Loading structure for online detection of electric drive system of direct drive vehicle

Abstract

The present application relates to the field of vehicle testing, and in particular to a loading structure for online detection of a direct-drive vehicle electric drive system, which includes a loading motor slidably connected to a workbench, the loading motor is connected to a coupling shaft, and a torque sensor for measuring the torque of the coupling shaft, the coupling shaft is connected to a spline shaft for connecting to the vehicle electric drive system; the loading motor is provided with a brake assembly for braking the loading motor, and the torque sensor and the brake assembly are jointly connected to a controller. The present application has the effect of facilitating the acquisition of accurate test data of a direct-drive vehicle electric drive system.

Description

Technical Field

[0001] The present application relates to the field of vehicle testing, and in particular to a loading structure for online detection of an electric drive system of a direct-drive vehicle. Background Art

[0002] With the development of new energy vehicle technology, the market has higher requirements for the quality of new energy vehicles. Among them, the electric drive system is the core component of new energy vehicles, and testing of its stability and reliability is particularly important. Therefore, it is necessary to test the assembly quality of the electric drive system, including P gear parking, unlocking function, low-speed operating conditions, high-speed operating conditions, noise testing, etc.

[0003] At present, a loading mechanism is usually used to drive the electric drive system of a vehicle to operate, so as to facilitate testing of the electric drive system during the operation of the electric drive system; the loading mechanism in the prior art mainly includes a loading motor, and a spindle assembly is coaxially connected to the output shaft of the loading motor, and the spindle assembly can be spline-connected to the electric drive system to be tested; in implementation, the loading motor is used to drive the spindle assembly to rotate, thereby driving the electric drive system to operate.

[0004] In the process of realizing the present application, the inventors found that the above technology has at least the following problems: the spindle assembly in the prior art includes a large number of assembly parts including a torque sensor, a torque limiter, a bearing seat, a spline output shaft, etc. Due to the large number of components constituting the spindle assembly, it is easy for the spindle assembly and the electric drive system to be misaligned due to improper installation of the components when installing the spindle assembly, thereby causing large vibration of the shaft system at the loading mechanism end. Moreover, when the torque output of the loading structure in the prior art is too high, since there are many components constituting the spindle assembly and the mass is large, the spindle assembly cannot be stopped in time by directly stopping the motor shaft. Instead, the output shaft of the loading motor is separated from the other components of the spindle assembly through the bearing seat, so that the spindle assembly slowly stops in the absence of a power source. The rotation speed in this state cannot meet the rotation speed required for the test. The combined effect of the above reasons will make the test data of the electric drive system of a direct-drive vehicle inaccurate. Summary of the invention

[0005] In order to obtain accurate test data of a direct-drive vehicle electric drive system, the present application provides a loading structure for online detection of a direct-drive vehicle electric drive system.

[0006] The present application provides a loading structure for online detection of a direct-drive vehicle electric drive system using the following technical solution:

[0007] A loading structure for online detection of a direct-drive vehicle electric drive system comprises a loading motor slidably connected to a workbench, the loading motor being connected to a coupling shaft, and a torque sensor for measuring the torque of the coupling shaft, the coupling shaft being connected to a spline shaft for connection with the vehicle electric drive system; the loading motor is provided with a brake assembly for braking the loading motor, and the torque sensor and the brake assembly are jointly connected to a controller.

[0008] By adopting the above technical solution, the coupling shaft and the spline shaft are connected between the loading motor and the electric drive system to be tested. Compared with the main shaft assembly in the prior art, the number of components has been greatly reduced, and the components are easier to assemble, thereby facilitating the improvement of the centering level of the shaft system at the loading mechanism end, thereby facilitating the reduction of the vibration of the shaft system at the loading mechanism end. When the output torque of the loading motor is too large, the brake can be timely controlled by the controller to stop the loading motor in time, thereby facilitating the acquisition of accurate test data of the electric drive system of a direct-drive structure vehicle.

[0009] In a specific feasible implementation scheme, a slide rail is provided on the workbench, a clamping part which is clamped on the slide rail is provided on the loading motor, and the clamping part is slidably connected to the slide rail; a driving part for controlling the loading motor to slide on the slide rail is also provided on the workbench.

[0010] By adopting the above technical solution, the loading motor can be easily slid on the workbench through the driving part, so that when the electric drive system needs to be measured, the loading motor can be close to the electric drive system to be measured, and the loading motor can be limited on the slide rail through the clamping part, which can improve the stability of the loading motor during movement.

[0011] In a specific possible implementation scheme, the connecting shaft includes an outer shell member fixed on the output shaft of the loading motor, an inner shaft is slidably connected in the outer shell member, and a first screw is connected between the outer shell member and the inner shaft, and the first screw can fix the outer shell member and the inner shaft together.

[0012] By adopting the above technical solution, electric drive systems of different specifications require the connecting shaft to have different lengths. By sliding the inner shaft in the outer shell, the length of the connecting shaft can be changed, so that the connecting shaft can be suitable for electric drive systems of different specifications. After determining the length of the connecting shaft according to the specifications of the electric drive system, the outer shell and the inner shaft are fixed together by using the first screw.

[0013] In a specific possible implementation manner, a limiting strip is provided in the outer shell, and a limiting groove for the limiting strip to extend into is provided on the inner shaft.

[0014] By adopting the above technical solution, after the limit bar is extended into the corresponding limit groove, it is possible to prevent the inner shaft and the outer shell from rotating relative to each other when the loading motor drives the outer shell to rotate, thereby facilitating improving the connection stability between the outer shell and the inner shaft.

[0015] In a specific possible implementation manner, a buffer spring is abutted between the outer shell and the inner shaft.

[0016] By adopting the above technical solution, when the spline shaft connected to the connecting shaft is connected to the electric drive system under test, due to the rigid abutment, the spline shaft will vibrate and drive the inner shaft to vibrate, and the vibration can be absorbed by the buffer spring, thereby preventing the electric drive system from being damaged when the spline shaft is connected to the electric drive system under test.

[0017] In a specific possible implementation manner, the outer shell is provided with a plurality of first positioning holes along its axial direction, the inner shaft is provided with a first positioning screw hole, and the first screw can enter the first positioning hole and the first positioning screw hole.

[0018] By adopting the above technical solution, after the inner shaft extends out of the outer shell to a length that matches the electric drive system under test, the first screw can be extended into the corresponding first positioning hole and screwed into the corresponding first positioning screw hole, so that the inner shaft can maintain the extended length.

[0019] In a specific possible implementation manner, the outer shell is provided with an anti-retraction cover that can abut against the inner shaft, and the anti-retraction cover is used to prevent the inner shaft from detaching from the outer shell.

[0020] By adopting the above technical solution, the anti-retraction cover can be used to prevent the inner shaft from being separated from the outer shell.

[0021] In a specific possible implementation manner, an abutment screw hole is provided on the inner shaft, and the abutment screw hole is provided with a second screw that can abut against the spline shaft.

[0022] By adopting the above technical solution, after the spline shaft is placed on the inner shaft, the second screw is screwed into the corresponding abutment screw hole and abuts against the spline shaft, thereby facilitating the spline shaft to be fixed to the inner shaft to prevent relative rotation between the inner shaft and the spline shaft when driving the electric drive system.

[0023] In a specific feasible implementation scheme, a positioning ring is fixed on the spline shaft, the positioning ring is provided with a third positioning hole, the inner shaft is provided with a second positioning screw hole corresponding to the third positioning hole, and a third screw is connected to the third positioning hole and the corresponding second screw hole.

[0024] By adopting the above technical solution, the third screw is extended into the corresponding third positioning hole and then screwed into the corresponding second positioning screw hole, thereby facilitating further fixing the spline shaft on the inner shaft.

[0025] In a specific possible implementation, the brake assembly includes a brake pad seat connected to the output shaft of the loading motor, and a brake pad is fixed on the brake pad seat; an electromagnetic absorber for adsorbing the brake pad is connected to the loading motor, and the electromagnetic absorber is electrically connected to the controller; the electromagnetic absorber is provided with a friction plate that can abut against the brake pad.

[0026] By adopting the above technical solution, when the controller determines that the torque of the connecting shaft is too large, it will control the electromagnetic absorber to absorb the brake pad, thereby generating a larger friction force between the brake pad and the friction pad, thereby facilitating timely braking of the output shaft of the loading motor.

[0027] In summary, the present application includes at least one of the following beneficial technical effects:

[0028] 1. Compared with the spindle assembly in the prior art, the number of components between the loading motor and the spline shaft has been greatly reduced, and the components are easier to assemble, so as to improve the centering level of the shaft system at the loading mechanism end, thereby reducing the vibration of the shaft system at the loading mechanism end. When the output torque of the loading motor is too large, the brake can be controlled in time by the controller, so that the loading motor stops in time, so as to obtain accurate test data of the electric drive system of the direct-drive structure vehicle;

[0029] 2. By sliding the inner shaft in the outer shell, the length of the coupling shaft can be changed so that the coupling shaft can be adapted to electric drive systems of different specifications;

[0030] 3. When the spline shaft connected to the coupling shaft is connected to the electric drive system under test, due to the rigid abutment, the spline shaft will vibrate and drive the inner shaft to vibrate. The buffer spring can absorb this vibration, thereby preventing adverse damage to the electric drive system when the spline shaft is connected to the electric drive system under test. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] Figure 1 It is a schematic diagram of the overall structure of an online detection device for an electric drive system of a direct-drive vehicle in an embodiment of the present application.

[0032] Figure 2 It is a structural diagram used to reflect the connection relationship between the loading motor and the slide rail in the embodiment of the present application.

[0033] Figure 3 It is a cross-sectional view used to reflect the connection relationship between the output shaft of the loading motor and the connecting shaft in the embodiment of the present application.

[0034] Figure 4 It is a cross-sectional view used to embody the embodiment of the present application.

[0035] Figure 5 It is an exploded view used to illustrate the connection relationship between the outer shell and the inner shaft in the embodiment of the present application.

[0036] Figure 6 It is a cross-sectional view used to reflect the connection relationship with the spline shaft in the embodiment of the present application.

[0037] Figure 7 It is an exploded diagram used to illustrate the connection relationship between the spline shaft and the embodiment of the present application.

[0038] Figure 8 yes Figure 2 Enlarged view of part A.

[0039] Fig. 9 It is a cross-sectional view used to illustrate the connection relationship between the brake assembly and the loading motor in the embodiment of the present application.

[0040] Fig.10 yes Fig. 9 Enlarged view of part B.

[0041] 1. Base plate; 2. Snap-on component; 3. Loading motor; 31. Second positioning screw hole; 4. Driving component; 5. Connecting shaft; 51. Flange; 52. Eleventh screw; 53. Housing component; 531. Third positioning screw hole; 532. First circular cavity; 533. Second circular cavity; 534. First abutting wall; 5341. Fourth positioning screw hole; 535. Limiting strip; 536. First positioning hole; 537. Fifth positioning screw hole; 54. Fourth screw; 55. Spring stop cover; 551. Stop cover part; 5511. Third positioning hole; 552. Stop cover part 2; 5521. First blind hole; 56. Fifth screw; 57. Inner shaft; 571. Inner shaft part; 5711. Second blind hole; 5712. Limiting groove; 5713. Third blind hole; 5714. First positioning screw hole; 5715. Second Abutment wall; 572, inner shaft part 2; 573, inner shaft part 3; 5731, fourth blind hole; 5732, abutment screw hole; 5733, sixth positioning screw hole; 58, buffer spring; 59, first screw; 510, anti-retraction cover; 5101, fourth positioning hole; 511, sixth screw; 6, torque sensor; 7, spline shaft assembly; 71, spline shaft; 72, second screw; 73, positioning ring; 731, second positioning hole; 74, third screw; 75, connecting strip; 76, seventh screw; 77, eighth screw; 78, ninth screw; 8, brake assembly; 81, brake pad seat; 811, seat body; 812, abutment ring; 82, tenth screw; 83, brake pad; 84, electromagnetic absorber; 841, first mounting shell; 842, second mounting shell; 843, electromagnet; 85, friction plate; 86, dust cover. DETAILED DESCRIPTION

[0042] The following is combined with Figure 1-10 This application is described in further detail.

[0043] Reference Figure 1 When testing the electric drive system, it is necessary to place the electric drive system to be tested on a preset workbench. Two sets of slide rails are provided on the top wall of the workbench along its length direction. A loading structure for online detection of the electric drive system of a direct-drive structure vehicle is slidably provided on each set of slide rails, and the two loading structures for online detection of the electric drive system of a direct-drive structure vehicle are symmetrically arranged. The position on the workbench and between the two loading structures for online detection of the electric drive system of a direct-drive structure vehicle is the position for placing the electric drive system to be tested.

[0044] Since the loading structures for online detection of the electric drive systems of the two direct-drive structures are of the same structure, the present embodiment of the application only introduces one of the loading structures for online detection of the electric drive systems of the direct-drive structures, and the electric drive system of the direct-drive structure vehicle is referred to as the electric drive system in the following description. Figure 2The loading structure for online detection of the electric drive system of a direct-drive vehicle includes a base plate 1, and a group of clamping parts 2 are respectively provided on both sides of the bottom wall of the base plate 1; each group of slide rails on the workbench includes two slide rails corresponding to the two groups of clamping parts 2, and each group of clamping parts 2 includes two clamping parts 2, and the two clamping parts 2 in one group are clamped on a corresponding slide rail, and each clamping part 2 can slide on the corresponding slide rail.

[0045] Reference Figure 2 A loading motor 3 is fixed on the top wall of the substrate 1, and the loading motor 3 is electrically connected to a preset controller. Figure 1 , the output shaft of the loading motor 3 is arranged toward the electric drive system; it should be noted that the workbench is also provided with a driving member 4 for driving the loading motor 3 to slide on the corresponding slide rail, and specifically, the driving member 4 can be a servo motor arranged on the workbench. A coupling shaft 5 facing the electric drive system is coaxially fixed to one end of the output shaft of the loading motor 3, and a torque sensor 6 is fixed on the side wall of the loading motor 3 close to the coupling shaft 5. The torque sensor 6 is used to measure the torque of the coupling shaft 5, and the torque sensor 6 is electrically connected to a preset controller; a spline shaft assembly 7 is coaxially fixed to one end of the coupling shaft 5 away from the loading motor 3, and the spline shaft assembly 7 is used for spline connection of the motor shaft in the measured electric drive system; a brake assembly 8 connected to the output shaft of the loading motor 3 is fixed to the side wall of the loading motor 3 away from the coupling shaft 5, and the brake assembly 8 is used to brake the output shaft of the loading motor, and the brake assembly 8 is also electrically connected to the preset controller.

[0046] During implementation, the substrate 1 and the loading motor 3 installed on the substrate 1 are driven by the driving member 4 to move toward the electric drive system to be tested on the workbench until the spline shaft assembly 7 is spline-connected with the electric drive system to be tested; then, the output shaft of the loading motor 3 is controlled to rotate by the controller, thereby driving the connecting shaft 5 and the spline shaft assembly 7 to rotate. Since the spline shaft assembly 7 is spline-connected with the electric drive system to be tested, the electric drive system to be tested will operate driven by the spline shaft assembly 7, thereby facilitating testing of different functions of the electric drive system when the electric drive system is in operation.

[0047] When testing different functions of the electric drive system, different functions need to match different rotational speeds of the output shaft of the loading motor 3; it should be noted that when testing a certain function of the electric drive system, the controller can control the loading motor 3 to rotate at a certain range of rotational speeds. However, in implementation, the rotational speed of the output shaft of the loading motor 3 may increase, thereby causing the torque of the connecting shaft 5 connected to the output shaft of the loading motor 3 to exceed a preset torque threshold; it should be noted that the controller is provided with a torque threshold that matches each function of the electric drive system. When the torque of the connecting shaft 5 exceeds the torque threshold that matches the corresponding function, the test data of the electric drive system regarding the function may be inaccurate.

[0048] Reference Figure 3 The connecting shaft 5 includes a flange 51 coaxially connected to the output shaft of the loading motor 3. An inner countersunk hole is arranged around the center axis of the flange 51. An outer countersunk hole is arranged around the outer position of the inner countersunk hole on the flange 51. The axial directions of the inner countersunk hole and the outer countersunk hole are parallel to the axial direction of the flange 51. The end wall of the output shaft of the loading motor 3 is provided with second positioning screw holes 31 corresponding to the inner countersunk holes one by one. Each inner countersunk hole is provided with a corresponding eleventh screw 52, ​​and the eleventh screw 52 is also screwed into the corresponding second positioning screw hole 31.

[0049] The annular torque sensor 6 is fixed on the side wall of the loading motor 3 near the flange 51, and the torque sensor 6 is arranged around the flange 51. The coupling shaft 5 also includes a housing member 53 coaxially connected to the flange, and an end wall of the housing member 53 near the loading motor 3 is in contact with the flange 51, and the end wall of the housing member 53 in contact with the flange 51 is provided with a third positioning screw hole 531 corresponding to the outer ring countersunk hole one by one; each outer ring countersunk hole is provided with a corresponding fourth screw 54, and the fourth screw 54 is screwed into the corresponding third positioning screw hole 531. The output shaft of the loading motor 3, the flange 51 and the housing member 53 can be coaxially fixedly connected together through the above connection method.

[0050] Reference Figure 4 The outer shell 53 is provided with a first circular cavity 532 and a second circular cavity 533 connected to the first circular cavity 532 in sequence along a direction away from the flange 51. It should be noted that the diameter of the second circular cavity 533 is smaller than the diameter of the first circular cavity 532, and the first circular cavity 532 and the second circular cavity 533 are both arranged coaxially with the flange 51; since the diameter of the second circular cavity 533 is smaller than the diameter of the first circular cavity 532, an annular first abutting wall 534 is formed on the outer shell 53 and at the position where the first circular cavity 532 and the second circular cavity 533 are connected; Figure 3 A plurality of fourth positioning screw holes 5341 are formed on the first abutting wall 534 around the central axis of the outer shell 53 , and the fourth positioning screw holes 5341 are coaxially arranged with the central axis of the outer shell 53 .

[0051] The first circular cavity 532 and the second circular cavity 533 are connected with a spring stop cover 55. The spring stop cover 55 includes a stop cover portion 551 disposed in the first circular cavity 532 and a stop cover portion 552 integrally formed with the stop cover portion 551. The stop cover portion 551 and the stop cover portion 552 are coaxially arranged, and the stop cover portion 551 abuts against the first abutting wall 534. The edge portion of the end wall of the stop cover portion 551 is provided with a plurality of third positioning holes 5511 arranged around the central axis thereof. The third positioning holes 55 The axial direction of 11 is in the same direction as the axial direction of the stop cover part 551, and the third positioning hole 5511 corresponds to the fourth positioning screw hole 5341 one by one; each third positioning hole 5511 is provided with a fifth screw 56, and the fifth screw 56 passes through the corresponding third positioning hole 5511 and is tightened into the corresponding fourth positioning screw hole 5341, so that the spring stop cover 55 can be fixed in the outer shell 53; it should be noted that the stop cover part 552 is provided with a first blind hole 5521 on the side wall facing the second circular cavity 533.

[0052] An inner shaft 57 coaxially arranged with the outer shell 53 is slidably connected in the second circular cavity 533, and the inner shaft 57 includes an inner shaft portion 571 slidably connected to the inner side wall of the outer shell 53. The end wall of the spring stop cover 55 close to the inner shaft portion 571 is provided with a second blind hole 5711 coaxially arranged with the first blind hole 5521. The diameter of the second blind hole 5711 is consistent with that of the first blind hole 5521, and a buffer spring 58 is connected between the first blind hole 5521 and the second blind hole 5711. One end of the buffer spring 58 abuts against the bottom wall of the first blind hole 5521, and the other end abuts against the bottom wall of the second blind hole 5711.

[0053] In implementation, combined Figure 2 When the spline shaft assembly 7 is spline-connected with the electric drive system to be tested, the electric drive system will give the inner shaft 57 a force toward the loading motor 3, and the buffer spring 58 can absorb this force, thereby playing a buffering role, which makes it easier to protect the connecting shaft 5 and the electric drive system to be tested.

[0054] Reference Figure 5 The side wall of the second circular cavity 533 is evenly distributed with a plurality of limit strips 535 arranged along the axial direction of the outer shell 53, and the outer side wall of the inner shaft portion 571 is provided with a plurality of limit grooves 5712 corresponding to the limit strips 535, and the limit grooves 5712 are used for the corresponding limit strips 535 to extend into and engage with the corresponding limit strips 535. Since the limit strips 535 on the outer shell 53 are engaged in the corresponding limit grooves 5712 of the inner shaft 57, firstly, the inner shaft 57 can slide in the outer shell 53 along the axial direction of the outer shell 53; secondly, when the outer shell 53 rotates, the inner shaft 57 will also rotate synchronously with the outer shell 53 coaxially.

[0055] Reference Figure 4 and Figure 5 , a plurality of third blind holes 5713 are further provided on the side wall of the inner shaft portion 571 and are arranged around the central axis thereof, the axial direction of the third blind holes 5713 is perpendicular to the axial direction of the inner shaft portion 571, and a first positioning screw hole 5714 corresponding to the third blind holes 5713 is further provided on the inner shaft portion 571, and the third blind holes 5713 are coaxially arranged with the corresponding first positioning screw hole 5714; a plurality of groups of first positioning holes 536 are provided on the side wall of the outer shell member 53 along the axial direction thereof, the axial direction of the first positioning holes 536 may be in the same direction as the axial direction of the third blind holes 5713, and a plurality of groups of first positioning holes 536 correspond to a plurality of third blind holes 5713 one by one, that is, one third blind hole 5713 corresponds to all the first positioning holes 536 in a group of first positioning holes 536.

[0056] A first screw 59 is disposed in one of the first positioning holes 536 in the group of first positioning holes 536 , and the first screw 59 extends into the corresponding third blind hole 5713 and is screwed into the corresponding first positioning screw hole 5714 .

[0057] In practice, electric drive systems of different specifications require the inner shaft 57 to extend out of the outer shell 53 to different lengths. When the inner shaft 57 is extended to an appropriate length, the first screw 59 is sequentially inserted into the first positioning hole 536 and the third blind hole 5713, and further tightened into the corresponding first positioning screw hole 5714, thereby fixing the inner shaft 57 to the outer shell 53 along the axial direction of the inner shaft 57.

[0058] The inner shaft 57 also includes an inner shaft second part 572 integrally formed with the inner shaft first part 571. The inner shaft second part 572 is connected to one end of the inner shaft first part 571 away from the spring stop cover 55. The inner shaft second part 572 is coaxially arranged with the inner shaft first part 571, and the diameter of the inner shaft second part 572 is smaller than the diameter of the inner shaft first part 571. In this way, a second abutment wall 5715 is generated on the end wall of the inner shaft first part 571 at the connection between the inner shaft first part 571 and the inner shaft second part 572.

[0059] Reference Figure 4 and Figure 5, an annular anti-retreat cover 510 is arranged around the side wall of the second part 572 of the inner shaft, and one side wall of the anti-retreat cover 510 abuts against the end wall of the outer shell 53, and can also abut against the second abutting wall 5715; a plurality of fourth positioning holes 5101 are evenly arranged on the anti-retreat cover 510 along its axial direction, and the axial directions of the fourth positioning holes 5101 are parallel to the axial direction of the anti-retreat cover 510, and a fifth positioning screw hole 537 corresponding to the fourth positioning holes 5101 is opened on the end wall of the outer shell 53, a sixth screw 511 is inserted into the fourth positioning hole 5101, and the sixth screw 511 is also screwed into the corresponding fifth positioning screw hole 537, so that the anti-retreat cover 510 can be fixed on the end wall of the outer shell 53, and because the anti-retreat cover 510 can abut against the second abutting wall 5715, it is convenient to prevent the inner shaft 57 from retreating from the outer shell 53 under the action of the elastic force of the buffer spring 58.

[0060] Reference Figure 6 and Figure 7 The inner shaft 57 also includes an inner shaft third portion 573 connected to the inner shaft second portion 572 away from one end of the inner shaft first portion 571. The inner shaft third portion 573 and the inner shaft second portion 572 are integrally formed and coaxially arranged. In addition, the diameter of the inner shaft third portion 573 is larger than the diameter of the inner shaft second portion 572. The inner shaft third portion 573 is provided with a fourth blind hole 5731 coaxially arranged with the inner shaft third portion 573.

[0061] The spline shaft assembly 7 is connected to the inner shaft 57. Specifically, the spline shaft assembly 7 includes a spline shaft 71 placed in the fourth blind hole 5731 and extending out of the fourth blind hole 5731. The diameter of the spline shaft 71 is consistent with the diameter of the fourth blind hole 5731. A plurality of abutment screw holes 5732 facing the central axis are opened on the side wall of the inner shaft third part 573. The abutment screw holes 5732 are connected to the fourth blind hole 5731. A second screw 72 is screwed into the abutment screw hole 5732, and the second screw 72 abuts against the spline shaft 71, so that the spline shaft 71 can be preliminarily fixed to the inner shaft 57.

[0062] A positioning ring 73 is fixed on the side wall of the spline shaft 71 extending out of the fourth blind hole 5731, and the positioning ring 73 abuts against the inner shaft three parts 573. The positioning ring 73 is provided with a plurality of second positioning holes 731 that surround the spline shaft 71 and are evenly arranged. A plurality of sixth positioning screw holes 5733 corresponding to the second positioning holes 731 are provided on the side wall where the inner shaft three parts 573 abut against the positioning ring 73. A third screw 74 is provided in each second positioning hole 731, and the third screw 74 is screwed into the corresponding sixth positioning screw hole 5733.

[0063] Reference Figure 8, a connecting strip 75 is connected to the side wall of the inner shaft three-part 573, and the connecting strip 75 is provided with a seventh screw 76, an eighth screw 77 and a ninth screw 78 which all pass through the connecting strip 75, and the seventh screw 76, the eighth screw 77 and the ninth screw 78 are all arranged toward the central axis of the spline shaft 71, and the seventh screw 76 passes through the connecting strip 75 and is screwed into the inner shaft three-part 573, the eighth screw 77 passes through the connecting strip 75 and is screwed into the positioning ring 73, and the ninth screw 78 passes through the connecting strip 75 and is screwed into the spline shaft 71. The inner shaft 57, the positioning ring 73 and the spline shaft 71 are conveniently fixed together by the connecting strip 75 to improve the connection stability between the coupling shaft 5 and the spline shaft assembly 7.

[0064] Reference Figure 2 and Fig. 9 The brake assembly 8 includes a brake pad seat 81 fixed on the end of the output shaft of the loading motor 3 away from the flange 51.

[0065] Reference Fig. 9 and Fig.10 The brake pad seat 81 includes a seat body 811 surrounding the output shaft of the loading motor 3. The seat body 811 is tubular, and an annular abutting ring 812 is integrally formed on the outer wall of the seat body 811. The abutting ring 812 is provided with a tenth screw 82, and the abutting ring 812 is fixedly connected with a ring-shaped brake pad 83 through the tenth screw 82. An electromagnetic absorber 84 for adsorbing the brake pad 83 is provided on the side wall of the loading motor 3 close to the brake pad 83, and the electric measuring absorber is electrically connected to a preset controller. Specifically, the electromagnetic absorber 84 includes a first mounting shell 841 and a second mounting shell 842 symmetrically arranged about the brake pad 83, and the first mounting shell 841 and the second mounting shell 842 are both provided with an electromagnet 843. The brake pad 83 is placed between the first shell and the second mounting shell 842, and friction plates 85 that can abut against the brake pad 83 are fixed on the side walls of the first mounting shell 841 and the second mounting shell 842 close to the brake pad 83. It should be noted that a dust cover 86 fixed on the loading motor is provided on the outer side of the electromagnetic absorber 84 .

[0066] The implementation principle of a loading structure for online detection of an electric drive system of a direct-drive vehicle according to an embodiment of the present application is as follows: the electric drive system to be tested is placed in the detection area on the workbench, and the driving member 4 is controlled by the controller to drive the loading motor 3 to gradually approach the electric drive system to be tested until the spline shaft 71 on the loading motor 3 is connected to the motor spline in the electric drive system, and then the output shaft of the loading motor 3 is controlled by the controller to rotate, thereby driving the electric drive system to operate; at the same time, the torque output by the loading motor 3 is measured by the torque sensor 6, and the controller determines whether the torque value exceeds a preset torque threshold value. If it exceeds, the brake assembly 8 is controlled to further control the output shaft of the loading motor 3 to stop immediately. This can not only protect the electric drive system to be tested, but also facilitate the acquisition of more accurate test data of the direct-drive vehicle electric drive system.

[0067] The above are all preferred embodiments of the present application, and the protection scope of the present application is not limited thereto. Therefore, any equivalent changes made according to the structure, shape, and principle of the present application should be included in the protection scope of the present application.

Claims

1. A loading structure for online detection of an electric drive system of a direct drive vehicle, comprising a loading motor (3) slidably connected to a workbench, characterized in that: The loading motor (3) is connected to a coupling shaft (5) and a torque sensor (6) for measuring the torque of the coupling shaft (5); the coupling shaft (5) is connected to a spline shaft (71) for connecting to a vehicle electric drive system; the loading motor (3) is provided with a brake assembly (8) for braking the loading motor (3), and the torque sensor (6) and the brake assembly (8) are jointly connected to a controller; the coupling shaft (5) comprises an outer shell member (53) fixed to an output shaft of the loading motor (3); an inner shaft (57) is slidably connected in the outer shell member (53); a first screw (59) is connected between the outer shell member (53) and the inner shaft (57); the first screw (59) can fix the outer shell member (53) and the inner shaft (57) together; a buffer spring (58) is abutted between the outer shell member (53) and the inner shaft (57).

2. The loading structure for online detection of the electric drive system of a direct drive vehicle according to claim 1 is characterized in that: The workbench is provided with a slide rail, the loading motor (3) is provided with a clamping member (2) clamped on the slide rail, and the clamping member (2) is slidably connected to the slide rail; the workbench is also provided with a driving member (4) for controlling the loading motor (3) to slide on the slide rail.

3. The loading structure for online detection of the electric drive system of a direct drive vehicle according to claim 1, characterized in that: A limiting strip (535) is provided in the outer shell (53), and a limiting groove (5712) is provided on the inner shaft (57) for the limiting strip (535) to extend into.

4. The loading structure for online detection of the electric drive system of a direct drive vehicle according to claim 1, characterized in that: The outer shell (53) is provided with a plurality of first positioning holes (536) along its axial direction, the inner shaft (57) is provided with a first positioning screw hole (5714), and the first screw (59) can enter the first positioning hole (536) and the first positioning screw hole (5714).

5. The loading structure for online detection of the electric drive system of a direct drive vehicle according to claim 3 is characterized by: The outer shell (53) is provided with an anti-retraction cover (510) that can abut against the inner shaft (57), and the anti-retraction cover (510) is used to prevent the inner shaft (57) from detaching from the outer shell (53).

6. The loading structure for online detection of the electric drive system of a direct drive vehicle according to claim 1, characterized in that: The inner shaft (57) is provided with an abutment screw hole (5732), and the abutment screw hole (5732) is provided with a second screw (72) that can abut against the spline shaft (71).

7. The loading structure for online detection of the electric drive system of a direct drive vehicle according to claim 6, characterized in that: A positioning ring (73) is fixed on the spline shaft (71), and a second positioning hole (731) is provided on the positioning ring (73); a sixth positioning screw hole (5733) corresponding to the second positioning hole (731) is provided on the inner shaft (57), and a third screw (74) is connected between the second positioning hole (731) and the corresponding sixth positioning screw hole (5733).

8. The loading structure for online detection of the electric drive system of a direct drive vehicle according to claim 1, characterized in that: The brake assembly (8) comprises a brake pad seat (81) connected to the output shaft of the loading motor (3), and a brake pad (83) is fixed on the brake pad seat (81); an electromagnetic absorber (84) for absorbing the brake pad (83) is connected to the loading motor (3), and the electromagnetic absorber (84) is electrically connected to the controller; and a friction plate (85) is provided on the electromagnetic absorber (84) that can abut against the brake pad (83).

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