Multifunction parallel hybrid system performance test bench

Abstract

The application discloses a multifunctional parallel type hybrid power system performance test bench, which comprises an engine, a dynamometer and a motor, wherein the engine, the motor and the dynamometer are connected through a coupling device, and the coupling device comprises a box body, an input gear shaft, an output gear shaft, a synchronizer, a motor gear shaft and a transition gear shaft; the output gear shaft, the input gear shaft, the motor gear shaft and the transition gear shaft are respectively installed on the box body, and the synchronizer is installed on the output gear shaft; the output shaft of the engine is connected with the input gear shaft through a first coupling, and the output gear shaft is connected with the dynamometer through a third coupling; and the output shaft of the motor is connected with the motor gear shaft through a second coupling. The application effectively reduces the construction cost of a new energy automobile test bench, and does not affect the traditional internal combustion engine bench test after the transformation is completed; the coupling device is obtained by improving a mechanical gearbox, the transmission efficiency is high, the structure is simple, and the overall quality is reduced.

Description

Technical Field

[0001] This invention belongs to the technical field of hybrid power testing equipment, specifically relating to a multifunctional parallel hybrid power system performance testing bench. Background Technology

[0002] With the continuous growth of car ownership, environmental pollution is becoming increasingly serious, and energy shortages are becoming more and more pressing, leading to increasing attention being paid to vehicle emission control and energy consumption reduction. Pure electric vehicles have considerable advantages, but due to limitations in key technologies such as batteries, they cannot yet meet people's needs. Hybrid vehicles combine the advantages of both gasoline and pure electric vehicles, making them the best option for addressing environmental, energy, and range anxiety issues.

[0003] Hybrid power systems are complex systems, and key technologies that need to be addressed during their development include parameter matching design, electric drive, energy storage and management, power transmission, and vehicle control strategies. Development platforms primarily include computer simulation platforms, bench test platforms, and real-vehicle development platforms. Computer simulation platforms offer advantages such as high adaptability, low cost, and short development cycles; however, due to the constraints of the complex mathematical models of the powertrain, the realism of simulation results needs to be verified through experiments. Real-vehicle platforms provide a realistic operating environment for the development target, but they are costly, have long development cycles, and poor adaptability. The research and development of hybrid power test benches supports the development of computer simulation platforms through component testing functions and can replace real-vehicle platforms for vehicle testing, except for reliability performance testing. Furthermore, performance testing of multi-energy controllers on bench test platforms can support the construction of multi-energy controller development platforms. Summary of the Invention

[0004] The purpose of this invention is to provide a multifunctional parallel hybrid power system performance test bench, which can effectively reduce the construction cost of new energy vehicle test benches, and will not affect the traditional internal combustion engine test bench after modification.

[0005] The technical solution adopted in this invention is a multifunctional parallel hybrid power system performance test bench, including an engine, a dynamometer, and an electric motor. The engine and the dynamometer are connected by a coupling device, and the electric motor and the dynamometer are also connected by a coupling device. The coupling device includes a housing, an input gear shaft, an output gear shaft, a synchronizer, a motor gear shaft, and a transition gear shaft. The output gear shaft, input gear shaft, motor gear shaft, and transition gear shaft are respectively mounted on the housing using angular contact ball bearings, and the synchronizer is mounted on the output gear shaft. The engine's output shaft is connected to the input gear shaft via a first coupling, and the output gear shaft is connected to the dynamometer via a third coupling. The electric motor's output shaft is connected to the motor gear shaft via a second coupling.

[0006] The invention is further characterized in that,

[0007] Gears are provided on both the output gear shaft and the input gear shaft; a gear is provided at the output end of the motor gear shaft; a two-speed transmission gear is installed in the middle of the transition gear shaft via a key, and meshes with the gears on the motor gear shaft and the output gear shaft; a constant mesh gear is installed at one end of the transition gear shaft, and a gear is provided at the other end of the transition gear shaft, and the constant mesh gear meshes with the gear on the input gear shaft.

[0008] The output end of the output gear shaft is equipped with a first-speed transmission gear via a key, which meshes with the gear on the transition gear shaft.

[0009] The engine's output shaft is also equipped with a clutch and a first torque sensor, which is installed between the first coupling and the clutch.

[0010] A second torque sensor is also installed on the output shaft of the motor; the second torque sensor is installed between the second coupling and the output shaft of the motor.

[0011] The output gear shaft is connected to the input gear shaft via a needle roller bearing.

[0012] The beneficial effects of this invention are:

[0013] 1. The test bench of the present invention can effectively reduce the construction cost of new energy vehicle test benches, and will not affect the traditional internal combustion engine test bench after the modification is completed;

[0014] 2. The coupling device used in the test bench of the present invention can be designed according to the specific area and equipment layout of the laboratory. It mainly uses planetary gears to change the position of the input and output shafts. Since the coupling device is obtained by improving the mechanical gearbox, it has high transmission efficiency, simple structure, less modification, and low cost. It integrates power synthesis and speed change function and reduces the transition transmission part, reducing the overall space size and overall weight.

[0015] 3. The input gear shaft, transition gear shaft, and motor gear shaft of the present invention can be used as both torque shafts and generator shafts to adapt to working requirements, thereby realizing multiple working modes and multi-degree-of-freedom operation;

[0016] 4. In engine mode, the test bench can calibrate engine power and conduct tests on engine natural characteristics, low / rated load characteristics, speed regulation characteristics, partial and operational external characteristics, universal characteristics, and emission characteristics. The obtained data provides a basis for formulating vehicle control strategies, while also providing realistic test data for computer simulation platforms and a basis for improving the evaluation of hybrid engines.

[0017] 5. In pure electric mode, the test bench can test the external characteristics of the electric motor; conduct tests on drive characteristics, regenerative braking capability, changes in electric power generation efficiency, reliability, etc. The test results data serve for computer simulation analysis of electric motors and hybrid vehicles, and also serve for designing control strategies for powertrain systems;

[0018] 6. By using a dynamometer to apply load, the force on the drive wheels of a car during driving is simulated, and the load and speed of the power system are changed, thereby simulating different working conditions of the vehicle on the test bench. Attached Figure Description

[0019] Figure 1 This is an overall assembly drawing of the performance test bench for the multifunctional parallel hybrid power system of the present invention;

[0020] Figure 2 This is a schematic diagram of the coupling device in the performance test bench of the multifunctional parallel hybrid power system of the present invention.

[0021] In the diagram: 1. Engine, 2. Clutch, 3. First torque sensor, 4. Electric motor, 5. Second torque sensor, 6. Coupling, 7. Coupling device, 8. Dynamometer, 9. Input gear shaft, 10. Output gear shaft, 11. Synchronizer, 12. First gear transmission gear, 13. Motor gear shaft, 14. Transition gear shaft, 15. Second gear transmission gear, 16. Constant mesh gear, 17. Needle roller bearing, 18. Second coupling, 19. Third coupling. Detailed Implementation

[0022] The present invention will now be described in detail with reference to the accompanying drawings and specific embodiments.

[0023] Example 1

[0024] This invention relates to a multifunctional parallel hybrid power system performance test bench, such as... Figure 1 As shown, it includes an engine 1, an electric motor 4, and a dynamometer 8. The engine 1 and the dynamometer 8 are connected by a coupling device 7, and the electric motor 4 and the dynamometer 8 are connected by a coupling device 7.

[0025] Example 2

[0026] like Figure 2 As shown, the coupling device 7 includes a housing, an input gear shaft 9, an output gear shaft 10, a synchronizer 11, a first-speed transmission gear 12, a motor gear shaft 13, a transition gear shaft 14, a second-speed transmission gear 15, and a constant mesh gear 16.

[0027] The output gear shaft 10 and the input gear shaft 9 are respectively mounted on the housing of the coupling device 7 via angular contact ball bearings. The output gear shaft 10 is connected to the input gear shaft 9 via a needle roller bearing 17. Gears are provided on both the output gear shaft 10 and the input gear shaft 9.

[0028] The motor gear shaft 13 and the transition gear shaft 14 are respectively mounted on the housing of the coupling device 7 by angular contact ball bearings; a gap is provided between one end of the motor gear shaft 13 and the housing, and the other end extends out of the housing; a gear is provided at the output end of the motor gear shaft 13.

[0029] The output gear shaft 10, input gear shaft 9, motor gear shaft 13, and transition gear shaft 14 are located on the same horizontal plane, and one end of the input gear shaft 9 and the output gear shaft 10 both extend out of the housing;

[0030] The second-speed transmission gear 15 is keyed to the middle of the transition gear shaft 14 and meshes with the gears on the motor gear shaft 13 and the output gear shaft 10; a constant mesh gear 16 is installed at one end of the transition gear shaft 14 and a gear is provided at the other end of the transition gear shaft 14, and the constant mesh gear 16 meshes with the gear on the input gear shaft 9; the first-speed transmission gear 12 is keyed to the output end of the output gear shaft 10 and meshes with the gear on the transition gear shaft 14; the synchronizer 11 is installed on the output gear shaft 10.

[0031] The output shaft of engine 1 is connected to the input gear shaft 9 through a first coupling 6. A clutch 2 and a first torque sensor 3 are also provided on the output shaft of engine 1. The first torque sensor 3 is installed between the first coupling 6 and the clutch 2 to measure the torque of engine 1.

[0032] The output shaft of the motor 4 is connected to the motor gear shaft 13 via a second coupling 18. A second torque sensor 5 is also installed on the output shaft of the motor 4. The second torque sensor 5 is installed between the second coupling 18 and the output shaft of the motor 4 to measure the torque of the motor 4.

[0033] The output gear shaft 10 is connected to the dynamometer 8 via a third coupling 19;

[0034] The test bench of this invention uses a general-purpose torque sensor, which can independently collect torque and speed data from both the engine and motor outputs. Its measurement methods are mainly of the following two types: For measuring parameters such as angle, displacement, and low speed, it utilizes the principle of an incremental encoder. For high-speed measurements, it employs photoelectric and code disk principles, featuring high accuracy in speed measurement, stable and reliable operation, and long service life.

[0035] Example 3

[0036] This invention relates to a multifunctional parallel hybrid power system performance test bench, which can test the following functions:

[0037] Pure electric mode: Clutch 2 disengages, engine 1 stops running, and electric motor 4 is in drive mode, driving motor gear shaft 13 to rotate. The gear on motor gear shaft 13 meshes with second-gear transmission gear 15, which in turn meshes with the gear on output gear shaft 10, achieving power output. In this mode, it is in second gear, and electric motor 4 provides power to the entire vehicle. Tests can be conducted on drive characteristics, regenerative braking capability, electric power generation efficiency variations, and reliability. The test results provide data for computer simulation analysis of electric motors and hybrid vehicles, and also for designing control strategies for the powertrain system.

[0038] Engine mode: Clutch 2 is engaged, engine 1 is running, synchronizer 11 is engaged to the right, electric motor 4 is unloaded, the gear on input gear shaft 9 meshes with constant mesh gear 16, and the gear on transition gear shaft 14 meshes with first gear transmission gear 12, thus achieving first gear transmission and power output. Basic engine tests can be performed, including: engine natural characteristics, low / rated load characteristics, speed regulation characteristics, partial and operational external characteristics, universal characteristics, and emission characteristics. The obtained data provides a basis for formulating vehicle control strategies, while also providing realistic test data for computer simulation platforms and providing a basis for improving the evaluation of hybrid engines.

[0039] Parallel hybrid mode: Clutch 2 engages, engine 1 operates, synchronizer 11 engages to the left, and electric motor 4 operates. The gear on input gear shaft 9 meshes with constant mesh gear 16, and the gear on motor gear shaft 13 meshes with second gear transmission gear 15. The transmission ratio between the gear on input gear shaft 9 and constant mesh gear 16 is equal to the transmission ratio between the gear on motor gear shaft 13 and second gear transmission gear 15, achieving coupled output of speed and torque. Tests can be conducted on power, economy, traction, and emissions performance. Performance indicators such as maximum speed, maximum gradeability, and rated power are obtained.

[0040] Regenerative braking during deceleration: Clutch 2 disengages, synchronizer 11 engages to the left, the gear on output gear shaft 10 meshes with second gear transmission gear 15, second gear transmission gear 15 meshes with gear on motor gear shaft 13, and motor 4 is in generator mode.

[0041] Starting the engine: Clutch 2 and synchronizer 11 are located in the center and are driven by electric motor 4. The second gear transmission gear 15 meshes with the gear on the motor gear shaft 13, and the gear on the input gear shaft 9 meshes with the constant mesh gear 16. Electric motor 4 starts engine 1. When engine 1 reaches starting speed, the fuel supply system starts and ignites the engine, and then electric motor 4 is switched to no-load or generator mode.

[0042] Reversing: Clutch 2 disengages, synchronizer 11 engages to the left, motor 4 rotates in the opposite direction, the gear on output gear shaft 10 meshes with second gear transmission gear 15, and second gear transmission gear 15 meshes with the gear on motor gear shaft 13.

[0043] Stop: Clutch 2 is disengaged, synchronizer 11 is centered.

[0044] The test bench of this invention can effectively reduce the construction cost of new energy vehicle test benches by modifying traditional internal combustion engine laboratory engine benches, and the modification will not affect the traditional internal combustion engine test bench.

[0045] The coupling device used in the test bench of this invention can be designed according to the specific area and equipment layout of the laboratory. It mainly uses planetary gears to change the position of the input and output shafts. Since the coupling device is obtained by improving the mechanical gearbox, it has high transmission efficiency, simple structure, less modification, and low cost. It integrates power synthesis and speed change functions while reducing the transition transmission parts, reducing the overall space size and overall weight.

[0046] The input gear shaft, transition gear shaft, and motor gear shaft can be used as both torque shafts and generator shafts, thus enabling multiple working modes and multi-degree-of-freedom operation.

[0047] This coupling device is entirely mechanically driven, resulting in high transmission efficiency. Its internal components are primarily gears and shafts, thus enabling low manufacturing costs. The device utilizes a synchronizer for gear shifting, ensuring no shift shock occurs. This reduces shifting time while maintaining ease of operation, thereby increasing the device's economic efficiency and driving safety. By controlling the synchronizer, simulations of engine mode, pure electric mode, and hybrid mode can be achieved.

[0048] In engine mode, the test bench can calibrate engine power. Tests are conducted on engine natural characteristics, low / rated load characteristics, speed regulation characteristics, partial and operational external characteristics, universal characteristics, and emission characteristics. The obtained data provides a basis for developing vehicle control strategies, while also providing realistic test data for computer simulation platforms and offering insights for improving the evaluation of hybrid engines.

[0049] In pure electric mode, the test bench can test the external characteristics of the electric motor. Tests can be conducted on drive characteristics, regenerative braking capability, changes in electric power generation efficiency, and reliability. The test results provide data for computer simulation analysis of the electric motor and hybrid vehicles, and also support the design of control strategies for the powertrain system.

[0050] The energy consumption patterns and efficiency characteristics of the test bench under hybrid power drive were tested. Performance indicators such as maximum speed, maximum gradeability, and rated power were obtained.

[0051] By using a dynamometer to apply load, the force on the drive wheels of a car during driving is simulated, and the load and speed of the power system are changed, thereby simulating different working conditions of the vehicle on the test bench.

Claims

1. A multifunctional parallel hybrid power system performance test bench, characterized in that, The system includes an engine (1), a dynamometer (8), and an electric motor (4). The engine (1), electric motor (4), and dynamometer (8) are all connected by a coupling device (7). The coupling device (7) includes a housing, an input gear shaft (9), an output gear shaft (10), a synchronizer (11), a motor gear shaft (13), and a transition gear shaft (14). The output gear shaft (10), input gear shaft (9), motor gear shaft (13), and transition gear shaft (14) are respectively mounted on the housing. The synchronizer (11) is mounted on the output gear shaft (10). The output shaft of the engine (1) is connected to the input gear shaft (9) through a first coupling (6). The output gear shaft (10) is connected to the dynamometer (8) through a third coupling (19). The output shaft of the electric motor (4) is connected to the motor gear shaft (13) through a second coupling (18). The output gear shaft (10) and input gear shaft (9) are both equipped with gears; the output end of the motor gear shaft (13) is equipped with a gear; a two-speed transmission gear (15) is installed in the middle of the transition gear shaft (14) via a key, and meshes with the gears on the motor gear shaft (13) and the output gear shaft (10); a constant mesh gear (16) is installed at one end of the transition gear shaft (14), and a gear is provided at the other end of the transition gear shaft (14), and the constant mesh gear (16) meshes with the gear on the input gear shaft (9); a first-speed transmission gear (12) is installed at the output end of the output gear shaft (10) via a key, and the first-speed transmission gear (12) meshes with the gear on the transition gear shaft (14); the output gear shaft (10) is connected to the input gear shaft (9) via a needle roller bearing (17); Pure electric mode: The clutch is disengaged, the engine stops running, the electric motor is in driving mode, driving the motor gear shaft to rotate, the gear on the motor gear shaft meshes with the second gear transmission gear, the second gear transmission gear meshes with the gear on the output gear shaft, realizing power output; at this time, it is second gear transmission, and the electric motor provides power to the whole vehicle; Engine mode: Clutch engaged, engine running, synchronizer engaged to the right, motor unloaded, gear on input gear shaft meshes with constant mesh gear, gear on transition gear shaft meshes with first gear transmission gear, at this time it is first gear transmission, realizing power output; Parallel hybrid mode: When the clutch engages, the engine works; when the synchronizer engages to the left, the electric motor works; the gear on the input gear shaft meshes with the constant mesh gear, and the gear on the motor gear shaft meshes with the second gear transmission gear. The transmission ratio between the gear on the input gear shaft and the constant mesh gear is equal to the transmission ratio between the gear on the motor gear shaft and the second gear transmission gear, thus achieving coupled output of speed and torque.

2. The multifunctional parallel hybrid power system performance test bench according to claim 1, characterized in that, The output shaft of the engine (1) is also provided with a clutch (2) and a first torque sensor (3), which is installed between the first coupling (6) and the clutch (2).

3. The multifunctional parallel hybrid power system performance test bench according to claim 1, characterized in that, A second torque sensor (5) is also provided on the output shaft of the motor (4); the second torque sensor (5) is installed between the second coupling (18) and the output shaft of the motor (4).

4. The multifunctional parallel hybrid power system performance test bench according to claim 1, characterized in that, The output gear shaft (10), input gear shaft (9), motor gear shaft (13), and transition gear shaft (14) are respectively mounted on the housing via angular contact ball bearings.

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