A test mechanism for the electric wheel suspension system of a hub-driven electric vehicle

Abstract

The present invention provides a hub-driven electric vehicle electric wheel suspension system test mechanism, which relates to the technical field of electric vehicles. The hub-driven electric vehicle electric wheel suspension system test mechanism comprises a test box and a complete electric wheel module. The present invention, by extending and retracting the first cylinder extension shaft, can drive the roller to slowly rise and fall, simulating the ups and downs of the real road surface, the two groups of first cylinders can also act separately to simulate the situation that the tire tilts due to pressing the stone, by the third cylinder extension shaft quickly extending and retracting, can drive the roller to move back and forth quickly, to simulate the large pits on the road surface, to restore the real road surface conditions to the greatest extent, by extending and retracting the second cylinder extension shaft, can adjust the pressure on the shock absorber, the test is placed in the test box for testing, the refrigerator and heat exchange tube, electric heating tube, can respectively heat and cool the inside of the inner box, and test at different temperatures, so that the test results are more accurate.

Description

Technical Field

[0001] The invention relates to the technical field of electric vehicles, in particular to a testing mechanism for an electric wheel suspension system of a wheel hub driven electric vehicle. Background Art

[0002] Energy shortage and environmental pollution are two major problems that need to be solved in the 21st century. Electric vehicles have irreplaceable advantages in solving these two problems. Electric vehicles (BEV) refer to vehicles that use on-board power as power, use motors to drive wheels, and meet the requirements of road traffic and safety regulations. Because its impact on the environment is relatively small compared to traditional vehicles, its prospects are widely optimistic, but the current technology is not yet mature. The current dynamic loading test platform for electric wheels mainly focuses on the performance test of the hub motor in the electric wheel, which is a single component. It cannot fully reflect the performance of the 1 / 4 body electric wheel system, resulting in insufficient measurement accuracy of the electric wheel, affecting the research and development efficiency of electric vehicles. Therefore, a bench test platform for electric wheel suspension system is designed, which has a good reference value and application value for the development of pure electric vehicles;

[0003] To this end, there is a public technology that proposes a test bench for the electric wheel suspension system of a hub-driven electric vehicle, including a fixed base and a main frame, the fixed base is arranged at the lower end of the main frame, and a suspension device, an electric wheel and a roller device are arranged on the main frame. The suspension device is composed of an upper swing arm, a ram's horn and a lower swing arm, one end of the upper swing arm is connected through a hinge block above the main frame, and the other end is hinged to the ram's horn, the lower end of the ram's horn is connected to one end of the lower swing arm through a ball head, and the other end of the lower swing arm is hinged to the fixed block on the main frame, the electric wheel is arranged at the right end of the ram's horn, and the roller device is arranged below the electric wheel through a roller support frame, and the vertical load loading device is composed of a crank handle, a spiral transmission rod, and a spiral nut; the crank handle and the spiral transmission rod are fixedly connected by a key interference fit; the spiral nut is fixed to the spiral transmission fixing frame by a circle of bolts on the outside; the spiral transmission rod and the spiral nut are engaged with teeth to achieve displacement feeding in the vertical direction. The structure of the shock absorber is as follows: it includes a spring and a damper. The spring is compressed by the upper and lower end covers in a certain stroke, and the damper is fixed to the upper and lower end covers by a fixed connection. The suspension module is composed of an upper swing arm, a horn, and a lower swing arm; one end of the upper swing arm is connected through a hinge block above the main frame, and the other end of the upper swing arm is hinged to the horn; the lower end of the horn is connected to one end of the lower swing arm through a ball head, and the other end of the lower swing arm is hinged to the fixed block of the main frame. The road simulation device is composed of a roller shaft, a connecting plate, a web plate, and a tube skin; the roller shaft and the connecting plate are fixed by a key interference fit; the connecting plate and the web plate are fixed by welding; the web plate and the tube skin are fixed by welding. There is no mechanical transmission mechanism in the overall electric wheel structure, the structure is compact, and the transmission efficiency is high; for the motion test of the electric vehicle under actual operating conditions, the vertical load simulation mechanism can simulate the changes in load, torque and speed of the electric wheel under actual working conditions. The test bench can carry out electronic differential tests and braking tests on electric wheels;

[0004] The specific technical scheme of the above-mentioned public technology is: the spiral transmission rod is rotated by a crank to adjust the contact force between the spiral transmission rod and the shock absorber, thereby simulating the actual working condition. At the same time, the amplitude adjustment device is driven by a variable frequency motor, and then the amplitude adjustment device drives the roller device to move up and down to simulate the undulation of the actual road surface. It can be seen from its description that there are several obvious disadvantages in the above-mentioned improved technology: 1. The noise is not controlled during the test, affecting the working environment; 2. No temperature change and temperature monitoring are set during the test, and the shock absorber in the automobile suspension system performs differently at different temperatures, resulting in inaccurate test data; 3. The simulated road undulations and actual load conditions are all adjusted manually, and cannot be dynamically adjusted once the test starts, and the actual load and the real road surface cannot remain unchanged, resulting in the test results being not of reference value. Summary of the invention

[0005] Technical issues solved

[0006] In view of the deficiencies of the prior art, the present invention provides a test mechanism for an in-wheel motor electric vehicle's in-wheel suspension system, which solves the problems that the noise is not controlled in the existing public technologies, the temperature change is not set during the test process, the temperature monitoring is not carried out, the simulation of road surface undulations and the actual load conditions cannot be dynamically adjusted.

[0007] Technical solution

[0008] To achieve the above objectives, the present invention is realized through the following technical solutions: A test mechanism for an in-wheel motor electric vehicle's in-wheel suspension system includes a test chamber and a complete in-wheel module. A control box is fixedly connected to the left wall of the test chamber. The complete in-wheel module includes an upper swing arm, a lower swing arm, a knuckle, a brake disc, a hub motor, a wheel rim, a tire, and a shock absorber. A column is fixedly connected to the inner rear wall of the test chamber. An inner box is fixedly connected to the front wall of the column. The complete in-wheel module is arranged on the front wall of the inner box. A vertical load loading structure for adjusting the vertical load of the shock absorber is arranged on the front wall of the column and above the inner box. A base is fixedly connected to the inner lower wall of the test chamber and in front of the column. A sliding frame is slidably connected to the upper wall of the base through a slider and a slide rail. A roller is rotatably connected to the inner side wall of the sliding frame through a rotating shaft. The outer circumferential wall of the roller is in rolling connection with the outer wall of the tire of the complete in-wheel module. An adjustment structure for driving the roller to move up and down and left and right to simulate road surface undulations and depressions is arranged between the sliding frame and the rotating shaft and between the base and the sliding frame. A heating structure for increasing the temperature inside the inner box is arranged on the inner side wall of the inner box. A refrigeration structure for reducing the temperature inside the inner box is arranged between the inside of the inner box and the rear wall of the test chamber. A temperature detection structure for detecting the temperature inside the inner box is also arranged inside the inner box. A ventilation structure for ventilating the inside of the test chamber is arranged on the top of the test chamber. A camera for monitoring the test situation is arranged on the inner upper wall of the test chamber and near the front wall.

[0009] Preferably, the rotating shaft is composed of a cylindrical section and flat sections arranged at both ends of the cylindrical section. The side view projection of the sliding frame is in a U-shape with the opening facing upwards. Through grooves running through the front and rear are arranged on both the front and rear side walls of the sliding frame. Both groups of through grooves are in a long strip shape. The two flat sections respectively penetrate through the two through grooves and are slidably connected to them. The roller is rotatably connected to the outer wall of the cylindrical section.

[0010] Preferably, in order to isolate noise and insulate the interior, the test chamber is composed of an outer shell layer, a heat insulation layer, and a sound insulation layer arranged from the outside to the inside in sequence. The temperature inside the test chamber is maintained through the heat insulation layer. The noise during the test process is isolated by the sound insulation layer of the test chamber.

[0011] Preferably, in order to dynamically adjust the load condition of the shock absorber, the vertical load loading structure includes a second cylinder, a pressure head and a connecting seat, the pressure head is arranged above the shock absorber, the second cylinder is fixedly connected to the front wall of the column through two groups of first fixed seats and is located above the pressure head, the connecting seat is fixedly connected to the end of the shaft extending from the second cylinder, a countersunk hole is provided at one end of the connecting seat away from the second cylinder, the end of the pressure head away from the shock absorber is slidably connected to the inner wall of the countersunk hole, and a pressure sensor for detecting pressure is provided between the upper end of the pressure head and the inner upper wall of the countersunk hole.

[0012] Preferably, in order to restore the actual road conditions to the greatest extent during the test, the adjustment structure includes a third cylinder, a second fixed seat, two groups of connecting heads and two groups of first cylinders, the two groups of the first cylinders are respectively fixedly connected to the front wall and the rear wall of the sliding frame, the two groups of the connecting heads are respectively fixedly connected to the ends of the extended shafts of the two groups of first cylinders, the ends of the two groups of the connecting heads away from the first cylinders are respectively rotatably connected to the front and rear ends of the rotating shaft, the second fixed seat is fixedly connected to the lower wall of the sliding frame, the third cylinder is fixedly connected to the inner lower wall of the base, the end of the extended shaft of the third cylinder is fixedly connected to the second fixed seat, the sliding frame is driven to rise and fall by extending and retracting the extended shafts of the two groups of first cylinders, and the sliding frame is driven to translate to the left or right by extending and retracting the extended shaft of the third cylinder.

[0013] Preferably, in order to restore high temperature weather conditions during the test, the heating structure includes multiple groups of electric heating tubes, and the multiple groups of electric heating tubes are fixedly connected to the inner rear wall of the inner box, and the multiple groups of electric heating tubes are dry-burning stainless steel electric heating tubes, and the multiple groups of electric heating tubes are electrically connected to the control box.

[0014] Preferably, in order to restore low temperature weather conditions during the test, the refrigeration structure includes a refrigerator, a heat exchange tube and two groups of insulation tubes. The refrigerator is fixedly connected to the rear wall of the test box, and the two groups of insulation tubes are respectively fixedly connected to the inlet and outlet of the refrigerator. The ends of the two groups of insulation tubes away from the refrigerator successively penetrate the rear wall of the test box, the lower wall of the inner box and extend into the inner box. The heat exchange tube is fixedly connected between the ends of the two groups of insulation tubes extending into the inner box, and the refrigerator is electrically connected to the control box.

[0015] Preferably, in order to create a more accurate temperature environment around the shock absorber, the temperature detection structure includes two groups of temperature sensors, both groups of temperature sensors are fixedly connected to the inner upper wall of the inner box and are respectively located on the left and right sides of the shock absorber, and both groups of temperature sensors are electrically connected to the control box.

[0016] Preferably, in order to prevent the staff from being affected by internal dirty air when opening the box after the test is completed, the ventilation structure includes an exhaust pipe, a solenoid valve and an exhaust fan, the exhaust fan is fixedly connected to the top of the test box, the exhaust pipe is fixedly connected to the inlet end of the exhaust fan, the end of the exhaust pipe away from the exhaust fan passes through the top of the test box and is fixedly connected thereto, and the solenoid valve is fixedly connected to the outer wall of the exhaust pipe.

[0017] Preferably, a maintenance door is provided on the front wall of the test box, and a touch screen is provided on the front wall of the control box.

[0018] Beneficial Effects

[0019] The present invention provides a testing mechanism for a hub-driven electric vehicle electric wheel suspension system, which has the following beneficial effects:

[0020] Compared with the existing technology, the hub-driven electric vehicle electric wheel suspension system test mechanism can drive the roller to slowly rise and fall by extending and retracting the first cylinder extension shaft to simulate the ups and downs of the real road surface. The two groups of first cylinders can also act independently to simulate the situation where the tire tilts due to being pressed by stones. The third cylinder extension shaft can be quickly extended and retracted to drive the roller to move back and forth quickly to simulate larger potholes in the road surface. Moreover, it can be dynamically adjusted at any time during the test, thereby restoring the real road conditions to the greatest extent and improving the test accuracy.

[0021] Compared with the existing technology, the hub-driven electric vehicle electric wheel suspension system test mechanism can adjust the pressure on the shock absorber by extending and retracting the second cylinder extension shaft to simulate working conditions under different loads. It can be automatically adjusted during the test according to the program, greatly improving the test efficiency.

[0022] Compared with the existing technology, the hub-driven electric vehicle electric wheel suspension system test mechanism carries out the test in a test box. Through the set refrigerator, heat exchange tube and electric heating tube, the interior of the inner box can be heated and cooled respectively. By changing the internal temperature of the test box and testing at different temperatures, the test results are more accurate.

[0023] Compared with the existing technology, the hub-driven electric vehicle electric wheel suspension system test mechanism is provided with a sound insulation layer inside the test box. After closing the maintenance door, most of the noise during the test is isolated by the sound insulation layer, thereby reducing the impact of the noise on the working environment. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 It is a schematic diagram of the overall structure of the present invention;

[0025] Figure 2 It is a partial sectional view of the internal structure of the test box of the present invention;

[0026] Figure 3 For the present invention Figure 2 A partial enlarged view of the middle A;

[0027] Figure 4 It is a partial cross-sectional view of the internal structure of the inner box of the present invention;

[0028] Figure 5 It is a partial cross-sectional view of the pressure head, the connection seat and the pressure sensor connection structure of the present invention;

[0029] Figure 6 This is a schematic diagram of the structure of the sliding frame and the sliding groove of the present invention;

[0030] Figure 7 It is a schematic diagram of the local structure of the rotating shaft of the present invention.

[0031] Among them, 1. test box; 101. outer shell layer; 102. insulation layer; 103. sound insulation layer; 2. column; 3. control box; 4. touch screen; 5. exhaust pipe; 6. solenoid valve; 7. exhaust fan; 8. refrigerator; 9. base; 10. sliding frame; 11. rotating shaft; 1101. cylindrical section; 1102. flat section; 12. first cylinder; 13. connector; 14. roller; 15. camera; 16. inner box; 17. pressure head; 18. connecting seat; 19. first fixed seat; 20. second cylinder; 21. third cylinder; 22. second fixed seat; 23. slide rail; 24. slider; 25. insulation tube; 26. heat exchange tube; 27. electric heating tube; 28. temperature sensor; 29. ​​pressure sensor; 30. slide groove. DETAILED DESCRIPTION

[0032] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0033] like Figures 1 to 7As shown, an embodiment of the present invention provides a hub-driven electric vehicle electric wheel suspension system test mechanism, including a test box 1 and a complete electric wheel module, the left wall of the test box 1 is fixedly connected to a control box 3, the front wall of the test box 1 is provided with a maintenance door, the front wall of the control box 3 is provided with a touch screen 4, the control box 3 plays a role in the overall control of the test process, the touch screen 4 can be used to input the test program and observe the test process data in real time, the complete electric wheel module includes an upper swing arm, a lower swing arm, a horn, a brake disc, a hub motor, a rim, a tire and a shock absorber, the inner rear wall of the test box 1 is fixedly connected to a column 2, the front wall of the column 2 is fixedly connected to an inner box 16, and the complete electric The wheel module is arranged on the front wall of the inner box 16. The complete electric wheel module is consistent with the structure in the disclosed technology. It is rotatably connected to the inner rear wall of the inner box 16 through the upper swing arm, the lower swing arm and the horn. One end of the shock absorber is rotatably connected to the upper side of the lower swing arm, and the other end passes through the upper wall of the inner box 16 and extends to the top of the inner box 16. In this embodiment, the inner rear wall of the inner box 16 is equivalent to the front wall of the main frame in the disclosed technology. The technical solution of this embodiment does not improve the installation method of the complete electric wheel module, so it is not described in detail in this embodiment. The specific connection method can refer to a vibration detection test platform for the electric wheel suspension system of a hub-driven electric vehicle proposed in the disclosed technology;

[0034] like Figure 2 , Figure 5 As shown, in order to dynamically adjust the load condition of the shock absorber, a vertical load loading structure for adjusting the vertical load of the shock absorber is arranged on the front wall of the column 2 and above the inner box 16. The vertical load loading structure includes a second cylinder 20, a pressure head 17 and a connecting seat 18. The pressure head 17 is arranged above the shock absorber. The second cylinder 20 is fixedly connected to the front wall of the column 2 and above the pressure head 17 through two groups of first fixing seats 19. The connecting seat 18 is fixedly connected to the end of the shaft extending from the second cylinder 20. The connecting seat 18 is away from the second cylinder 20. A countersunk hole is provided at one end, and the end of the pressure head 17 away from the shock absorber is slidably connected to the inner wall of the countersunk hole. A pressure sensor 29 for detecting pressure is provided between the upper end of the pressure head 17 and the inner upper wall of the countersunk hole. The second cylinder 20 extends and retracts the shaft, which can drive the connecting seat 18 and the pressure head 17 to adjust the load of the shock absorber to simulate the actual load condition. In the test process, a dynamic adjustment scheme can be set. According to the set adjustment scheme, the second cylinder 20 extends or retracts at a specified time, which can achieve the purpose of dynamically adjusting the load condition.

[0035] like Figure 2 , Figure 3As shown, in order to simulate the road test condition, a base 9 is fixedly connected to the lower inner wall of the test box 1 and located in front of the column 2. The upper wall of the base 9 is slidably connected to a sliding frame 10 through a slider 24 and a slide rail 23. The inner wall of the sliding frame 10 is rotatably connected to a roller 14 through a rotating shaft 11. The roller 14 is rotatably connected to the outer wall of the cylindrical section 1101. The circumferential outer wall of the roller 14 is rollingly connected to the outer wall of the tire of the complete electric wheel module. When the hub motor starts to rotate, the rotation of the tire drives the roller 14 to rotate. The friction between the tire and the roller 14 simulates the friction between the tire and the road surface.

[0036] like Figure 2 , Figure 3 As shown, in order to restore the real road conditions to the greatest extent during the test, an adjustment structure for driving the roller 14 to move up and down and left and right to simulate the ups and downs and depressions of the road surface is arranged between the sliding frame 10 and the rotating shaft 11, and between the base 9 and the sliding frame 10. The adjustment structure includes a third cylinder 21, a second fixed seat 22, two groups of connecting heads 13 and two groups of first cylinders 12. The two groups of first cylinders 12 are respectively fixedly connected to the front wall and the rear wall of the sliding frame 10, the two groups of connecting heads 13 are respectively fixedly connected to the ends of the shafts extended from the two groups of first cylinders 12, and the ends of the two groups of connecting heads 13 away from the first cylinders 12 are respectively rotatably connected to the front and rear ends of the rotating shaft 11, the second fixed seat 22 is fixedly connected to the lower wall of the sliding frame 10, the third cylinder 21 is fixedly connected to the inner lower wall of the base 9, and the end of the shaft extended from the third cylinder 21 is connected to the second fixed seat 22. The fixed seat 22 is fixedly connected, and the sliding frame 10 is driven to rise and fall by extending and retracting the shafts of the two groups of first cylinders 12. The sliding frame 10 is driven to move to the left or right by extending and retracting the shafts of the third cylinder 21. The two groups of first cylinders 12 extend the shafts slowly and retract them, which can drive the roller 14 to rise and fall slowly, simulating the ups and downs of the real road surface, such as uphill, downhill and over speed bumps. The two groups of first cylinders 12 can also act separately to simulate the situation where the tire is tilted due to unilateral pressure on stones. The shafts of the third cylinder 21 extend and retract quickly, which can drive the roller 14 to move back and forth quickly. After the roller 14 moves quickly, the tire will inevitably sink quickly to simulate a large pothole on the road surface. Dynamic adjustment can be made at any time during the test, which restores the real road surface conditions to the greatest extent and improves the test accuracy.

[0037] like Figure 2 , Figure 6 as well as Figure 7As shown in the figure, in order for the two groups of second cylinders 12 to drive the rotating shaft 11 to move up and down simultaneously or separately, the rotating shaft 11 is composed of a cylindrical section 1101 and flat sections 1102 arranged at both ends of the cylindrical section 1101. The side view projection of the sliding frame 10 is in the shape of a "匚" with the opening facing upwards. Both the front and rear side walls of the sliding frame 10 are provided with through slots 30 running from front to back. The two groups of slots 30 are both strip-shaped. The two flat sections 1102 respectively penetrate through the two groups of slots 30 and are slidably connected thereto. When the two groups of second cylinders 12 move up and down simultaneously, the rotating shaft 11 moves up and down synchronously. When one of the two groups of cylinders 12 moves up and down, one end of the rotating shaft 11 connected to the operating cylinder 12 follows the movement, so that the roller 14 forms an inclined state. The sliding connection between the flat section 1102 and the inner side wall of the slot 30 plays a good holding role;

[0038] As Figure 4 shown in the figure, in order to restore the high-temperature weather conditions during the test, a heating structure for increasing the internal temperature of the inner box 16 is provided on the inner side wall of the inner box 16. The heating structure includes multiple groups of electric heating tubes 27. The multiple groups of electric heating tubes 27 are all fixedly connected to the inner rear wall of the inner box 16. The multiple groups of electric heating tubes 27 are all dry-burning type stainless steel electric heating tubes. The multiple groups of electric heating tubes 27 are all electrically connected to the control box 3. Through the multiple groups of electric heating tubes 27, a high-temperature environment can be created near the shock absorber, which can be set within 25°C to 50°C to restore the high-temperature weather and improve the test accuracy;

[0039] As Figure 1 、 Figure 4 shown in the figure, in order to restore the low-temperature weather conditions during the test, a cooling structure for reducing the internal temperature of the inner box 16 is provided between the inside of the inner box 16 and the rear wall of the test box 1. The cooling structure includes a refrigerator 8, a heat exchange tube 26, and two groups of heat preservation tubes 25. The refrigerator 8 is fixedly connected to the rear wall of the test box 1. The two groups of heat preservation tubes 25 are respectively fixedly connected to the inlet and outlet of the refrigerator 8. One end of each of the two groups of heat preservation tubes 25 far from the refrigerator 8 sequentially penetrates through the rear wall of the test box 1 and the lower wall of the inner box 16 and extends into the inner box 16. The heat exchange tube 26 is fixedly connected between the ends of the two groups of heat preservation tubes 25 extending into the inner box 16. The refrigerator 8 is electrically connected to the control box 3. By generating cold air with the refrigerator 8 and sending it into the heat exchange tube 26 through the heat preservation tubes 25, the heat exchange tube 26 exchanges heat with the air inside the inner box 16, a low-temperature environment can be created near the shock absorber, which can be set within 25°C to -15°C to restore the low-temperature weather and improve the test accuracy;

[0040] As Figure 4As shown, in order to create a more accurate temperature environment around the shock absorber, a temperature detection structure for detecting the temperature inside the inner box 16 is also provided inside the inner box 16. The temperature detection structure includes two groups of temperature sensors 28. The two groups of temperature sensors 28 are fixedly connected to the inner upper wall of the inner box 16 and are respectively located on the left and right sides of the shock absorber. The two groups of temperature sensors 28 are electrically connected to the control box 3. The temperature near the shock absorber can be detected in real time through the temperature sensor 28, so that the control box 3 can adjust according to the set temperature range;

[0041] like Figure 1 As shown, in order to prevent the staff from being affected by the internal foul air when opening the box after the test is completed, a ventilation structure for ventilating the inside of the test box 1 is arranged on the top of the test box 1. The ventilation structure includes an exhaust pipe 5, a solenoid valve 6 and an exhaust fan 7. The exhaust fan 7 is fixedly connected to the top of the test box 1, the exhaust pipe 5 is fixedly connected to the inlet end of the exhaust fan 7, the end of the exhaust pipe 5 away from the exhaust fan 7 passes through the top of the test box 1 and is fixedly connected thereto, and the solenoid valve 6 is fixedly connected to the outer wall of the exhaust pipe 5. After the test is completed, the maintenance door is opened a crack, the exhaust fan 7 is turned on synchronously, and the solenoid valve 6 is opened. The exhaust fan 7 extracts the foul air generated during the test process inside the test box 1 through the exhaust pipe 5. After the exhaust fan 7 is started for a certain period of time, the maintenance door can be fully opened;

[0042] like Figure 2 As shown, in order to monitor the entire test process, a camera 15 for monitoring the test situation is arranged on the upper inner wall of the test box 1 and close to the front wall. The test process can be completely recorded by the camera 15. The camera 15 can use an outdoor camera module and can adapt to high and low temperature environments.

[0043] like Figure 2 , Figure 3 As shown, in order to isolate noise and keep the interior warm, the test box 1 is composed of an outer shell layer 101, a thermal insulation layer 102 and a sound insulation layer 103 which are distributed from the outside to the inside. The temperature inside the test box 1 is maintained by the thermal insulation layer 102, and the test box 1 is isolated from the noise during the test by the sound insulation layer 103. During the test, the noise can be isolated by the sound insulation layer 103 to improve the comfort of the working environment. The thermal insulation layer 102 can keep the interior of the test box 1 warm and reduce energy consumption.

[0044] Working principle: during the test, the maintenance door is opened, and the complete electric wheel module is connected to the inner box 16. After the maintenance door is closed, the test duration, shock absorber load condition, road undulation, test temperature, etc. are input through the touch screen 4. The circumferential outer wall of the drum 14 is rollingly connected with the outer wall of the tire of the complete electric wheel module. When the hub motor starts to rotate, the rotation of the tire drives the drum 14 to rotate. The friction between the tire and the drum 14 simulates the friction between the tire and the road surface. The second cylinder 20 extends and retracts the shaft, which can drive the connecting seat 18 and the pressure head 17 to adjust the load of the shock absorber to simulate the actual load condition. In addition, a dynamic adjustment plan can be set during the test. According to the set adjustment plan, the second cylinder 20 The two groups of first cylinders 12 can extend or retract the shafts slowly, which can drive the roller 14 to rise and fall slowly, simulating the ups and downs of the real road, such as uphill, downhill and over speed bumps. The two groups of first cylinders 12 can also act independently to simulate the situation where a single side is pressed against a stone and causes the tire to tilt. When the two groups of second cylinders 12 are lifted and lowered at the same time, the shaft 11 is lifted and lowered synchronously. When one of the two groups of cylinders 12 is lifted and lowered, the end of the shaft 11 connected to the moving cylinder 12 follows the lifting and lowering, so that the roller 14 is in a tilted state. The sliding connection between the flat section 1102 and the inner wall of the slide chute 30 plays a good retaining role. The cylinder 21 extends and retracts the shaft quickly, which can drive the roller 14 to move forward and backward quickly. After the roller 14 quickly moves horizontally, the tire must sink quickly to simulate a large pothole on the road. It can be dynamically adjusted at any time during the test to restore the real road conditions to the greatest extent. Through multiple sets of electric heating tubes 27, a high temperature environment can be created near the shock absorber, which can be set within 25°C to 50°C to restore high temperature weather. Cold air is generated by the refrigerator 8 and sent to the heat exchange tube 26 through the insulation tube 25. The heat exchange tube 26 exchanges heat with the air inside the inner box 16, which can create a low temperature environment near the shock absorber, which can be set within 25°C to minus 15°C to restore low temperature weather. Both sets of temperature sensors 28 are connected to the control box 3 Electrical connection, the temperature condition near the shock absorber can be detected in real time through the temperature sensor 28, so that the control box 3 can adjust according to the set temperature range. After the test is completed, the maintenance door is opened a crack, the exhaust fan 7 is turned on synchronously, the solenoid valve 6 is opened, and the exhaust fan 7 extracts the foul air generated during the test inside the test box 1 through the exhaust pipe 5. After the exhaust fan 7 has been started for a certain period of time, the maintenance door can be fully opened. The test process can be fully recorded through the camera 15. The camera 15 can use an outdoor camera module and can adapt to high and low temperature environments. During the test, the noise can be isolated through the sound insulation layer 103 to improve the comfort of the working environment. The thermal insulation layer 102 can keep the inside of the test box 1 warm and reduce energy consumption.

[0045] Although embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the appended claims and their equivalents.

Claims

1. A hub-driven electric vehicle electric wheel suspension system testing mechanism, characterized by: It includes a test chamber (1) and a complete electric wheel module. A control box (3) is fixedly connected to the left wall of the test chamber (1). The complete electric wheel module includes an upper swing arm, a lower swing arm, a knuckle, a brake disc, a hub motor, a rim, a tire, and a shock absorber. A column (2) is fixedly connected to the inner rear wall of the test chamber (1). An inner box (16) is fixedly connected to the front wall of the column (2). The complete electric wheel module is arranged on the front wall of the inner box (16). A vertical load loading structure for adjusting the vertical load of the shock absorber is arranged on the front wall of the column (2) and above the inner box (16). A base (9) is fixedly connected to the inner lower wall of the test chamber (1) and in front of the column (2). A sliding frame (10) is slidably connected to the upper wall of the base (9) through a slider (24) and a slide rail (23). A roller (14) is rotatably connected to the inner side wall of the sliding frame (10) through a rotating shaft (11). The outer circumferential wall of the roller (14) is in rolling connection with the outer wall of the tire of the complete electric wheel module. An adjustment structure for driving the roller (14) to move up and down and left and right to simulate road undulations and depressions is arranged between the sliding frame (10) and the rotating shaft (11) and between the base (9) and the sliding frame (10). A heating structure for increasing the temperature inside the inner box (16) is arranged on the inner side wall of the inner box (16). A refrigeration structure for reducing the temperature inside the inner box (16) is arranged between the inside of the inner box (16) and the rear wall of the test chamber (1). A temperature detection structure for detecting the temperature inside the inner box (16) is also arranged inside the inner box (16). A ventilation structure for ventilating the inside of the test chamber (1) is arranged on the top of the test chamber (1). A camera (15) for monitoring the test situation is arranged on the inner upper wall of the test chamber (1) and near the front wall; The rotating shaft (11) is composed of a cylindrical section (1101) and flat sections (1102) arranged at both ends of the cylindrical section (1101). The side view projection of the sliding frame (10) is in a U-shape with the opening facing upwards. Through grooves (30) running through from front to back are arranged on both the front and rear side walls of the sliding frame (10). Both groups of through grooves (30) are in a long strip shape. The two flat sections (1102) respectively penetrate through the two groups of through grooves (30) and are slidably connected to them respectively. The roller (14) is rotatably connected to the outer wall of the cylindrical section (1101); The test chamber (1) is composed of a shell layer (101), a heat insulation layer (102), and a sound insulation layer (103) distributed from outside to inside in sequence. The temperature inside the test chamber (1) is maintained through the heat insulation layer (102). The test chamber (1) isolates the noise during the test through the sound insulation layer (103); The vertical load loading structure comprises a second cylinder (20), a pressure head (17) and a connecting seat (18); the pressure head (17) is arranged above the shock absorber; the second cylinder (20) is fixedly connected to the front wall of the column (2) and is located above the pressure head (17) through two groups of first fixing seats (19); the connecting seat (18) is fixedly connected to the end of the shaft extending from the second cylinder (20); a countersunk hole is arranged at one end of the connecting seat (18) away from the second cylinder (20); one end of the pressure head (17) away from the shock absorber is slidably connected to the inner wall of the countersunk hole; a pressure sensor (29) for detecting pressure is arranged between the upper end of the pressure head (17) and the inner upper wall of the countersunk hole; The adjustment structure comprises a third cylinder (21), a second fixed seat (22), two groups of connecting heads (13) and two groups of first cylinders (12); the two groups of the first cylinders (12) are respectively fixedly connected to the front wall and the rear wall of the sliding frame (10); the two groups of the connecting heads (13) are respectively fixedly connected to the ends of the extended shafts of the two groups of the first cylinders (12); the ends of the two groups of the connecting heads (13) away from the first cylinders (12) are respectively rotatably connected to the front and rear ends of the rotating shaft (11); the second fixed seat (22) is fixedly connected to the lower wall of the sliding frame (10); the third cylinder (21) is fixedly connected to the inner lower wall of the base (9); the end of the extended shaft of the third cylinder (21) is fixedly connected to the second fixed seat (22); the sliding frame (10) is driven to rise and fall by extending and retracting the extended shafts of the two groups of the first cylinders (12); and the sliding frame (10) is driven to translate to the left or right by extending and retracting the extended shaft of the third cylinder (21); The heating structure comprises a plurality of groups of electric heating tubes (27), the plurality of groups of electric heating tubes (27) are all fixedly connected to the inner rear wall of the inner box (16), the plurality of groups of electric heating tubes (27) are all dry-burning stainless steel electric heating tubes, and the plurality of groups of electric heating tubes (27) are all electrically connected to the control box (3); The refrigeration structure comprises a refrigerator (8), a heat exchange tube (26) and two groups of insulation tubes (25); the refrigerator (8) is fixedly connected to the rear wall of the test box (1); the two groups of insulation tubes (25) are respectively fixedly connected to the inlet and outlet of the refrigerator (8); the ends of the two groups of insulation tubes (25) away from the refrigerator (8) successively penetrate the rear wall of the test box (1) and the lower wall of the inner box (16) and extend into the inner box (16); the heat exchange tube (26) is fixedly connected between the ends of the two groups of insulation tubes (25) extending into the inner box (16); and the refrigerator (8) is electrically connected to the control box (3); The temperature detection structure comprises two groups of temperature sensors (28), the two groups of temperature sensors (28) are fixedly connected to the inner upper wall of the inner box (16) and are respectively located on the left and right sides of the shock absorber, and the two groups of temperature sensors (28) are electrically connected to the control box (3); The ventilation structure comprises an exhaust pipe (5), a solenoid valve (6) and an exhaust fan (7), wherein the exhaust fan (7) is fixedly connected to the top of the test box (1), the exhaust pipe (5) is fixedly connected to the inlet end of the exhaust fan (7), one end of the exhaust pipe (5) away from the exhaust fan (7) passes through the top of the test box (1) and is fixedly connected thereto, and the solenoid valve (6) is fixedly connected to the outer wall of the exhaust pipe (5); The front wall of the test box (1) is provided with a maintenance door, and the front wall of the control box (3) is provided with a touch screen (4).

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