for a certain test time" specifically includes the following steps: the test transmission synchronizer is put into gear, and after the synchronizer is successfully put into gear, the clutch high-flow cooling switch is turned on, and then the clutch is engaged.

[0023] Furthermore, before each test, the clutch half-engagement point and the total thickness of the friction pair were recorded;

[0024] During the test, the transmission performance is tested at intervals of a certain number of cycles, and the transmission performance includes the clutch half-engagement point, clutch torque transmission characteristics and torque transmission stability.

[0025] Furthermore, the “after N cycles, analyzing the recorded relevant test parameters to obtain performance test results” specifically includes the following steps:

[0026] The torque data collected by the torque sensor is converted into the friction coefficient according to the following formula:

[0027] μ = T / (P*A*RI);

[0028] Where, T is the torque, μ is the friction coefficient, P is the piston chamber pressure in the tested transmission, A is the effective area of ​​the piston, and RI is the equivalent radius of the friction pair;

[0029] The friction coefficient is compared with a threshold value to determine whether it meets the design requirements.

[0030] Furthermore, the “after N cycles, analyzing the recorded relevant test parameters to obtain performance test results” also includes the following steps:

[0031] After N cycles, the clutch is disassembled and the transmission performance is retested; and the wear amount of the friction pair is recorded at the same time;

[0032] The wear amount of the friction pair is used to determine whether it meets the design requirements.

[0033] Furthermore, the transmission under test is a dual-clutch automatic transmission; the test bench includes two load motors, and each load motor is connected to the transmission under test through the torque sensor.

[0034] Furthermore, the drive motor is spline-connected to the input shaft of the tested transmission via a tooling shaft, and the torque sensor is mounted on its tooling shaft; the load motor is spline-connected to the output shaft of the tested transmission via a tooling shaft, and the torque sensor is mounted on its tooling shaft. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] Figure 1 is a flow chart of the transmission assembly wear and slip durability performance test provided in a specific embodiment of the present invention;

[0036] Figure 2 It is a schematic diagram of a test bench provided in a specific embodiment of the present invention;

[0037] Figure 3 is a schematic diagram of another test bench provided in a specific embodiment of the present invention;

[0038] Figure 4 yes Figure 1 A further detailed flowchart of step S2;

[0039] Figure 5 It is a schematic diagram of the force analysis when a vehicle starts on a slope.

[0040] Among them, 1, driving motor; 2, measured transmission; 3, load motor; 4, torque sensor; 4a, first torque sensor; 4b, second torque sensor; 4c, third torque sensor; 3a, first load motor; 3b, second load motor. DETAILED DESCRIPTION

[0041] In order to make the technical problems, technical solutions and beneficial effects solved by the present invention more clearly understood, the present invention is further described in detail below in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not used to limit the present invention.

[0042] In the description of the present invention, it should be understood that the terms "longitudinal", "radial", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside" and the like indicate positions or positional relationships based on the positions or positional relationships shown in the drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the present invention. In the description of the present invention, unless otherwise specified, "plurality" means two or more.

[0043] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0044] Example 1

[0045] like Figure 1 As shown, this example will specifically explain the transmission assembly wear and slip durability performance test method disclosed in the present invention, including the following steps:

[0046] Step S1, test step construction steps: Figure 2 As shown, a test bench is constructed, and the test bench includes a drive motor 1, a transmission under test 2 and a load motor 3; the drive motor 1 is connected to the transmission under test 2, and the transmission under test 2 is connected to the load motor 3, wherein a torque sensor 4 is provided between the drive motor 1 and the transmission under test 2, and between the transmission under test 2 and the load motor 3; the torque sensor 4 is used to detect the torque of the drive motor 1 and the load motor 3, that is, the torque on the input shaft and the output shaft of the transmission under test 2. For the sake of clear description, the torque sensor 4 between the drive motor 1 and the transmission under test 2 is called the first torque sensor 4a; the torque sensor 4 between the transmission under test 2 and the load motor 3 is the second torque sensor 4b.

[0047] Step S2, a step of obtaining parameters of a simulated starting condition: obtaining the rotation speed of the drive motor 1, the acceleration of the load motor 3 and the clutch pressure applied to the transmission 2 under test when simulating the vehicle starting condition;

[0048] Step S3, test steps: conduct a test on the test bench, apply the clutch pressure on the tested transmission 2, set the acceleration of the load motor 3, and set the speed of the drive motor 1; the tested transmission synchronizer is in gear and the clutch is engaged; maintain a certain test time; release the clutch, remove the synchronizer, and return to the initial state; record relevant test parameters during the test, wherein the test parameters include the torque measured by the torque sensor 4; repeat this step N times, where N is 2000~20000; for example, in this example, repeat 10000 times.

[0049] Step S4, performance analysis step: after N cycles, the recorded relevant test parameters are analyzed to obtain performance test results.

[0050] Among them, in step S1, if Figure 3 As shown, preferably, the transmission 2 under test is a dual-clutch automatic transmission; the test bench includes two load motors 3, each of which is connected to the transmission 2 under test through the torque sensor 4. For the sake of clarity, the two load motors 3 are respectively named as the first load motor 3a and the second load motor 3b; the torque sensor 4 between the transmission 2 under test and the first load motor 3a is the second torque sensor 4b; the torque sensor 4 between the transmission 2 under test and the second load motor 3b is the third torque sensor 4c.

[0051] Among them, the drive motor 1 is spline-connected to the input shaft of the tested transmission 2 through a tooling shaft, and the torque sensor 4 is installed on its tooling shaft; the load motor 3 is spline-connected to the output shaft of the tested transmission 2 through a tooling shaft, and the torque sensor 4 is installed on its tooling shaft.

[0052] In this example, the drive motor 1 is set to simulate a power device such as an engine or an electric motor; in this example, the simulation of the engine is used as an example for explanation. The load motor 3 is used to simulate the wheel end. In this way, the transmission 2 to be tested is installed between the drive motor 1 and the load motor 3 to form a test bench simulating the power device of the whole vehicle. Based on this test bench, the state of the whole vehicle under the starting condition can be simulated. In this way, the wear and slip durability performance of the transmission assembly during the starting process of the whole vehicle can be tested.

[0053] As a preferred method, in order to better test the friction performance of the transmission assembly, it is preferably placed in an uphill starting condition.

[0054] as follows Figure 5 As shown in the figure, this figure illustrates the force diagram of a vehicle on a slope with an angle of α. The center of mass of the vehicle is S, is the wheelbase; a is the distance from the front axle to the center of mass; b is the distance from the rear axle to the center of mass; Hg is the mass center height, then the calculation formula of the normal support force of the front wheel is as shown in the following formula (I):

[0055] (one)

[0056] The calculation formula of the normal support force of the rear wheel is shown in the following formula (II):

[0057] (two)

[0058] in, The quality of the vehicle.

[0059] Then, through the following formula, we can know the range of the vehicle's driving force and calculate the value of the driving force. Fi Refers to the component of the vehicle mass moving downward along the slope on a slope; F is the normal support force, is the road surface coefficient (e.g. =0.8), F Multiplying the force by the road adhesion coefficient gives you the adhesion. If the driving force is greater than this adhesion, the tire will slip.

[0060] (three);

[0061] The calculation formula of traction force (IV) can be expressed as:

[0062] (Four);

[0063] in:

[0064] : Engine drive torque

[0065] : Gear ratio

[0066] : Main reduction ratio

[0067] : Transmission efficiency.

[0068] It can be seen that the corresponding engine driving torque can be obtained by formula 4. Based on the above ideas, according to the maximum climbing grade requirement of the vehicle, The maximum driving force is obtained based on the relationship, and then the driving torque is converted based on the driving force. Then, the driving torque is converted into the corresponding pressure on the clutch according to the clutch torque-pressure characteristic for testing.

[0069] At the same time, in order to simulate the force on the wheel end, the downward acceleration given by the wheel end and the required setting time can be expressed as the following formula (V):

[0070] (five);

[0071] It can be seen that for the load motor 3, the acceleration required for it to increase from zero to a specific speed within a specific time can be calculated using the above formula (V).

[0072] Based on the above principles, the test bench designed in this application can effectively conduct advance testing on the wear and slip durability performance of the transmission 2 under test.

[0073] Among them, Figure 4 As shown, step S2 specifically includes the following steps:

[0074] Obtaining vehicle parameters related to the vehicle model to be equipped with the tested transmission 2, the vehicle model parameters including but not limited to vehicle mass, maximum climbing grade, center of mass height and wheelbase;

[0075] Simulate the working condition of the vehicle starting at the maximum slope with full load, perform equivalent conversion according to the vehicle model parameters, and obtain the clutch pressure; convert the torque required for starting to the clutch pressure control, and simulate the slip torque (driving torque) carried by the clutch during the entire starting process by giving the corresponding clutch pressure. Based on the above principle introduction, it can be known that in order to calculate the clutch pressure, it is preferably recommended to obtain the drag coefficient / frontal area, curb weight, fully loaded weight, front axle load, rear axle load, wheelbase, center of mass to front axle, center of mass ground clearance, tire specifications, tire static radius / rolling radius, etc. Then, through the formula introduced above, the slip torque (driving torque) carried by the clutch can be obtained, and thus the clutch pressure can be converted.

[0076] Obtain the speed of the drive motor 1 when the vehicle starts at a maximum slope with full load. During the process of starting at a maximum slope with full load, the drive motor 1 is usually controlled at a constant speed to simulate the maximum speed of the engine when the vehicle starts. For example, in this example, it is assumed that the input maximum constant speed is 2000 rpm (revolutions per minute). This speed is usually determined based on the speed that the vehicle to be designed matches when starting, and is generally determined based on the experience of the designer.

[0077] Obtain the acceleration of the load motor 3 from starting to the corresponding speed of the drive motor 1 within the set time when the vehicle is fully loaded and starts at the maximum slope. The calculation principle of this acceleration has been introduced above. Specifically. According to formula (V), based on the speed of the drive motor 1, the speed ratio corresponding to the gear position of the measured transmission 2 is used to convert the speed of the load motor 3 to be controlled; according to the speed of the load motor 3 that needs to be reached within the set time when starting, the acceleration required by the load motor 3 is converted. For example, according to the actual requirements of the vehicle, such as accelerating from 0 to 2000 rpm in 3 seconds, etc., its acceleration is converted according to the formula.

[0078] In step S3, since there are gears in the transmission, it is generally necessary to select a low gear for testing. Since the dual clutch transmission has a dual clutch, at this time, as a preferred method, an odd gear and an even gear can be selected for conversion and testing respectively. For example, select the first gear and the reverse gear for conversion and testing. For example, test the first gear in the current test step, and test the reverse gear in the next test step. Or test the first gear in N cycles, and then test the reverse gear in N cycles. After the gear test is selected, if the first gear is selected, it is necessary to convert the speed ratio to obtain the output speed when the input speed is fixed, that is, the speed that the load motor 3 needs to control. If the input speed is 2000rpm, the output speed is calculated by the speed ratio 20, and the speed of the load motor 3 should be controlled to 100rpm (revolutions per minute).

[0079] Step S3: During the test of the transmission 2 under test, the synchronizer of the transmission under test is engaged before each clutch engagement. After the synchronizer is successfully engaged, the clutch high-flow cooling switch is turned on, and then the clutch is engaged. After the clutch is synchronized, the clutch is disengaged after a period of time, and then the synchronizer is removed.

[0080] As a preferred method, in this example, during the test on the test bench, the transmission oil temperature and / or clutch temperature are also monitored. If the temperature is too high, it is necessary to cool it down appropriately to prevent overheating damage to the clutch assembly due to the superposition of circulating energy.

[0081] Preferably, before each test, the clutch half-engagement point and the total thickness of the friction pair are recorded; during the test, the transmission performance is tested at intervals of a certain number of cycles, and the transmission performance includes the clutch half-engagement point, the clutch torque transfer characteristics and the torque transfer stability. The clutch half-engagement point is used to characterize whether the pressure point corresponding to the characteristic point has changed. If a change has occurred, it is acceptable if the change is within the threshold range, and it is considered abnormal if it exceeds the range. The clutch torque transfer characteristic refers to the transfer characteristic of the torque change corresponding to each increase in pressure by a corresponding value, and it is also judged by a specific threshold to determine whether it is abnormal. Torque transfer stability is used to indicate the change in the transmission pressure under a certain pressure. If the change is within the acceptable threshold range, the torque transfer stability is considered normal.

[0082] Step S4 specifically includes the following steps:

[0083] The torque data collected by the torque sensor is converted into the friction coefficient according to the following formula:

[0084] μ = T / (P*A*RI);

[0085] Where, T is the torque, μ is the friction coefficient, P is the piston chamber pressure in the tested transmission, A is the effective area of ​​the piston, and RI is the equivalent radius of the friction pair;

[0086] The friction coefficient is compared with a threshold value to determine whether it meets the design requirements.

[0087] Meanwhile, it is further preferred to include the following steps: after N cycles, the clutch is disassembled and the transmission performance is re-measured; and the wear amount of the friction pair is recorded at the same time;

[0088] The wear amount of the friction pair is used to determine whether it meets the design requirements.

[0089] Among them, the number of test cycles N can be defined according to the performance requirements of different vehicles. For example, for vehicles that mainly operate in urban conditions, the requirements for the number of cycles can be increased.

[0090] Obviously, since there are multiple torque sensors, each sensor can convert the corresponding friction coefficient based on the torque it detects. For example, the friction coefficient converted by the first torque sensor between the drive motor and the transmission is compared with the corresponding threshold value, and the two friction coefficients converted by the second torque sensor and the third torque sensor between the drive motor and the first load motor and the drive motor and the second load motor are also compared with the corresponding threshold values, so as to comprehensively judge whether the tested transmission meets the design requirements.

[0091] As a preferred method, fast Fourier transform is performed on the torque data collected by the torque sensor 4 to determine the torque fluctuation.

[0092] The transmission assembly wear and slip durability performance test method disclosed in this example builds a transmission assembly test bench, simulates the actual starting process of the whole vehicle, obtains information such as vehicle model parameters, and obtains the speed of the drive motor 1, the acceleration of the load motor 3, and the clutch pressure applied to the tested transmission 2 when simulating the starting condition of the whole vehicle. Based on this, synchronizer gear engagement, clutch engagement, clutch release, and synchronizer removal are cycled on the test bench; the relevant test parameters of the test process are recorded and analyzed, and finally the wear resistance and slip resistance of the transmission assembly are effectively verified. This method can verify the heat resistance and wear resistance of the transmission clutch assembly in advance, reduce the development risk of the whole vehicle, reduce the development cost, and improve the reliability of the product.

[0093] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A transmission assembly wear and slip durability performance testing method, characterized in that: The steps include: A test bench is constructed, the test bench comprising a drive motor, a transmission under test and a load motor; the drive motor is connected to the transmission under test, the transmission under test is connected to the load motor, wherein torque sensors are provided between the drive motor and the transmission under test, and between the transmission under test and the load motor; Obtain the speed of the drive motor, the acceleration of the load motor and the clutch pressure applied to the transmission under test when simulating the vehicle starting condition; Conducting a test on the test bench, applying the clutch pressure on the tested transmission, setting the acceleration of the load motor, and setting the speed of the drive motor; engaging the synchronizer of the tested transmission, engaging the clutch; maintaining a certain test time; releasing the clutch, removing the synchronizer, and returning to the initial state; recording relevant test parameters during the test, wherein the test parameters include the torque measured by the torque sensor; repeating this step N times, wherein N is 2000-20000; After N cycles, the recorded relevant test parameters are analyzed to obtain performance test results; The "after N cycles, analyzing the recorded relevant test parameters to obtain performance test results" specifically includes the following steps: The torque data collected by the torque sensor is converted into the friction coefficient according to the following formula: μ = T / (P*A*RI); Where, T is the torque, μ is the friction coefficient, P is the piston chamber pressure in the tested transmission, A is the effective area of ​​the piston, and RI is the equivalent radius of the friction pair; The friction coefficient is compared with a threshold value to determine whether it meets the design requirements.

2. The transmission assembly wear and slip durability performance testing method according to claim 1, characterized in that: The "obtaining the speed of the drive motor, the acceleration of the load motor and the clutch pressure applied to the transmission under test when simulating the vehicle starting condition" specifically includes the following steps: Obtaining vehicle parameters related to the vehicle model to be equipped with the tested transmission, the vehicle model parameters including but not limited to vehicle mass, maximum climbing grade, center of mass height and wheelbase; Simulate the working condition of the vehicle starting at the maximum slope with full load, perform equivalent conversion according to the vehicle model parameters, and obtain the clutch pressure; Get the speed of the drive motor when the vehicle starts at the maximum slope with full load; Get the acceleration of the load motor from starting to the corresponding speed of the drive motor within the set time when the vehicle starts with a full load and maximum slope.

3. The transmission assembly wear and slip durability performance testing method according to claim 2, characterized in that: The "obtaining the acceleration from the load motor starting to the corresponding speed of the drive motor within the set time when the vehicle starts with a full load and a maximum slope" specifically includes the following steps: According to the rotation speed of the driving motor, the rotation speed of the load motor that needs to be controlled is converted through the speed ratio corresponding to the gear position of the tested transmission; The acceleration required by the load motor is calculated based on the speed of the load motor that needs to be reached within a set time when starting.

4. The transmission assembly wear and slip durability testing method according to claim 1, characterized in that: The process of conducting the test on the test bench also includes a step of monitoring the transmission oil temperature and / or clutch temperature.

5. The transmission assembly wear and slip durability testing method according to claim 1, characterized in that: The "test transmission synchronizer is put into gear, the clutch is engaged; and the test time is maintained" specifically includes the following steps: the test transmission synchronizer is put into gear, and after the synchronizer is successfully put into gear, the clutch high-flow cooling switch is turned on, and then the clutch is engaged.

6. The transmission assembly wear and slip durability testing method according to claim 1, characterized in that: Before each test, record the clutch half-engagement point and the total thickness of the friction pair; During the test, the transmission performance is tested at intervals of a certain number of cycles, and the transmission performance includes the clutch half-engagement point, clutch torque transmission characteristics and torque transmission stability.

7. The transmission assembly wear and slip durability testing method according to claim 6, characterized in that: The "after N cycles, analyzing the recorded relevant test parameters to obtain performance test results" also includes the following steps: After N cycles, the clutch is disassembled and the transmission performance is retested; and the wear amount of the friction pair is recorded at the same time; The wear amount of the friction pair is used to determine whether it meets the design requirements.

8. The transmission assembly wear and slip durability testing method according to claim 1, characterized in that: The transmission under test is a dual-clutch automatic transmission; the test bench includes two load motors, and each load motor is connected to the transmission under test through the torque sensor.

9. The transmission assembly wear and slip durability testing method according to claim 1, characterized in that: The drive motor is spline-connected to the input shaft of the tested transmission via a tooling shaft, and the torque sensor is mounted on its tooling shaft; the load motor is spline-connected to the output shaft of the tested transmission via a tooling shaft, and the torque sensor is mounted on its tooling shaft.

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