Mechanical efficiency test system, method, apparatus, device, medium

Abstract

This application discloses a mechanical efficiency testing system, method, apparatus, equipment, and medium, relating to the field of hybrid-specific transmission testing technology. The system includes a hybrid-specific transmission and a bench testing device. The bench testing device includes an engine-side dynamometer, a drive motor-side dynamometer, and a bench control module. The bench control module is configured to acquire the vehicle control logic, which controls the hybrid-specific transmission to perform bench testing in a preset mode. The hybrid-specific transmission operates based on a working mode indicated by a first control signal; the engine-side dynamometer operates based on a working mode indicated by a second control signal; and the drive motor-side dynamometer operates based on a working mode indicated by a third control signal. The bench control module collects test data and determines the mechanical efficiency of the hybrid-specific transmission corresponding to the vehicle control logic based on the test data. This system can directly test the mechanical efficiency of the hybrid-specific transmission, improving the accuracy of the test results.

Description

Technical Field

[0001] This application relates to the field of testing technology for hybrid dedicated transmissions, and in particular to a mechanical efficiency testing system, method, apparatus, equipment, and medium. Background Technology

[0002] A transmission is a car component that changes the gear ratio, expanding the torque and speed range of the drive wheels, allowing the vehicle to adapt to different driving conditions and enabling the engine to operate within its optimal efficiency range. A dedicated hybrid transmission (DHT) is a special transmission designed for hybrid electric vehicles, achieving efficient energy utilization through the coordinated operation of the electric motor and engine.

[0003] The mechanical efficiency of a hybrid-specific transmission refers to the efficiency with which the transmission converts the input power of the engine or electric motor into output power under specific operating conditions. Mechanical efficiency reflects the degree of energy loss during power transmission. Improving mechanical efficiency can reduce energy loss during vehicle operation, thereby improving the vehicle's fuel economy and power performance.

[0004] However, hybrid-specific transmissions integrate systems such as motor systems, motor controllers, and reducers into one unit. The highly integrated design makes the interaction and energy conversion between systems very complex, and the accurate mechanical efficiency cannot be obtained by simply superimposing the efficiencies of each component. Summary of the Invention

[0005] This application provides a mechanical efficiency testing system, method, apparatus, equipment, and medium, capable of testing the mechanical efficiency of hybrid-specific transmissions and improving the accuracy of test results. The technical solution is as follows:

[0006] On the one hand, a mechanical efficiency testing system is provided, the system including a hybrid-specific gearbox and a bench testing device, the bench testing device including an engine-end dynamometer, a drive motor-end dynamometer and a bench control module;

[0007] The bench control module is configured to acquire vehicle control logic, which is used to control the hybrid dedicated transmission to perform bench testing in a preset mode; and to send a first control signal to the hybrid dedicated transmission, a second control signal to the engine-side dynamometer, and a third control signal to the drive motor-side dynamometer based on the vehicle control logic.

[0008] The hybrid-specific transmission is configured to operate in response to receiving the first control signal, based on the operating mode indicated by the first control signal;

[0009] The engine-side dynamometer is configured to operate in response to receiving the second control signal, based on the operating mode indicated by the second control signal;

[0010] The drive motor end dynamometer is configured to operate in response to receiving the third control signal, based on the operating mode indicated by the third control signal;

[0011] The test bench control module is also configured to collect test data generated during the operation of the hybrid-specific transmission, the engine-side dynamometer, and the drive motor-side dynamometer, including speed data and torque data; and to determine the mechanical efficiency of the hybrid-specific transmission corresponding to the vehicle control logic based on the test data.

[0012] In an optional embodiment, the bench testing equipment further includes a first output dynamometer and a second output dynamometer;

[0013] The test bench control module is also configured to send a fourth control signal to the first output dynamometer and a fifth control signal to the second output dynamometer based on the vehicle control logic.

[0014] The first output dynamometer is also configured to operate in response to receiving the fourth control signal, based on the operating mode indicated by the fourth control signal;

[0015] The second output dynamometer is configured to operate in response to receiving the fifth control signal, based on the operating mode indicated by the fourth control signal; wherein the first output dynamometer and the second output dynamometer are used to simulate the load when the vehicle is in motion;

[0016] The test bench control module is also configured to collect the test data generated during the operation of the hybrid-specific transmission, the engine-side dynamometer, the drive motor-side dynamometer, the first output dynamometer, and the second output dynamometer; and to determine the mechanical efficiency of the hybrid-specific transmission corresponding to the vehicle control logic based on the test data.

[0017] In an optional embodiment, the engine end of the hybrid-specific transmission is fixedly connected to the engine end dynamometer via an input shaft connection fixture and a first fixed fixture; the drive motor end of the hybrid-specific transmission is fixedly connected to the drive motor end dynamometer via a motor rotor shaft fixture and a second fixed fixture; the first output end of the hybrid-specific transmission is fixedly connected to the first output dynamometer via a first transmission shaft connection fixture; and the second output end of the hybrid-specific transmission is fixedly connected to the second output dynamometer via a second transmission shaft connection fixture.

[0018] In an optional embodiment, the system further includes multiple sensors; the hybrid-specific transmission includes a transmission control unit, and the bench control module includes a main control unit and a data acquisition unit;

[0019] The main control unit is configured to acquire the vehicle control logic and send the first control signal to the transmission control unit based on the vehicle control logic.

[0020] The transmission control unit is configured to receive the first control signal and control the operation of the hybrid-specific transmission based on the first control signal.

[0021] The plurality of sensors are configured to collect the test data and send the test data to the acquisition unit when the engine-end dynamometer, the drive motor-end dynamometer, the first output dynamometer, and the second output dynamometer are operating.

[0022] The acquisition unit is configured to receive the test data and send the test data to the main control unit;

[0023] The main control unit is also configured to determine the mechanical efficiency of the hybrid-specific transmission based on the test data and the vehicle operating mode indicated by the vehicle control logic.

[0024] In an optional embodiment, the test data includes first output torque M1, second output torque M2, drive motor torque M3, engine torque M4, first output speed N1, second output speed N2, drive motor speed N3, and engine speed N4.

[0025] Wherein, the first output torque is the torque magnitude collected when the first output dynamometer is running, the second output torque is the torque magnitude collected when the second output dynamometer is running, the drive motor torque is the torque magnitude collected when the drive motor dynamometer is running, and the engine torque is the torque magnitude collected when the engine dynamometer is running; the first output speed is the speed magnitude collected when the first output dynamometer is running, the second output speed is the speed magnitude collected when the second output dynamometer is running, the drive motor speed is the speed magnitude collected when the drive motor dynamometer is running, and the engine speed is the torque magnitude collected when the engine dynamometer is running.

[0026] The bench control module is also configured to determine the mechanical efficiency of the hybrid-specific transmission based on the test data and the vehicle operating mode indicated by the vehicle control logic.

[0027] Specifically, when the vehicle control logic indicates that the vehicle is in pure electric mode and in a state of energy recovery and power generation, the mechanical efficiency of the hybrid-specific transmission is determined based on a first formula. The pure electric mode refers to a working mode in which the vehicle is powered by the vehicle battery and the vehicle is directly driven by the motor. The first formula is as follows:

[0028] Mechanical efficiency η = (M3*M3) / (M1*N1+M2*N2)*100%;

[0029] When the vehicle control logic indicates that the vehicle operating mode is in the pure electric mode, engine direct drive mode, or hybrid parallel drive mode, the mechanical efficiency of the hybrid dedicated transmission is determined based on the second formula. The engine direct drive mode refers to the working mode in which the vehicle's engine directly drives the vehicle, and the hybrid parallel drive mode refers to the working mode in which the vehicle's motor and engine simultaneously drive the vehicle. The second formula is as follows:

[0030] eta=(M1*N1+M2*N2) / (M3*N3+M4*N4)*100%.

[0031] In an optional embodiment, the system further includes a temperature control device and an oil delivery device; the bench control module is also configured to send a temperature control signal to the temperature control device.

[0032] The oil delivery equipment is configured to deliver oil to the hybrid-specific transmission and the bench test equipment;

[0033] The temperature control device is configured to adjust the oil temperature to a preset temperature range based on the received temperature control signal.

[0034] On the other hand, a method for testing mechanical efficiency is provided, the method comprising:

[0035] The vehicle control logic is obtained, which is used to control the hybrid-specific transmission to undergo bench testing in a preset mode; wherein, the bench testing equipment includes an engine-side dynamometer and a drive motor-side dynamometer.

[0036] Based on the vehicle control logic, a first control signal is sent to the hybrid-specific transmission, a second control signal is sent to the engine-side dynamometer, and a third control signal is sent to the drive motor-side dynamometer. Upon receiving the first control signal, the hybrid-specific transmission operates according to the operating mode indicated by the first control signal; upon receiving the second control signal, the engine-side dynamometer operates according to the operating mode indicated by the second control signal; and upon receiving the third control signal, the drive motor-side dynamometer operates according to the operating mode indicated by the third control signal.

[0037] The test data generated during the operation of the hybrid-specific transmission, the engine-side dynamometer, and the drive motor-side dynamometer includes speed data and torque data.

[0038] The mechanical efficiency of the hybrid-specific transmission and the vehicle control logic is determined based on the test data.

[0039] On the other hand, a mechanical efficiency testing device is provided, the device comprising:

[0040] The acquisition module also acquires the vehicle control logic, which is used to control the hybrid-specific transmission to undergo bench testing in a preset mode; wherein, the bench testing equipment includes an engine-side dynamometer and a drive motor-side dynamometer.

[0041] The transmitting module is used to send a first control signal to the hybrid-specific transmission, a second control signal to the engine-side dynamometer, and a third control signal to the drive motor-side dynamometer based on the vehicle control logic; wherein, after receiving the first control signal, the hybrid-specific transmission operates according to the operating mode indicated by the first control signal; after receiving the second control signal, the engine-side dynamometer operates according to the operating mode indicated by the second control signal; and after receiving the third control signal, the drive motor-side dynamometer operates according to the operating mode indicated by the third control signal.

[0042] The data acquisition module is used to collect test data generated during the operation of the hybrid-specific transmission, the engine-side dynamometer, and the drive motor-side dynamometer. The test data includes speed data and torque data.

[0043] An efficiency determination module is used to determine the mechanical efficiency of the hybrid-specific transmission and the vehicle control logic based on the test data.

[0044] On the other hand, a computer device is provided, the computer device including a processor and a memory, the memory storing at least one instruction, at least one program, code set or instruction set, the at least one instruction, the at least one program, the code set or instruction set being loaded and executed by the processor to implement the mechanical efficiency testing method as described in any of the embodiments of this application above.

[0045] On the other hand, a computer-readable storage medium is provided, wherein at least one instruction, at least one program, code set, or instruction set is stored therein, wherein the at least one instruction, the at least one program, the code set, or the instruction set is loaded and executed by a processor to implement the mechanical efficiency testing method as described in any of the embodiments of this application above.

[0046] On the other hand, a computer program product or computer program is provided, which includes computer instructions stored in a computer-readable storage medium. A processor of a computer device reads the computer instructions from the computer-readable storage medium and executes the computer instructions, causing the computer device to perform any of the mechanical efficiency testing methods described in the above embodiments.

[0047] The beneficial effects of the technical solutions provided in this application include at least the following:

[0048] When bench testing hybrid-specific transmissions, removing the transmission's motor system and replacing it with a drive motor-side dynamometer in the bench testing equipment simplifies the transmission's structure and reduces the complexity of testing its mechanical efficiency. Using an engine-side dynamometer to simulate the operating state of the engine connected to the transmission, and a drive motor-side dynamometer to simulate the operating state of the drive motor within the transmission, reduces the mutual influence between multiple motors and the engine within the transmission. This allows for direct measurement of the transmission's mechanical efficiency, improving the efficiency and accuracy of mechanical efficiency testing. Attached Figure Description

[0049] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0050] Figure 1 This is a schematic diagram of a mechanical efficiency testing system provided in an exemplary embodiment of this application;

[0051] Figure 2This is an exemplary embodiment provided by this application. Figure 1 Schematic diagrams of the corresponding tooling and components;

[0052] Figure 3 This is a flowchart of a mechanical efficiency testing method provided in an exemplary embodiment of this application;

[0053] Figure 4 This is a structural block diagram of a computer device provided in an exemplary embodiment of this application. Detailed Implementation

[0054] To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described in further detail below with reference to the accompanying drawings.

[0055] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0056] The terminology used in this application is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. The singular forms “a,” “the,” and “the” used in this application and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise. It should also be understood that the term “and / or” as used herein refers to and includes any or all possible combinations of one or more of the associated listed items.

[0057] It should be noted that all information and data involved in this application are authorized by the user or fully authorized by all parties, and the collection, use and processing of the relevant data must comply with the relevant laws, regulations and standards of the relevant countries and regions.

[0058] It should be understood that although the terms first, second, etc., may be used in this application to describe various information, this information should not be limited to these terms. These terms are only used to distinguish information of the same type from one another. For example, without departing from the scope of this application, a first parameter may also be referred to as a second parameter, and similarly, a second parameter may also be referred to as a first parameter. Depending on the context, the word "if" as used herein may be interpreted as "when," "when," or "in response to determination."

[0059] First, a brief introduction to the terms used in the embodiments of this application:

[0060] Dedicated Hybrid Transmission (DHT): A drivetrain system specifically designed for hybrid electric vehicles. It achieves efficient coordination of multiple driving modes through highly integrated components such as an electric motor, motor controller, and reducer. The DHT system supports multiple modes, including pure electric driving, engine direct drive, and hybrid drive, to adapt to different driving conditions.

[0061] Bench testing: a test method for evaluating the performance of automobiles and their components under non-real-world road conditions.

[0062] For hybrid-specific transmissions, bench testing can simulate real-world driving conditions to evaluate the transmission's performance, efficiency, and durability. During bench testing, the hybrid-specific transmission is fixed to a test bench (i.e., a bench testing device), and different driving conditions are simulated to bring the transmission into operation. Data such as the transmission's output torque and speed are collected to calculate its mechanical efficiency.

[0063] CANFD (CAN with Flexible Data-rate): is a data communication protocol that extends the traditional CAN (Controller Area Network) bus protocol. CANFD allows for higher data transmission rates and supports larger data payloads, thereby improving the network's communication capabilities.

[0064] In this embodiment, the CANFD communication protocol is used, and the communication method between devices / units in the mechanical efficiency testing system is to send CANFD signals.

[0065] The transmission is a crucial component of a car's drivetrain. Its core function is to adjust the engine's output torque and speed to adapt to varying driving conditions, ensuring the engine always operates within its optimal efficiency range. The transmission uses a series of sophisticated gear mechanisms to transmit and convert power, thereby expanding the torque and speed range of the drive wheels to meet the needs of different driving environments.

[0066] A hybrid-specific transmission is a transmission specifically designed for hybrid electric vehicles. It maximizes energy utilization through the coordinated operation of a highly integrated electric motor and an internal combustion engine. This transmission design takes into account the high torque characteristics of the electric motor and the efficient operation of the internal combustion engine under specific conditions, enabling the vehicle to achieve optimal fuel economy and power performance in different driving modes.

[0067] The mechanical efficiency of a hybrid-specific transmission refers to its ability to convert the input power of an engine or electric motor (motor) into output power under specific operating conditions. Mechanical efficiency is a key indicator of energy loss during power transmission. Improving mechanical efficiency means reducing energy loss, which is crucial for enhancing the fuel economy and performance of the entire vehicle.

[0068] However, since hybrid-specific transmissions integrate multiple systems such as motor systems, motor controllers, and reducers, the interaction and energy conversion processes of these systems are extremely complex. Therefore, the mechanical efficiency of the entire system cannot be obtained simply by superimposing the efficiencies of individual components.

[0069] Figure 1 This is a schematic diagram of a mechanical efficiency testing system provided in an exemplary embodiment of this application.

[0070] The mechanical efficiency testing system 100 includes a hybrid-specific transmission 110 and a bench testing device, which includes an engine-side dynamometer 121, a drive motor-side dynamometer 122, and a bench control module 123.

[0071] The engine-side dynamometer 121 is used to simulate the operating state of the engine corresponding to the hybrid-specific transmission 110. The drive motor-side dynamometer 122 is used to simulate the operating state of the drive motor of the hybrid-specific transmission 110.

[0072] The motor system in the hybrid dedicated transmission 110 typically includes two motors (EM): EM1 (responsible for energy recovery) and EM2 (responsible for drive). In this embodiment, the motor system of the hybrid dedicated transmission 110 is removed, and the working condition of the motor system is simulated using the drive motor end dynamometer 122. This can eliminate the mutual influence between the motor system and the engine system in the hybrid dedicated transmission 110, directly measure the mechanical efficiency of the hybrid dedicated transmission 110, and improve the accuracy of the measurement results.

[0073] The bench control module 123 acquires the vehicle control logic, which is used to control the hybrid dedicated transmission 110 to perform bench testing in a preset mode. Bench testing refers to testing the mechanical efficiency of the hybrid dedicated transmission 110 through bench testing equipment.

[0074] Among them, the vehicle control logic is used to simulate the working conditions when the hybrid dedicated transmission 110 is working in the vehicle.

[0075] The bench control module 123 sends a first control signal to the hybrid-specific transmission 110, a second control signal to the engine-side dynamometer 121, and a third control signal to the drive motor-side dynamometer 122 based on the vehicle control logic.

[0076] In other words, the vehicle control logic indicates the working state that each device participating in the bench test needs to achieve, so that each device / component operates in the specified working state.

[0077] The bench control module 123 sends control commands to each device in the system via CANFD signals.

[0078] For the hybrid dedicated transmission 110, in response to receiving the first control signal, the hybrid dedicated transmission 110 operates based on the working mode indicated by the first control signal.

[0079] For the engine-side dynamometer 121, in response to receiving the second control signal, the engine-side dynamometer 121 operates according to the operating mode indicated by the second control signal.

[0080] For the dynamometer 122 at the drive motor end, in response to receiving the third control signal, the dynamometer 122 at the drive motor end operates based on the working mode indicated by the third control signal.

[0081] The test data includes speed data and torque data, including the torque output by the engine-side dynamometer 121 and the drive motor-side dynamometer 122, and the actual operating speed.

[0082] Since the hybrid-specific transmission 110 outputs torque and speed to the wheels through its output end during actual operation, transmitting power to the wheels so that the vehicle can drive normally, the collected test data also includes the speed and torque data output by the hybrid-specific transmission 110, that is, the speed and torque data output by the output end of the hybrid-specific transmission 110.

[0083] The bench control module 123 determines the mechanical efficiency of the hybrid-specific transmission 110 and the vehicle control logic based on test data.

[0084] The engine-side dynamometer 121 and drive motor-side dynamometer 122 of the bench test equipment can replace and simulate the operation of the motor system in the hybrid dedicated transmission 110 under real-world conditions, reducing the structural complexity of the hybrid dedicated transmission 110, reducing the mutual influence between motors in the original motor system, and the mutual influence between the motor and the engine connected to the hybrid dedicated transmission 110, making the mechanical efficiency of the transmission directly measurable.

[0085] In some embodiments, a dynamometer can be used to simulate the operation of the output end of the hybrid-specific transmission 110 during bench testing, so that the bench test can be carried out in a controlled environment, simulating various driving conditions, and comprehensively evaluating the performance of the transmission.

[0086] Optionally, the bench test equipment also includes a first output dynamometer 124 and a second output dynamometer 125, which are used to simulate the load when the vehicle is in motion.

[0087] The bench control module 123 sends a fourth control signal to the first output dynamometer 124 and a fifth control signal to the second output dynamometer 125 based on the vehicle control logic.

[0088] For the first output dynamometer 124, in response to receiving the fourth control signal, the first output dynamometer 124 operates based on the working mode indicated by the fourth control signal.

[0089] For the second output dynamometer 125, in response to receiving the fifth control signal, the second output dynamometer 125 operates based on the operating mode indicated by the fifth control signal.

[0090] The bench control module 123 collects test data generated during operation from the hybrid-specific transmission 110, the engine-side dynamometer 121, the drive motor-side dynamometer 122, the first output dynamometer 124, and the second output dynamometer 125.

[0091] The test data also includes the torque output by the first output dynamometer 124 and the second output dynamometer 125, as well as the actual operating speed.

[0092] The first output dynamometer 124 and the second output dynamometer 125 of the bench testing equipment can simulate the operation of the output end of the hybrid-specific transmission 110, ensuring a stable and reliable testing environment during the testing process. The first output dynamometer 124 and the second output dynamometer 125 simulate the vehicle load when the hybrid-specific transmission 110 is actually operating within the vehicle. Adjustments to the first output dynamometer 124 and the second output dynamometer 125 can simulate different driving conditions, resulting in more comprehensive test data. Furthermore, the torque and speed of the dynamometers can be directly measured via sensors, improving the accuracy of the test data and consequently, the accuracy of mechanical efficiency.

[0093] The bench control module 123 determines the mechanical efficiency of the hybrid-specific transmission 110 and the vehicle control logic based on test data.

[0094] Among them, such as Figure 1As shown, the connection relationships between the devices in the mechanical efficiency testing system 100 are as follows: the engine end of the hybrid dedicated transmission 110 is fixedly connected to the engine end dynamometer 121, the drive motor end of the hybrid dedicated transmission 110 is fixedly connected to the drive motor end dynamometer 122, the first output end of the hybrid dedicated transmission 110 is fixedly connected to the first output dynamometer 124, and the second output end of the hybrid dedicated transmission 110 is fixedly connected to the second output dynamometer 125.

[0095] In this hybrid-specific transmission 110, the engine end and the engine end dynamometer 121 are fixedly connected via an input shaft connecting fixture and a first fixed fixture. The drive motor end and the drive motor end dynamometer 122 are fixedly connected via a motor rotor shaft fixture and a second fixed fixture. The first output end of the hybrid-specific transmission 110 is fixedly connected to the first output dynamometer 124 via a first drive shaft connecting fixture, and the second output end of the hybrid-specific transmission 110 is fixedly connected to the second output dynamometer 125 via a second drive shaft connecting fixture.

[0096] The first and second fixing fixtures are used to fix the housing of the hybrid special gearbox 110 onto the bench test equipment to prevent displacement during bench testing.

[0097] In some embodiments, when the engine-side dynamometer 121 and the hybrid-specific transmission 110 are fixedly connected, a stable structure is also required through an input spline. The rear cover and oil seal of the hybrid-specific transmission 110 serve a sealing function, and when the hybrid-specific transmission 110 and the drive motor-side dynamometer 122 are fixedly connected, stability can be improved by adding a coupling.

[0098] By setting up different tooling parts, connection channels are provided between each end of the hybrid special gearbox 110 and each dynamometer. The tooling parts are used to fix the hybrid special gearbox 110 to each component in the bench test equipment, which can fix the hybrid special gearbox 110 on the bench test equipment, ensuring the stability and safety of the gearbox during the bench test process and preventing the hybrid special gearbox 110 from detaching from the bench test equipment during the test.

[0099] Optionally, the system also includes multiple sensors, which are respectively connected to the engine-end dynamometer 121, the drive motor-end dynamometer 122, the first output dynamometer 124, and the second output dynamometer 125, for collecting test data during bench testing.

[0100] The hybrid-specific transmission 110 includes a transmission control unit 111, and the bench control module 123 includes a main control unit 1231 and a data acquisition unit 1232.

[0101] The main control unit 1231 is used to acquire the vehicle control logic and send a first control signal to the transmission control unit 111 based on the vehicle control logic.

[0102] The transmission control unit 111 receives a first control signal and controls the operation of the hybrid-specific transmission 110 based on the first control signal.

[0103] Among them, multiple sensors collect test data and send the test data to the acquisition unit 1232 when the engine-end dynamometer 121, drive motor-end dynamometer 122, first output dynamometer 124, and second output dynamometer 125 are running.

[0104] The acquisition unit 1232 receives the test data and sends the test data to the main control unit 1231.

[0105] The main control unit 1231 determines the mechanical efficiency of the hybrid-specific transmission 110 based on test data and the vehicle operating mode indicated by the vehicle control logic.

[0106] For example, Figure 1 It contains multiple torque flanges, which can be regarded as a kind of torque measurement sensor. The torque flange connected to the engine-end dynamometer 121 is used to measure the torque of the engine-end dynamometer 121 during operation. The torque flange connected to the drive motor-end dynamometer 122 is used to measure the torque of the drive motor-end dynamometer 122 during operation. The torque flange connected to the first output dynamometer 124 is used to measure the torque of the first output dynamometer 124 during operation. The torque flange connected to the second output dynamometer 125 is used to measure the torque of the second output dynamometer 125 during operation.

[0107] In some embodiments, the plurality of sensors also include sensors capable of measuring the rotational speed of the engine-end dynamometer 121, the drive motor-end dynamometer 122, the first output dynamometer 124, and the second output dynamometer 125.

[0108] The test data collected by the acquisition unit 1232 through multiple sensors includes the torque at the first output end M1, the torque at the second output end M2, the torque at the drive motor end M3, the torque at the engine end M4, the speed at the first output end N1, the speed at the second output end N2, the speed at the drive motor end N3, and the speed at the engine end N4.

[0109] Wherein, the first output torque is the torque magnitude collected when the first output dynamometer 124 is running, the second output torque is the torque magnitude collected when the second output dynamometer 125 is running, the drive motor torque is the torque magnitude collected when the drive motor dynamometer 122 is running, and the engine torque is the torque magnitude collected when the engine dynamometer 121 is running. The first output speed is the speed magnitude collected when the first output dynamometer 124 is running, the second output speed is the speed magnitude collected when the second output dynamometer 125 is running, the drive motor speed is the speed magnitude collected when the drive motor dynamometer 122 is running, and the engine speed is the torque magnitude collected when the engine dynamometer 121 is running.

[0110] Optionally, the bench control module 123 determines the mechanical efficiency based on the test data as follows.

[0111] The bench control module 123 determines the mechanical efficiency of the hybrid-specific transmission 110 based on test data and the vehicle operating mode indicated by the vehicle control logic.

[0112] 1. When the vehicle control logic indicates that the vehicle is in pure electric mode and in a state of energy recovery and power generation, the mechanical efficiency of the hybrid-specific transmission 110 is determined based on the first formula. Pure electric mode refers to the working mode in which the vehicle battery provides electrical energy and the motor directly drives the vehicle. The first formula is as follows:

[0113] Mechanical efficiency η=(M3*M3) / (M1*N1+M2*N2)*100%.

[0114] 2. When the vehicle control logic indicates that the vehicle is in pure electric mode, engine direct drive mode, or hybrid parallel drive mode, the mechanical efficiency of the hybrid dedicated transmission 110 is determined based on the second formula. Engine direct drive mode refers to the working mode in which the vehicle's engine directly drives the vehicle. Hybrid parallel drive mode refers to the working mode in which the vehicle's motor and engine drive the vehicle simultaneously. The second formula is as follows:

[0115] Mechanical efficiency η = (M1*N1 + M2*N2) / (M3*N3 + M4*N4) * 100%.

[0116] In some embodiments, the system further includes a temperature control device and an oil delivery device. The temperature control device is used to monitor the temperature during the test bench process, preventing excessively high temperatures from damaging the hybrid-specific transmission 110 and affecting the accuracy of the test results. The test bench control module 123 sends a temperature control signal to the temperature control device.

[0117] The oil delivery equipment delivers oil to the hybrid-specific gearbox 110 and the bench testing equipment.

[0118] In response to the temperature control signal received by the temperature control device, the oil temperature is adjusted to the preset temperature range based on the temperature control signal.

[0119] For example, the bench control module 123 also includes an oil temperature control unit 1233, which sends a temperature control signal to a temperature control device, and the oil delivery device delivers the oil through a pre-set pipeline ( Figure 1 The oil (not shown) is supplied to the hybrid special gearbox 110 and various components of the bench test equipment, and the temperature is regulated by the temperature control equipment.

[0120] It is worth noting that, Figure 1 The solid lines represent physical devices, and the dashed lines connecting these devices indicate communication connections and CANFD signal transmission. The bench test equipment has a complex structure, and its structure surrounds the hybrid-specific transmission 110. Figure 1 Only some components of the bench test equipment (each dynamometer) are shown in the diagram. In some embodiments, the bench test equipment, along with each sensor, connecting fixture, etc., can be considered as a separate bench test system. The bench test system is used to connect to and fix the hybrid dedicated transmission 110, and to test the mechanical efficiency of the hybrid dedicated transmission 110.

[0121] Indicative, such as Figure 2 As shown, Figure 2 This is an exemplary embodiment provided by this application. Figure 1 Schematic diagrams of the corresponding tooling and components. Figure 2 The components shown are designed for use with a mechanical efficiency testing system.

[0122] (1) Motor rotor shaft tooling 201: It can extend from the rear cover 202 of the hybrid special gearbox and connect to the drive motor end dynamometer through the coupling 203; the motor rotor shaft tooling 201 is used to connect and fix the hybrid special gearbox to the drive motor end dynamometer of the bench test equipment.

[0123] (2) Rear cover 202: It is connected to the main housing of the hybrid special gearbox and is sealed in conjunction with the oil seal 204 and the motor rotor shaft tooling 201. The rear cover 202 is used to seal the housing of the hybrid special gearbox to prevent oil or other substances from entering the hybrid special gearbox during bench testing and affecting the operation of the hybrid special gearbox.

[0124] (3) Coupling 203: The selection is based on the shaft diameter matching dimensions of the motor rotor shaft tooling 201. Generally, a separate clamping type flexible coupling is selected. It is used to connect the motor rotor shaft tooling 201 and mechanical components such as the torque flange, so that the drive motor end of the hybrid special gearbox is connected and fixed to the drive motor end dynamometer. The torque flange is connected to the drive motor end dynamometer and is used to measure the torque of the drive motor end dynamometer.

[0125] (4) Oil seal 204: The selection is based on the shaft diameter matching dimensions of the motor rotor shaft tooling 201; the oil seal 204 and the rear cover 202 share the housing used to seal the hybrid special gearbox; to prevent oil from entering the hybrid special gearbox during bench testing and affecting the operation of the hybrid special gearbox;

[0126] (5) Fixture 205 (including first fixture and second fixture): It is connected to the front housing of the hybrid special gearbox by bolts; it is used to fix the housing of the hybrid special gearbox in the bench test equipment to avoid displacement and loosening during bench test, which would affect the test process.

[0127] (6) Input shaft connection fixture 206: It is connected to the engine end dynamometer and fixed by input spline through the torque flange of the hybrid special gearbox.

[0128] (7) Drive shaft connecting fixture 207 (including first drive shaft connecting fixture and second drive shaft connecting fixture): used to connect drive shaft and torque flange, and connect to first output dynamometer and second output dynamometer, so that the two output ends of hybrid special gearbox are respectively connected to and fixed to first output dynamometer and second output dynamometer.

[0129] In summary, the mechanical efficiency testing system provided in this application, which replaces the motor system of the hybrid-specific transmission with a drive motor-end dynamometer in its bench testing equipment, simplifies the structure of the hybrid-specific transmission and reduces the complexity of testing its mechanical efficiency. Using an engine-end dynamometer to simulate the operating state of the engine connected to the hybrid-specific transmission, and a drive motor-end dynamometer to simulate the operating state of the drive motor in the hybrid-specific transmission, reduces the mutual influence between multiple motors and the engine in the hybrid-specific transmission, directly measures the mechanical efficiency of the hybrid-specific transmission, and improves the efficiency and accuracy of mechanical efficiency testing.

[0130] Based on the above-described terminology and application scenarios, the mechanical efficiency testing method provided in this application will be explained. This method can be executed by a mechanical efficiency testing system, a hybrid dedicated transmission, or a bench testing device. In this embodiment, the method is illustrated by example, with the bench control module of the bench testing device executing the method. Figure 3As shown, Figure 3 This is a flowchart of a mechanical efficiency testing method provided in an exemplary embodiment of this application. The method includes the following steps.

[0131] Step 310: Obtain the vehicle control logic.

[0132] The vehicle control logic is used to control the hybrid-specific transmission to undergo bench testing in a preset mode. The bench testing equipment includes an engine-side dynamometer, a drive motor-side dynamometer, a first output dynamometer, and a second output dynamometer.

[0133] The engine-side dynamometer is used to simulate the operating state of the engine corresponding to the hybrid-specific transmission. The drive motor-side dynamometer is used to simulate the operating state of the drive motor of the hybrid-specific transmission. The first output dynamometer and the second output dynamometer are used to simulate the load when the vehicle is in motion.

[0134] In this embodiment, it is necessary to adjust the components of the hybrid-specific transmission, remove the motor system in the hybrid-specific transmission, and use the drive motor end dynamometer of the bench test equipment to simulate the operation of the motor system.

[0135] As shown in Table 1 below, which is a component adjustment comparison table for a hybrid-specific transmission, including the addition and removal of components.

[0136] Table 1

[0137] Serial Number category Component Name Remark 1 Cancel Stator Assembly - EM1 / 2 Cancel bolt Fixed EM1 stator 3 Cancel Rotary stator-EM1 / 4 Cancel bolt Fixed EM1 resolver stator 5 Cancel Stator assembly - EM2 / 6 Cancel bolt Fixed EM2 stator 7 Cancel Rotor stator - EM2 / 8 Cancel bolt Fixed EM2 resolver stator 9 Cancel Rotor assembly - EM2 / 10 Cancel Resolver Rotor-EM2 / 11 Cancel copper busbar assembly / 12 Cancel bolt The copper busbar is fixed to the high-voltage connector. 13 Cancel Back cover / 14 Cancel motor controller / 15 Cancel bolt The motor controller is fixedly connected to the main housing of the gearbox. 16 New Motor rotor shaft tooling Replacement EM2 motor connection fixture 17 New Back cover Modification and adaptation to motor rotor shaft 18 New oil seal Fits and seals the motor rotor shaft tooling and rear cover.

[0138] In this table, "cancellation" indicates that the original components corresponding to the specified serial number in the hybrid-specific transmission will be removed, while "addition" indicates that the corresponding components will be added to the hybrid-specific transmission. Table 1 shows the removal of some components from the EM1 (energy recovery motor) and EM2 (drive motor) motor systems in the hybrid-specific transmission, along with the stator components used to fix these components. In other words, the motor system in the hybrid-specific transmission is cancelled and replaced by a dynamometer on a bench test device to simulate the operation of the motor system. This helps to eliminate the influence of the overly complex structure in the hybrid-specific transmission and directly tests the mechanical efficiency of the transmission.

[0139] The "Remarks" column in Table 1 describes the function of each component. For example, the stator assembly - EM1, numbered 1, is the component in EM1 that keeps the stator assembly - EM1 in place; the bolt, numbered 2, is the component in EM1 used to fix the stator assembly - EM1. And so on.

[0140] The setup for bench testing is as follows: it connects the bench testing equipment to the hybrid-specific transmission, keeping the transmission fixed and preventing displacement during bench testing.

[0141] 1. According to Table 1, the original motor system components and motor controller assembly in the hybrid dedicated gearbox are removed. The matching motor rotor shaft tooling, rear cover and oil seal are then assembled into the hybrid dedicated gearbox to complete the mechanical efficiency sample assembly. The hybrid dedicated gearbox used in the bench test can be referred to as the sample, which is different from the hybrid dedicated gearbox actually used in the vehicle. This difference is to facilitate bench testing and improve the accuracy of mechanical efficiency testing.

[0142] 2. Connect the engine end of the hybrid special gearbox sample to the engine end dynamometer through a fixing fixture and an input shaft connecting fixture.

[0143] 3. Connect the drive motor end of the hybrid special gearbox sample to the drive motor end dynamometer via the motor rotor shaft tooling end and coupling.

[0144] 4. Assemble the left and right drive shaft assemblies, wheel hub flanges, and lock nuts together. Insert one end into the sample differential in the hybrid-specific gearbox, and connect the other end to the drive shaft connecting fixture. Finally, connect to the torque flange and the output dynamometer. The output dynamometer includes a first output dynamometer and a second output dynamometer, which are connected in the same and symmetrical manner.

[0145] 5. When connecting the hybrid gearbox sample to each dynamometer, the relative position needs to be adjusted through the bench mechanical unit to achieve precise alignment.

[0146] 6. Install multiple sensors, such as temperature, pressure, and flow sensors. Connect the oil temperature control unit according to the markings on the inlet and outlet oil pipelines. Add the specified brand of lubricating oil and the specified amount as required. Control the oil temperature to ensure the stability of the testing process and the accuracy of the test results.

[0147] 7. Connect the hybrid-specific transmission sample to the transmission control unit via a low-voltage wiring harness assembly, and provide a 12V regulated power supply to both the transmission control unit and the transmission sample.

[0148] After connecting the hybrid-specific gearbox to the bench test equipment using various tooling components, the support tooling is used to adjust the alignment of each drive shaft and torque flange, the cooling water and wiring harness are connected, and power is applied to enable signal communication between each equipment unit. Mechanical efficiency is then measured according to the set operating conditions.

[0149] Step 320: Based on the vehicle control logic, send a first control signal to the hybrid-specific transmission, a second control signal to the engine-side dynamometer, and a third control signal to the drive motor-side dynamometer.

[0150] The hybrid-specific transmission operates according to the working mode indicated by the first control signal after receiving the first control signal. The engine-side dynamometer operates according to the working mode indicated by the second control signal after receiving the second control signal. The drive motor-side dynamometer operates according to the working mode indicated by the third control signal after receiving the third control signal.

[0151] Step 321: Based on the vehicle control logic, send a fourth control signal to the first output dynamometer and a fifth control signal to the second output dynamometer of the hybrid dedicated transmission.

[0152] Optionally, the test bench control module also sends a fourth control signal to the first output dynamometer based on the vehicle control logic, and a fifth control signal to the second output dynamometer based on the vehicle control logic.

[0153] After receiving the fourth control signal, the first output dynamometer operates according to the working mode indicated by the fourth control signal. After receiving the fifth control signal, the second output dynamometer operates according to the working mode indicated by the fifth control signal.

[0154] The communication settings between the hybrid-specific transmission and the bench testing equipment are as follows.

[0155] The hybrid-specific transmission includes a transmission control unit, and the bench control module of the bench test equipment includes a main control unit and a data acquisition unit.

[0156] The transmission control unit communicates with all units in the bench control module via CANFD. The main control unit receives transmission signals such as gear position, speed, torque, and temperature via CANFD as the vehicle control logic.

[0157] The main control unit sends the gear position indicated by the vehicle control logic, the C1 clutch control signal, the braking signal, the speed model of each dynamometer, and the torque signal of each dynamometer to the hybrid dedicated transmission and each dynamometer terminal via the CANFD communication protocol, so as to accurately simulate the vehicle control logic and precisely realize the vehicle power transmission function.

[0158] For example, the first control signals received by the hybrid-specific transmission mainly include gear position, vehicle speed, engine speed and torque signals, EM1 motor speed and torque signals, EM2 motor speed and torque signals, transmission input shaft speed and torque signals (calculated according to the torque transmission logic of the hybrid-specific transmission), and C1 clutch control signal.

[0159] The second control signal received by the engine-side dynamometer is mainly the engine speed and torque signal. The third control signal received by the drive motor-side dynamometer is mainly the EM2 motor speed and torque signal. The fourth control signal received by the first output dynamometer is mainly the output speed and torque signal. The fifth control signal received by the second output dynamometer is mainly the output speed and torque signal.

[0160] Step 330: Collect test data generated during the operation of the hybrid-specific transmission, the engine-side dynamometer, and the drive motor-side dynamometer.

[0161] The first test data includes the speed and torque data of the hybrid-specific transmission, the engine-side dynamometer, and the drive motor-side dynamometer.

[0162] Step 331: Collect test data generated by the first output dynamometer and the second output dynamometer during operation.

[0163] The test data includes speed data and torque data: first output torque M1, second output torque M2, drive motor torque M3, engine torque M4, first output speed N1, second output speed N2, drive motor speed N3, and engine speed N4.

[0164] Wherein, the first output torque is the torque magnitude collected when the first output dynamometer is running, the second output torque is the torque magnitude collected when the second output dynamometer is running, the drive motor torque is the torque magnitude collected when the drive motor dynamometer is running, and the engine torque is the torque magnitude collected when the engine dynamometer is running; the first output speed is the speed magnitude collected when the first output dynamometer is running, the second output speed is the speed magnitude collected when the second output dynamometer is running, the drive motor speed is the speed magnitude collected when the drive motor dynamometer is running, and the engine speed is the torque magnitude collected when the engine dynamometer is running.

[0165] Step 340: Determine the mechanical efficiency of the hybrid-specific transmission and the vehicle control logic based on the test data.

[0166] To improve the precision and accuracy of mechanical efficiency, bench testing also requires accuracy verification of the equipment or components used to collect test data, environmental maintenance during bench testing, and coverage of various operating conditions. For example, this mainly includes the following steps.

[0167] 1. When collecting torque data, select a high-precision torque flange with an accuracy higher than 0.02 and a range no greater than twice the theoretical measurement value (a dual-range torque sensor can be used). Use standard materials to calibrate the torque flange to confirm that the accuracy meets the requirements.

[0168] 2. Turn on the main control unit of the bench control module, connect the acquisition unit, configure the sensor channels and signal communication, and use standard substances to calibrate the temperature and pressure sensors to confirm that the accuracy meets the requirements.

[0169] 3. Turn on the temperature control unit to bring the lubricating oil to the set target temperature and check for leaks. The lubricating oil temperature of a hybrid transmission is generally controlled at around (40±5)℃, (80±5)℃, or (100±5)℃.

[0170] 4. The main control unit sends the target gear signal through CANFD and controls the speed of the first and second output dynamometers to reach the target value. It also controls the torque of the engine-side dynamometer and the drive motor-side dynamometer to reach the target value. After stabilizing for 30 seconds, it records data such as torque, speed, temperature, and pressure. Each test condition is measured 3 times until it meets the preset test requirements. For example, the test requirements mean that the difference between each of the 3 data measured in each test condition does not exceed the preset threshold.

[0171] 5. Conduct a break-in test, and replace the lubricating oil after the break-in period.

[0172] 6. Continuously measure mechanical efficiency according to parameters such as product-defined gear, different working modes, lubricating oil temperature control boundaries, specified speed and torque intervals.

[0173] For example, the operating modes include EV (Electric Vehicle) drive / generation mode (i.e., pure electric mode), engine direct drive mode, and HV (Hybrid Vehicle) parallel drive mode (hybrid parallel drive mode).

[0174] 7. Determine the mechanical efficiency of the hybrid-specific transmission based on test data and the vehicle operating mode indicated by the vehicle control logic.

[0175] Optionally, when the vehicle control logic indicates that the vehicle is in pure electric mode and in a state of energy recovery and power generation, the mechanical efficiency of the hybrid-specific transmission is determined based on the first formula. Pure electric mode refers to the working mode in which the vehicle is powered by the vehicle battery and the vehicle is directly driven by the motor. The first formula is as follows:

[0176] Mechanical efficiency η = (M3*M3) / (M1*N1+M2*N2)*100%;

[0177] Optionally, when the vehicle control logic indicates that the vehicle is in pure electric mode, engine direct drive mode, or hybrid parallel drive mode, the mechanical efficiency of the hybrid-specific transmission is determined based on the second formula. Engine direct drive mode refers to the operating mode in which the vehicle's engine directly drives the vehicle, and hybrid parallel drive mode refers to the operating mode in which the vehicle's motor and engine simultaneously drive the vehicle. The second formula is as follows:

[0178] eta=(M1*N1+M2*N2) / (M3*N3+M4*N4)*100%.

[0179] In some embodiments, to improve the accuracy of mechanical efficiency measurement, when calculating mechanical efficiency under different operating conditions using the first and second formulas, each operating point (i.e., working mode) is measured three times, and the arithmetic mean of the three measurement results is used as the efficiency at that operating point, as shown in the following third formula:

[0180] η_average = (η_1 + η_2 + η_3) / 3.

[0181] Wherein, η_average refers to the average mechanical efficiency, and η_1, η_2, and η_3 refer to the mechanical efficiency measured in three separate measurements.

[0182] In some embodiments, the mechanical efficiency measurement results can also be processed, such as plotting mechanical efficiency curves at different oil temperatures and gears, to observe the factors affecting the mechanical efficiency of the hybrid-specific transmission, so as to provide a basis for subsequent updates to the hybrid-specific transmission.

[0183] In summary, the mechanical efficiency measurement method provided in this application, when bench testing a hybrid-specific transmission, simplifies the structure of the transmission by removing the motor system and replacing it with a drive motor-side dynamometer in the bench testing equipment. This reduces the complexity of testing the mechanical efficiency of the hybrid-specific transmission. Using an engine-side dynamometer to simulate the operating state of the engine connected to the hybrid-specific transmission, and a drive motor-side dynamometer to simulate the operating state of the drive motor in the hybrid-specific transmission, reduces the mutual influence between multiple motors and the engine in the hybrid-specific transmission, directly measures the mechanical efficiency of the hybrid-specific transmission, and improves the efficiency and accuracy of mechanical efficiency testing.

[0184] Figure 4This illustration shows a structural block diagram of a computer device 400 provided in an exemplary embodiment of this application. The computer device 400 may be a smartphone, tablet computer, MP3 player (Moving Picture Experts Group Audio Layer III), MP4 player (Moving Picture Experts Group Audio Layer IV), laptop computer, or desktop computer. The computer device 400 may also be referred to as a user device, portable terminal, laptop terminal, desktop terminal, or other names.

[0185] Typically, computer device 400 includes a processor 401 and a memory 402.

[0186] Processor 401 may include one or more processing cores, such as a quad-core processor, an octa-core processor, etc. Processor 401 may be implemented using at least one hardware form selected from DSP (Digital Signal Processing), FPGA (Field-Programmable Gate Array), and PLA (Programmable Logic Array). Processor 401 may also include a main processor and a coprocessor. The main processor, also known as a CPU (Central Processing Unit), is used to process data in the wake-up state; the coprocessor is a low-power processor used to process data in the standby state. In some embodiments, processor 401 may integrate a GPU (Graphics Processing Unit), which is responsible for rendering and drawing the content to be displayed on the screen. In some embodiments, processor 401 may also include an AI (Artificial Intelligence) processor, which is used to handle computational operations related to machine learning.

[0187] Memory 402 may include one or more computer-readable storage media, which may be non-transitory. Memory 402 may also include high-speed random access memory and non-volatile memory, such as one or more disk storage devices or flash memory devices. In some embodiments, the non-transitory computer-readable storage media in memory 402 is used to store at least one instruction, which is executed by processor 401 to implement the mechanical efficiency testing method provided in the method embodiments of this application.

[0188] In some embodiments, the computer device 400 also includes other components 403, the type and number of which can be selected based on the functional needs of the computer device 400. Those skilled in the art will understand that... Figure 4 The structure shown does not constitute a limitation on computer device 400, and may include more or fewer components than shown, or combine certain components, or use different component arrangements.

[0189] Optionally, the computer-readable storage medium may include: read-only memory (ROM), random access memory (RAM), solid-state drives (SSDs), or optical discs, etc. The random access memory may include resistive random access memory (ReRAM) and dynamic random access memory (DRAM). The sequence numbers of the embodiments in this application are merely descriptive and do not represent the superiority or inferiority of the embodiments.

[0190] This application also provides a computer device, which includes a processor and a memory. The memory stores at least one instruction, at least one program, a code set, or an instruction set. The at least one instruction, the at least one program, the code set, or the instruction set is loaded and executed by the processor to implement the mechanical efficiency testing method as described in any of the above embodiments of this application.

[0191] This application also provides a computer-readable storage medium storing at least one instruction, at least one program, code set, or instruction set, wherein the at least one instruction, the at least one program, the code set, or the instruction set is loaded and executed by a processor to implement the mechanical efficiency testing method as described in any of the above embodiments of this application.

[0192] This application also provides a computer program product or computer program that includes computer instructions stored in a computer-readable storage medium. A processor of a computer device reads the computer instructions from the computer-readable storage medium and executes the computer instructions, causing the computer device to perform any of the mechanical efficiency testing methods described in the above embodiments.

[0193] Those skilled in the art will understand that all or part of the steps of the above embodiments can be implemented by hardware or by a program instructing related hardware. The program can be stored in a computer-readable storage medium, such as a read-only memory, a disk, or an optical disk.

[0194] The above description is merely an optional embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A mechanical efficiency testing system, characterized in that, The system includes a hybrid-specific transmission and a bench testing equipment, which includes an engine-side dynamometer, a drive motor-side dynamometer, and a bench control module. The bench control module is configured to acquire vehicle control logic, which is used to control the hybrid dedicated transmission to perform bench testing in a preset mode; and to send a first control signal to the hybrid dedicated transmission, a second control signal to the engine-side dynamometer, and a third control signal to the drive motor-side dynamometer based on the vehicle control logic. The hybrid-specific transmission is configured to operate in response to receiving the first control signal, based on the operating mode indicated by the first control signal; The engine-side dynamometer is configured to operate in response to receiving the second control signal, based on the operating mode indicated by the second control signal; The drive motor end dynamometer is configured to operate in response to receiving the third control signal, based on the operating mode indicated by the third control signal; The test bench control module is also configured to collect test data generated during the operation of the hybrid-specific transmission, the engine-side dynamometer, and the drive motor-side dynamometer, including speed data and torque data; and to determine the mechanical efficiency of the hybrid-specific transmission corresponding to the vehicle control logic based on the test data.

2. The system according to claim 1, characterized in that, The bench testing equipment also includes a first output dynamometer and a second output dynamometer; The test bench control module is also configured to send a fourth control signal to the first output dynamometer and a fifth control signal to the second output dynamometer based on the vehicle control logic. The first output dynamometer is also configured to operate in response to receiving the fourth control signal, based on the operating mode indicated by the fourth control signal; The second output dynamometer is configured to operate in response to receiving the fifth control signal, based on the operating mode indicated by the fifth control signal; wherein the first output dynamometer and the second output dynamometer are used to simulate the load when the vehicle is in motion; The test bench control module is also configured to collect the test data generated during the operation of the hybrid-specific transmission, the engine-side dynamometer, the drive motor-side dynamometer, the first output dynamometer, and the second output dynamometer; and to determine the mechanical efficiency of the hybrid-specific transmission corresponding to the vehicle control logic based on the test data.

3. The system according to claim 2, characterized in that, The engine end of the hybrid-specific transmission is fixedly connected to the engine end dynamometer via an input shaft connecting fixture and a first fixed fixture; the drive motor end of the hybrid-specific transmission is fixedly connected to the drive motor end dynamometer via a motor rotor shaft fixture and a second fixed fixture; the first output end of the hybrid-specific transmission is fixedly connected to the first output dynamometer via a first transmission shaft connecting fixture; and the second output end of the hybrid-specific transmission is fixedly connected to the second output dynamometer via a second transmission shaft connecting fixture.

4. The system according to claim 3, characterized in that, The system also includes multiple sensors; the hybrid-specific transmission includes a transmission control unit, and the bench control module includes a main control unit and a data acquisition unit. The main control unit is configured to acquire the vehicle control logic and send the first control signal to the transmission control unit based on the vehicle control logic. The transmission control unit is configured to receive the first control signal; The hybrid-specific transmission is controlled to operate based on the first control signal; The plurality of sensors are configured to collect the test data and send the test data to the acquisition unit when the engine-end dynamometer, the drive motor-end dynamometer, the first output dynamometer, and the second output dynamometer are operating. The acquisition unit is configured to receive the test data and send the test data to the main control unit; The main control unit is also configured to determine the mechanical efficiency of the hybrid-specific transmission based on the test data and the vehicle operating mode indicated by the vehicle control logic.

5. The system according to claim 2, characterized in that, The test data includes the torque at the first output end M1, the torque at the second output end M2, the torque at the drive motor end M3, the torque at the engine end M4, the speed at the first output end N1, the speed at the second output end N2, the speed at the drive motor end N3, and the speed at the engine end N4. Wherein, the first output torque is the torque magnitude collected when the first output dynamometer is running, the second output torque is the torque magnitude collected when the second output dynamometer is running, the drive motor torque is the torque magnitude collected when the drive motor dynamometer is running, and the engine torque is the torque magnitude collected when the engine dynamometer is running; the first output speed is the speed magnitude collected when the first output dynamometer is running, the second output speed is the speed magnitude collected when the second output dynamometer is running, the drive motor speed is the speed magnitude collected when the drive motor dynamometer is running, and the engine speed is the torque magnitude collected when the engine dynamometer is running. The bench control module is also configured to determine the mechanical efficiency of the hybrid-specific transmission based on the test data and the vehicle operating mode indicated by the vehicle control logic. Specifically, when the vehicle control logic indicates that the vehicle is in pure electric mode and in a state of energy recovery and power generation, the mechanical efficiency of the hybrid-specific transmission is determined based on a first formula. The pure electric mode refers to a working mode in which the vehicle is powered by the vehicle battery and the vehicle is directly driven by the motor. The first formula is as follows: Mechanical efficiency η = (M3*M3) / (M1*N1 + M2*N2)*100%; When the vehicle control logic indicates that the vehicle operating mode is in the pure electric mode, engine direct drive mode, or hybrid parallel drive mode, the mechanical efficiency of the hybrid dedicated transmission is determined based on the second formula. The engine direct drive mode refers to the working mode in which the vehicle's engine directly drives the vehicle, and the hybrid parallel drive mode refers to the working mode in which the vehicle's motor and engine simultaneously drive the vehicle. The second formula is as follows: η=(M1*N1+M2*N2) / (M3*N3+M4*N4)*100%.

6. The system according to any one of claims 1 to 5, characterized in that, The system also includes a temperature control device and an oil delivery device; the bench control module is further configured to send a temperature control signal to the temperature control device. The oil delivery equipment is configured to deliver oil to the hybrid-specific transmission and the bench test equipment; The temperature control device is configured to adjust the oil temperature to a preset temperature range based on the received temperature control signal.

7. A method for testing mechanical efficiency, characterized in that, The method includes: The vehicle control logic is obtained, which is used to control the hybrid dedicated transmission to undergo bench testing in a preset mode; wherein, the bench testing equipment includes an engine-side dynamometer and a drive motor-side dynamometer. Based on the vehicle control logic, a first control signal is sent to the hybrid-specific transmission, a second control signal is sent to the engine-side dynamometer, and a third control signal is sent to the drive motor-side dynamometer. Upon receiving the first control signal, the hybrid-specific transmission operates according to the operating mode indicated by the first control signal; upon receiving the second control signal, the engine-side dynamometer operates according to the operating mode indicated by the second control signal; and upon receiving the third control signal, the drive motor-side dynamometer operates according to the operating mode indicated by the third control signal. The test data generated during the operation of the hybrid-specific transmission, the engine-side dynamometer, and the drive motor-side dynamometer includes speed data and torque data. The mechanical efficiency of the hybrid-specific transmission and the vehicle control logic is determined based on the test data.

8. A mechanical efficiency testing device, characterized in that, The device includes: The acquisition module also acquires the vehicle control logic, which is used to control the hybrid dedicated transmission to undergo bench testing in a preset mode; wherein, the bench testing equipment includes an engine-side dynamometer and a drive motor-side dynamometer. The transmitting module is used to send a first control signal to the hybrid-specific transmission, a second control signal to the engine-side dynamometer, and a third control signal to the drive motor-side dynamometer based on the vehicle control logic; wherein, after receiving the first control signal, the hybrid-specific transmission operates according to the operating mode indicated by the first control signal; after receiving the second control signal, the engine-side dynamometer operates according to the operating mode indicated by the second control signal; and after receiving the third control signal, the drive motor-side dynamometer operates according to the operating mode indicated by the third control signal. The data acquisition module is used to collect test data generated during the operation of the hybrid-specific transmission, the engine-side dynamometer, and the drive motor-side dynamometer. The test data includes speed data and torque data. An efficiency determination module is used to determine the mechanical efficiency of the hybrid-specific transmission and the vehicle control logic based on the test data.

9. A computer device, characterized in that, The computer device includes a processor and a memory, the memory storing at least one program, which is loaded and executed by the processor to implement the mechanical efficiency testing method as described in claim 7.

10. A computer-readable storage medium, characterized in that, The storage medium stores at least one program segment, which is loaded and executed by a processor to implement the mechanical efficiency testing method as described in claim 7.

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