Vehicle power assembly test method, device, equipment, medium and product

Abstract

The invention discloses a vehicle power assembly test method, device and equipment, a medium and a product. The method comprises the following steps: if in a virtual test stage, determining load loss through mechanical transmission loss, determining no-load loss through fluid power and auxiliary system loss, and determining transmission thermal load according to the load loss and the no-load loss; if in the stage of the bench test, determining the thermal load of the transmission according to the total input power of the transmission assembly and the transmission transmission efficiency determined by the bench test; and a transmission heat influence value is determined according to the vehicle type, and the transmission oil temperature is determined according to the transmission heat load and the transmission heat influence value. According to the embodiment of the invention, the transmission oil temperature and / or the motor temperature can be accurately estimated, and the vehicle research and development efficiency is improved.

Description

Technical Field

[0001] The present invention relates to the field of vehicle development and testing technology, and in particular to a vehicle powertrain testing method, device, equipment, medium and product. Background Art

[0002] Amidst the booming development of new energy vehicle technology and rising market penetration in China, hybrid automatic transmissions are emerging as a promising technology, combining the strengths of traditional and new energy transmissions. However, they also face shortcomings: the high speeds of the motors in new energy transmissions cause gear speeds to rise simultaneously, and the motor's efficiency fluctuates significantly under different operating conditions. These factors can easily lead to abnormally high temperatures in the transmission and motor, which can directly shorten their service life. However, effective models for estimating transmission and motor temperatures for different energy vehicle types are currently lacking. Summary of the Invention

[0003] The present invention provides a vehicle powertrain testing method, device, equipment, medium and product for estimating transmission oil temperature and / or motor temperature for vehicles at different design and development stages, as well as for various vehicle models such as traditional gasoline vehicles, hybrid vehicles and new energy vehicles. This avoids the risks of subsequent development caused by increased transmission oil temperature and / or motor temperature, saves R&D costs, improves vehicle R&D efficiency, enhances product quality and shortens product development cycles.

[0004] According to one aspect of the present invention, a vehicle powertrain testing method is provided, comprising:

[0005] If in the virtual test phase, the load loss is determined by the mechanical transmission loss, the no-load loss is determined by the fluid power and auxiliary system loss, and the transmission thermal load is determined based on the load loss and the no-load loss;

[0006] If it is during the bench test stage, the transmission thermal load is determined based on the total input power of the transmission assembly and the transmission efficiency determined through the bench test;

[0007] A transmission heat impact value is determined according to a vehicle type, and a transmission oil temperature is determined according to the transmission heat load and the transmission heat impact value.

[0008] According to another aspect of the present invention, a vehicle powertrain testing device is provided, comprising:

[0009] a first transmission thermal load module, configured to, during a virtual test phase, determine a load loss by mechanical transmission loss, determine a no-load loss by fluid power and auxiliary system loss, and determine a transmission thermal load based on the load loss and the no-load loss;

[0010] a second transmission thermal load module, configured to determine the transmission thermal load according to the total input power of the transmission assembly and the transmission efficiency of the transmission determined through the bench test during the bench test;

[0011] The transmission oil temperature module is configured to determine a transmission heat impact value according to a vehicle type, and to determine a transmission oil temperature according to the transmission heat load and the transmission heat impact value.

[0012] According to another aspect of the present invention, a computer program product is provided, comprising a computer program, wherein when the computer program is executed by a processor, the vehicle powertrain testing method according to any one of the embodiments of the present invention is implemented.

[0013] According to another aspect of the present invention, an electronic device is provided, comprising:

[0014] At least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores a computer program executable by the at least one processor, and the computer program is executed by the at least one processor to enable the at least one processor to perform the vehicle powertrain testing method described in any embodiment of the present invention.

[0015] According to another aspect of the present invention, a computer-readable storage medium is provided, wherein the computer-readable storage medium stores computer instructions, and the computer instructions are used to enable a processor to implement the vehicle powertrain testing method according to any embodiment of the present invention when executed.

[0016] According to another aspect of the present invention, a computer program product is provided, comprising a computer program / instruction, which, when executed by a processor, implements the vehicle powertrain testing method according to any embodiment of the present invention.

[0017] During the virtual testing phase, the present invention scientifically decomposes mechanical transmission losses from fluid power and auxiliary system losses, quantifying both loaded and no-load losses to accurately determine the thermal load. This allows for early identification of design flaws and optimization of solutions, minimizing the risks and costs of actual vehicle testing. During the bench testing phase, the thermal load is calculated by combining the total input power with the measured transmission efficiency, effectively reflecting the heat generation of the transmission under simulated operating conditions and ensuring data reliability. Furthermore, a thermal impact value (TIV) is determined based on the vehicle type, and the transmission oil temperature is accurately estimated by combining the TIV and TIV. This allows for early identification of potential overheating risks, accurate quantification of the structure and scale of energy losses within the transmission, and efficient identification of potential high-loss points, such as gear meshing, bearing friction, or insufficient lubrication. This provides clear guidance for subsequent optimization. Furthermore, the present invention can predict transmission efficiency degradation risks in advance, allowing for timely adjustment of design parameters in the early stages of development. This allows for low-cost, short-term optimization of transmission transmission efficiency and reduced energy consumption. This provides a key basis for transmission thermal management system design, lubrication solution optimization, and vehicle thermal balance control, significantly improving the reliability, durability, and performance of the transmission and vehicle, and accelerating product development cycles.

[0018] It should be understood that the content described in this section is not intended to identify the key or important features of the embodiments of the present invention, nor is it intended to limit the scope of the present invention. Other features of the present invention will become readily understood through the following description. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0020] Figure 1 is a first flow chart of a vehicle powertrain testing method provided by an embodiment of the present invention;

[0021] Figure 2 is a second flow chart of a vehicle powertrain testing method provided by an embodiment of the present invention;

[0022] Figure 3 1 is a schematic structural diagram of a vehicle powertrain testing device provided by an embodiment of the present invention;

[0023] Figure 4 It is a schematic structural diagram of an electronic device implementing an embodiment of the present invention. DETAILED DESCRIPTION

[0024] In order to enable those skilled in the art to better understand the solutions of the present invention, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the embodiments described are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts should fall within the scope of protection of the present invention.

[0025] It should be noted that the terms "first", "second", etc. in the description and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that the numbers used in this way can be interchanged where appropriate so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0026] Figure 1 This is the first flow chart of a vehicle powertrain testing method provided by an embodiment of the present invention. This embodiment can be applied to vehicles in different design and development stages, as well as various vehicle types such as traditional oil vehicles, hybrid vehicles and new energy vehicles, to estimate the transmission oil temperature and / or motor temperature, so as to avoid the risks of subsequent development caused by the increase in transmission oil temperature and / or motor temperature, save R&D costs, improve vehicle R&D efficiency, improve product quality, and shorten product development cycles. This method can be executed by a vehicle powertrain testing device, which can be implemented in the form of hardware and / or software, and can be configured in an electronic device with corresponding data processing capabilities. Figure 1 As shown, the method includes:

[0027] S110: If in the virtual test phase, determine the load loss through mechanical transmission loss, determine the no-load loss through fluid power and auxiliary system loss, and determine the transmission thermal load based on the load loss and the no-load loss.

[0028] The virtual testing phase leverages computer simulation technology to build a digital model encompassing multiple vehicle systems, including mechanics, powertrain, and control. Using pre-set algorithms, the performance of the vehicle's components and overall performance under various driving conditions (e.g., normal road conditions, extreme environments, and extreme maneuvers) is simulated. This phase allows for rapid feasibility assessment of various design options without a physical prototype, identifying potential design flaws (e.g., insufficient structural strength, unbalanced powertrain matching, and control logic conflicts) in advance. This provides data support for R&D optimization, effectively shortening the R&D cycle and reducing trial-and-error costs.

[0029] If the virtual testing phase is currently underway, the design plan will be used to determine the models of the various components used in the vehicle transmission, including gears and bearings. Based on these component models, the mechanical parameters of each component will be determined, including the torque of radially loaded bearings dependent on the axial load of the ball-and-stick bearings, the torque of axially loaded bearings dependent on the axial load, the meshing friction coefficient of each gear pair, and / or the gear torque. The transmission's load losses are determined by mechanical transmission losses, while no-load losses are determined by fluid power and auxiliary system losses. Load losses include losses in each bearing and meshing losses in each gear pair; no-load losses include losses in each oil seal, windage losses in each gear and bearing, oil stirring power losses in each gear and bearing, and oil pump power consumption. The sum of the load losses and no-load losses is the transmission assembly temperature rise power, or transmission thermal load.

[0030] During the virtual testing phase, the models and mechanical parameters of vehicle transmission gears, bearings and other components are accurately determined based on the design plan. The load loss is then analyzed through mechanical transmission loss, and the no-load loss is analyzed with the help of fluid dynamics and auxiliary system losses. This allows the composition and scale of energy losses within the transmission to be accurately quantified in advance, and potential high-loss points to be efficiently identified. The transmission efficiency can be optimized and energy consumption reduced in a short period of time at a low cost, avoiding the risks and costs of actual vehicle testing. This provides reliable data support and direction guidance for subsequent research and development, significantly improving research and development efficiency and product quality.

[0031] S120: If it is the bench test stage, determine the transmission thermal load based on the total input power of the transmission assembly and the transmission efficiency of the transmission determined through the bench test.

[0032] The bench testing phase focuses on simulating actual operating conditions for key vehicle components (such as the engine, transmission, motor, and battery). On a specially designed test bench, by precisely controlling input parameters (such as load, speed, and input current), component performance indicators (such as power output, transmission efficiency, and durability) are quantitatively measured and verified, or the operating state of key vehicle components under actual operating conditions is simulated. This phase directly obtains real and reliable data, evaluates the accuracy of virtual test results, further explores the actual performance boundaries of components, identifies potential fault hazards, and ensures that components meet design requirements and reliability standards.

[0033] During the bench testing phase, the transmission efficiency of the physical prototype is determined for various transmission input shaft speeds and torques. Based on the test requirements, the torque and speed of the transmission input shaft are set, and the total transmission input power is determined based on these values. Based on the total transmission input power and the transmission efficiency, the heat energy converted from transmission power losses, or the transmission thermal load, is determined.

[0034] During the bench testing phase, when a physical prototype already exists, the transmission efficiency of the physical prototype is determined through bench testing. Based on this known transmission efficiency, the transmission thermal load is directly determined based on the transmission efficiency and the total input power of the transmission assembly. This eliminates the need to individually calculate the temperatures of each relevant transmission component, reducing the computational effort and improving the efficiency of transmission temperature determination. Virtual testing and bench testing are interrelated and complementary key links in the vehicle design and development process. They share a close progressive and feedback relationship. Virtual testing provides clear test direction and optimization priorities for bench testing, avoiding blind testing and improving bench testing efficiency. Bench test results calibrate and correct the virtual test model, refine the simulation algorithm, and enhance virtual testing accuracy. The two mutually validate and optimize each other, jointly promoting the efficient transition of vehicle design from theoretical conception to actual product, ensuring that vehicle performance, quality, and reliability meet expectations.

[0035] S130 . Determine a transmission thermal impact value according to the vehicle type, and determine a transmission oil temperature according to the transmission thermal load and the transmission thermal impact value.

[0036] Vehicles can be categorized as fuel-powered, new energy vehicles, and hybrid vehicles based on their energy sources. For fuel-powered vehicles, the TIV represents transmission heat dissipation. For new energy and hybrid vehicles, the TIV includes not only transmission heat dissipation but also the heat transfer from the electric motor to the transmission. The TIV is determined based on the vehicle type. The transmission oil temperature is determined based on the transmission thermal load and the TIV. During the virtual testing phase, transmission components are adjusted based on the transmission oil temperature. During the bench testing phase, transmission oil temperature is used to determine whether transmission efficiency is normal. By accurately determining the models and mechanical parameters of vehicle transmission components such as gears and bearings based on the design during the virtual testing phase, and then analyzing load losses using mechanical transmission losses and no-load losses using fluid dynamics and auxiliary system losses, the composition and magnitude of internal transmission energy losses can be accurately quantified in advance. Potential high-loss points, such as gear meshing, bearing friction, or insufficient lubrication, can be effectively identified, providing clear guidance for subsequent optimization. This allows for cost-effective and rapid optimization of transmission efficiency and energy consumption, while avoiding the risks and costs of actual vehicle testing. In the subsequent bench test stage, the transmission oil temperature is used to analyze whether the transmission efficiency is normal. If the transmission oil temperature is higher than the preset threshold, it indicates that the transmission efficiency is lower than normal and needs further optimization. In the bench test stage, the transmission oil temperature is used to provide a quantitative standard for the evaluation of the transmission efficiency. When the oil temperature is higher than the preset threshold, the abnormal transmission efficiency problem can be quickly identified without the need for complex disassembly and inspection, greatly shortening the troubleshooting cycle. By real-time monitoring of the oil temperature change trend, the risk of transmission efficiency attenuation can be predicted in advance, and the design parameters can be adjusted in time in the early stages of research and development to reduce mass production risks and after-sales costs, effectively improving the transmission research and development efficiency and product competitiveness.

[0037] During the virtual testing phase, the present invention scientifically decomposes mechanical transmission losses from fluid power and auxiliary system losses, quantifying both loaded and no-load losses to accurately determine the thermal load. This allows for early identification of design flaws and optimization of solutions, minimizing the risks and costs of actual vehicle testing. During the bench testing phase, the thermal load is calculated by combining the total input power with the measured transmission efficiency, effectively reflecting the heat generation of the transmission under simulated operating conditions and ensuring data reliability. Furthermore, a thermal impact value (TIV) is determined based on the vehicle type, and the transmission oil temperature is accurately estimated by combining the TIV and TIV. This allows for early identification of potential overheating risks, accurate quantification of the structure and scale of energy losses within the transmission, and efficient identification of potential high-loss points, such as gear meshing, bearing friction, or insufficient lubrication. This provides clear guidance for subsequent optimization. Furthermore, the present invention can predict transmission efficiency degradation risks in advance, allowing for timely adjustment of design parameters in the early stages of development. This allows for low-cost, short-term optimization of transmission transmission efficiency and reduced energy consumption. This provides a key basis for transmission thermal management system design, lubrication solution optimization, and vehicle thermal balance control, significantly improving the reliability, durability, and performance of the transmission and vehicle, and accelerating product development cycles.

[0038] In an optional embodiment, the transmission thermal impact value is determined according to the vehicle type, including: determining the transmission heat dissipation based on the heat convection, heat radiation and heat conduction of the transmission to the air; if the vehicle is a fuel vehicle, the transmission heat dissipation is the transmission thermal impact value; if the vehicle is a new energy vehicle or a hybrid vehicle, the heat transfer value of the motor to the transmission is determined according to the contact area between the motor and the transmission, the thermal conductivity of the transmission housing, the heat conduction distance, the heat conduction time, and the temperature difference between the motor and the transmission; the transmission thermal impact value is determined according to the heat transfer value of the motor to the transmission and the transmission heat dissipation.

[0039] The details are shown in the following formulas (1)-(5).

[0040] Q 变对 =hA 变 (T 变壳 -T 环 ) (1)

[0041] Q 变辐 =εσA 变 (T 变壳 4 -T 环 4 ) (2)

[0042]

[0043] P 变影 =Q 电传箱 +Q 变对 +Q 变辐 +Q 变传 (5)

[0044] Among them, Q 变对 Q is the heat dissipation from transmission to air through convection; 变辐 Q is the amount of heat dissipated by the transmission to the air. 变传 is the heat conduction heat dissipation of the transmission to the air; h is the convection heat transfer coefficient; A 变 T is the surface area of the transmission housing in contact with the air; 变壳 is the transmission case temperature; T 环 is the ambient temperature, i.e., the air temperature around the transmission; ε is the heating rate of the transmission housing; σ is a constant, with a value of 5.67×10 -8 W / (m 2 K 4 ); k is the thermal conductivity of the transmission housing; L is the length of the air resistance and oil stirring parts in the gear device; Q 电传箱 is the heat transfer value from the motor to the transmission. When the vehicle is a fuel vehicle, the value is 0; A is the contact area between the motor and the transmission; ΔT变电 is the temperature difference between the motor and the transmission; d is the distance of heat conduction; t is the time of heat conduction, usually taken as 1, used to calculate the temperature change per unit time; P 变影 is the transmission thermal impact value.

[0045] By comprehensively considering the heat convection, heat radiation, and heat conduction between the transmission and the air, its heat dissipation capacity can be accurately determined, laying the foundation for thermal management analysis. For fuel vehicles, directly using transmission heat dissipation as the thermal impact value simplifies the evaluation process and can quickly focus on the thermal characteristics of the transmission itself. For new energy vehicles or hybrid vehicles, the contact area between the motor and the transmission, the thermal conductivity of the housing, heat conduction-related parameters, and temperature difference are carefully combined to accurately quantify the heat transfer value of the motor to the transmission. The thermal impact value is then derived by integrating the transmission heat dissipation. This can more accurately reflect the thermal impact on the transmission under actual operating conditions, help to identify potential overheating risks in advance, optimize the integrated design of the motor and transmission and the thermal management strategy, ensure system stability and durability, reduce R&D and maintenance costs, and improve the overall performance and reliability of the vehicle.

[0046] In an optional embodiment, determining the transmission oil temperature based on the transmission thermal load and the transmission thermal impact value includes: determining the total transmission heat change based on the transmission thermal load and the transmission thermal impact value; determining the temperature difference between the interior of the transmission and the outer casing based on the total transmission heat change, the average thermal conductivity of the transmission housing material, the average heat conduction distance from the interior of the transmission to the housing, and the heat transfer area of the transmission; determining the transmission oil temperature based on the transmission housing temperature and the temperature difference between the interior of the transmission and the outer casing.

[0047] The total heat change of the transmission is obtained by summing the transmission heat load and the transmission heat impact value. The transmission oil temperature is determined based on the total heat change of the transmission, as shown in the following formulas (6)-(7):

[0048]

[0049] T 油 =ΔT 变 -T 变壳 (7)

[0050] Among them, P 变总 is the total heat change of the transmission; d 变 k is the average heat conduction distance from the transmission interior to the housing; 变 is the average thermal conductivity of the transmission housing material; A 变 is the effective area of heat conduction of the transmission, that is, the heat transfer area of the transmission; ΔT 变 is the temperature difference between the transmission interior and the outer casing; T 变壳 is the transmission case temperature.

[0051] By integrating the heat load and the heat impact value to determine the total heat change, the heat generation and heat exchange dynamics of the transmission under different working conditions can be accurately quantified, providing full life cycle data support for the formulation of thermal management strategies; the internal and external temperature difference is calculated based on the thermal conductivity, heat conduction distance and heat transfer area of the shell, and the material properties and structural parameters are converted into a quantifiable thermal resistance model, which can not only optimize the shell material selection and structural design, but also predict local overheating risk points in advance; finally, the oil temperature is inferred from the shell temperature, realizing accurate traceability from the macro thermal environment to the temperature of key components, which can avoid lubrication failure, seal aging and other problems caused by excessive oil temperature in advance, reduce the failure rate in the test phase and after-sales thermal management complaints, significantly shorten the R&D cycle and improve product reliability, and provide key technical guarantees for the high power density development of traditional transmissions, hybrid and pure electric platform transmissions.

[0052] Figure 2 This is a second flow chart of a vehicle powertrain testing method provided by an embodiment of the present invention. This embodiment is optimized and improved on the basis of the above embodiment. Figure 2 As shown, the method includes:

[0053] S210. If in the virtual test phase, the load loss is determined based on the loss of each bearing and the meshing loss of each gear pair; the no-load loss is determined based on the loss of each oil seal, the windage loss of each gear and bearing, the oil stirring power loss of each gear and bearing, and the power consumption of the oil pump; and the transmission thermal load is determined based on the load loss and the no-load loss.

[0054] Specifically, as shown in formula (8), the bearing losses include the sum of the load power losses of each individual bearing and the sum of the equivalent loads of each single-row tapered roller bearing. The load power loss of a single bearing is determined based on the torque of the radially loaded bearing with the axial load of the ball-roller bearing, the torque of the axially loaded bearing with the axial load, and the shaft speed, as shown in formula (9), where M1 is the torque of the radially loaded bearing with the axial load of the ball-roller bearing, and M2 is the torque of the axially loaded bearing with the axial load. The equivalent load of a single-row tapered roller bearing is determined based on the axial component Fa of the bearing dynamic load, the radial component Fr of the bearing dynamic load, and the axial load coefficient Y, as shown in formulas (10) and (11). When Fa / Fr ≤ e (e is the bearing factor, a constant), formula (10) is used; when Fa / Fr > e, formula (11) is used.

[0055] P B =∑P Bi +∑P Y (8)

[0056]

[0057] P Y =Fa (10)

[0058] P Y =0.4F r +YF a (11)

[0059] Among them, P B is the loss of a single bearing; P Bi Load power loss for a single bearing; P Y is the equivalent load of a single-row tapered roller bearing; n is the shaft speed; M1 is the torque of a radially loaded bearing dependent on the axial load of a ball roller bearing; M2 is the torque of an axially loaded bearing dependent on the axial load; Fa is the axial component of the bearing dynamic load; Fr is the radial component of the bearing dynamic load; and Y is the axial load coefficient.

[0060] The meshing loss of each gear pair is the sum of the meshing losses of each individual gear pair. The meshing loss of a single gear pair is determined based on the meshing friction coefficient, the torque of the pinion, the speed of the pinion, the helix angle on the pitch circle, and the mechanical efficiency of the meshing, as shown in the following formula (12).

[0061]

[0062] Among them, P M is the meshing loss of a single gear pair; f m is the meshing friction coefficient; T i is the torque of the pinion, n i is the speed of the pinion, β w is the helix angle on the pitch circle, and M is the mechanical efficiency of the meshing.

[0063] The loss of each oil seal is the sum of the losses of each individual oil seal. The loss of each individual oil seal is determined based on the friction torque of the oil seal and the rotational speed of the shaft. The windage loss of each gear and bearing is the sum of the windage losses of each individual gear and bearing. The windage loss of each individual gear and bearing is determined based on the corresponding determination method selected according to the shape of the gear and bearing. The oil stirring power loss of each gear and bearing is the sum of the oil stirring power loss of each individual gear and bearing. The oil stirring power loss of each individual gear and bearing is determined based on the no-load torque of the bearing, the friction torque of the seal and the rotational speed of the shaft. The power consumption of the oil pump is determined based on the oil flow rate, working oil pressure, oil pump efficiency, consumed electric power and motor efficiency. The specific details are shown in the following formulas (13)-(18).

[0064]

[0065] Among them, P S is the loss of a single oil seal; T S is the friction torque of the oil seal; n is the speed of the shaft; P Wis the windage loss of a single gear and bearing; select the corresponding method for determining the windage loss of the gear and bearing according to the shape of the gear and bearing: for a smooth outer diameter, use formula (14); for a smooth side of a disk, use formula (15); for a surface with teeth, use formula (16), where f g is the gear oil immersion factor; ν is the viscosity of the oil; D is the outer diameter of the air resistance and oil stirring parts in the gear device; R f A is the roughness factor of the tooth surface; g is the gear arrangement constant; L is the length of the air resistance and oil stirring parts in the gear device; β is the helix angle; P WB is the oil stirring power loss of a single gear and bearing; M0 is the no-load torque of the bearing; M3 is the friction torque of the seal; P P is the power consumption of the oil pump; Q is the oil flow rate; P is the working oil pressure; e p is the oil pump efficiency; Ep is the consumed electrical power; e m is the motor efficiency.

[0066] The load loss is determined based on the losses of each bearing and the meshing losses of each gear pair. The no-load loss is determined based on the losses of each oil seal, the windage loss of each gear and bearing, the oil stirring power loss of each gear and bearing, and the power consumption of the oil pump. The transmission thermal load is determined based on the load loss and the no-load loss. This is shown in the following formulas (19)-(21).

[0067] P L =∑P B +∑P M (19)

[0068] P N =∑P S +∑P W +∑P WB +∑P P (20)

[0069] P V =∑P L +∑P N (twenty one)

[0070] Among them, P L is the load loss; P B is the loss of a single bearing; P M is the meshing loss of a single gear pair; P N is the no-load loss; P S is the loss of a single oil seal, P W is the windage loss of a single gear and bearing, P WB is the oil stirring power loss of a single gear and bearing, P P P is the power consumed by the oil pump; V is the transmission thermal load.

[0071] By subdividing load losses (precisely aggregating bearing friction, energy dissipation under the rigid-flexible coupling of gear meshing) and no-load losses (comprehensively covering oil seal friction, wind resistance / oil stirring power consumption caused by fluid dynamics effects, and oil pump self-consumption), a multi-dimensional loss coupling model is constructed, which can not only deeply decouple the energy loss mechanisms of various components, but also quickly lock the key contributors to thermal load through superposition calculations; based on virtual simulation, gear parameters, lubrication strategies and housing flow channel designs can be flexibly adjusted, and thousands of working condition combination tests can be completed at low cost in the early stages of research and development, avoiding major failure risks such as gear bonding and bearing ablation caused by local overheating in advance; the calculation results can directly drive the iteration of thermal management solutions, such as optimizing the lubricating oil viscosity curve and designing the heat dissipation fin topology, so that the transmission can still maintain a high level of energy conversion efficiency under the trend of compactness and lightweighting, significantly improving the product launch success rate and the economy of the entire life cycle.

[0072] S220: If it is the bench test stage, determine the transmission thermal load based on the total input power of the transmission assembly and the transmission efficiency of the transmission determined through the bench test.

[0073] Optionally, determining the transmission thermal load based on the total transmission assembly input power and the transmission transmission efficiency determined through bench testing includes: multiplying the total transmission assembly input power by the transmission transmission efficiency to obtain the transmission effective output power, and subtracting the transmission effective output power from the total transmission assembly input power to obtain the transmission thermal load. Specifically, this is shown in Formula (22).

[0074] P 变热 =P 变入 (1-η 变 ) (twenty two)

[0075] Among them, P 变入 is the total input power of the transmission assembly; η 变 is the transmission efficiency of the transmission; P 变热 is the transmission thermal load.

[0076] During the bench testing phase, the transmission efficiency of the physical prototype is determined for various transmission input shaft speeds and torques. Based on the test requirements, the torque and speed of the transmission input shaft are set, and the total transmission input power is determined based on these values. Based on the total transmission input power and the transmission efficiency, the heat energy converted from transmission power losses, or the transmission thermal load, is determined. During the bench test stage, that is, when a physical prototype already exists, the transmission efficiency of the physical prototype is determined through bench testing. The effective output power is directly quantified by multiplying the total input power and the transmission efficiency. This can not only quickly verify whether the energy conversion efficiency of the transmission system meets the standards, but also intuitively reflect the thermal load with the difference between input and output power, and predict thermal risks without the need for additional complex temperature sensor networks. The calculation logic is simple and versatile, adapting to various architectures such as manual, automatic, and hybrid transmissions, and supporting rapid screening of inefficient designs in the early stages of research and development. Based on the thermal load data, parameters such as lubrication flow requirements and housing heat dissipation area can be further inferred to achieve simultaneous optimization of thermal management strategies and powertrain designs, avoid quality risks such as seal failure and lubricant carbonization caused by thermal failure, significantly reduce trial production costs and after-sales complaint rates, and provide an efficient and reliable technical path for the integrated development of high-power density transmissions.

[0077] S230 : Determine a transmission thermal impact value according to the vehicle type, and determine a transmission oil temperature according to the transmission thermal load and the transmission thermal impact value.

[0078] Optionally, depending on the selection of various components in the transmission, the heat generation proportion of each part of the transmission will also change. When the transmission oil temperature exceeds the set threshold, the heat generation proportion of each part of the transmission is determined. The components corresponding to the parts with excessively high heat generation proportions are high-loss points, which provides a clear direction for subsequent optimization. It can optimize the transmission efficiency and reduce energy consumption at a low cost and in a short period of time, avoiding the risks and costs of actual vehicle testing.

[0079] The embodiment of the present invention subdivides load loss (precisely aggregates bearing friction, energy dissipation under the rigid-flexible coupling of gear meshing) and no-load loss (fully covers oil seal friction, wind resistance / oil stirring power consumption caused by fluid dynamics effects, and oil pump self-consumption) during the virtual testing stage, and constructs a multi-dimensional loss coupling model, which can not only deeply decouple the energy loss mechanism of each component, but also quickly lock the key contributors to the thermal load through superposition calculations; based on virtual simulation, gear parameters, lubrication strategies and housing flow channel designs can be flexibly adjusted, and thousands of working condition combination tests can be completed at low cost in the early stages of research and development, avoiding major failure risks such as gear bonding and bearing ablation caused by local overheating in advance; the calculation results can directly drive the iteration of thermal management solutions, such as optimizing the lubricating oil viscosity curve and designing the heat dissipation fin topology, so that the transmission can still maintain a high level of energy conversion efficiency under the trend of compactness and lightweight. During the bench test phase, the thermal load is calculated by combining the total input power with the measured transmission efficiency, which can truly reflect the heat generation of the transmission under simulated working conditions and ensure data reliability. At the same time, the thermal impact value is determined according to the vehicle type, and the transmission oil temperature is accurately calculated by combining the thermal load and the thermal impact value, which can identify potential overheating risks in advance, accurately quantify the composition and scale of energy loss inside the transmission in advance, and efficiently check potential high-loss points such as gear meshing, bearing friction or insufficient lubrication, providing a clear direction for subsequent optimization. It can also predict the risk of transmission efficiency attenuation in advance, and adjust the design parameters in time in the early stages of research and development, so as to achieve transmission efficiency optimization and energy consumption reduction of the transmission at low cost and in a short period of time, providing a key basis for the design of the transmission thermal management system, optimization of the lubrication scheme and thermal balance control of the whole vehicle, significantly improving the reliability, durability and performance of the transmission and the whole vehicle, and accelerating the product development cycle.

[0080] In an optional embodiment, if the vehicle is a new energy vehicle or a hybrid vehicle, the method further includes: if in the virtual test stage, determining the motor temperature rise based on the heat loss generated by the current passing through the winding and the power loss due to the windage of the motor; if in the bench test stage, determining the motor temperature rise based on the total input power of the motor assembly and the motor transmission efficiency determined by the bench test; determining the motor heat dissipated by the motor and the motor heat carried away by the coolant; and determining the motor temperature based on the motor temperature rise, the motor heat dissipated and the motor heat carried away by the coolant.

[0081] Specifically, during the virtual test phase, the motor temperature rise is determined based on the heat loss generated by the current passing through the windings and the power loss due to the motor windage. During the bench test phase, the motor temperature rise is determined based on the total input power of the motor assembly and the motor transmission efficiency determined through the bench test. The motor heat dissipation is determined based on the heat convection, heat radiation, and heat conduction from the motor to the air; the heat removed by the coolant is determined based on the constant-pressure specific heat capacity of the cooling liquid, the density of the cooling liquid, the volume flow rate of the cooling liquid, and the temperature difference between the coolant entering and leaving the motor. The motor temperature is determined based on the motor temperature rise, the motor heat dissipation, and the heat removed by the coolant. Specifically, this is shown in the following formulas (23)-(30).

[0082] P 电损 =I 2 R (23)

[0083] P f =k f n 3 D 电 5 (twenty four)

[0084] Q 电对 =hA 电 (T 电壳 -T 环 ) (25)

[0085] Q 电辐 =εσA 电 (T 电壳 4 -T 环 4 ) (26)

[0086]

[0087] P Q液 =c p,l ρ l V l ΔT l (28)

[0088]

[0089] P 电 =P 电温 +P Q液 +Q 电对 +Q 电辐 +Q 电传 (30)

[0090] Among them, P 电损 It is the heat energy converted from the motor power loss, that is, the heat loss caused by the current passing through the winding; I is the current; R is the resistance; P f k is the power loss from motor wind resistance;f is the drag coefficient, n is the motor speed; D 电 is the motor rotor diameter; Q 电对 Q is the heat dissipation of the motor to the air through convection; 电辐 Q is the amount of heat dissipated by the motor to the air. 电传 is the heat conduction heat dissipation of the motor to the air; h is the convection heat transfer coefficient; A 电 is the effective area of heat conduction of the motor, that is, the heat transfer area of the motor; T 电壳 is the motor housing temperature; T 环 is the ambient temperature, i.e. the air temperature around the motor; ε is the heating rate of the motor housing; σ is a constant, with a value of 5.67×10 -8 W / (m 2 K 4 ); k is the thermal conductivity of the motor housing; L is the length of the air resistance and oil stirring parts in the gear unit; due to the addition of the motor, the vehicle will cool the motor separately, P Q液 The heat removed by the coolant; c p,l is the constant pressure specific heat capacity of the cooling liquid, ρ l is the density of the cooling liquid, V l is the volume flow rate of the cooling liquid, ΔT l P is the temperature difference between the coolant entering and leaving the motor; 电入 is the total input power of the motor assembly; η 电 is the motor transmission efficiency; P 电温 is the motor temperature rise; P 电 is the motor temperature.

[0091] Through the complementary verification of virtual simulation and bench test, multi-dimensional heat loss decoupling calculation and dynamic response modeling of the cooling system, efficient and accurate control of motor thermal risks is achieved. In the virtual stage, through electromagnetic-thermal-fluid multi-physics field coupling simulation, high-loss components (such as winding eddy currents and windage vortex areas) can be quickly screened, the heat dissipation structure can be optimized, design redundancy can be avoided, and overheating risks can be avoided in advance. In the bench test stage, the material thermal parameters in the virtual model are corrected based on the measured input power and transmission efficiency, the temperature rise prediction accuracy is improved, and the number of physical prototype iterations is reduced. The heat source is decomposed into independent items such as winding Joule heat, hysteresis eddy currents, and windage viscous dissipation to achieve dynamic decoupling of the heat source and accurate traceability of heat loss. At the same time, the physical properties of the coolant (specific heat capacity / density) are combined to quantify the amount of heat absorbed by the liquid cooling, and the "heat source-dissipation-load out" dynamic balance equation of the motor temperature is constructed. The real-time temperature curve of the motor is output to support the development of active thermal protection strategies (such as high-temperature torque limiting and closed-loop control of cooling flow), providing data support for subsequent improvements in motor transmission efficiency, extending the motor's service life, shortening the project R&D cycle, and reducing R&D costs.

[0092] Figure 3It is a structural schematic diagram of a vehicle powertrain testing device provided by an embodiment of the present invention.

[0093] like Figure 3 As shown, the device includes:

[0094] a first transmission thermal load module 310 for determining, during a virtual test phase, load loss by mechanical transmission loss, no-load loss by fluid power and auxiliary system loss, and transmission thermal load based on the load loss and no-load loss;

[0095] The second transmission thermal load module 320 is configured to determine the transmission thermal load according to the total input power of the transmission assembly and the transmission efficiency of the transmission determined by the bench test during the bench test.

[0096] The transmission oil temperature module 330 is configured to determine a transmission heat impact value according to the vehicle type, and determine a transmission oil temperature according to the transmission heat load and the transmission heat impact value.

[0097] The vehicle powertrain testing device provided in the embodiment of the present invention can execute the vehicle powertrain testing method provided in any embodiment of the present invention, and has the corresponding functional modules and beneficial effects of the execution method.

[0098] Optionally, the transmission thermal load first module includes:

[0099] A load loss determination unit, configured to determine the load loss based on the losses of each bearing and the meshing losses of each gear pair;

[0100] The no-load loss determination unit is used to determine the no-load loss based on the loss of each oil seal, the windage loss of each gear and bearing, the oil stirring power loss of each gear and bearing, and the power consumption of the oil pump.

[0101] Optional, Transmission Oil Temperature Module, includes:

[0102] A transmission cooling unit, used to determine the transmission cooling based on heat convection, heat radiation and heat conduction from the transmission to the air;

[0103] The transmission thermal impact value unit is used to determine, if the vehicle is a fuel vehicle, the transmission heat dissipation as the transmission thermal impact value; if the vehicle is a new energy vehicle or a hybrid vehicle, the heat transfer value of the motor to the transmission is determined based on the contact area between the motor and the transmission, the thermal conductivity of the transmission housing, the heat conduction distance, the heat conduction time, and the temperature difference between the motor and the transmission; and the transmission thermal impact value is determined based on the heat transfer value of the motor to the transmission and the transmission heat dissipation.

[0104] Optionally, the second transmission thermal load module is specifically used to multiply the total input power of the transmission assembly by the transmission efficiency to obtain the effective output power of the transmission, and subtract the effective output power of the transmission from the total input power of the transmission assembly to obtain the transmission thermal load.

[0105] Optional, Transmission Oil Temperature Module, includes:

[0106] a total heat change unit, configured to determine a total heat change of the transmission according to the transmission heat load and the speed change heat impact value;

[0107] a temperature difference unit for determining a temperature difference between the interior of the transmission and the outer shell based on a total heat change of the transmission, an average thermal conductivity of the transmission housing material, an average heat conduction distance from the interior of the transmission to the housing, and a heat transfer area of the transmission;

[0108] A transmission oil temperature unit is used to determine the transmission oil temperature based on the transmission housing temperature and the temperature difference between the transmission interior and the housing.

[0109] Optionally, if the vehicle is a new energy vehicle or a hybrid vehicle, the device further includes:

[0110] The first motor temperature rise module is used to determine the motor temperature rise according to the heat loss generated by the current passing through the winding and the power loss due to the windage of the motor during the virtual test phase;

[0111] The second motor temperature rise module is used to determine the motor temperature rise according to the total input power of the motor assembly and the motor transmission efficiency determined through the bench test during the bench test;

[0112] Heat dissipation module, used to determine the heat dissipated by the motor and the amount of heat removed by the coolant;

[0113] The motor temperature module is used to determine the motor temperature based on the motor temperature rise, the motor heat dissipation and the motor heat removed by the coolant.

[0114] The vehicle powertrain testing device further described can also execute the vehicle powertrain testing method provided by any embodiment of the present invention, and has the corresponding functional modules and beneficial effects of the execution method.

[0115] According to an embodiment of the present invention, the present invention further provides an electronic device, a readable storage medium and a computer program product.

[0116] Figure 4A schematic diagram of the structure of an electronic device 40 that can be used to implement an embodiment of the present invention is shown. The electronic device is intended to represent various forms of digital computers, such as laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The electronic device can also represent various forms of mobile devices, such as personal digital processing, cellular phones, smart phones, wearable devices (such as helmets, glasses, watches, etc.) and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely examples and are not intended to limit the implementation of the present invention described and / or claimed herein.

[0117] like Figure 4 As shown, the electronic device 40 includes at least one processor 41 and a memory, such as a read-only memory (ROM) 42, a random access memory (RAM) 43, etc., which is communicatively connected to the at least one processor 41. The memory stores a computer program that can be executed by the at least one processor, and the processor 41 can perform various appropriate actions and processes according to the computer program stored in the read-only memory (ROM) 42 or the computer program loaded from the storage unit 48 into the random access memory (RAM) 43. Various programs and data required for the operation of the electronic device 40 can also be stored in the RAM 43. The processor 41, ROM 42, and RAM 43 are connected to each other via a bus 44. An input / output (I / O) interface 45 is also connected to the bus 44.

[0118] Multiple components in the electronic device 40 are connected to the I / O interface 45, including an input unit 46, such as a keyboard, a mouse, etc.; an output unit 47, such as various types of displays, speakers, etc.; a storage unit 48, such as a magnetic disk, an optical disk, etc.; and a communication unit 49, such as a network card, a modem, a wireless communication transceiver, etc. The communication unit 49 allows the electronic device 40 to exchange information / data with other devices via a computer network such as the Internet and / or various telecommunication networks.

[0119] Processor 41 can be any general-purpose and / or specialized processing component with processing and computing capabilities. Some examples of processor 41 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various specialized artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, a digital signal processor (DSP), and any other suitable processor, controller, microcontroller, etc. Processor 41 executes the various methods and processes described above, such as the vehicle powertrain testing method.

[0120] In some embodiments, the vehicle powertrain testing method may be implemented as a computer program tangibly embodied in a computer-readable storage medium, such as storage unit 48. In some embodiments, part or all of the computer program may be loaded and / or installed on electronic device 40 via ROM 42 and / or communication unit 49. When the computer program is loaded into RAM 43 and executed by processor 41, one or more steps of the vehicle powertrain testing method described above may be performed. Alternatively, in other embodiments, processor 41 may be configured to execute the vehicle powertrain testing method in any other suitable manner (e.g., via firmware).

[0121] Various embodiments of the systems and techniques described herein can be implemented in digital electronic circuit systems, integrated circuit systems, field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), system-on-chip systems (SOCs), programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various embodiments can include being implemented in one or more computer programs that are executable and / or interpreted on a programmable system that includes at least one programmable processor, which can be a special purpose or general purpose programmable processor that can receive data and instructions from a storage system, at least one input device, and at least one output device, and transmit data and instructions to the storage system, the at least one input device, and the at least one output device.

[0122] Computer programs for implementing the methods of the present invention may be written in any combination of one or more programming languages. These computer programs may be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, such that when the computer program is executed by the processor, the functions / operations specified in the flowcharts and / or block diagrams are implemented. The computer program may be executed entirely on the machine, partially on the machine, as a stand-alone software package, partially on the machine and partially on a remote machine, or entirely on a remote machine or server.

[0123] In the context of the present invention, computer-readable storage media can be tangible media that can contain or store a computer program for use with an instruction execution system, device or equipment or used in combination with an instruction execution system, device or equipment. Computer-readable storage media can include but are not limited to electronic, magnetic, optical, electromagnetic, infrared or semiconductor systems, devices or equipment, or any suitable combination of the foregoing. Alternatively, computer-readable storage media can be machine-readable signal media. More specific examples of machine-readable storage media can include electrical connections based on one or more lines, portable computer disks, hard disks, random access memories (RAM), read-only memories (ROM), erasable programmable read-only memories (EPROM or flash memory), optical fibers, portable compact disk read-only memories (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.

[0124] To provide interaction with a user, the systems and techniques described herein can be implemented on an electronic device having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to the user; and a keyboard and pointing device (e.g., a mouse or trackball) through which the user can provide input to the electronic device. Other types of devices can also be used to provide interaction with the user; for example, the feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including acoustic input, voice input, or tactile input).

[0125] The systems and techniques described herein can be implemented in a computing system that includes back-end components (e.g., as a data server), or a computing system that includes middleware components (e.g., an application server), or a computing system that includes front-end components (e.g., a user computer with a graphical user interface or web browser through which a user can interact with implementations of the systems and techniques described herein), or a computing system that includes any combination of such back-end components, middleware components, or front-end components. The components of the system can be interconnected by any form or medium of digital data communication (e.g., a communication network). Examples of communication networks include: a local area network (LAN), a wide area network (WAN), a blockchain network, and the Internet.

[0126] A computing system may include clients and servers. The clients and servers are typically remote from each other and typically interact via a communication network. This client-server relationship arises through computer programs running on the respective computers, creating a client-server relationship. The server may be a cloud server, also known as a cloud computing server or cloud host. This server is a hosting product within the cloud computing service ecosystem that addresses the management difficulties and limited scalability of traditional physical hosting and VPS services.

[0127] It should be understood that the various forms of the processes shown above can be used to reorder, add, or delete steps. For example, the steps described in the present invention can be performed in parallel, sequentially, or in a different order, as long as the desired results of the technical solution of the present invention can be achieved. This is not limited herein.

[0128] The above specific embodiments do not limit the scope of protection of the present invention. Those skilled in the art will appreciate that various modifications, combinations, sub-combinations, and substitutions may be made based on design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention are intended to be included within the scope of protection of the present invention.

Claims

1. A vehicle powertrain testing method, characterized in that: The method comprises: If in the virtual test phase, the load loss is determined by the mechanical transmission loss, the no-load loss is determined by the fluid power and auxiliary system loss, and the transmission thermal load is determined based on the load loss and the no-load loss; If it is during the bench test stage, the transmission thermal load is determined based on the total input power of the transmission assembly and the transmission efficiency determined through the bench test; A transmission heat impact value is determined according to a vehicle type, and a transmission oil temperature is determined according to the transmission heat load and the transmission heat impact value.

2. The method according to claim 1, characterized in that Determining the load loss by mechanical transmission loss and determining the no-load loss by fluid power and auxiliary system loss include: Determine the load loss based on the losses of each bearing and the meshing losses of each gear pair; The no-load loss is determined based on the loss of each oil seal, the windage loss of each gear and bearing, the oil stirring power loss of each gear and bearing, and the power consumption of the oil pump.

3. The method according to claim 1, characterized in that Determining the transmission thermal impact value according to the vehicle type includes: Determine the heat dissipation of the transmission based on the heat convection, heat radiation and heat conduction of the transmission to the air; If the vehicle is a fuel vehicle, the transmission heat dissipation is the transmission heat impact value; If the vehicle is a new energy vehicle or a hybrid vehicle, the heat transfer value of the motor to the transmission is determined based on the contact area between the motor and the transmission, the thermal conductivity of the transmission housing, the heat conduction distance, the heat conduction time, and the temperature difference between the motor and the transmission; the transmission thermal impact value is determined based on the heat transfer value of the motor to the transmission and the heat dissipation of the transmission.

4. The method according to claim 1, wherein Determining the transmission thermal load based on the total input power of the transmission assembly and the transmission efficiency of the transmission determined through a bench test includes: The total input power of the transmission assembly is multiplied by the transmission efficiency to obtain the effective output power of the transmission, and the total input power of the transmission assembly is subtracted from the effective output power of the transmission to obtain the thermal load of the transmission.

5. The method according to claim 1, characterized in that The determining the transmission oil temperature according to the transmission thermal load and the transmission thermal impact value includes: determining a total transmission heat change based on the transmission heat load and the speed change heat impact value; determining a temperature difference between the interior of the transmission and the housing based on the total change in transmission heat, an average thermal conductivity of the transmission housing material, an average heat conduction distance from the interior of the transmission to the housing, and a heat transfer area of the transmission; The transmission oil temperature is determined based on a transmission case temperature and a temperature difference between the transmission interior and the case.

6. The method according to claim 1, characterized in that If the vehicle is a new energy vehicle or a hybrid vehicle, the method further includes: If it is in the virtual test stage, the motor temperature rise is determined based on the heat loss caused by the current passing through the winding and the power loss due to the motor windage; If it is during the bench test phase, the motor temperature rise is determined based on the total input power of the motor assembly and the motor transmission efficiency determined through the bench test; Determine the amount of heat removed by the motor and the coolant; The motor temperature is determined based on the motor temperature rise, the motor heat dissipation, and the motor heat removed by the coolant.

7. A vehicle powertrain testing device, characterized in that: The device comprises: a first transmission thermal load module, configured to, during a virtual test phase, determine a load loss by mechanical transmission loss, determine a no-load loss by fluid power and auxiliary system loss, and determine a transmission thermal load based on the load loss and the no-load loss; a second transmission thermal load module, configured to determine the transmission thermal load according to the total input power of the transmission assembly and the transmission efficiency of the transmission determined through the bench test during the bench test; The transmission oil temperature module is configured to determine a transmission heat impact value according to a vehicle type, and to determine a transmission oil temperature according to the transmission heat load and the transmission heat impact value.

8. An electronic device, characterized in that: The electronic device comprises: at least one processor; and a memory communicatively coupled to the at least one processor; The memory stores a computer program that can be executed by the at least one processor, and the computer program is executed by the at least one processor so that the at least one processor can execute the vehicle powertrain testing method according to any one of claims 1 to 6.

9. A computer-readable storage medium, characterized in that The computer-readable storage medium stores computer instructions, and the computer instructions are used to enable a processor to implement the vehicle powertrain testing method according to any one of claims 1 to 6 when executed. 10 . A computer program product, comprising a computer program, wherein when the computer program is executed by a processor, the computer program implements the vehicle powertrain testing method according to claim 1 .

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