Gearbox test method and test bench simulating a vehicle driving environment

Abstract

The application relates to the technical field of gearbox testing, in particular to a gearbox test method and test bench for simulating a vehicle driving environment, which collects vibration signals of a gearbox to be tested in different test environments and at different time periods; calculates environment vibration interference coefficients and environment interference coefficients of the time periods; obtains fault vibration coefficients of the time periods; calculates fault likelihoods of the time periods according to the fault vibration coefficients and the environment interference coefficients of the time periods, and completes the gearbox test for simulating the vehicle driving environment according to the fault likelihoods. The application can improve the accuracy of the test results of the gearbox.

Description

Technical Field

[0001] This application relates to the field of transmission testing technology, specifically to transmission testing methods and test benches that simulate vehicle driving environments. Background Technology

[0002] The transmission is the main power transmission device in a car. By coordinating the engine speed and the actual speed of the wheels, it ensures that the engine is in optimal power performance. The stability of the transmission's operation directly affects the normal operation of the entire vehicle. Monitoring the transmission's operating status allows for the timely detection of abnormalities, ensuring safe driving. Generally, simulations are performed on different vehicle driving environments, and vibration signals collected under various driving conditions are analyzed and identified to evaluate the transmission's operation under different driving conditions, enabling transmission fault detection and localization.

[0003] However, in different driving environments, vibration signals specific to certain driving environments are similar to abnormal vibration signals. For example, the vibration signal when a vehicle drives over a series of speed bumps shows regular impact-type peaks, which are similar to the abnormal vibration signals when the transmission malfunctions. Therefore, various driving environments can easily interfere with vibration signals, making it difficult to identify the actual transmission malfunction and causing a decrease in the accuracy of transmission test results. Summary of the Invention

[0004] To address the aforementioned technical problems, this application provides a transmission testing method and test bench that simulates a vehicle driving environment. The specific technical solution adopted is as follows:

[0005] In a first aspect, one embodiment of this application provides a transmission testing method simulating a vehicle driving environment, the method comprising the following steps:

[0006] Vibration signals of the gearbox under test were collected in different test environments and at different times.

[0007] Based on the differences among all peaks in the vibration signal, high peaks in the vibration signal are filtered out. Based on the differences among all high peaks in the vibration signal of the same time period in all different time periods and the differences in the acquisition time interval, the environmental vibration interference coefficient of each time period is calculated. Combined with the differences in the changing trend of the vibration signal in time periods, the environmental interference coefficient of each time period is calculated.

[0008] The fault vibration coefficient of a time period is obtained by dividing the time period into two sub-time periods, the difference in the time interval between all high peaks in the vibration signal, and the difference in the number of peaks contained in the time period compared with other different time periods.

[0009] Based on the fault vibration coefficient and environmental interference coefficient of the time period, the probability of fault during the time period is calculated, and a transmission test simulating the vehicle driving environment is completed based on the probability of fault.

[0010] Furthermore, the method for filtering high peaks in the vibration signal is as follows:

[0011] The average peak value of all peak values ​​in the vibration signal during the same time period is recorded as the average peak value. Peak values ​​in the vibration signal during the same time period that are greater than the average peak value are recorded as high peak values.

[0012] Furthermore, the specific method for obtaining the environmental vibration interference coefficient during the aforementioned time period is as follows:

[0013] The normalized value of the mean time interval between all high peaks in the vibration signal is denoted as the average interval between high peaks in the same time period; any time period is denoted as the target time period, and the first difference between the target time period and other time periods is calculated based on the difference between the average interval between high peaks in the target time period and other time periods.

[0014] The variance of all peak values ​​in the vibration signal within the same time period is denoted as the peak variance of the same time period; based on the difference in peak variance between the target time period and other time periods, a second difference between the target time period and other time periods is calculated.

[0015] The positive correlation between the first and second differences between the target time period and all other time periods is recorded as the environmental vibration disturbance coefficient for the target time period.

[0016] Furthermore, the methods for obtaining the first difference and the second difference are as follows:

[0017] The absolute value of the difference between the average interval of the peaks of the target time period and other time periods is denoted as the first difference between the target time period and other time periods.

[0018] The absolute value of the difference between the peak variance of the target time period and other time periods is denoted as the second difference between the target time period and other time periods.

[0019] Furthermore, the method for calculating the environmental interference coefficient for each time period by considering the differences in the variation trend of vibration signals over different time periods includes:

[0020] The curve fitting result of the vibration signal of the time period is denoted as the vibration signal curve of the time period. The sum of the cosine similarity between the vibration signal curves of the target time period and all other time periods is denoted as the curve similarity of the target time period. The ratio of the environmental vibration interference coefficient of the target time period to the curve similarity is denoted as the environmental interference coefficient of the target time period.

[0021] Furthermore, the specific steps for obtaining the fault vibration coefficient during the aforementioned time period are as follows:

[0022] The segmentation difference of the time period is calculated based on the difference in the high peak within the two sub-time periods when the time period is evenly divided.

[0023] The peak value difference for each time period is calculated based on the difference in time intervals between all high peaks in the vibration signal.

[0024] The normalized value of the variance of the time interval between all high peaks in the vibration signal is denoted as the interval variance of the corresponding time period of the vibration signal.

[0025] The negative correlation results of segment differences, peak differences, and interval variances in time periods are denoted as the fault vibration coefficient of the time period.

[0026] Furthermore, the method for obtaining the segmented differences of the time period is as follows:

[0027] Divide a time period into two sub-time periods. The absolute value of the difference between the normalized values ​​of the mean of the peak values ​​in the two sub-time periods of the same time period is denoted as the segment difference of the time period.

[0028] Furthermore, the method for obtaining the peak difference during the aforementioned time period is as follows:

[0029] The number of peaks contained within a time period is denoted as the peak number of the time period. The sum of the absolute values ​​of the differences between the peak numbers of the time period and those of all other time periods is denoted as the peak difference of the time period.

[0030] Furthermore, the specific steps for calculating the fault probability during a given time period based on the fault vibration coefficient and environmental interference coefficient, and then conducting a transmission test simulating a vehicle driving environment based on the fault probability, are as follows:

[0031] The normalized value of the ratio of the fault vibration coefficient to the environmental disturbance coefficient during a time period is denoted as the fault probability during that time period.

[0032] For all vibration signals in time periods where the probability of failure is greater than the preset fault segmentation threshold, anomaly detection is performed. If an anomaly is found in the vibration signal, the transmission is determined to be faulty, the test is stopped, and the transmission is repaired; otherwise, the transmission test continues until all tests are completed.

[0033] Secondly, another embodiment of this application provides a transmission test bench that simulates a vehicle driving environment, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements the steps of the transmission test method that simulates a vehicle driving environment described above.

[0034] The embodiments of this application have at least the following beneficial effects:

[0035] This application notes that under certain driving conditions, the vibration signal of a normal transmission may exhibit similar overall characteristics to that of a faulty transmission. To eliminate the influence of uniquely similar vibrations occurring under complex driving conditions on the transmission experiment, based on the high randomness of the frequency and intensity of external vibration interference experienced by the transmission in complex environments, the significance of the increased amplitude fluctuations and relatively indistinct distribution regularity of vibration peaks in the vibration signal is evaluated. The environmental interference coefficient for each time period is obtained. A larger environmental interference coefficient for a target time period indicates a greater likelihood of abnormalities caused by the driving environment during that period. Furthermore, based on the fact that the amplitude of the vibration frequency generated during a fault condition will significantly increase, and that more frequency peaks different from normal peaks appear, this is represented in the time domain as... The regularity of the impact-type wave peaks allows for the evaluation of the likelihood that changes in the vibration signals collected within a time period are caused by changes in the vehicle's driving environment rather than a fault. The fault vibration coefficient for that time period is obtained; the larger the fault vibration coefficient, the less significant the increase in the amplitude of the newly emerging vibration frequency, and the more pronounced the shift and weakening of the vibration signal peak over time. In this case, the likelihood that the changes in the vibration signals collected within the time period are caused by changes in the vehicle's driving environment is greater. Finally, based on the fault vibration coefficient and environmental interference coefficient for that time period, the fault probability for that time period is calculated. Based on the fault probability, a transmission test simulating a vehicle's driving environment is performed. This addresses the problem that different driving environments can easily interfere with vibration signals, leading to a decrease in the accuracy of transmission test results, and improves the stability and reliability of transmission tests simulating a vehicle's driving environment. Attached Figure Description

[0036] To more clearly illustrate the technical solutions and advantages in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the 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.

[0037] Figure 1 A flowchart illustrating the steps of a transmission testing method simulating a vehicle driving environment, provided in one embodiment of this application;

[0038] Figure 2 This is a flowchart illustrating the high peak acquisition process provided in one embodiment of this application. Detailed Implementation

[0039] To further illustrate the technical means and effects adopted by this application to achieve the intended purpose of the invention, the following, in conjunction with the accompanying drawings and preferred embodiments, details the specific implementation, structure, features, and effects of the transmission testing method and test bench for simulating a vehicle driving environment proposed in this application. In the following description, different "one embodiment" or "another embodiment" do not necessarily refer to the same embodiment. Furthermore, specific features, structures, or characteristics in one or more embodiments can be combined in any suitable form.

[0040] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains.

[0041] The following description, in conjunction with the accompanying drawings, details the transmission test method and test bench scheme for simulating a vehicle driving environment provided in this application.

[0042] Please see Figure 1 The diagram illustrates a flowchart of a transmission testing method for simulating a vehicle driving environment according to an embodiment of this application. The method includes the following steps:

[0043] Step S001: Collect vibration signals of the gearbox under test in different test environments and at different time periods.

[0044] Mount the gearbox to be tested on the test bench, ensuring a secure installation and proper alignment of the connecting shafts to prevent loosening or misalignment during the test. Connect the input and output shafts of the gearbox, selecting the appropriate connection method (e.g., coupling, drive shaft) according to the test requirements. After the gearbox is installed, set the test parameters on the control panel, including input speed, output torque, loading method, and test time. Start the test bench and collect vibration signals from the gearbox at different times under different test conditions during the test.

[0045] It is important to understand that, in order to reduce the differences between vibration signals collected at different times, the vibration signals are normalized so that the amplitude of the vibration signals is greater than or equal to -1 and less than or equal to 1.

[0046] In this embodiment, 6 minutes is defined as a time period; within each time period, the sampling frequency of the vibration signal is 12kHz; this embodiment uses the Z-Score standard normalization method to normalize the vibration signal. In practical applications, implementers may use other methods such as the existing technology of maximum and minimum value normalization for normalization, which are not limited here.

[0047] Thus, vibration signals of the gearbox under test were obtained in different test environments and at different times.

[0048] Step S002: Based on the differences among all peaks in the vibration signal, high peaks in the vibration signal are filtered out. Based on the differences among all high peaks in the vibration signal of the same time period in all different time periods and the differences in the acquisition time interval, the environmental vibration interference coefficient for each time period is calculated. Combined with the differences in the changing trend of the vibration signal in the time period, the environmental interference coefficient for each time period is calculated.

[0049] Under normal driving conditions, the vibration signal of a transmission is relatively stable in the time domain, with small amplitude fluctuations and a certain periodicity. However, when the transmission experiences abnormal conditions such as gear transmission system malfunctions, the vibration signal will exhibit significant amplitude fluctuations. When the test bench simulates different vehicle driving environments, it simulates the vehicle's driving under different operating conditions and road conditions. When the simulated vehicle is driving on uneven roads, the amplitude of the vibration signal will also increase significantly, with obvious differences in amplitude fluctuations. In other words, under certain driving conditions, the vibration signal of a normal transmission may exhibit similar overall characteristics to that of a faulty transmission. Therefore, it is necessary to first rule out the influence of the specific similar vibrations that occur when the vehicle is driving under complex conditions on the transmission test.

[0050] Specifically, when a vehicle is traveling at a constant speed on a normal, smooth road surface, the vibration signal of the transmission exhibits significant periodicity and relatively small overall amplitude fluctuations. When the transmission malfunctions, the vibration signal will show abnormal amplitudes, and the changes in vibration signal caused by different fault conditions will also differ. For example, a broken gear tooth fault will cause the appearance of impact-type vibration peaks, but the overall periodic variation of the vibration signal is relatively small. When the vehicle is driving on uneven roads or in complex environments, the frequency and intensity of external vibration interference experienced by the transmission are more random, specifically manifested as increased amplitude fluctuations in the vibration signal and a relatively less obvious distribution pattern of vibration peaks.

[0051] The mean of the peak values ​​of all wave peaks in the vibration signal within the same time period is denoted as the average peak value. All peak values ​​in the vibration signal within the same time period that are greater than the average peak value are denoted as high peaks. The normalized mean of the time intervals between all high peaks in the vibration signal is denoted as the average high peak interval within the same time period. The variance of all peak values ​​in the vibration signal within the same time period is denoted as the peak variance within the same time period.

[0052] The flowchart for obtaining high peaks is as follows: Figure 2 As shown. It should be noted that this embodiment uses the Z-Score standard normalization method to calculate the normalized value. In practical applications, implementers may use other methods of existing technology, such as the maximum-minimum normalization method or the sigmoid function, to calculate the normalized value, which is not limited here.

[0053] Any time period is designated as the target time period. The absolute value of the difference between the average interval of the peaks of the target time period and other time periods is designated as the first difference between the target time period and other time periods. The absolute value of the difference between the peak variance of the target time period and other time periods is designated as the second difference between the target time period and other time periods. The positive correlation result of the first difference and the second difference between the target time period and all other time periods is designated as the environmental vibration disturbance coefficient of the target time period.

[0054] It is understood that a positive correlation is applied to the first and second differences between the target time period and all other time periods, ensuring that the first and second differences between the target time period and all other time periods are positively correlated with the environmental vibration disturbance coefficient of the target time period. It is understood that the positive correlation in this application refers to the relationship between the independent and dependent variables, where the independent variables are the first and second differences between the target time period and all other time periods, and the dependent variable is the environmental vibration disturbance coefficient of the target time period. A positive correlation means that the dependent variable increases (decreases) as the independent variable increases (decreases), and can be an additive or multiplicative relationship.

[0055] Preferably, as an embodiment of this application, the sum of the products of the first difference and the second difference between the target time period and all other time periods is recorded as the environmental vibration disturbance coefficient of the target time period.

[0056] The environmental vibration interference coefficient for the target time period is used to evaluate the significance of the characteristics of the vibration signal in the target time period that are affected by the driving environment. When the environmental vibration interference coefficient for the target time period is larger, the dispersion of the peak value of the vibration signal in the target time period increases, the time interval between all high peaks in the vibration signal changes significantly, and the vehicle is more likely to be affected by the driving environment and produce abnormalities in the target time period.

[0057] Furthermore, the vibrations generated by vehicles operating in different environments lead to more significant differences in the overall vibration signal morphology across different time periods, specifically manifested as substantial differences in the shape of the vibration signal curves. A least-binomial fitting algorithm was used to fit the vibration signal curves for each time period, obtaining the vibration signal curve for each period. The sum of the cosine similarities between the target time period and the vibration signal curves of all other time periods was recorded as the curve similarity for the target time period. The ratio of the environmental vibration interference coefficient of the target time period to the curve similarity was recorded as the environmental interference coefficient for the target time period.

[0058] When the environmental interference coefficient of the target time period is greater, the curve shape of the vibration signal collected in the target time period is significantly different from that of the vibration signal collected in other time periods, and the vehicle is more likely to be affected by the driving environment and cause abnormalities during the target time period.

[0059] The environmental interference coefficient for each time period can be obtained using the same method.

[0060] At this point, the environmental interference coefficients for all time periods have been obtained.

[0061] Step S003: Based on the differences in high peaks within two sub-periods when the time period is divided equally, the differences in time intervals between all high peaks in the vibration signal, and the differences in the number of peaks contained in the time period compared to other different time periods, obtain the fault vibration coefficient of the time period.

[0062] The driving environment of vehicles is complex. When simulating special urban road conditions such as schools, hospitals, and continuous downhill sections, these road sections contain a large number of continuous speed bumps, with multiple sets of speed bumps appearing at intervals. This causes the vibration signals collected during corresponding time periods to exhibit certain regularities. When a vehicle's transmission experiences gear failures or other malfunctions, the collected vibration signals may also show similar regular impact vibrations. However, there are differences between these two similar vibration signals.

[0063] Specifically, compared to the vibration signal of a vehicle's transmission during normal operation, the amplitude of the vibration frequency generated when a fault occurs will be significantly higher, with more frequency peaks that are different from the normal frequency peaks, which are represented as regular impact-type peaks in the time domain. When a vehicle drives over a series of speed bumps, the vehicle speed will be relatively slowed down, and there is a certain difference in vehicle speed from entering the speed bump area to exiting the speed bump area, which causes the peak value of the vibration signal to shift and weaken over time.

[0064] A time period is divided into two sub-time periods, denoted as the first and second periods. The absolute value of the difference between the normalized mean values ​​of the high peaks within the first and second periods of the same time period is denoted as the segment difference of the time period. The number of peaks contained within a time period is denoted as the peak number of the time period. The sum of the absolute values ​​of the differences between the peak numbers of the time period and all other time periods is denoted as the peak difference of the time period. The normalized value of the variance of the time interval between all high peaks in the vibration signal is denoted as the interval variance of the corresponding time period of the vibration signal. The result of the negative correlation processing of the segment difference, peak difference, and interval variance of the time period is denoted as the fault vibration coefficient of the time period.

[0065] It is understood that negative correlation processing is applied to the segment differences, peak differences, and interval variances of the time period, ensuring that these differences are negatively correlated with the fault vibration coefficient of the time period. It is also understood that the negative correlation in this application refers to the relationship between the independent and dependent variables, where the independent variables are the segment differences, peak differences, and interval variances of the time period, and the dependent variable is the fault vibration coefficient of the time period. The negative correlation means that the dependent variable decreases (increases) as the independent variable increases (decreases), and can be an inverse relationship, a subtraction relationship, etc.

[0066] Preferably, as an embodiment of this application, the reciprocal of the product of the segment difference, peak difference and interval variance of the time period is denoted as the fault vibration coefficient of the time period.

[0067] In the process of performing reciprocal calculations, in order to avoid the denominator being zero, a preset value needs to be added to the denominator. In this example, the preset value is 0.001.

[0068] The fault vibration coefficient for a given time period is used to evaluate the likelihood that changes in the vibration signal collected within that time period are caused by changes in the vehicle's driving environment rather than a fault. The larger the fault vibration coefficient for a given time period, the less pronounced the amplitude of newly emerging increases in the vibration frequency, and the more obvious the shift and weakening of the vibration signal's peak value over time. In this case, the likelihood that the changes in the vibration signal collected within that time period are caused by changes in the vehicle's driving environment is greater.

[0069] At this point, the fault vibration coefficient for each time period is obtained.

[0070] Step S004: Calculate the probability of failure for the time period based on the fault vibration coefficient and environmental interference coefficient, and complete the transmission test simulating the vehicle driving environment based on the probability of failure.

[0071] The normalized value of the ratio of the fault vibration coefficient to the environmental disturbance coefficient during a time period is denoted as the fault probability during that time period.

[0072] The fault probability during a time period is used to evaluate the likelihood that the vibration signals collected during that time period contain vibration signals caused by a transmission fault. The higher the fault probability during a time period, the greater the likelihood that the vehicle's transmission will be affected by a fault during that time period.

[0073] The experimenters in this field extract labeled historical test data from the database from the console, calculate the probability of failure for each time period corresponding to all historical test data, and use cross-validation to process the probability of failure for each time period corresponding to all historical test data to obtain the failure segmentation threshold.

[0074] The time period in which the probability of failure is greater than the fault segmentation threshold is marked as the marked time period of the transmission. An anomaly detection algorithm is used to detect anomalies in all vibration signals of the marked time period. When an anomaly is found in the vibration signal, the transmission is determined to be faulty, the test bench is stopped, and the transmission is repaired. When no marked time period is identified or no anomaly is found in the vibration signal, the transmission test continues until all tests are completed.

[0075] This completes the transmission test simulating a vehicle driving environment.

[0076] This application also proposes a transmission test bench simulating a vehicle driving environment, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it performs the steps described above. Since the transmission testing method simulating a vehicle driving environment has been described in detail above, it will not be repeated here.

[0077] It should be noted that the order of the embodiments described above is merely for descriptive purposes and does not represent the superiority or inferiority of the embodiments. Furthermore, specific embodiments of this specification have been described above. Additionally, the processes depicted in the accompanying drawings do not necessarily require a specific or sequential order to achieve the desired results. In some implementations, multitasking and parallel processing are possible or may be advantageous.

[0078] The above-described embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them; modifications to the technical solutions described in the foregoing embodiments, or equivalent substitutions of some of the technical features, do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application, and should all be included within the protection scope of this application.

Claims

1. A transmission test method simulating a vehicle driving environment, characterized in that, The method includes the following steps: Vibration signals of the gearbox under test were collected in different test environments and at different time periods; Based on the differences among all peaks in the vibration signal, high peaks in the vibration signal are filtered out. Based on the differences in the average value of all high peaks in the vibration signal of the same time period in all different time periods and the differences in the acquisition time interval, the environmental vibration interference coefficient of each time period is calculated. Combined with the differences in the changing trend of the vibration signal in time periods, the environmental interference coefficient of each time period is calculated. The fault vibration coefficient of a time period is obtained by considering the differences in the average value of high peaks within two sub-time periods, the differences in the time intervals between all high peaks in the vibration signal, and the differences in the number of peaks contained in the time period compared to other time periods. Based on the fault vibration coefficient and environmental interference coefficient of the time period, the fault probability of the time period is calculated, and the transmission test simulating the vehicle driving environment is completed based on the fault probability. The specific method for obtaining the environmental vibration interference coefficient during the specified time period is as follows: The normalized value of the mean time interval between all high peaks in the vibration signal is denoted as the average interval between high peaks in the same time period; any time period is denoted as the target time period, and the first difference between the target time period and other time periods is calculated based on the difference between the average interval between high peaks in the target time period and other time periods. The variance of all peak values ​​in the vibration signal within the same time period is denoted as the peak variance of the same time period; based on the difference in peak variance between the target time period and other time periods, a second difference between the target time period and other time periods is calculated. The positive correlation between the first and second differences between the target time period and all other time periods is recorded as the environmental vibration disturbance coefficient for the target time period. The method for calculating the environmental interference coefficient for each time period by considering the differences in the variation trend of the vibration signal over the combined time period is as follows: The curve fitting result of the vibration signal of the time period is denoted as the vibration signal curve of the time period. The sum of the cosine similarity between the vibration signal curves of the target time period and all other time periods is denoted as the curve similarity of the target time period. The ratio of the environmental vibration interference coefficient of the target time period to the curve similarity is denoted as the environmental interference coefficient of the target time period. The specific steps for obtaining the fault vibration coefficient during the specified time period are as follows: The segmentation difference of the time period is calculated based on the difference in the mean of the high peak within the two sub-time periods. The peak value difference for each time period is calculated based on the difference in time intervals between all high peaks in the vibration signal. The normalized value of the variance of the time interval between all high peaks in the vibration signal is denoted as the interval variance of the corresponding time period of the vibration signal. The reciprocal of the product of the segmented difference, peak difference, and interval variance of the time period is denoted as the fault vibration coefficient of the time period. The method for obtaining the segment differences of the time period is as follows: Divide a time period into two sub-time periods. The absolute value of the difference between the normalized values ​​of the mean of the peak values ​​in the two sub-time periods of the same time period is denoted as the segment difference of the time period.

2. The transmission test method simulating a vehicle driving environment according to claim 1, characterized in that, The method for filtering high peaks in the vibration signal is as follows: The average peak value of all peak values ​​in the vibration signal during the same time period is recorded as the average peak value. Peak values ​​in the vibration signal during the same time period that are greater than the average peak value are recorded as high peak values.

3. The transmission test method simulating a vehicle driving environment according to claim 1, characterized in that, The methods for obtaining the first difference and the second difference are as follows: The absolute value of the difference between the average interval of the peaks of the target time period and other time periods is denoted as the first difference between the target time period and other time periods. The absolute value of the difference between the peak variance of the target time period and other time periods is denoted as the second difference between the target time period and other time periods.

4. The transmission test method simulating a vehicle driving environment according to claim 1, characterized in that, The method for obtaining the peak difference during the time period is as follows: The number of peaks contained within a time period is denoted as the peak number of the time period. The sum of the absolute values ​​of the differences between the peak numbers of the time period and those of all other time periods is denoted as the peak difference of the time period.

5. The transmission test method simulating a vehicle driving environment according to claim 1, characterized in that, The specific steps involved in calculating the probability of a fault during a given time period based on the fault vibration coefficient and environmental interference coefficient, and then conducting a transmission test simulating a vehicle driving environment based on that probability, are as follows: The normalized value of the ratio of the fault vibration coefficient to the environmental disturbance coefficient during a time period is denoted as the fault probability during that time period. For all vibration signals in time periods where the probability of failure is greater than the preset fault segmentation threshold, anomaly detection is performed. If an anomaly is found in the vibration signal, the transmission is determined to be faulty, the test is stopped, and the transmission is repaired; otherwise, the transmission test continues until all tests are completed.

6. A transmission test bench simulating a vehicle driving environment, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the steps of the transmission test method for simulating a vehicle driving environment as described in any one of claims 1 to 5.

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