A device for detecting performance of a shift component of a pure electric vehicle

Abstract

The application discloses a kind of detection devices of pure electric vehicle shift component performance, including detection seat body, workpiece clamping device, shift stroke detection device and two shift force detection devices;Workpiece clamping device is located on detection seat body, workpiece clamping device includes positioning clamping device and shift knob connecting device, positioning clamping device is used to fix shift component on detection seat body, shift knob connecting device is used to connect shift knob on shift component;Shift stroke detection device is connected with shift knob connecting device, for detecting the activity stroke of shift knob;Two shift force detection devices are respectively connected at the two ends of shift knob connecting device, and are respectively used to detect left shift power and right shift power of shift knob.The present application aims to provide a kind of detection device, can simultaneously realize automatic clamping, electrical connector automatic docking, shift stroke test, shift force test.

Description

Technical Field

[0001] This invention relates to the field of gear shifting components for electric vehicles, and particularly to the field of performance testing technology for gear shifting components, specifically to a testing device for the performance of gear shifting components in pure electric vehicles. Background Technology

[0002] The powertrain of a pure electric vehicle (EV) differs from that of a traditional car. EVs do not use an engine or transmission; instead, they employ a dedicated electric motor power unit combined with simple reduction gears. Some EV powertrains include a shift mechanism for switching between low and high gears. Unlike the manual shifting of internal combustion engine vehicles, EVs use automatic shifting, achieved through a shift motor, reducer, shift paddles, and shift forks. If any component malfunctions, shifting may fail, potentially damaging the power unit and causing an accident. Therefore, the shifting performance of an EV powertrain is a crucial performance indicator. Specifically, the test requires verifying that the shift travel and shift force meet testing specifications. Shift travel refers to the maximum distance the shift paddles can travel to allow the shift forks to slide left and right, while shift force refers to the maximum resistance the shift paddles can withstand when the shift paddles move left and right.

[0003] Similar automotive transmission shift detection devices already exist in existing technologies, for example:

[0004] Patent CN103207073A proposes a manual transmission shift detection device and method for detecting the shift performance of a manual shift operation device. However, this invention specifically proposes a device for detecting the performance of a manual shift transmission, which cannot be used to detect the electric shift components of a pure electric powertrain.

[0005] Patent CN206132388U proposes a shift detection mechanism for an automobile transmission, which can detect the shift performance of an automatic transmission. However, it still has the following drawbacks: the invention is used for testing the shift performance of the entire automatic transmission body and cannot be applied to a dedicated pure electric powertrain shift device; and the invention does not mention a test method for shift travel. Summary of the Invention

[0006] The main objective of this invention is to provide a testing device for the performance of shift components in pure electric vehicles. The device is designed to simultaneously perform automatic clamping, automatic electrical connector connection, shift stroke testing, and shift force testing.

[0007] To achieve the above objectives, the present invention provides a device for testing the performance of a gear shifting component in a pure electric vehicle, comprising:

[0008] Detection base;

[0009] A workpiece clamping device is provided on the detection base. The workpiece clamping device includes a positioning clamping device and a shift head connecting device. The positioning clamping device is used to fix the shift component on the detection base, and the shift head connecting device is used to connect the shift head on the shift component.

[0010] A shift travel detection device, connected to the shift lever connection device, is used to detect the travel of the shift lever; and...

[0011] Two shift force detection devices are respectively connected to both ends of the shift lever connection device, and are used to detect the left shift force and right shift force of the shift lever respectively.

[0012] Optionally, the shift paddle connecting device includes:

[0013] The base plate is fixedly installed on the detection seat;

[0014] A sliding shaft is slidably mounted on the base plate in the left-right direction; and,

[0015] A slider is fixedly mounted on the sliding shaft, and a fixing groove is formed at the upper end of the slider for cooperating with the shift lever.

[0016] Optionally, the shift stroke detection device includes:

[0017] A telescopic rod has a fixed end and a telescopic end. The fixed end is fixedly installed on the detection base, and the telescopic end can move in the left and right direction. The telescopic end is connected to the slider.

[0018] A displacement detection sensor is installed at the fixed end to detect the displacement of the telescopic end.

[0019] Optionally, each of the shift force detection devices includes a transmission detection device, a pressure sensor, and an auxiliary detection device. The transmission detection device and the auxiliary detection device are connected to both ends of the pressure sensor, and the transmission detection device is connected to the sliding shaft.

[0020] Optionally, the transmission detection device includes:

[0021] A first base is fixedly mounted on the detection seat, and a channel is formed within the first base; and...

[0022] A drive shaft is movably installed in the channel in the left-right direction. A connecting part is formed at one end of the drive shaft near the positioning and clamping device. The connecting part is used to connect to the sliding shaft.

[0023] Optionally, a threaded hole is formed at one end of the drive shaft near the positioning and clamping device;

[0024] The transmission detection device also includes an adjusting bolt, which is fixed to the transmission shaft through the threaded hole. The nut of the adjusting bolt has a snap-fit ​​groove for snapping the sliding shaft.

[0025] The connecting part includes the adjusting bolt.

[0026] Optionally, the auxiliary detection device includes a sleeve and a drive cylinder. The sleeve is fixedly installed on the detection base. A compression spring is provided inside the sleeve. One end of the compression spring is connected to the pressure sensor, and the other end is connected to the drive cylinder.

[0027] Optionally, the shifting component has a connector;

[0028] The testing device for the performance of the shifting components of the pure electric vehicle also includes an automatic electrical connector docking device. The automatic electrical connector docking device includes a guide cylinder and an electrical connector. The guide cylinder is connected to the electrical connector and is used to drive the electrical connector to engage or disengage with the plug.

[0029] Optionally, the positioning and clamping device includes two sets of clamping components, which are arranged on the detection seat in the front-back direction for clamping the shifting component.

[0030] Optionally, it also includes multiple calibration plates, each of which has a calibration positioning pin formed thereon, the calibration positioning pin being used to calibrate the shift lever connection device.

[0031] The device for testing the performance of a pure electric vehicle shifting component provided by this invention can detect both the travel distance and the shifting force of the shifting component; the testing process is fully automatic, the device is simple, safe and convenient to operate, and the test results are accurate and reliable. In actual testing, the shift lever of the shift component is first engaged with the shift lever connecting device, and then the entire shift component is fixed on the testing base by the positioning clamping device. The positioning clamping device secures the shift component, preventing it from shaking arbitrarily during subsequent testing and affecting the test results. The shift stroke detection device is connected to the shift lever connecting device, and indirectly tests the movement stroke of the shift lever by detecting the displacement (or swing) of the shift lever connecting device. Since the shift component may move to the left or right depending on the actual situation during application, the shift lever has left and right shift forces. Furthermore, two shift force detection devices are provided, located on either side of the shift component, to detect the left and right shift forces respectively. Attached Figure Description

[0032] To more clearly illustrate the technical solutions in the embodiments of the present invention 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 the present invention. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0033] Figure 1 This is a schematic diagram of the structure of the testing device for the performance of the gear shifting component of a pure electric vehicle according to the present invention (excluding the testing base);

[0034] Figure 2 for Figure 1 Schematic diagram of the structure of the detection base;

[0035] Figure 3 for Figure 1 A schematic diagram of the positioning and clamping device;

[0036] Figure 4 for Figure 1 Schematic diagram of the mid-gear shift stroke detection device;

[0037] Figure 5 for Figure 1 Schematic diagram of the mid-shift force detection device;

[0038] Figure 6 for Figure 5 Schematic diagram of the shift force detection device;

[0039] Figure 7 for Figure 1 Schematic diagram of the automatic electrical connector docking device;

[0040] Figure 8 This is a schematic diagram of the structure of the intermediate calibration plate, the left calibration plate, and the right calibration plate provided by the present invention;

[0041] Figure 9 This is a schematic diagram of an embodiment of the shifting component provided by the present invention.

[0042] Explanation of icon numbers:

[0043]

[0044]

[0045] The realization of the objective, functional features and advantages of the present invention will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0046] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present invention.

[0047] It should be noted that if the embodiments of the present invention involve directional indicators (such as up, down, left, right, front, back, etc.), the directional indicators are only used to explain the relative positional relationship and movement of the components in a certain specific posture (as shown in the figure). If the specific posture changes, the directional indicators will also change accordingly.

[0048] Furthermore, if the embodiments of this invention involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the meaning of "and / or" throughout the text includes three parallel solutions; for example, "A and / or B" includes solution A, solution B, or a solution where both A and B are satisfied simultaneously. Furthermore, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed by this invention.

[0049] Similar automotive transmission shift testing devices already exist in the existing technology. For example, patent CN103207073A proposes a manual transmission shift testing device and method for testing the shifting performance of manual shifting devices. However, this invention specifically proposes a device for testing the performance of manual transmissions and cannot be used to test the electric shifting components of pure electric powertrains. Patent CN206132388U proposes a shift testing mechanism for automotive transmissions that can test the shifting performance of automatic transmissions. However, it still has the following drawbacks: this invention is used for testing the shifting performance of the entire automatic transmission body and cannot be applied to the shifting device of a dedicated pure electric powertrain; and this invention does not mention a method for testing the shifting stroke.

[0050] In view of this, the present invention provides a testing device for the performance of the shifting components of a pure electric vehicle, which can simultaneously realize automatic clamping, automatic electrical connector docking, shifting stroke testing, and shifting force testing; Figures 1 to 9This invention provides an embodiment of a device for testing the performance of a gear shifting component in a pure electric vehicle. The following description, in conjunction with the accompanying drawings, mainly focuses on the device for testing the performance of the gear shifting component in a pure electric vehicle.

[0051] Please see Figure 1 , Figure 2 and Figure 9 The testing device 100 for the performance of the pure electric vehicle shifting component 200 includes a testing base 1, a workpiece clamping device 2, a shift stroke testing device 3, and two shift force testing devices 4. The workpiece clamping device 2 is mounted on the testing base 1 and includes a positioning clamping device 21 and a shift lever 10 connecting device 22. The positioning clamping device 21 is used to fix the shifting component 200 on the testing base 1, and the shift lever 10 connecting device 22 is used to connect the shift lever 10 on the shifting component 200. The shift stroke testing device 3 is connected to the shift lever 10 connecting device 22 and is used to test the movement stroke of the shift lever 10. The two shift force testing devices 4 are respectively connected to the two ends of the shift lever 10 connecting device 22 and are used to test the left shift force and right shift force of the shift lever 10, respectively.

[0052] The present invention provides a testing device 100 for the performance of a pure electric vehicle shifting component 200, which can detect both the travel distance and the shifting force of the shifting component 200. The testing process is fully automatic, the device is simple, safe, and convenient to operate, and the test results are accurate and reliable. In actual testing, the shifting paddle 10 of the shifting component 200 is first engaged with the shifting paddle 10 connecting device 22, and then the entire shifting component 200 is fixed to the testing base 1 by the positioning clamping device 21. The positioning clamping device 21 fixes the shifting component 200 to prevent it from shaking randomly during subsequent testing, which would affect the test results. The shift travel detection device 3 is connected to the shifting paddle 10 connecting device 22, and detects the shift travel distance by measuring the shifting force. The displacement (or swing) of the head 10 connecting device 22 is used to indirectly test the travel of the shift lever 10 of the shift component 200. Since the shift component 200 will move to the left or right depending on the actual situation during actual application, the shift lever 10 has left shifting force and right shifting force. Furthermore, there are two shifting force detection devices 4, which are located on both sides of the shift component 200, respectively detecting the left shifting force and right shifting force of the shift component 200.

[0053] Please see Figure 1In this embodiment, a first region a and a second region b are formed on the detection seat 1. The first region a is formed on the upper end surface of the detection seat 1. The workpiece clamping device 2, the shift stroke detection device 3, and the two shift force detection devices 4 are all disposed in the first region a. The performance testing device 100 for the pure electric vehicle shift component 200 also includes a protective cover 11, which covers the first region a. A safety light curtain 12 (i.e., an operating port, for the convenience of the operator to place or remove the shift component 200) is provided on any side of the protective cover 11. In the working chamber of the performance testing device 100 for the pure electric vehicle shift component 200, the safety light curtain 12 is located at... In the closed state, after the performance testing device 100 of the pure electric vehicle shift component 200 has completed the test, the safety light curtain 12 is in the open state, making it convenient for the operator to remove the shift component 200; the second region b is formed at the lower end of the testing base 1, and the second region b is equipped with a control system and a data acquisition system. The data acquisition system is used to collect the clamping status data of the positioning clamping device 21, the active stroke of the shift lever 10, the left lever force and the right lever force, and then transmit the data to the control system for data analysis and storage; it should be noted that the data acquisition system and the control system can be set according to the conventional setting method in the art, and will not be described in detail here.

[0054] Furthermore, in the actual testing process, the shifting component 200 is generally placed by an operator. Therefore, during the placement process, the operator will touch part of the structure of the testing device 100 for the performance of the pure electric vehicle shifting component 200. In order to ensure the personal safety of the operator, a safety detection device is also provided in the first area a of the testing seat 1. The safety detection device is connected to the control system. When the safety detection device does not detect the operator, it transmits a signal to the control system, and the control system controls each component to work.

[0055] Please see Figure 3 and Figure 9The positioning and clamping device 21 includes two sets of clamping assemblies, which are arranged along the front-rear direction on the detection seat 1 to clamp the shifting component 200. Each set of clamping assemblies forms a clamping area. Each set includes two clamping cylinders arranged side-by-side. Each clamping cylinder includes a base 211 and a clamping part 212. The clamping part 212 is rotatably mounted on the base 211. When the shifting component 200 is placed in the clamping area, each clamping part 212 rotates towards the shifting component 200 until it is tightly abutted against the shifting component 200, fixing the shifting component 200 in the clamping area. This prevents the shifting component 200 from swinging freely during the detection process, which could affect the test results. The clamping method using two pins on one side provides more reliable clamping.

[0056] In addition, the positioning and clamping device 21 also includes a proximity detection switch and a gas detection device. The proximity switch is used to detect the shifting component 200. When the proximity switch detects that the shifting component 200 is located in the clamping area, it transmits a signal to the control system. The control system controls the clamping cylinder to clamp the shifting component 200. During the clamping process, the gas detection device detects the air pressure value and determines whether the shifting component 200 is clamped. When the clamping cylinder correctly clamps the product, the gas detection device will give a clamping signal and proceed to the next step; otherwise, it will report an error. The specific settings of the proximity switch and the gas detection device can refer to conventional settings in the field, and will not be described in detail here.

[0057] Furthermore, to improve safety performance, the detection seat 1 is also equipped with an operation button 13, which is connected to the control system. After the operator places the gear shift component 200, pressing the operation button 13 will activate the detection device 100 for the performance of the pure electric vehicle gear shift component 200. Specifically, in this embodiment, after the operator presses the operation button 13, when the proximity switch detects the gear shift component 200, the two sets of clamping components clamp the gear shift component 200. If the proximity switch does not detect the gear shift component 200 (either the gear shift component 200 is not placed or it is not correctly placed in the clamping area), the detection device 100 for the performance of the pure electric vehicle gear shift component 200 will report an error and remind the operator.

[0058] Please see Figure 4 and Figure 9The gear shift lever 10 connecting device 22 includes a base plate 221, a sliding shaft 222, and a slider 223. The base plate 221 is fixedly mounted on the detection seat 1. The sliding shaft 222 is slidably mounted on the base plate 221 in the left-right direction. The slider 223 is fixedly mounted on the sliding shaft 222, and a fixing groove 2231 is formed at the upper end of the slider 223 for engaging with the gear shift lever 10. In this embodiment, during the placement of the gear shift component 200, the gear shift lever 10 needs to be installed in the fixing groove 2231, and the slider 223 is fixedly mounted on the sliding shaft 222. In this way, the active stroke of the gear shift lever 10 is converted into the sliding stroke of the sliding shaft 222. The active stroke of the gear shift lever 10 can be obtained by detecting the sliding stroke of the sliding shaft 222. This setup is simple to implement, the detection result is reliable, the error is small, and it is not affected by other components. It should be noted that, in order to ensure the reliability of the test results, the slider 223 is fixed at the position of the midline of the sliding shaft 222 (that is, the distance from both ends of the sliding shaft 222 to the slider 223 is the same).

[0059] For further information, please refer to [link / reference]. Figure 4 and Figure 9 The shift stroke detection device 3 includes a telescopic rod 31 and a displacement detection sensor 32. The telescopic rod 31 has a fixed end 311 and a telescopic end 312. The fixed end 311 is fixedly installed on the detection base 1, and the telescopic end 312 can move in the left and right direction. The telescopic end 312 is connected to the slider 223. The displacement detection sensor 32 is located on the fixed end 311 and is used to detect the displacement of the telescopic end 312. In the actual detection process, the shift head 10 moves, driving the sliding shaft 222 to move. The sliding shaft 222 is connected to the telescopic end 312 of the telescopic rod 31, driving the telescopic rod 31 to move. The displacement detection sensor 32 on the telescopic rod 31 can detect the displacement of the telescopic end 312. The displacement of the telescopic end 312 is the sliding stroke of the sliding shaft 222, and the sliding stroke is the active stroke of the shift head 10.

[0060] During the actual testing process, when the shift knob 10 swings left and right, the slider 223 slides left and right, thereby driving the telescopic end 312 to move. At this time, the displacement detection sensor 32 will output a position signal according to the position of the telescopic end 312 and transmit the position signal to the data acquisition system. After processing, the data acquisition system uploads it to the control system. The control system compares the data with the preset data. If the measured data is greater than or equal to the preset data, the control system will report that the test is qualified; otherwise, it will report that the test is unqualified.

[0061] The left and right shifting forces of the shift lever 10 are the same in magnitude but opposite in direction. Therefore, the two shifting force detection devices 4 have the same structure and are symmetrically distributed at both ends of the positioning clamping device 21. Please refer to [link / reference]. Figure 5 and Figure 9 Each of the shift force detection devices 4 includes a transmission detection device 41, a pressure sensor 42, and an auxiliary detection device 43. The transmission detection device 41 and the auxiliary detection device 43 are connected to both ends of the pressure sensor 42, and the transmission detection device 41 is connected to the sliding shaft 222.

[0062] For further information, please refer to [link / reference]. Figure 5 and Figure 9 The transmission detection device 41 includes a first base 411 and a transmission shaft 412. The first base 411 is fixedly installed on the detection seat 1, and a channel is formed inside the first base 411. The transmission shaft 412 is movably installed in the channel in a left-right direction. A connecting part is formed at one end of the transmission shaft 412 near the positioning clamping device 21, and the connecting part is used to connect to the sliding shaft 222. In this embodiment, the transmission shaft 412 is connected to the sliding shaft 222. During the sliding process, the sliding shaft 222 drives the transmission shaft 412 to move. The transmission shaft 412 slides back and forth in the channel, and the sliding shaft 222 applies a pulling force to the transmission shaft 412. At this time, the pressure sensor 42 detects the pulling force it receives and converts the shifting force of the shift knob 10 into a pulling force. In this way, the detection is more convenient and the detection result is more reliable.

[0063] Furthermore, please continue reading Figure 5 and Figure 9 The drive shaft 412 has a threaded hole at one end near the positioning and clamping device 21. The transmission detection device 41 also includes an adjusting bolt 413, which is fixed to the drive shaft 412 through the threaded hole. A snap-fit ​​groove 4131 is formed on the nut of the adjusting bolt 413 for snapping the sliding shaft 222. The connecting part includes the adjusting bolt 413. In actual testing, the sliding shaft 222 is snapped into the snap-fit ​​groove 4131, and then the adjusting bolt 413 is screwed into the threaded hole. The screwing length of the adjusting bolt 413 is then adjusted to achieve fine-tuning of the transmission detection device 41 in its original position.

[0064] Please continue reading. Figure 5 and Figure 9The auxiliary detection device 43 includes a sleeve 431 and a drive cylinder 432. The sleeve 431 is fixedly installed on the detection base 1. A compression spring 433 is provided inside the sleeve 431. One end of the compression spring 433 is connected to the pressure sensor 42, and the other end is connected to the drive cylinder 432. In this embodiment, when the drive cylinder 432 extends, the compression spring 433 is pre-compressed. If the adjusting bolt 413 is pushed in the direction of the extension of the drive cylinder 432, the compression spring 433 will be further compressed. The difference between the measured value of the pressure sensor 42 and the measured value during pre-compression is the elastic force received by the spring when it is further compressed. This force is the same as the force of pushing the adjusting bolt 413.

[0065] Figure 6 This is a schematic diagram illustrating the principle of the shift force detection device 4 for detecting the shifting force of the shift lever 10. Specifically, when the shift lever 10 swings left and right, it causes the slider 223 to slide. The sliding shaft 222 slides along with the slider 223, and the sliding shaft 222 pushes the transmission shaft 412 to move away from the positioning and clamping device. Specifically, when the shift lever 10 is in its initial position (i.e., centered), the drive cylinder 432 is in a retracted state. Subsequently, the drive cylinder 432 extends, pre-compressing the compression spring 433. The pressure sensor 42 detects the force exerted on the compression spring 433. The compression force is denoted as F1. Subsequently, the shift lever 10 is turned, and the sliding shaft 222 generates a thrust as the shift lever 10 moves, pushing the transmission shaft 412 towards the compression spring 433, further compressing the compression spring 433. At this time, the pressure sensor 42 measures the compression force on the compression spring 433, denoted as F2. The pressure sensor 42 feeds back the difference between F1 and F2 to the control system. The control system compares the difference between F1 and F2 with a preset value. If the difference is greater than or equal to the preset value, the shift force verification is qualified; otherwise, the verification is unqualified.

[0066] It should be noted that in this embodiment, the following situations may result in the failure of the shift performance test: First, the shift lever 10 of the shift component 200 cannot swing to the required position, resulting in the failure of the shift stroke test; Second, the rotation torque of the shift lever 10 of the shift component 200 is insufficient, and after the compression spring 433 is loaded, it cannot be compressed to the set distance, resulting in the failure of the shift force test.

[0067] It should be noted that the shifting component 200 has a connector 20; please refer to [link / reference]. Figure 7The performance testing device 100 for the pure electric vehicle shift component 200 also includes an automatic electrical connector docking device 5. The automatic electrical connector docking device 5 includes a guide cylinder 51 and an electrical connector 52. The guide cylinder 51 is connected to the electrical connector 52 and is used to drive the electrical connector 52 to engage or disengage from the connector 20. The automatic electrical connector docking device 5 operates after the positioning clamping device 21 clamps the shift component 200. The guide cylinder 51 drives the electrical connector 52 to move closer to the connector 20 until the electrical connector 52 is fully inserted into the connector 20.

[0068] Please see Figure 8 The testing device 100 for the performance of the pure electric vehicle shifting component 200 further includes multiple calibration plates, each with a calibration positioning pin. These calibration positioning pins are used to calibrate the shift lever 10 connecting device 22. The calibration plates are used to detect the zero-return position of the testing device 100 for the pure electric vehicle shifting component 200 and to adjust the measurement standard value at the shifting position.

[0069] The shift lever 10 of the shift component 200 has three states: middle state, right-side state, and left-side state. Therefore, the calibration plate has three states. Please refer to [link / reference]. Figure 8 and Figure 9 The three calibration plates are a middle calibration plate 6, a left calibration plate 7, and a right calibration plate 8. The position and size of the calibration positioning pin on the middle calibration plate 6 are the same as the position and size of the shift lever 10 of the shift component 200 at the zero position. A positioning pin of the same size is also installed on the middle calibration plate 6 at the same location as on the shift component 200. In use, the middle calibration plate 6 is inserted into the positioning clamping mechanism and correctly clamped (i.e., the calibration positioning pin is locked by the slider 223). At this time, the slider 223 is considered to be at the zero position of the shift stroke, and the control system displays "Shift stroke returned to zero," thus achieving zeroing of the shift stroke detection. Function; The dimensions of the calibration positioning pins on the left calibration plate 7 and the right calibration plate 8 are the same as the dimensions of the middle calibration plate 6; In use, the left calibration plate 7 (or the right calibration plate 8) is installed in the positioning clamping device 21. After the calibration positioning pin is aligned with the slider 223, the slider 223 drives the sliding shaft 222 to rotate into place. At this time, the drive cylinder 432 is loaded, so that the compression spring 433 is compressed. The pressure value measured by the pressure sensor 42 is subtracted from the pressure value measured by the pressure sensor 42 when the compression spring 433 is pre-compressed when the sliding shaft 222 is in the initial position. The difference is the standard value for measuring the shift force.

[0070] Furthermore, the present invention also proposes a method for using a testing device 100 for the performance of a pure electric vehicle shifting component 200, specifically including the following steps:

[0071] Step S10: The testing device 100 for calibrating the performance of the pure electric vehicle shifting component 200 through the intermediate calibration plate 6, the left calibration plate 7 and the right calibration plate 8;

[0072] Step S20: Place the shift component 200 into the clamping area (the shift lever 10 is engaged in the fixing groove 2231), perform the installation of the protective device detection, and lock the performance detection device 100 of the pure electric vehicle shift component 200 (close the safety light curtain 12).

[0073] Step S30: Press the operation button 13, the positioning clamping device 21 clamps the shifting component 200, and the air detection device detects the clamping status.

[0074] Step S40: The guide cylinder 51 drives the electrical connector to mate with the mating connector;

[0075] Step S50: The shift lever 10 of the shift component 200 swings left and right, causing the slider 223 to slide left and right. The displacement sensor detects the sliding stroke of the sliding shaft 222, i.e. the shift stroke. When the stroke is greater than or equal to the set value, the shift stroke detection is qualified; otherwise, the shift stroke detection is unqualified.

[0076] In step S60, the drive cylinders 432 on both sides extend, the shift paddle 10 of the shift component 200 swings left and right, causing the slider 223 to slide left and right, the compression springs 433 on both sides are compressed, and the pressure sensors 42 on both sides detect the force received by the compression springs 433 after they are compressed. When the measured force is greater than or equal to the set value, the shift force test is qualified; otherwise, the shift force test is unqualified. After the test is completed, the drive cylinders 432 retract.

[0077] The above description is only a preferred embodiment of the present invention and does not limit the patent scope of the present invention. All equivalent structural transformations made under the concept of the present invention using the contents of the present invention specification and drawings, or direct / indirect applications in other related technical fields, are included within the patent protection scope of the present invention.

Claims

1. A device for testing the performance of a gear shifting component in a pure electric vehicle, characterized in that, include: Detection base; A workpiece clamping device is provided on the detection base. The workpiece clamping device includes a positioning clamping device and a shift head connecting device. The positioning clamping device is used to fix the shift component on the detection base, and the shift head connecting device is used to connect the shift head on the shift component. A shift travel detection device is connected to the shift lever connection device and is used to detect the active travel of the shift lever; as well as, Two shift force detection devices are respectively connected to both ends of the shift lever connection device, and are used to detect the left shift force and right shift force of the shift lever respectively; each shift force detection device includes a transmission detection device, a pressure sensor and an auxiliary detection device. The transmission detection device and the auxiliary detection device are connected to both ends of the pressure sensor, and the transmission detection device is connected to a sliding shaft; the auxiliary detection device includes a sleeve and a drive cylinder. The sleeve is fixedly installed on the detection base. A compression spring is provided inside the sleeve. One end of the compression spring is connected to the pressure sensor and the other end is connected to the drive cylinder. The transmission detection device includes: A first base is fixedly mounted on the detection seat, and a channel is formed within the first base; and... A drive shaft is movably installed in the channel in a left-right direction. A connecting part is formed at one end of the drive shaft near the positioning and clamping device. The connecting part is used to connect to the sliding shaft. The connecting part includes an adjusting bolt. A threaded hole is formed at one end of the drive shaft near the positioning and clamping device. The adjusting bolt is fixed to the drive shaft through the threaded hole. A snap-fit ​​groove is formed on the nut of the adjusting bolt. The snap-fit ​​groove is used to snap the sliding shaft. The shift lever connection device includes: The base plate is fixedly installed on the detection seat; A sliding shaft is slidably mounted on the base plate in the left-right direction; and, A slider is fixedly mounted on the sliding shaft, and a fixing groove is formed at the upper end of the slider for cooperating with the shift lever.

2. The testing device for the performance of the gear shifting component of a pure electric vehicle as described in claim 1, characterized in that, The shift stroke detection device includes: A telescopic rod has a fixed end and a telescopic end. The fixed end is fixedly installed on the detection base, and the telescopic end can move in the left and right direction. The telescopic end is connected to the slider. A displacement detection sensor is installed at the fixed end to detect the displacement of the telescopic end.

3. The testing device for the performance of the gear shifting component of a pure electric vehicle as described in claim 1, characterized in that, The shifting component has a connector; The testing device for the performance of the shifting components of the pure electric vehicle also includes an automatic electrical connector docking device. The automatic electrical connector docking device includes a guide cylinder and an electrical connector. The guide cylinder is connected to the electrical connector and is used to drive the electrical connector to engage or disengage with the plug.

4. The testing device for the performance of the gear shifting component of a pure electric vehicle as described in claim 1, characterized in that, The positioning and clamping device includes two sets of clamping components, which are arranged on the detection seat in the front-back direction to clamp the shifting component.

5. The testing device for the performance of the gear shifting component of a pure electric vehicle as described in claim 1, characterized in that, It also includes multiple calibration plates, each of which has a calibration positioning pin, which is used to calibrate the shift lever connection device.

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