Hybrid power transmission anti-sintering test device and method

Abstract

The present invention discloses a hybrid gearbox anti-sintering test device and method, and relates to the technical field of gearboxes. When the third dynamometer of the present invention is connected to the input shaft of the drive motor of the gearbox, the first dynamometer and the second dynamometer are used for speed control, and the third dynamometer is used for torque control. The third dynamometer inputs torque from the drive motor input shaft to the differential. The environmental chamber, the first dynamometer, the second dynamometer, the third dynamometer, the first drive shaft, and the second drive shaft can jointly complete the low-temperature anti-sintering test of the gearbox under pure electric drive conditions or brake energy recovery conditions, which is used to verify whether the drive motor input shaft-intermediate shaft-differential gears and bearings are normal. The low-temperature anti-sintering test of the gearbox is easy to implement and the verification result is highly reliable.

Description

Technical Field

[0001] The present invention relates to the technical field of hybrid power transmission gearboxes, and in particular to a hybrid power transmission gearbox anti-sintering test device and method. Background Art

[0002] In extremely low temperature environments, such as -40°C, the viscosity of the lubricating oil in the hybrid transmission will be very high, which can easily cause the transmission gears or bearings to stick together, resulting in transmission sintering. After the transmission is developed, it is necessary to verify the low-temperature anti-sintering ability of the transmission so that the transmission can be improved in time if the low-temperature anti-sintering ability of the transmission is unqualified. At present, most of the industry uses the whole vehicle to test the low-temperature anti-sintering of the transmission in a real environment, which is inconvenient to test and leads to a long development cycle of the transmission. Summary of the invention

[0003] The present invention solves the technical problem of inconvenience in low-temperature anti-sintering test of hybrid power transmission in the prior art by providing a hybrid power transmission anti-sintering test device and method.

[0004] On the one hand, the embodiments of the present invention provide the following technical solutions:

[0005] A hybrid power transmission anti-sintering test device comprises an environmental chamber, a first dynamometer, a second dynamometer, a third dynamometer, a first drive shaft, a second drive shaft and a temperature sensor;

[0006] The gearbox is installed in the environmental chamber, and a preset amount of lubricating oil is added to the environmental chamber, and the environmental chamber is used to control the temperature of the lubricating oil;

[0007] The first dynamometer is connected to the first end of the differential of the gearbox via the first drive shaft, the second dynamometer is connected to the second end of the differential of the gearbox via the second drive shaft, and the third dynamometer is suitable for connecting to the input shaft of the drive motor of the gearbox;

[0008] The temperature sensor is placed in the environmental chamber, and is used to detect the temperature of the lubricating oil.

[0009] Preferably, the hybrid transmission anti-sintering test device further comprises a fourth dynamometer;

[0010] The fourth dynamometer is connected to the engine input shaft of the gearbox.

[0011] Preferably, the third dynamometer is also suitable for connecting to the generator input shaft of the gearbox.

[0012] On the other hand, the embodiment of the present invention also provides the following technical solution:

[0013] A hybrid gearbox anti-sintering test method is applied to the hybrid gearbox anti-sintering test device mentioned above, and the method comprises:

[0014] The environmental chamber controls the temperature of the lubricating oil in the environmental chamber to a preset temperature, and the preset temperature is lower than zero degrees Celsius;

[0015] When the gearbox is subjected to an anti-sintering test under pure electric drive conditions or brake energy recovery conditions, the first dynamometer and the second dynamometer respectively perform preset speed control on the speed cycle of the first drive shaft and the second drive shaft, and the third dynamometer performs preset torque control on the torque cycle of the drive motor input shaft of the gearbox until the temperature of the lubricating oil in the environmental chamber reaches zero degrees Celsius.

[0016] Preferably, the preset speed control is:

[0017] Starting from the current moment, the drive shaft speed is first controlled to change from zero to a first speed after a first time period, then the drive shaft speed is controlled to change from the first speed to a second speed after a second time period, and finally the drive shaft speed is controlled to change from the second speed to zero after a third time period;

[0018] The first speed is the driving motor speed corresponding to the maximum vehicle speed for maintaining peak torque in the pure electric driving mode, and the second speed is the driving motor speed corresponding to the maximum vehicle speed in the pure electric driving mode.

[0019] Preferably, the preset torque control is:

[0020] Starting from the current moment, the torque of the drive motor input shaft is first controlled to change from zero to the peak torque of the drive motor after a first period of time, and then the torque of the drive motor input shaft is controlled to change from the peak torque of the drive motor to the torque corresponding to the peak power of the drive motor after a second period of time, and finally the torque of the drive motor input shaft is controlled to change from the torque corresponding to the peak power of the drive motor to the maximum torque for braking energy recovery after a third period of time.

[0021] Preferably, the first duration is 2.5 minutes, the second duration is 2.5 minutes, and the third duration is 0.25 minutes.

[0022] Preferably, the hybrid gearbox anti-sintering test device further comprises a fourth dynamometer, and the fourth dynamometer is connected to the engine input shaft of the gearbox;

[0023] The environmental chamber controls the temperature of the lubricating oil in the environmental chamber to a preset temperature. After the preset temperature is lower than zero degrees Celsius, the process further includes:

[0024] When the gearbox is subjected to an anti-seizing test under engine direct drive conditions, at each gear, the first dynamometer and the second dynamometer respectively control the rotational speeds of the first drive shaft and the second drive shaft to remain at the engine speed corresponding to the maximum vehicle speed of the gear, and at the same time, the fourth dynamometer controls the torque of the engine input shaft to remain at the engine external characteristic torque corresponding to the engine speed until the temperature of the lubricating oil in the environmental chamber reaches zero degrees Celsius.

[0025] Preferably, the hybrid gearbox anti-sintering test device further comprises a fourth dynamometer, the fourth dynamometer is connected to the engine input shaft of the gearbox; the third dynamometer is also suitable for connecting to the generator input shaft of the gearbox;

[0026] The environmental chamber controls the temperature of the lubricating oil in the environmental chamber to a preset temperature. After the preset temperature is lower than zero degrees Celsius, the process further includes:

[0027] When the gearbox is subjected to an anti-sintering test under parking generating conditions, the third dynamometer controls the rotation speed of the generator input shaft to remain at the highest rotation speed used by the engine for generating electricity, and the fourth dynamometer controls the torque of the engine input shaft to remain at the external characteristic torque of the engine corresponding to the highest rotation speed until the temperature of the lubricating oil in the environmental chamber reaches zero degrees Celsius.

[0028] Preferably, the preset temperature is -40°C.

[0029] The technical solution provided by the present invention has at least the following technical effects or advantages:

[0030] When the third dynamometer of the present invention is connected to the drive motor input shaft of the gearbox, the first dynamometer and the second dynamometer are used for speed control, and the third dynamometer is used for torque control. The third dynamometer inputs torque from the drive motor input shaft to the differential. The environmental chamber, the first dynamometer, the second dynamometer, the third dynamometer, the first drive shaft, and the second drive shaft can jointly complete the low-temperature anti-sintering test of the gearbox under pure electric drive conditions or brake energy recovery conditions, which is used to verify whether the drive motor input shaft-intermediate shaft-differential gears and bearings are normal. The low-temperature anti-sintering test of the gearbox is easy to implement and the verification result is highly reliable. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings in the following description are some embodiments of the present invention. For ordinary technicians in this field, other accompanying drawings can be obtained based on these accompanying drawings without paying creative work.

[0032] Figure 1It is a schematic structural diagram of a hybrid power transmission anti-sintering test device in an embodiment of the present invention;

[0033] Figure 2 It is a partial structural schematic diagram of a hybrid power transmission anti-sintering test device in an embodiment of the present invention;

[0034] Figure 3 It is a partial flow chart of the anti-sintering test method of a hybrid transmission in an embodiment of the present invention;

[0035] Figure 4 It is a partial principle schematic diagram of the anti-sintering test method of a hybrid power transmission in an embodiment of the present invention;

[0036] Figure 5 It is another partial structural schematic diagram of the hybrid transmission anti-sintering test device in an embodiment of the present invention;

[0037] Figure 6 Another schematic diagram of the principle of the hybrid transmission anti-sintering test method according to the embodiment of the present invention;

[0038] Figure 7 It is another partial structural schematic diagram of the hybrid transmission anti-sintering test device in an embodiment of the present invention;

[0039] Figure 8 It is another partial principle schematic diagram of the hybrid transmission anti-sintering test method in an embodiment of the present invention.

[0040] Description of reference numerals:

[0041] 1-environmental chamber; 2-gearbox; 21-first end of differential; 22-second end of differential; 23-drive motor input shaft; 24-engine input shaft; 25-generator input shaft; 26-first synchronizer; 27-second synchronizer; 28-shift system; 3-first dynamometer; 31-torque flange of first dynamometer; 32-first drive shaft; 4-second dynamometer; 41-torque flange of second dynamometer; 42-second drive shaft; 5-third dynamometer; 51-torque flange of third dynamometer; 6-fourth dynamometer; 61-torque flange of fourth dynamometer; 7-temperature sensor. DETAILED DESCRIPTION

[0042] The embodiments of the present invention solve the technical problem of inconvenience in low-temperature anti-sintering test of hybrid power transmission in the prior art by providing a hybrid power transmission anti-sintering test device and method.

[0043] In order to better understand the technical solution of the present invention, the technical solution of the present invention will be described in detail below in conjunction with the accompanying drawings and specific implementation methods.

[0044] In hybrid vehicles, the gearbox can achieve a variety of hybrid functions through different power coupling methods of the engine and motor, such as pure electric drive, engine direct drive, brake energy recovery, parking power generation, etc.

[0045] Pure electric drive mode: When the power battery is fully charged and the power demand is small (such as light acceleration or stable vehicle speed), the pure electric drive working mode is adopted. At this time, the engine is stationary, the generator is idling, and the drive motor is driving;

[0046] Braking energy recovery mode: When the brake pedal is pressed or the accelerator pedal is released, the engine stops working and the drive motor works in power generation mode, converting kinetic energy into electrical energy to charge the battery. At this time, the engine does not work, the generator idles, and the drive motor generates electricity;

[0047] Engine direct drive mode: In high-speed mode, the pure engine drive working mode is adopted, at this time the engine is driven, the generator is idling, and the drive motor is idling;

[0048] Parking power generation mode: In parking mode, if the battery power is low, the engine will be started to drive the generator to charge the battery. At this time, the engine is working, the generator is generating electricity, and the drive motor is stationary.

[0049] like Figure 1 As shown, the hybrid gearbox anti-sintering test device of this embodiment includes an environmental chamber 1, a first dynamometer 3, a second dynamometer 4, a third dynamometer 5, a first drive shaft 32, a second drive shaft 42 and a temperature sensor 7;

[0050] The gearbox 2 is installed in the environmental chamber 1, and a preset amount of lubricating oil is added to the environmental chamber 1. The environmental chamber 1 is used to control the temperature of the lubricating oil;

[0051] The first dynamometer 3 is connected to the differential first end 21 of the gearbox 2 via the first drive shaft 32, the second dynamometer 4 is connected to the differential second end 22 of the gearbox 2 via the second drive shaft 42, and the third dynamometer 5 is suitable for connecting to the drive motor input shaft 23 of the gearbox 2;

[0052] The temperature sensor 7 is placed in the environmental chamber 1 , and the temperature sensor 7 is used to detect the temperature of the lubricating oil.

[0053] Among them, the preset oil volume and the lubrication condition of the gearbox 2 by the lubricating oil in the environmental chamber 1 are consistent with those of the actual vehicle. The third dynamometer 5 is a high-speed dynamometer, and the third dynamometer 5 is suitable for connecting the drive motor input shaft 23 of the gearbox 2, which means that the third dynamometer 5 can be connected to the drive motor input shaft 23 of the gearbox 2, or it can not be connected to the drive motor input shaft 23 of the gearbox 2. In the process of controlling the temperature of the lubricating oil in the environmental chamber 1, the temperature sensor 7 is required to feedback the temperature of the lubricating oil.

[0054] In this embodiment, when the third dynamometer 5 is connected to the drive motor input shaft 23 of the gearbox 2, the environmental chamber 1, the first dynamometer 3, the second dynamometer 4, the third dynamometer 5, the first drive shaft 32, and the second drive shaft 42 can jointly complete the low-temperature anti-sintering test of the gearbox 2 under pure electric driving conditions or braking energy recovery conditions, which is used to verify whether the drive motor input shaft-intermediate shaft-differential gear and bearing are normal. Figure 2 shown.

[0055] To verify whether the drive motor input shaft-intermediate shaft-differential gear and bearing are normal, such as Figure 3 As shown, this embodiment also provides a hybrid transmission anti-sintering test method, comprising:

[0056] Step S1, the environmental chamber 1 controls the temperature of the lubricating oil in the environmental chamber 1 to a preset temperature, and the preset temperature is lower than zero degrees Celsius;

[0057] Step S2, when the gearbox 2 is subjected to an anti-sintering test under a pure electric drive condition or a brake energy recovery condition, the first dynamometer 3 and the second dynamometer 4 respectively perform preset speed control on the speed cycle of the first drive shaft 32 and the second drive shaft 42, and at the same time, the third dynamometer 5 performs preset torque control on the torque cycle of the drive motor input shaft 23 until the temperature of the lubricating oil in the environmental chamber 1 reaches zero degrees Celsius.

[0058] Understandably, Figure 2 The first dynamometer 3 and the second dynamometer 4 are used for speed control, and the third dynamometer 5 is used for torque control. The third dynamometer 5 inputs torque from the drive motor input shaft 23 to the differential.

[0059] In step S1 , the preset temperature may be −40° C., which is the oil temperature design boundary developed for the gearbox 2 .

[0060] In step S2 , the speed control and the torque control are performed synchronously. The speed control of the first drive shaft 32 by the first dynamometer 3 and the speed control of the second drive shaft 42 by the second dynamometer 4 are completely identical and synchronous.

[0061] There are multiple strategies for the preset speed control. In this embodiment, the preset speed control is preferably:

[0062] Starting from the current moment, the drive shaft speed is first controlled to change from zero to the first speed after the first period of time, and then the drive shaft speed is controlled to change from the first speed to the second speed after the second period of time, and finally the drive shaft speed is controlled to change from the second speed to zero after the third period of time; the first speed is the drive motor speed corresponding to the maximum vehicle speed to maintain peak torque in the pure electric drive mode, and the second speed is the drive motor speed corresponding to the maximum vehicle speed in the pure electric drive mode.

[0063] There are multiple strategies for preset torque control. In this embodiment, the preset torque control is preferably:

[0064] Starting from the current moment, the torque of the drive motor input shaft 23 is first controlled to change from zero to the peak torque of the drive motor after a first period of time, and then the torque of the drive motor input shaft 23 is controlled to change from the peak torque of the drive motor to the torque corresponding to the peak power of the drive motor after a second period of time, and finally the torque of the drive motor input shaft 23 is controlled to change from the torque corresponding to the peak power of the drive motor to the maximum torque for braking energy recovery after a third period of time.

[0065] Among them, the first duration can be 2.5 minutes, the second duration can be 2.5 minutes, and the third duration can be 0.25 minutes.

[0066] The specific process of step S2 is as follows Figure 4 Of course, the process of steps S1-S2 can be repeated multiple times (such as 3 times) to improve the reliability of the verification results of the drive motor input shaft-intermediate shaft-differential gear and bearing.

[0067] It can be understood that the test conditions of the preset speed control and preset torque control in the above text are relatively strict. After actual verification, this embodiment uses the preset speed control and preset torque control in the above text to verify the drive motor input shaft-intermediate shaft-differential gear and bearings. If the verification passes, the actual vehicle's gearbox will not have sintering problems on the drive motor input shaft-intermediate shaft-differential gear and bearings in a low temperature environment. Therefore, the verification method in this embodiment has high reliability.

[0068] Of course, this embodiment also needs to complete the low temperature anti-sintering test of the gearbox 2 under the engine direct drive condition to verify whether the engine input shaft-intermediate shaft-differential gear and bearing are normal. Figure 1 As shown, the hybrid gearbox anti-sintering test device of this embodiment preferably further includes a fourth dynamometer 6; the fourth dynamometer 6 is connected to the engine input shaft 24 of the gearbox 2. The environmental chamber 1, the first dynamometer 3, the second dynamometer 4, and the fourth dynamometer 6 can jointly complete the low-temperature anti-sintering test of the gearbox 2 under the engine direct drive condition, which is used to verify whether the engine input shaft-intermediate shaft-differential gear and bearing are normal, such as Figure 5 shown.

[0069] To verify whether the engine input shaft-intermediate shaft-differential gear and bearing are normal, after step S1, the hybrid transmission anti-sintering test method of this embodiment further includes:

[0070] When the gearbox 2 is subjected to an anti-sintering test under the engine direct drive condition, at each gear position, the first dynamometer 3 and the second dynamometer 4 respectively control the rotational speeds of the first drive shaft 32 and the second drive shaft 42 to maintain at the engine speed corresponding to the maximum vehicle speed of the gear position, and at the same time, the fourth dynamometer 6 controls the torque of the engine input shaft 24 of the gearbox 2 to maintain at the engine external characteristic torque corresponding to the engine speed until the temperature of the lubricating oil in the environmental chamber 1 reaches zero degrees Celsius.

[0071] Understandably, Figure 5 The first dynamometer 3 and the second dynamometer 4 are used for speed control, and the fourth dynamometer 6 is used for torque control. The fourth dynamometer 6 inputs torque from the engine input shaft 24 to the differential. The speed control and torque control are performed synchronously. The speed control of the first drive shaft 32 by the first dynamometer 3 and the speed control of the second drive shaft 42 by the second dynamometer 4 are completely identical and synchronous.

[0072] The specific process of verifying the engine input shaft-intermediate shaft-differential gear and bearings is as follows Figure 6 Of course, the verification process can be repeated multiple times (such as 3 times) to improve the reliability of the verification results of the engine input shaft-intermediate shaft-differential gear and bearing.

[0073] This embodiment has been verified through actual practice. After the engine input shaft-intermediate shaft-differential gear and bearings are verified using the method described above, if the verification passes, the engine input shaft-intermediate shaft-differential gear and bearings of the actual vehicle's gearbox 2 will not have sintering problems in a low temperature environment. Therefore, the verification method in this embodiment has high reliability.

[0074] Of course, this embodiment also needs to complete the low-temperature anti-sintering test of the gearbox 2 under the parking power generation condition to verify whether the engine input shaft-generator shaft and bearings are normal. Figure 1 As shown, in this embodiment, the third dynamometer 5 is preferably also suitable for connecting to the generator input shaft 25 of the gearbox 2, that is, the third dynamometer 5 is connected to the generator input shaft 25 of the gearbox 2, but not to the drive motor input shaft 23, which is equivalent to the third dynamometer 5 being able to switch between the generator input shaft 25 and the drive motor input shaft 23. The environmental chamber 1, the third dynamometer 5, and the fourth dynamometer 6 can jointly complete the low-temperature anti-sintering test of the gearbox 2 under the parking power generation condition, which is used to verify whether the engine input shaft-generator shaft and bearings are normal, such as Figure 7 shown.

[0075] To verify whether the engine input shaft-generator shaft and bearings are normal, after step S1, the hybrid gearbox anti-sintering test method of this embodiment further includes:

[0076] When the gearbox 2 is subjected to an anti-sintering test under parking generating conditions, the third dynamometer 5 controls the rotation speed of the generator input shaft 25 to remain at the highest rotation speed used for engine generating, and at the same time, the fourth dynamometer 6 controls the torque of the engine input shaft 24 of the gearbox 2 to remain at the engine external characteristic torque corresponding to the highest rotation speed until the temperature of the lubricating oil in the environmental chamber 1 reaches zero degrees Celsius.

[0077] Understandably, Figure 7 The third dynamometer 5 is used for speed control, and the fourth dynamometer 6 is used for torque control. The fourth dynamometer 6 inputs torque to the generator from the engine input shaft 24. The speed control and the torque control are performed synchronously.

[0078] The specific process of verifying the engine input shaft-generator shaft and bearings is as follows Figure 8 Of course, the verification process can be repeated multiple times (such as 3 times) to improve the reliability of the verification results of the engine input shaft-generator shaft and bearings.

[0079] This embodiment has been verified through actual practice. After the engine input shaft-generator shaft and bearings are verified using the method described above, if the verification passes, the engine input shaft-generator shaft and bearings of the actual vehicle's gearbox 2 will not have sintering problems in a low temperature environment. Therefore, the verification method in this embodiment has high reliability.

[0080] like Figure 1 As shown, the hybrid gearbox anti-sintering test device of this embodiment also includes a torque flange 31 of a first dynamometer, a torque flange 41 of a second dynamometer, a torque flange 51 of a third dynamometer, and a torque flange 61 of a fourth dynamometer, which are used to monitor the torque during the test. The gearbox 2 also includes a first synchronizer 26, a second synchronizer 27 and a shift system 28, which support different operating modes and gear shifting.

[0081] During the verification process of this embodiment, the technician can determine the verification result by observing the vibration and burning of the gearbox, or disassemble the gearbox after the verification is completed to observe the verification result.

[0082] Although the preferred embodiments of the present invention have been described, those skilled in the art may make other changes and modifications to these embodiments once they have learned the basic creative concept. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments and all changes and modifications that fall within the scope of the present invention.

[0083] Obviously, those skilled in the art can make various changes and modifications to the present invention without departing from the spirit and scope of the present invention. Thus, if these modifications and variations of the present invention fall within the scope of the claims of the present invention and their equivalents, the present invention is also intended to include these modifications and variations.

Claims

1. A hybrid power transmission anti-sintering test method, applied to a hybrid power transmission anti-sintering test device comprising an environmental chamber, a first dynamometer, a second dynamometer, a third dynamometer, a first drive shaft, a second drive shaft and a temperature sensor, wherein the transmission is installed in the environmental chamber, a preset amount of lubricating oil is added to the environmental chamber, and the environmental chamber is used to control the temperature of the lubricating oil; the first dynamometer is connected to the first end of the differential of the transmission via the first drive shaft, the second dynamometer is connected to the second end of the differential of the transmission via the second drive shaft, and the third dynamometer is suitable for connecting to the input shaft of the drive motor of the transmission; The temperature sensor is placed in the environmental chamber and is used to detect the temperature of the lubricating oil; it is characterized in that: The method comprises: The environmental chamber controls the temperature of the lubricating oil in the environmental chamber to a preset temperature, and the preset temperature is lower than zero degrees Celsius; When the gearbox is subjected to an anti-sintering test under pure electric drive conditions or brake energy recovery conditions, the first dynamometer and the second dynamometer respectively perform preset speed control on the speed cycle of the first drive shaft and the second drive shaft, and the third dynamometer performs preset torque control on the torque cycle of the drive motor input shaft of the gearbox until the temperature of the lubricating oil in the environmental chamber reaches zero degrees Celsius.

2. The hybrid transmission anti-sintering test method according to claim 1, characterized in that: The preset speed control is: Starting from the current moment, the drive shaft speed is first controlled to change from zero to a first speed after a first time period, then the drive shaft speed is controlled to change from the first speed to a second speed after a second time period, and finally the drive shaft speed is controlled to change from the second speed to zero after a third time period; The first speed is the driving motor speed corresponding to the maximum vehicle speed for maintaining peak torque in the pure electric driving mode, and the second speed is the driving motor speed corresponding to the maximum vehicle speed in the pure electric driving mode.

3. The hybrid transmission anti-sintering test method according to claim 1, characterized in that: The preset torque control is: Starting from the current moment, the torque of the drive motor input shaft is first controlled to change from zero to the peak torque of the drive motor after a first period of time, and then the torque of the drive motor input shaft is controlled to change from the peak torque of the drive motor to the torque corresponding to the peak power of the drive motor after a second period of time, and finally the torque of the drive motor input shaft is controlled to change from the torque corresponding to the peak power of the drive motor to the maximum torque for braking energy recovery after a third period of time.

4. The hybrid transmission anti-sintering test method according to claim 2 or 3, characterized in that: The first duration is 2.5 minutes, the second duration is 2.5 minutes, and the third duration is 0.25 minutes.

5. The hybrid transmission anti-sintering test method according to claim 1, characterized in that: The hybrid gearbox anti-sintering test device further comprises a fourth dynamometer, the fourth dynamometer being connected to the engine input shaft of the gearbox; The environmental chamber controls the temperature of the lubricating oil in the environmental chamber to a preset temperature. After the preset temperature is lower than zero degrees Celsius, the process further includes: When the gearbox is subjected to an anti-seizing test under engine direct drive conditions, at each gear, the first dynamometer and the second dynamometer respectively control the rotational speeds of the first drive shaft and the second drive shaft to remain at the engine speed corresponding to the maximum vehicle speed of the gear, and at the same time, the fourth dynamometer controls the torque of the engine input shaft to remain at the engine external characteristic torque corresponding to the engine speed until the temperature of the lubricating oil in the environmental chamber reaches zero degrees Celsius.

6. The hybrid transmission anti-sintering test method according to claim 1, characterized in that: The hybrid gearbox anti-sintering test device further comprises a fourth dynamometer, the fourth dynamometer being connected to the engine input shaft of the gearbox; the third dynamometer is also suitable for connecting to the generator input shaft of the gearbox; The environmental chamber controls the temperature of the lubricating oil in the environmental chamber to a preset temperature. After the preset temperature is lower than zero degrees Celsius, the process further includes: When the gearbox is subjected to an anti-sintering test under parking generating conditions, the third dynamometer controls the rotation speed of the generator input shaft to remain at the highest rotation speed used by the engine for generating electricity, and the fourth dynamometer controls the torque of the engine input shaft to remain at the external characteristic torque of the engine corresponding to the highest rotation speed until the temperature of the lubricating oil in the environmental chamber reaches zero degrees Celsius.

7. The hybrid transmission anti-sintering test method according to claim 1, 5 or 6, characterized in that: The preset temperature is -40°C.

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