A powertrain test bench

Abstract

A power assembly test bench for testing a transmission to be tested, comprising: a half shaft capable of rotating about an axis thereof and configured to be connected to the transmission; two dynamometers respectively connected to two ends of the half shaft; a driving motor disposed on one side of the half shaft and between the two dynamometers, comprising a housing and a main shaft disposed in parallel with the half shaft; and a connecting assembly disposed at one end of the main shaft and configured to connect the output shaft and the main shaft when the output shaft and the main shaft are coaxially arranged; wherein the maximum radius of the housing of the driving motor is less than the distance between the main shaft and the half shaft. In the power assembly test bench, the driving motor does not interfere with the dynamometers, the transmission efficiency between the driving motor and the transmission to be tested is high, and the actual working condition is closer.

Description

Technical Field

[0001] This article relates to powertrain testing technology, and in particular to a powertrain test bench. Background Technology

[0002] In today's complex automotive development environment, how to effectively develop a product that can withstand the test of the market requires a complete and systematic examination of its performance before the product is launched.

[0003] The powertrain of a car needs to undergo rigorous testing on a powertrain test bench to verify whether the powertrain meets the design requirements. Only with higher design and manufacturing standards for powertrain test benches can excellent and user-favorite car products be developed.

[0004] In existing powertrain test benches, the dynamometer and drive motor are both quite large. To avoid interference between the dynamometer and drive motor, a transmission mechanism is usually added between the drive motor and the transmission under test. However, the addition of the transmission mechanism reduces the transmission efficiency between the drive motor and the transmission under test, which will affect the test results. In addition, the transmission mechanism will also generate some vibration and noise during operation.

[0005] Meanwhile, to meet the requirement of direct connection to the drive motor and avoid interference between the dynamometer and the drive motor, the wheel-end half-shaft and the intermediate half-shaft are connected by a universal joint, with an included angle between them. The wheel-end half-shaft is connected to the dynamometer. However, due to the large size of the dynamometer, the included angle between the wheel-end half-shaft and the intermediate half-shaft is quite large, resulting in an angle much larger than the maximum deflection angle of the wheel-end half-shaft in the actual vehicle, which will cause inaccurate test results. Summary of the Invention

[0006] To solve the above-mentioned technical problems, this application provides a powertrain test bench, which is used to test a transmission under test, the transmission under test including an input shaft and a transmission mechanism connected to the input shaft;

[0007] The powertrain test bench includes:

[0008] The half-shaft can rotate around its own axis and is used to connect with the transmission mechanism;

[0009] Two dynamometers are connected to the two ends of the half-shaft, respectively;

[0010] A drive motor, disposed on one side of the half-shaft and located between the two dynamometers, includes a housing and a main shaft arranged parallel to the half-shaft; and

[0011] A connecting assembly is arranged at one end of the main shaft, and is used to connect the input shaft and the main shaft when the input shaft and the main shaft are coaxially arranged.

[0012] The maximum radius of the housing of the driving motor is less than the distance between the main shaft and the half shaft.

[0013] In an illustrative embodiment, the maximum radius of the housing of the driving motor is less than 132 mm.

[0014] In an illustrative embodiment, the connecting assembly comprises:

[0015] A fixed flange is sleeved on the main shaft.

[0016] A torque flange comprises a first flange connected with the fixed flange, a second flange coaxial with the first flange, and a torque sensor, two ends of the torque sensor being connected with the first flange and the second flange respectively.

[0017] A coupling is used to be sleeved on the input shaft and connected with the second flange.

[0018] In an illustrative embodiment, the coupling is a flexible coupling.

[0019] In an illustrative embodiment, one of the fixed flange and the first flange has a positioning protrusion on an end face thereof, and the other of the fixed flange and the first flange has a positioning recess on an end face thereof.

[0020] The positioning protrusion is inserted into the positioning recess.

[0021] In an illustrative embodiment, the positioning recess is a circular annular recess, and the positioning protrusion is a circular annular protrusion.

[0022] The outer diameter of the positioning recess is equal to the outer diameter of the positioning protrusion.

[0023] In an illustrative embodiment, the powertrain test bench further comprises a lifting device.

[0024] The lifting device is arranged below the driving motor and supports the driving motor.

[0025] The lifting device can adjust the height of the driving motor.

[0026] In an illustrative embodiment, the driving motor is a permanent magnet synchronous motor.

[0027] In an illustrative embodiment, the to-be-tested transmission further integrates a hybrid motor.

[0028] The powertrain test bench further comprises:

[0029] a battery simulator electrically connected to the hybrid motor; and

[0030] a frequency converter electrically connected to the dynamometer and the drive motor.

[0031] In an illustrative embodiment, the frequency converter can control the rotating speed and direction of the dynamometer and the drive motor.

[0032] The battery simulator is further used for external power grid;

[0033] The battery simulator can supply power to the hybrid motor; and / or, the hybrid motor can generate power and feedback to the power grid through the battery simulator.

[0034] In the technical solution, the drive motor is arranged between the two dynamometers and on one side of the half shaft, and the maximum radius of the shell of the drive motor is smaller than the distance between the main shaft of the drive motor and the half shaft, so that the drive motor does not interfere with any of the dynamometers and the half shaft. Meanwhile, the drive motor is directly connected to the transmission to be tested, and there is no additional transmission device between the drive motor and the transmission to be tested, so that the transmission efficiency between the drive motor and the transmission to be tested is not reduced, and the whole half shaft does not need to be bent through a universal joint, which is more close to the actual working condition and the test result is more accurate.

[0035] Other features and advantages of the present application will be set forth in the following description, and in part will become apparent to those skilled in the art from the description, or can be learned by practice of the present application. Other advantages of the present application can be realized and attained by means of the instrumentalities and combinations particularly pointed out in the description and appended claims. BRIEF DESCRIPTION OF DRAWINGS

[0036] The accompanying drawings are included to provide an understanding of the present application, and constitute a part of the specification, and together with the embodiments illustrate the technical solutions of the present application, and do not constitute a limitation on the technical solutions of the present application.

[0037] Figure 1 FIG. 1 is a structural schematic diagram of a powertrain test bench in an embodiment of the present application;

[0038] Figure 2 FIG. 2 is a partial schematic diagram of the powertrain test bench in the embodiment of the present application;

[0039] Figure 3 FIG. 3 is an assembly schematic diagram of a fixed flange and a first flange in the embodiment of the present application. DETAILED DESCRIPTION

[0040] As Figure 1 ,2 as shown, Figure 1 , 2 A powertrain test bench is shown in the present embodiment. The powertrain test bench is used to test the transmission 3. The powertrain test bench comprises a mounting plate 5, a half shaft 4, a dynamometer 1, a driving motor 2 and a connecting assembly 6.

[0041] The mounting plate 5 can be configured as a substantially flat plate structure. The mounting plate 5 can be vertically arranged. The mounting plate 5 is provided with a first shaft hole (not shown in the figure) and a second shaft hole (not shown in the figure). The first shaft hole and the second shaft hole both penetrate the mounting plate 5.

[0042] The half shaft 4 is configured as a cylindrical structure. The half shaft 4 is arranged in the first shaft hole of the mounting plate 5, and the half shaft 4 is perpendicular to the mounting plate 5.

[0043] The dynamometer 1 is provided with two, and the two dynamometers 1 are respectively arranged at opposite ends of the half shaft 4 and are respectively connected to the two ends of the half shaft 4. The dynamometer 1 can be fixed on the ground. The dynamometer 1 can test the power input from the half shaft 4.

[0044] The transmission 3 under test comprises a housing 32, an input shaft 31 and a transmission mechanism. The housing 32 is fixed on one surface of the mounting plate 5. The transmission mechanism is arranged in the housing 32. The input shaft 31 extends from the housing 32 and penetrates the second shaft hole of the mounting plate 5. The input shaft 31 is parallel to the half shaft 4. The input shaft 31 is spaced apart from the half shaft 4. The transmission mechanism can be a gear transmission mechanism. The transmission mechanism is connected to the input shaft 31 and the half shaft 4, and the transmission mechanism can transmit torque between the input shaft 31 and the half shaft 4. In the present embodiment, the distance between the input shaft 31 of the transmission 3 under test and the half shaft 4 is greater than or equal to 132 mm.

[0045] The driving motor 2 comprises a housing 22 and a main shaft 21. The outer contour of the housing 22 is configured as a substantially cylindrical shape. The main shaft 21 extends from one end of the housing 22, and the main shaft 21 is coaxially arranged with the housing 22. The driving motor 2 and the to-be-tested transmission 3 are arranged in the region between the two dynamometers 1. The driving motor 2 is arranged on one side of the half shaft 4, the main shaft 21 of the driving motor 2 is parallel to the half shaft 4, and the main shaft 21 and the half shaft 4 are separated from each other. The maximum radius of the housing 22 of the driving motor 2 is smaller than the distance between the input shaft 31 and the half shaft 4, and the maximum radius of the housing 22 of the driving motor 2 is also smaller than the distance between the main shaft 21 of the driving motor 2 and the half shaft 4. The maximum radius of the housing 22 of the driving motor 2 is smaller than 132 mm. Since the maximum radius of the housing 22 of the driving motor 2 is smaller than 132 mm, the driving motor 2 has the characteristics of low inertia and high dynamicity, and can maximize the simulation of the ideal working characteristics of the engine under various working environments. The housing 32 of the driving motor 2 and the to-be-tested transmission 3 are respectively located on opposite sides of the mounting plate 5. The main shaft 21 of the driving motor 2 is coaxially arranged with the input shaft 31 of the to-be-tested transmission 3, and the main shaft 21 and the input shaft 31 are spaced apart from each other.

[0046] The connecting assembly 6 is arranged between the main shaft 21 of the driving motor 2 and the input shaft 31 of the to-be-tested transmission 3. The connecting assembly 6 connects the main shaft 21 of the driving motor 2 and the input shaft 31 of the to-be-tested transmission 3.

[0047] In the technical scheme, the driving motor 2 and the to-be-tested transmission 3 are arranged between the two dynamometers 1 and on one side of the half shaft 4, and the maximum radius of the housing 22 of the driving motor 2 is smaller than the distance between the main shaft 21 of the driving motor 2 and the half shaft 4, so that the driving motor 2 does not interfere with any one of the dynamometers 1 and the half shaft 4. At the same time, the driving motor 2 and the to-be-tested transmission 3 are arranged in a straight connection manner, and there is no additional transmission device between the to-be-tested transmission 3 and the driving motor 2. The transmission efficiency between the driving motor 2 and the to-be-tested transmission 3 is not reduced, and the whole half shaft 4 does not need to be bent through a universal joint, which is more close to the actual working condition, and the test result is more accurate.

[0048] In an exemplary embodiment, the power assembly test bench further comprises a bearing seat 10 and a bearing (not shown in the figure). The bearing seat 10 is configured as a cylindrical structure. The bearing seat 10 is arranged on the side of the mounting plate 5 close to the driving motor 2. One end of the bearing seat 10 is fixedly connected to the mounting plate 5. The input shaft 31 of the to-be-tested transmission 3 penetrates the bearing seat 10. The bearing is arranged between the input shaft 31 and the bearing seat 10, the inner ring of the bearing is sleeved on the input shaft 31 of the to-be-tested transmission 3, and the outer ring of the bearing is in interference fit with the bearing seat 10. The bearing seat 10 and the bearing can support the input shaft 31 of the to-be-tested transmission 3.

[0049] In an illustrative embodiment, the connecting assembly 6 comprises a fixed flange 23, a torque flange 62 and a coupling 61. The fixed flange 23 is sleeved on the main shaft 21 of the motor and fixedly connected with the main shaft 21. The coupling 61 is sleeved on the input shaft 31 of the transmission 3 to be tested and fixedly connected with the input shaft 31.

[0050] The torque flange 62 comprises a first flange 621, a second flange 622 and a torque sensor 623. The fixed flange 23 and the first flange 621 are coaxially arranged. The first flange 621 and the second flange 622 are arranged at two ends of the torque sensor 623 respectively, and the two ends of the torque sensor 623 are connected to the first flange 621 and the second flange 622 respectively. The torque sensor 623 is used to detect the torque between the first flange 621 and the second flange 622. Both ends of the torque flange 62 are flange structures, which are convenient for installation.

[0051] The first flange 621 of the torque flange 62 is coaxially arranged with the fixed flange 23 and abuts against each other, and the first flange 621 and the fixed flange 23 are connected by bolts. The second flange 622 of the torque flange 62 is coaxially arranged with the coupling 61 and abuts against each other, and the second flange 622 and the coupling 61 are connected by bolts.

[0052] In this way, the fixed flange 23, the torque flange 62 and the coupling 61 fixedly connect the main shaft 21 of the driving motor 2 and the input shaft 31 of the transmission 3 to be tested. At the same time, the torque flange 62 can measure the torque between the main shaft 21 and the input shaft 31.

[0053] In an illustrative embodiment, the fixed flange 23 can be an I-shaped flange. A positioning protrusion 231 is arranged on the end face of the fixed flange 23 facing the torque flange 62. The positioning protrusion 231 can be a circular ring-shaped protrusion, and the positioning protrusion 231 is coaxially arranged with the fixed flange 23.

[0054] A positioning recess 6211 is arranged on the end face of the first flange 621 of the torque flange 62 facing the fixed flange 23. The positioning recess 6211 can be a circular ring-shaped recess, and the positioning recess 6211 is coaxially arranged with the first flange 621. The outer diameter of the positioning recess 6211 is the same as the outer diameter of the positioning protrusion 231.

[0055] When the fixed flange 23 and the first flange 621 are assembled together, the positioning protrusion 231 on the fixed flange 23 is inserted into the positioning recess 6211 of the first flange 621, so that the fixed flange 23 and the first flange 621 can be coaxial.

[0056] It can be understood that the positioning groove 6211 and the positioning protrusion 231 in the embodiment can also be exchanged in position, the positioning protrusion 231 is arranged on the end face of the first flange 621 of the torque flange 62, and the positioning groove 6211 is arranged on the end face of the fixed flange 23, and the above-mentioned effects can also be achieved.

[0057] In an illustrative embodiment, the coupling 61 is a flexible coupling, preferably a diaphragm coupling. The flexible coupling has the ability to compensate for the relative misalignment of the two coupled shafts, and plays a role in buffering, damping and improving the dynamic performance of the shafting.

[0058] Due to errors during installation, the main shaft 21 of the motor cannot be completely coaxial with the input shaft 31 of the transmission to be tested, and the flexible coupling 61 allows the axis between the torque flange 62 and the input shaft 31 of the transmission to be tested to have a certain deviation, which can buffer the axial mechanical impact caused by the error, and can maximize the protection of the rotating shaft bearing of the driving motor 2 and the torque flange 62, and prolong the service life of the powertrain test bench.

[0059] In an illustrative embodiment, the powertrain test bench further comprises a lifting device 7. The lifting device 7 is arranged below the driving motor 2 and is used to support the driving motor 2.

[0060] The lifting device 7 comprises a lifting mechanism 71 and a connecting rod 72. The lifting mechanism 71 can be arranged in multiple, and multiple lifting mechanisms 71 are arranged below the driving motor 2. The lifting mechanism 71 is vertically arranged. The lifting mechanism 71 can be elongated and shortened. The lifting mechanism 71 can be a hydraulic cylinder, a cylinder or a ball screw nut pair. The connecting rod 72 connects the lifting mechanisms 71. The lifting mechanisms 71 can simultaneously elongate to lift the position of the driving motor 2, and the lifting mechanisms 71 can simultaneously shorten to lower the position of the driving motor 2.

[0061] The lifting device 7 can adjust the height of the driving motor 2, and the adjustable range is wide, and the actual working condition of the whole vehicle arrangement can be installed to adjust the driving motor 2 to the required height.

[0062] In an illustrative embodiment, the driving motor 2 is a permanent magnet synchronous motor.

[0063] The driving motor 2 is a permanent magnet synchronous motor, which eliminates the problem-prone collector ring and brush, improves the reliability of the driving motor 2 in operation, and has no excitation current and excitation loss, improves the efficiency and power density of the driving motor 2. In particular, the permanent magnet synchronous motor has the characteristics of high dynamic response and double-mode control, and can work with the dynamometer 1 to simulate the whole vehicle verification, and can also work independently to test the new energy motor stall performance and development calibration test.

[0064] In an exemplary embodiment, the powertrain test bench further comprises a water cooling system (not shown in the figure). The housing of the driving motor 2 is provided with a cooling flow channel, and the two ends of the cooling flow channel are connected to the water cooling system. The water cooling system is used to inject cooling liquid into one end of the cooling flow channel and recover the cooling liquid flowing out of the other end of the cooling flow channel. The cooling liquid can be water.

[0065] When the cooling liquid flows through the cooling flow channel, the heat on the housing of the driving motor 2 can be taken away to reduce the temperature of the driving motor 2.

[0066] In an exemplary embodiment, the powertrain test bench further comprises a battery simulator 9 and a frequency converter 8.

[0067] The transmission to be tested 3 is a hybrid transmission to be tested, and a hybrid motor is further integrated in the transmission to be tested 3 and connected to the transmission mechanism of the transmission to be tested 3. The battery simulator 9 is used to simulate the on-board storage battery. The battery simulator 9 is electrically connected to the hybrid motor.

[0068] The frequency converter 8 is electrically connected to the driving motor 2 and the two dynamometers 1. The frequency converter 8 can adjust the rotation speed and rotation direction of the driving motor 2 and the dynamometers 1.

[0069] When simulating that the vehicle is in a climbing state, the frequency converter 8 drives the driving motor 2 to rotate to simulate that the engine drives the vehicle to move forward, the torque output by the driving motor 2 is transmitted to the half shaft 4 through the transmission to be tested 3, the battery simulator 9 drives the hybrid motor to output the torque in the same direction to the half shaft 4 to simulate that the hybrid motor cooperates with the engine to drive the vehicle to move forward, and the hybrid motor consumes electric energy. At the same time, the frequency converter 8 also drives the dynamometers 1 to transmit the torque to the half shaft 4 to simulate the load when the vehicle is climbing, and the torque transmitted by the dynamometers 1 is opposite to the torque transmitted by the transmission to be tested 3 to the half shaft 4.

[0070] When simulating that the vehicle is in a downhill uniform speed sliding state, the transmission to be tested 3 applies a torque to the half shaft 4 through the two dynamometers 1, and the torque is transmitted to the hybrid motor in the transmission to be tested 3 to drive the hybrid motor to rotate. When the hybrid motor rotates, it generates electricity as a generator to simulate the recovery of the vehicle braking energy. The alternating current generated by the hybrid motor is rectified into direct current by a rectifier circuit and then transmitted to the battery simulator 9. The battery simulator 9 further comprises an inverter circuit which can be externally connected to the power grid. The inverter circuit can convert the direct current into alternating current and transmit the alternating current to the power grid, so as to realize the recycling of electric energy.

[0071] When the power assembly test bench simulates different working environments of the vehicle, energy is constantly exchanged, and cold and hot working conditions are constantly impacted, so that the power assembly device can meet the steady-state durability test, efficiency test, differential test and high-speed test, and both the performance of various mechanical structures, such as the coil, magnetic steel, cooling system, bearing and other mechanical structures in the measured transmission 3 or pure electric system, and the stability, anti-electromagnetic interference characteristic and voltage resistance characteristic of the circuit system can be tested.

[0072] The present application describes a plurality of embodiments, but the description is exemplary rather than limiting, and it will be apparent to those of ordinary skill in the art that there can be many more embodiments and implementations within the scope of the embodiments described in the present application. Although many possible combinations of features are shown in the drawings and discussed in the detailed description, many other combinations of the disclosed features are possible. Unless specifically intended otherwise, any feature or element of any embodiment can be used in combination with any other feature or element of any other embodiment, or in replacement of any other feature or element in any other embodiment.

[0073] The present application includes and contemplates combinations of features and elements known to those of ordinary skill in the art. The embodiments, features and elements disclosed in the present application can also be combined with any conventional features or elements to form unique inventive schemes defined by the claims. Any feature or element of any embodiment can also be combined with features or elements from other inventive schemes to form another unique inventive scheme defined by the claims. Therefore, it should be understood that any feature shown and / or discussed in the present application can be implemented alone or in any appropriate combination. Accordingly, the embodiments are not to be restricted, except as by the appended claims and their equivalents. Furthermore, various modifications and changes can be made within the scope of the appended claims.

[0074] Furthermore, in describing representative embodiments, the specification can have presented the method and / or process as a particular sequence of steps. However, to the extent that the method or process depends on the particular order of steps, this description should not be construe as implying that the steps are necessarily performed in this order. Other steps can be performed in between them, and the method and / or process can also be performed in an order other than the one explicitly described. As will be understood by those of ordinary skill in the art, other steps can be performed in between the described steps, and the order of performing the steps can be varied, without departing from the spirit and scope of the embodiments described in the present application.

Claims

1. A powertrain test bench, characterized in that, The power assembly test bench is used for testing a transmission to be tested, the transmission to be tested comprising a hybrid motor, an input shaft and a transmission mechanism connected with the input shaft; The power assembly test bench comprises: a half shaft capable of rotating around its own axis and used for being connected with the transmission mechanism; two dynamometers respectively connected with two ends of the half shaft; a driving motor arranged on one side of the half shaft and between the two dynamometers, comprising a housing and a main shaft arranged in parallel with the half shaft; the driving motor is a permanent magnet synchronous motor, and the maximum radius of the housing is less than the distance between the main shaft and the half shaft; a battery simulator electrically connected with the hybrid motor and capable of supplying power to the hybrid motor; the battery simulator is externally connected with a power grid, and the hybrid motor can generate power and feedback to the power grid through the battery simulator; a frequency converter electrically connected with the dynamometers and the driving motor, the frequency converter being capable of controlling the rotating speed and direction of the dynamometers and the driving motor; and a connecting assembly arranged at one end of the main shaft and used for connecting the input shaft and the main shaft when the input shaft and the main shaft are coaxially arranged; a lifting device arranged below the driving motor and supporting the driving motor, and used for adjusting the height of the driving motor; The connecting assembly comprises: a fixed flange sleeved on the main shaft; a torque flange comprising a first flange connected with the fixed flange, a second flange coaxial with the first flange and a torque sensor, two ends of the torque sensor being respectively connected with the first flange and the second flange; a shaft coupling used for being sleeved on the input shaft and connected with the second flange; When simulating that the vehicle is climbing, the frequency converter drives the driving motor to rotate to simulate that the engine drives the vehicle to move forward, the torque output by the driving motor is transmitted to the half shaft through the transmission to be tested, the battery simulator drives the hybrid motor to output the torque in the same direction to the half shaft to simulate that the hybrid motor cooperates with the engine to drive the vehicle to move forward, and the hybrid motor consumes electric energy; meanwhile, the frequency converter also drives the dynamometers to transmit the torque to the half shaft to simulate the load when the vehicle is climbing, and the torque is opposite to the torque transmitted to the half shaft by the transmission to be tested; When simulating that the vehicle is sliding at a constant speed on a downhill, the transmission to be tested applies a torque to the half shaft through the two dynamometers, the torque is transmitted to the transmission to be tested to drag the hybrid motor to rotate, the hybrid motor generates power as a generator when rotating to simulate that the braking energy of the vehicle is recovered, and the alternating current generated by the hybrid motor is rectified into direct current by a rectifier circuit and then transmitted to the battery simulator; the battery simulator further comprises an inverter circuit, the inverter circuit can be externally connected with a power grid, the inverter circuit can convert the direct current into alternating current and transmit the alternating current to the power grid, so that the electric energy is recycled.

2. The powertrain test bed of claim 1, wherein, The maximum radius of the housing of the driving motor is less than 132 mm.

3. The powertrain test bed of claim 1, wherein, The shaft coupling is a flexible shaft coupling.

4. The powertrain test bed of claim 1, wherein, An end face of one of the fixed flange and the first flange has a positioning protrusion, and an end face of the other one of the fixed flange and the first flange has a positioning recess; The positioning protrusion is inserted into the positioning recess.

5. The powertrain test bed of claim 4, wherein, The positioning recess is a circular annular recess, and the positioning protrusion is a circular annular protrusion. An outer diameter of the positioning recess is equal to an outer diameter of the positioning protrusion.

6. The powertrain test bed of Claim 1, wherein, The driving motor is a permanent magnet synchronous motor.

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