Impact reduction experimental device for dynamic coupling switching of hybrid electric vehicle

Abstract

An impact reduction experimental device for hybrid electric vehicle dynamic coupling switching belongs to the technical field of electric vehicle coupling experiments and comprises a speed simulating mechanism, an experimental mechanism is arranged on the top of the speed simulating mechanism, the speed simulating mechanism comprises a supporting assembly, a transmission assembly, an angle assembly and a simulation assembly, the transmission assembly is arranged on the inner side of the supporting assembly, and the angle assembly is arranged on the inner side of the transmission assembly. The angle assembly is arranged on the right side of the transmission assembly, the simulation assembly is arranged on the surface of the transmission assembly, and the speed measurement mechanism comprises a liquid supply assembly, a balance assembly, a bearing assembly, a movement assembly and a buffer assembly. The device has the advantages that a structure for simulating various driving road conditions is provided, effective road condition simulation can be carried out according to actual driving conditions, and the experiment flexibility of an impact reduction technology in the dynamic coupling switching process of the hybrid electric vehicle is improved.

Description

Technical Field

[0001] This invention relates to the field of power coupling experimental technology, specifically to an experimental device for reducing the impact of power coupling switching in hybrid electric vehicles. Background Technology

[0002] As is well known, the impact reduction test of power coupling switching in hybrid electric vehicles is a specialized test experiment that addresses the impact problems such as sudden changes in output shaft speed and torque fluctuations that occur when a vehicle switches between power sources such as engines and motors and adjusts the power transmission path. By building experimental devices adapted to different hybrid configurations, the test simulates typical driving conditions such as starting, high speed, and climbing, and collects key data such as impact intensity and vibration acceleration to verify the effectiveness of power coordination control strategies and transmission component optimization in reducing switching impact.

[0003] During the power coupling switching process of hybrid electric vehicles, experiments are conducted on shock reduction technologies during the switching process. The problem with existing technologies is that, due to the lack of a structure for simulating various driving conditions, it is impossible to effectively simulate road conditions based on actual driving conditions, thereby reducing the flexibility of shock reduction technology experiments during the power coupling switching process of hybrid electric vehicles. Summary of the Invention

[0004] (a) Technical problems to be solved To address the shortcomings of existing technologies, this invention provides an experimental device for reducing the impact of power coupling switching in hybrid electric vehicles. This device features a structure that simulates various driving conditions, allowing for effective road condition simulation based on actual driving conditions. This enhances the flexibility of experiments related to impact reduction technology during power coupling switching in hybrid electric vehicles.

[0005] (II) Technical Solution The above-mentioned technical objective of the present invention is achieved through the following technical solution: an experimental device for reducing the impact of power coupling switching in a hybrid electric vehicle, comprising a speed-measuring mechanism, an experimental mechanism on the top of the speed-measuring mechanism, the speed-measuring mechanism comprising a support component, a transmission component, an angle component, and a simulation component, the transmission component being disposed inside the support component, the angle component being disposed to the right of the transmission component, the simulation component being disposed on the surface of the transmission component, the speed-measuring mechanism comprising a fluid supply component, a balancing component, a load-bearing component, a motion component, and a buffer component, the fluid supply component being disposed behind the support component, the balancing component being disposed on top of the fluid supply component, the load-bearing component being disposed at the bottom of the balancing component, the motion component being disposed at the bottom of the load-bearing component, and the buffer component being disposed on both sides of the load-bearing component.

[0006] By adopting the above technical solution, and by setting up a speed simulation mechanism and an experimental mechanism, the speed simulation mechanism can provide test road condition simulation for the hybrid vehicle power coupling switching impact reduction device in the experimental mechanism, and the experimental mechanism can provide support and conduct experiments for the hybrid vehicle power coupling switching impact reduction device, while simulating different gravity distributions inside the vehicle.

[0007] The present invention is further configured such that: the support assembly includes a positioning base, a support plate and a control panel, the two support plates are respectively welded to the front side of the left side and the rear side of the left side of the positioning base, and the control panel is welded to the top of the left side of the positioning base.

[0008] By adopting the above technical solution, the positioning base can form a structure with the support plate and control panel to provide support for the transmission component, angle component and liquid supply component by setting up support components. The positioning base is an L-shaped support frame, which can provide support for the control panel through the vertical plate structure on the left side, and also provide support for the support plate and supply box through the positioning base. The control panel is a PLC controller in the prior art. After being connected to an external power supply, it can be connected to the hybrid vehicle power coupling through a wired connection to transmit the instructions input by the user in the control panel, and at the same time provide power to it.

[0009] The present invention is further configured such that: the transmission assembly includes a servo motor, a transmission rod, and a conveyor belt; the servo motor is bolted to the front side of the support plate; the transmission rod is rotatably connected between opposite sides of the support plate; the conveyor belt is sleeved on the surface of the transmission rod; and the front side of the transmission rod is bolted to the output end of the servo motor.

[0010] By adopting the above technical solution and setting up a transmission component, the servo motor can form a moving road condition simulation structure with the transmission rod and the conveyor belt. The servo motor drives the left transmission rod to rotate with the support plate as the support point. The transmission rod can drive the right transmission rod to rotate synchronously by moving the conveyor belt. Finally, the effect of the conveyor belt moving around the two transmission rods in a cycle can be achieved, thereby simulating the effect of moving road conditions.

[0011] The present invention is further configured such that: the angle assembly includes a hydraulic cylinder, an L-shaped plate and an adjusting plate; the hydraulic cylinder is rotatably connected to the right side of the top of the positioning base; the L-shaped plate is rotatably connected to the output end of the hydraulic cylinder; two adjusting plates are respectively welded to the front side of the left side and the rear side of the left side of the L-shaped plate; and the opposite sides of the adjusting plates are rotatably connected to the front and rear sides of the right side of the transmission rod.

[0012] Using the above technical solution, by setting an angle component, the hydraulic cylinder can form a road inclination simulation structure with the L-shaped plate and the adjusting plate. The hydraulic cylinder can use the right side of the positioning base as the support point for left and right tilting, and drive the L-shaped plate to lift upward. The L-shaped plate can then drive the adjusting plate to move the right transmission rod upward in a circular motion, thereby changing the tilt angle between the two transmission rods when driving the conveyor belt. By changing the tilt angle, the slope of the road can be simulated, thus simulating the effect of a sloping road.

[0013] The present invention is further configured such that: the simulation component includes a positioning rotating rod, a rubber sleeve and a simulated airbag, a plurality of positioning rotating rods are rotatably connected to the surface of the conveyor belt, the rubber sleeve is welded to the side of the positioning rotating rod away from the conveyor belt, the simulated airbag is snapped into the inner side of the rubber sleeve, and the surface of the simulated airbag is provided with a valve core.

[0014] Using the above technical solution, by setting up simulation components, the positioning rotating rod can form a road condition simulation structure with the rubber sleeve and the simulated airbag. By connecting the valve core on the simulated airbag to the inflation structure, gas can be filled into the simulated airbag, which will then expand due to the filling of gas. This will eventually cause the rubber sleeve to expand along with the positioning rotating rod, using its own expansion to simulate stones and other debris on the road, thus simulating bumpy road conditions. The positioning rotating rod can allow the rubber sleeve and the simulated airbag to tilt slightly at the surface of the conveyor belt to adapt to the impact caused during the experiment, and at the same time, it can simulate the displacement of stones after being run over by wheels.

[0015] The present invention is further configured such that: the liquid supply assembly includes a supply box, a supply pipe and a hose, the two supply boxes are respectively bolted to the rear side of the positioning base, the supply pipe is connected to the inside of the supply box, the bottom of the supply pipe is close to the bottom of the inside of the supply box, and the hose is connected to the top of the supply pipe.

[0016] By adopting the above technical solution, by setting up a liquid supply component, the supply tank can form a structure for temporary storage of gravity-regulating liquid together with the supply pipe and hose. The liquid for gravity regulation is temporarily stored in the supply tank, and the liquid can be transported from the hose to the electric water pump through the supply pipe. The hose itself is made of fluororubber material, which can withstand repeated stretching and can adapt to the repeated movement of the storage tank on the conveyor belt.

[0017] The present invention is further configured such that: the balancing component includes an electric water pump, an inlet pipe and a counterweight box, two electric water pumps are respectively connected to the front side of two hoses, the inlet pipe is connected to the output end of the electric water pump, the counterweight box is connected to the surface of the inlet pipe, and the bottom of the inlet pipe is close to the bottom of the inner side of the counterweight box.

[0018] By adopting the above technical solution and setting up a balancing component, the electric water pump can form a gravity distribution structure with the inlet pipe and the counterweight box. The electric water pump can send the liquid in the corresponding supply box into the counterweight box through the inlet pipe. The liquid volume in each counterweight box can be changed. By changing the liquid volume, the gravity distribution on the left and right sides of the load-bearing plate can be changed, thereby simulating different gravity distribution conditions inside a car.

[0019] The present invention is further configured such that: the bearing assembly includes a bearing plate, a storage box and a mounting plate, the bearing plate is bolted to the bottom of the counterweight box, the two storage boxes are respectively bolted to the two sides of the top of the bearing plate, and the two mounting plates are respectively welded to the two sides of the bearing plate.

[0020] By adopting the above technical solution, the load-bearing vehicle plate can be combined with the storage box and the mounting plate to form a limiting structure for the power coupling switching impact reduction structure of the hybrid electric vehicle. The power coupling switching impact reduction structure of the hybrid electric vehicle can be installed in the storage box, so that it can move on the conveyor belt together with the load-bearing vehicle plate, and conduct experiments on subsequent power coupling switching impact reduction. The mounting plate can provide support for the buffer airbag.

[0021] The invention is further configured such that: the motion component includes a transmission gearbox, an axle, and a wheel; the transmission gearbox is bolted to both sides of the bottom of the supporting plate; the axle is installed at the output ends on both sides of the transmission gearbox; the wheel is bolted to the side of the axle away from the transmission gearbox; and the bottom of the wheel contacts the top of the rubber sleeve.

[0022] By adopting the above technical solution, and by setting up motion components, the transmission gearbox can form a structure with the axle and wheels to simulate the impact reduction structure for power coupling switching in hybrid electric vehicles. The transmission gearbox can be connected to the output structure of the impact reduction structure for power coupling switching in hybrid electric vehicles through its internal transmission structure, transmitting its power to the axle, thereby causing the axle to drive the wheels to rotate, thus simulating the vehicle's driving process. The wheels can contact the surface of the rubber sleeve that moves with the conveyor belt, ultimately simulating the effect of driving on the road. This allows for a simulation experiment on the impact reduction effect of power coupling switching in hybrid electric vehicles, combined with current road conditions.

[0023] The present invention is further configured such that: the buffer assembly includes a buffer airbag, a buffer spring, and a buffer plate; the two buffer airbags are respectively bolted to both sides of the mounting plate; the buffer spring is bolted to the inside of the buffer airbag; the buffer plate is bolted to the side of the buffer spring away from the mounting plate; and the side of the buffer plate away from the mounting plate is in contact with the inside of the buffer airbag.

[0024] By adopting the above technical solution, and by setting up a buffer component, the buffer airbag can form an emergency buffer structure with the buffer spring and buffer plate to prevent the mounting plate from accidentally colliding with the positioning base or L-shaped plate. When the mounting plate is about to collide with the positioning base or L-shaped plate, the buffer airbag can contact the positioning base or L-shaped plate, and the internal buffer spring and buffer plate can absorb the vibration generated by the impact through the elasticity of the buffer spring. The buffer airbag itself will also absorb the vibration through its own deformation. The buffer plate can prevent the sharp part of the front end of the buffer spring from penetrating the buffer airbag and losing its buffering ability. At the same time, the buffer plate can further distribute the impact force evenly to the buffer spring. Finally, the elasticity of the buffer spring and the deformation of the buffer airbag itself will absorb some of the kinetic energy, thereby reducing the impact on the mounting plate, reducing the damage to the structure caused by the impact on the power coupling switching of the hybrid vehicle, reducing the probability of being scrapped due to impact, and making it more likely to be used for subsequent experiments.

[0025] (III) Beneficial Effects Compared with the prior art, the present invention provides an experimental device for reducing the impact of power coupling switching in hybrid electric vehicles, which has the following beneficial effects: This experimental device for reducing the impact of power coupling switching in hybrid electric vehicles, through the inclusion of a speed-simulating mechanism, allows the support assembly to form a structure that provides road condition simulation for the experimental mechanism, together with the transmission assembly, angle assembly, and simulation assembly. The support and control structure, consisting of a positioning base, support plate, and control panel, provides support and limits for the transmission assembly, angle assembly, and fluid supply assembly via the positioning base and support plate. The control panel provides control and electrical support for the operation of the transmission assembly, angle assembly, and experimental mechanism. The driving simulation structure, composed of a servo motor, transmission rod, and conveyor belt, allows the servo motor to drive the transmission rod to rotate, thus cyclically driving the conveyor belt and providing the travel distance for the moving components. The simulation utilizes a road slope simulation structure composed of a hydraulic cylinder, an L-shaped plate, and an adjusting plate. The hydraulic cylinder can extend and retract to adjust the height of the L-shaped plate, which in turn drives the adjusting plate to adjust the tilt angle of the conveyor belt. This adjustment of the conveyor belt's tilt angle simulates a sloping road condition. The road slope simulation structure also includes a positioning rod, a rubber sleeve, and a simulated airbag. Gas can be injected into the simulated airbag via a valve core to cause it to expand. The expansion of the simulated airbag causes the rubber sleeve to expand as well, simulating obstacles like stones on the road. The positioning rod allows the rubber sleeve and simulated airbag to tilt slightly on the conveyor belt surface to accommodate displacement caused by wheel rolling, and also simulates the slight displacement of stones after being run over by wheels. This experimental device for reducing the impact of hybrid vehicle power coupling switching, through the setting of an experimental mechanism, allows the liquid supply component to be combined with a balance component, a load-bearing component, a motion component, and a buffer component to form the structure for testing the impact reduction structure of hybrid vehicle power coupling switching. A gravity-regulated liquid temporary storage structure, consisting of a supply tank, supply pipes, and hoses, allows liquid to be supplied to the hoses after being stored in the supply tank, ultimately providing gravity-regulated liquid to each electric water pump. A liquid distribution structure, consisting of electric water pumps, inlet pipes, and counterweight boxes, allows liquid to be delivered to each counterweight box through the inlet pipes, thereby changing the liquid level in each counterweight box and thus changing its weight. Since the counterweight boxes are distributed at different positions on the load-bearing platform, their different weights can be used to simulate different weight distributions within the vehicle, further simulating different road conditions and providing more methods for testing the impact reduction of hybrid vehicle power coupling switching. A structure consisting of the load-bearing platform, storage tank, and mounting plate, which limits the impact reduction structure of the hybrid vehicle power coupling switching, allows the structure to be installed in the storage tank. There are two storage tanks, allowing them to be installed in different locations for different road condition simulations. The mounting plate provides support for the airbags. The driving simulation structure, consisting of a transmission gearbox, axle, and wheels, allows power to be transmitted to the transmission gearbox during the power coupling switching shock reduction mechanism of a hybrid vehicle. This transmission gearbox then drives the wheels to rotate. As the wheels roll on the rubber sleeves of the conveyor belt, driving is simulated under the current road conditions. This simulated driving experience allows for the simulation of actual driving conditions. Experiments were conducted to test the impact reduction effect of power coupling switching in hybrid electric vehicles. An emergency buffer structure composed of a buffer airbag, a buffer spring, and a buffer plate was used to mitigate the impact of an accidental collision. When the mounting plate and the supporting vehicle plate are about to collide with the positioning base and the L-shaped plate, the buffer airbag will first contact the positioning base and the L-shaped plate and absorb the impact by its own deformation. At the same time, the internal buffer spring will absorb the impact transmitted by the buffer plate as the buffer airbag deforms and will further absorb the impact by its own elasticity. Finally, the impact generated by the collision is absorbed and then transmitted to the supporting vehicle plate and the mounting plate, thereby reducing the impact they receive. Attached Figure Description

[0026] Figure 1 This is a schematic diagram of the overall structure of the present invention; Figure 2 This is a schematic diagram of the velocimeter mechanism in this invention; Figure 3 This is a schematic diagram of the structure of the support component and the transmission component in this invention; Figure 4This is a schematic diagram of the angle component in the present invention; Figure 5 This is a schematic diagram of the structure of the simulation component in this invention; Figure 6 This is a schematic diagram of the speed measuring mechanism in this invention; Figure 7 This is a schematic diagram of the liquid supply component, balancing component, and load-bearing component in this invention; Figure 8 This is a schematic diagram of the structure of the motion component and the buffer component in this invention.

[0027] In the diagram: 1. Motion simulation mechanism; 11. Support assembly; 111. Positioning base; 112. Support plate; 113. Control panel; 12. Transmission assembly; 121. Servo motor; 122. Transmission rod; 123. Conveyor belt; 13. Angle assembly; 131. Hydraulic cylinder; 132. L-shaped plate; 133. Adjusting plate; 14. Simulation assembly; 141. Positioning rod; 142. Rubber sleeve; 143. Simulation airbag; 2. Experimental mechanism; 21. Liquid supply. Components; 211, Supply box; 212, Supply pipe; 213, Hose; 22, Balancing assembly; 221, Electric water pump; 222, Inlet pipe; 223, Counterweight box; 23, Load-bearing assembly; 231, Load-bearing platform; 232, Storage box; 233, Mounting plate; 24, Motion assembly; 241, Transmission gearbox; 242, Axle; 243, Wheel; 25, Buffer assembly; 251, Buffer airbag; 252, Buffer spring; 253, Buffer plate. Detailed Implementation

[0028] 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 some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0029] Example 1 Please see Figure 1-5An experimental device for impact reduction during power coupling switching in a hybrid electric vehicle includes a speed simulation mechanism 1. The speed simulation mechanism 1 comprises a support assembly 11, a transmission assembly 12, an angle assembly 13, and a simulation assembly 14. The transmission assembly 12 is located inside the support assembly 11, the angle assembly 13 is located to the right of the transmission assembly 12, and the simulation assembly 14 is located on the surface of the transmission assembly 12. By setting the speed simulation mechanism 1, the support assembly 11, transmission assembly 12, angle assembly 13, and simulation assembly 14 can form a structure that provides road condition simulation for the experimental mechanism 2. The support and control structure, consisting of a positioning base 111, a support plate 112, and a control panel 113, provides support and limits for the transmission assembly 12, angle assembly 13, and fluid supply assembly 21, respectively. The control panel 113 provides control and power support for the operation of the transmission assembly 12, angle assembly 13, and the experimental mechanism 2. The driving simulation structure, consisting of a servo motor 121, a transmission rod 122, and a conveyor belt 123, allows the servo motor 121 to drive the transmission rod. Rotation 122 achieves the effect of cyclically driving conveyor belt 123, allowing the cyclical movement of conveyor belt 123 to simulate the travel distance of motion component 24. Through the road slope simulation structure composed of hydraulic cylinder 131, L-shaped plate 132, and adjusting rotating plate 133, hydraulic cylinder 131 can adjust the height of L-shaped plate 132 by extending and retracting, allowing L-shaped plate 132 to drive adjusting rotating plate 133 to adjust the tilt angle of conveyor belt 123. Adjusting the tilt angle of conveyor belt 123 simulates a sloping road condition. The positioning rotating rod 141 and the rubber... The road condition simulation structure composed of rubber sleeve 142 and simulated airbag 143 can be filled with gas by the valve core to make the simulated airbag 143 expand. The expansion of the simulated airbag 143 causes the rubber sleeve 142 to expand together, thereby simulating stones and other debris on the road on the conveyor belt 123. The positioning rod 141 can make the rubber sleeve 142 and simulated airbag 143 slightly tilted on the surface of the conveyor belt 123 to adapt to the displacement after being run over by the wheel 243, and at the same time simulate the slight displacement of stones after being run over by the wheel 243.

[0030] The support assembly 11 includes a positioning base 111, a support plate 112, and a control panel 113. The two support plates 112 are welded to the front left side and the rear left side of the positioning base 111, respectively. The control panel 113 is welded to the top left side of the positioning base 111. By setting the support assembly 11, the positioning base 111, the support plate 112, and the control panel 113 can form a structure that provides support for the transmission assembly 12, the angle assembly 13, and the liquid supply assembly 21. The positioning base 111 is an L-shaped support frame that can provide support for the control panel 113 through the vertical plate structure on the left side, and also provides support for the support plate 112 and the supply box 211. The control panel 113 is a PLC controller in the prior art. After connecting to an external power source, it can be connected to the hybrid vehicle power coupling via a wired connection to transmit the user-inputted commands from the control panel 113 and to supply power to it.

[0031] The transmission assembly 12 includes a servo motor 121, a transmission rod 122, and a conveyor belt 123. The servo motor 121 is bolted to the front side of the support plate 112. The transmission rod 122 is rotatably connected between opposite sides of the support plate 112. The conveyor belt 123 is fitted onto the surface of the transmission rod 122. The front side of the transmission rod 122 is bolted to the output end of the servo motor 121. By setting the transmission assembly 12, the servo motor 121, the transmission rod 122, and the conveyor belt 123 can form a moving road condition simulation structure. The servo motor 121 drives the left transmission rod 122 to rotate with the support plate 112 as the support point. The transmission rod 122 can drive the right transmission rod 122 to rotate synchronously by moving the conveyor belt 123. Ultimately, the effect of the conveyor belt 123 moving cyclically around the two transmission rods 122 can be achieved, thereby simulating the effect of moving road conditions.

[0032] The angle assembly 13 includes a hydraulic cylinder 131, an L-shaped plate 132, and an adjusting rotating plate 133. The hydraulic cylinder 131 is rotatably connected to the right side of the top of the positioning base 111. The L-shaped plate 132 is rotatably connected to the output end of the hydraulic cylinder 131. Two adjusting rotating plates 133 are respectively welded to the front and rear sides of the left side of the L-shaped plate 132. The opposite sides of the adjusting rotating plates 133 are rotatably connected to the front and rear sides of the right side of the transmission rod 122. By setting the angle assembly 13, the hydraulic cylinder 131 can be engaged with the L-shaped plate. The L-shaped plate 132 and the adjusting plate 133 together form a road slope simulation structure. The hydraulic cylinder 131 can use the right side of the positioning base 111 as the support point for left and right tilting to drive the L-shaped plate 132 to rise. The L-shaped plate 132 can drive the adjusting plate 133 to move the right transmission rod 122 upward in a circular motion. This changes the tilt angle between the two transmission rods 122 when driving the conveyor belt 123, thereby simulating the slope of the road by changing the tilt angle. Therefore, it can simulate the effect of a sloping road.

[0033] The simulation component 14 includes positioning rotating rods 141, rubber sleeves 142, and simulated airbags 143. Several positioning rotating rods 141 are rotatably connected to the surface of the conveyor belt 123. The rubber sleeves 142 are welded to the side of the positioning rotating rods 141 away from the conveyor belt 123. The simulated airbags 143 are snapped into the inner side of the rubber sleeves 142. A valve core is provided on the surface of the simulated airbags 143. By setting up the simulation component 14, the positioning rotating rods 141, rubber sleeves 142, and simulated airbags 143 can form a road condition simulation structure. This is achieved by connecting the valve core on the simulated airbags 143... The inflatable structure allows gas to be filled into the simulated airbag 143, causing it to expand. This expansion causes the rubber sleeve 142 to expand along with it on the positioning rod 141, simulating obstacles like stones on a road and thus mimicking bumpy road conditions. The positioning rod 141 allows the rubber sleeve 142 and the simulated airbag 143 to tilt slightly on the surface of the conveyor belt 123 to accommodate impacts during the experiment and simulate the displacement of stones after being run over by the wheel 243.

[0034] The working principle of this embodiment is as follows: First, when simulating a sloping road condition with rocks and other debris, the simulated airbag 143, which is to be simulated as rocks and other debris, is connected to an external inflation device through the valve core, and gas is sent into the simulated airbag 143. The simulated airbag 143 will then inflate, causing the rubber sleeve 142 to inflate as well, ultimately simulating rocks and other debris through its own expansion. Then, all the inflation devices are removed from the valve core, and the valve core will automatically close. Afterward, the user operates the control panel 113 to control the servo motor 121 and the hydraulic cylinder 131 respectively. First, the hydraulic cylinder 131 is started, causing it to extend. The L-shaped plate 132 will be raised, and the L-shaped plate 132 will drive the adjusting plate 133 to tilt the angle of the transmission rod 122 and the conveyor belt 123 until the required tilt angle is reached. Then the hydraulic cylinder 131 will stop. Then the experimental mechanism 2 will be placed on the surface of the rubber sleeve 142. At the same time, the hybrid vehicle power coupling switching impact reduction structure and the servo motor 121 in the experimental mechanism 2 will be activated. The rotation speed of the adjusting plate 133 driven by the servo motor 121 will be synchronized with the rotation speed of the axle 242 and the wheel 243 driven by the hybrid vehicle power coupling switching impact reduction structure. Then the simulation of the current road condition can be completed.

[0035] Example 2 refer to Figure 6-8An experimental device for impact reduction during power coupling switching in hybrid electric vehicles also includes a speed measuring mechanism 2. The speed measuring mechanism 2 comprises a fluid supply component 21, a balancing component 22, a load-bearing component 23, a motion component 24, and a buffer component 25. The fluid supply component 21 is located behind the support component 11, the balancing component 22 is located on top of the fluid supply component 21, the load-bearing component 23 is located at the bottom of the balancing component 22, the motion component 24 is located at the bottom of the load-bearing component 23, and the buffer component 25 is located on both sides of the load-bearing component 23. By setting the experimental mechanism 2, the fluid supply component 21, together with the balancing component 22, the load-bearing component 23, the motion component 24, and the buffer component 25, can form the structure for an impact reduction experiment during power coupling switching in hybrid electric vehicles. The gravity-regulating liquid temporary storage structure, consisting of supply tank 211, supply pipe 212, and hose 213, allows liquid to be stored in supply tank 211 and then supplied to hose 213 via supply pipe 212. This ultimately provides gravity-regulating liquid to each electric water pump 221. The liquid distribution structure, consisting of electric water pump 221, inlet pipe 222, and counterweight box 223, allows liquid to be pumped from electric water pump 221 to each counterweight box 223 via inlet pipe 222, thereby changing the liquid level in each counterweight box 223. This change in liquid level alters the weight of the counterweight box 223. Since the counterweight boxes 223 are located at different positions on the load-bearing platform 231, their varying weights can be utilized to adjust their weight. To simulate different weight distributions within the vehicle, and further simulate different road conditions, this provides more methods for impact reduction experiments during power coupling switching in hybrid electric vehicles. The structure consisting of the supporting plate 231, storage box 232, and mounting plate 233 serves as a limit for the impact reduction structure during power coupling switching in hybrid electric vehicles. This allows the impact reduction structure to be installed within the storage box 232. Since there are two storage boxes 232, they can be installed in different positions for different road condition simulations. The mounting plate 233 provides support for the airbag 251. The driving simulation structure, consisting of the transmission gearbox 241, axle 242, and wheels 243, allows for simulation of the impact reduction during power coupling switching in hybrid electric vehicles. When the force coupling switching impact reduction structure is in operation, the transmission gearbox 241 transmits power to the axle 242 via the transmission structure, causing the axle 242 to drive the wheel 243 to rotate. When the wheel 243 rolls on the rubber sleeve 142 on the surface of the conveyor belt 123, the driving under the current road conditions can be simulated. By using the driving simulation under simulated road conditions, the impact reduction effect of the power coupling switching of the hybrid vehicle can be tested during driving. The emergency buffer structure composed of the buffer airbag 251, buffer spring 252, and buffer plate 253 can prevent accidental impact when the load-bearing plate 231 drives the mounting plate 233 to collide with the positioning base 111 and the L-shaped plate 132.The airbag 251 will first contact the positioning base 111 and the L-shaped plate 132, absorbing the impact through its own deformation. Simultaneously, the internal buffer spring 252, following the deformation of the airbag 251, will absorb the impact transmitted by the buffer plate 253 and further absorb it through its own elasticity. Finally, the impact generated by the collision is absorbed and transmitted to the carrier plate 231 and the mounting plate 233, thereby reducing the impact they receive.

[0036] The liquid supply assembly 21 includes a supply tank 211, a supply pipe 212, and a hose 213. The two supply tanks 211 are bolted to the rear side of the positioning base 111. The supply pipe 212 is connected to the inside of the supply tank 211, with the bottom of the supply pipe 212 close to the bottom of the inside of the supply tank 211. The hose 213 is connected to the top of the supply pipe 212. By setting up the liquid supply assembly 21, the supply tank 211, the supply pipe 212, and the hose 213 can form a structure for temporary storage of gravity-regulating liquid. The liquid for gravity regulation is temporarily stored in the supply tank 211. The liquid can be transported from the hose 213 to the electric water pump 221 through the supply pipe 212. The hose 213 itself is made of fluororubber material, which can withstand repeated stretching and can adapt to the repeated movement of the storage tank 232 on the conveyor belt 123.

[0037] The balancing component 22 includes an electric water pump 221, an inlet pipe 222, and a counterweight box 223. The two electric water pumps 221 are respectively connected to the front of the two hoses 213. The inlet pipe 222 is connected to the output end of the electric water pump 221. The counterweight box 223 is connected to the surface of the inlet pipe 222. The bottom of the inlet pipe 222 is close to the bottom of the inner side of the counterweight box 223. By setting the balancing component 22, the electric water pump 221 can form a gravity distribution structure with the inlet pipe 222 and the counterweight box 223. The electric water pump 221 can send the liquid in the corresponding supply box 211 into the counterweight box 223 through the inlet pipe 222. The liquid volume in each counterweight box 223 can be changed. By changing the liquid volume, the state of gravity distribution on the left and right sides of the load-bearing plate 231 can be changed, thereby simulating different gravity distribution conditions inside the car.

[0038] The load-bearing assembly 23 includes a load-bearing plate 231, a storage box 232, and a mounting plate 233. The load-bearing plate 231 is bolted to the bottom of the counterweight box 223. The two storage boxes 232 are bolted to the top of the load-bearing plate 231 on both sides. The two mounting plates 233 are welded to the two sides of the load-bearing plate 231. By setting the load-bearing assembly 23, the load-bearing plate 231, the storage box 232, and the mounting plate 233 can form a limiting structure for the hybrid vehicle power coupling switching impact reduction structure. The hybrid vehicle power coupling switching impact reduction structure can be installed in the storage box 232, so that it can move on the conveyor belt 123 together with the load-bearing plate 231, so as to conduct experiments on subsequent power coupling switching impact reduction. The mounting plate 233 can provide support for the buffer airbag 251.

[0039] The motion component 24 includes a transmission gearbox 241, an axle 242, and a wheel 243. The transmission gearbox 241 is bolted to both sides of the bottom of the supporting plate 231. The axle 242 is installed at the output ends on both sides of the transmission gearbox 241. The wheel 243 is bolted to the side of the axle 242 away from the transmission gearbox 241. The bottom of the wheel 243 contacts the top of the rubber sleeve 142. By setting the motion component 24, the transmission gearbox 241, the axle 242, and the wheel 243 can form a structure for the impact reduction experiment of the power coupling switching of hybrid electric vehicles. The transmission gearbox 241 can be connected to the output end structure of the impact reduction structure of the power coupling switching of hybrid electric vehicles through its internal transmission structure, and transmit its power to the axle 242, so that the axle 242 drives the wheel 243 to rotate, thereby simulating the driving process of the vehicle. The wheel 243 can contact the surface of the rubber sleeve 142 that moves with the conveyor belt 123, and finally realize the effect of driving on the road. This allows for the simulation experiment of the impact reduction effect of power coupling switching of hybrid electric vehicles in combination with the current road conditions.

[0040] The buffer assembly 25 includes a buffer airbag 251, a buffer spring 252, and a buffer plate 253. The two buffer airbags 251 are bolted to both sides of the mounting plate 233, respectively. The buffer spring 252 is bolted to the inside of the buffer airbag 251, and the buffer plate 253 is bolted to the side of the buffer spring 252 away from the mounting plate 233. The side of the buffer plate 253 away from the mounting plate 233 contacts the inside of the buffer airbag 251. By setting the buffer assembly 25, the buffer airbag 251, together with the buffer spring 252 and the buffer plate 253, forms an emergency buffer structure to protect the load-bearing plate 231 from accidental impact with the positioning base 111 or the L-shaped plate 132. When the mounting plate 233 is about to impact the positioning base 111 or the L-shaped plate 132, the buffer airbag 251 can provide a buffer against the impact. 1. The device contacts the L-shaped plate 132 and utilizes the internal buffer spring 252 and buffer plate 253. The elasticity of the buffer spring 252 absorbs the vibration generated by the impact, and the buffer airbag 251 itself absorbs the vibration through its own deformation. The buffer plate 253 prevents the sharp part at the front end of the buffer spring 252 from penetrating the buffer airbag 251 and causing it to lose its buffering ability. At the same time, the buffer plate 253 can further distribute the impact force evenly to the buffer spring 252. Finally, the elasticity of the buffer spring 252 and the deformation of the buffer airbag 251 itself absorb some of the kinetic energy, thereby reducing the impact on the mounting plate 233, reducing the damage to the structure caused by the impact on the power coupling switching of the hybrid vehicle, reducing the probability of being scrapped due to the impact, and making it more likely to be used in subsequent experiments.

[0041] The working principle of this embodiment is as follows: First, the iteratively completed hybrid electric vehicle power coupling structure with reduced switching impact, i.e., the hybrid electric vehicle power coupling switching impact reduction structure, is installed in the storage tank 232. The output end of the hybrid electric vehicle power coupling switching impact reduction structure is connected to the input end of the transmission gearbox 241. When it is necessary to change the gravity distribution state within the load-bearing platform 231, the liquid in the supply tank 211 can be pumped along the supply pipe 212 and hose 213 to the inlet pipe 222 by controlling the electric water pump 221, thereby sending the liquid into the counterweight tank 223 until the counterweight tank 223 is filled with the amount of water required for the current gravity distribution. Then, the electric water pump 221 is stopped. Then, the user starts the hybrid electric vehicle power coupling switching impact reduction structure through the control panel 113. The drive gearbox 241 will then drive the axle 242 and wheels 243 to roll on the surface of the rubber sleeve 142, thus initiating the driving simulation. If the hybrid vehicle power coupling switching impact reduction structure loses control due to an accident, and the load-bearing plate 231 drives the mounting plate 233 to collide with the positioning base 111 and the L-shaped plate 132, the buffer airbag 251 will first contact the positioning base 111 and the L-shaped plate 132 and absorb the impact generated by the contact through its own deformation. At the same time, the internal buffer spring 252 will further absorb the impact through its own elasticity and deformation due to the impact transmitted by the buffer plate 253, thereby reducing the impact and transmitting it to the mounting plate 233 and the load-bearing plate 231, thus reducing the damage to the hybrid vehicle power coupling switching impact reduction structure inside the storage box 232.

[0042] This specific embodiment is merely an explanation of the present invention and is not intended to limit the invention. Those skilled in the art can make modifications to this embodiment without contributing any inventive step after reading this specification. Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and variations can be made to these embodiments without departing from the principles and spirit of the present invention. The scope of the present invention is defined by the appended claims and their equivalents.

Claims

1. An experimental device for reducing the impact of power coupling switching in hybrid electric vehicles, comprising a velocity-simulating mechanism (1), characterized in that: The speed-measuring mechanism (1) is provided with an experimental mechanism (2) at its top. The speed-measuring mechanism (1) includes a support component (11), a transmission component (12), an angle component (13), and a simulation component (14). The transmission component (12) is located inside the support component (11), the angle component (13) is located on the right side of the transmission component (12), and the simulation component (14) is located on the surface of the transmission component (12). The speed-measuring mechanism (2) includes a liquid supply component (21), a balance component (22), a load-bearing component (23), a motion component (24), and a buffer component (25). The liquid supply component (21) is located behind the support component (11), the balance component (22) is located at the top of the liquid supply component (21), the load-bearing component (23) is located at the bottom of the balance component (22), the motion component (24) is located at the bottom of the load-bearing component (23), and the buffer component (25) is located on both sides of the load-bearing component (23).

2. The impact reduction experimental device for power coupling switching in hybrid electric vehicles according to claim 1, characterized in that: The support assembly (11) includes a positioning base (111), a support plate (112), and a control panel (113). The two support plates (112) are welded to the front side of the left side and the rear side of the left side of the positioning base (111), respectively, and the control panel (113) is welded to the top of the left side of the positioning base (111).

3. The impact reduction experimental device for power coupling switching in hybrid electric vehicles according to claim 2, characterized in that: The transmission assembly (12) includes a servo motor (121), a transmission rod (122), and a conveyor belt (123). The servo motor (121) is bolted to the front side of the support plate (112). The transmission rod (122) is rotatably connected between opposite sides of the support plate (112). The conveyor belt (123) is sleeved on the surface of the transmission rod (122). The front side of the transmission rod (122) is bolted to the output end of the servo motor (121).

4. The impact reduction experimental device for power coupling switching in hybrid electric vehicles according to claim 3, characterized in that: The angle assembly (13) includes a hydraulic cylinder (131), an L-shaped plate (132), and an adjusting plate (133). The hydraulic cylinder (131) is rotatably connected to the right side of the top of the positioning base (111). The L-shaped plate (132) is rotatably connected to the output end of the hydraulic cylinder (131). The two adjusting plates (133) are respectively welded to the front side of the left side and the rear side of the left side of the L-shaped plate (132). The opposite sides of the adjusting plates (133) are rotatably connected to the front and rear sides of the right side of the transmission rod (122).

5. The impact reduction experimental device for power coupling switching in hybrid electric vehicles according to claim 3, characterized in that: The simulation component (14) includes a positioning rotating rod (141), a rubber sleeve (142), and a simulated airbag (143). Several positioning rotating rods (141) are rotatably connected to the surface of the conveyor belt (123). The rubber sleeve (142) is welded to the side of the positioning rotating rod (141) away from the conveyor belt (123). The simulated airbag (143) is snapped into the inside of the rubber sleeve (142). The surface of the simulated airbag (143) is provided with a valve core.

6. The impact reduction experimental device for power coupling switching in a hybrid electric vehicle according to claim 5, characterized in that: The liquid supply assembly (21) includes a supply box (211), a supply pipe (212), and a hose (213). The two supply boxes (211) are bolted to the rear side of the positioning base (111). The supply pipe (212) is connected to the inside of the supply box (211). The bottom of the supply pipe (212) is close to the bottom of the inside of the supply box (211). The hose (213) is connected to the top of the supply pipe (212).

7. The impact reduction experimental device for power coupling switching in a hybrid electric vehicle according to claim 6, characterized in that: The balancing assembly (22) includes an electric water pump (221), an inlet pipe (222), and a counterweight box (223). The two electric water pumps (221) are respectively connected to the front side of the two hoses (213). The inlet pipe (222) is connected to the output end of the electric water pump (221). The counterweight box (223) is connected to the surface of the inlet pipe (222). The bottom of the inlet pipe (222) is close to the bottom of the inner side of the counterweight box (223).

8. The shock reduction experimental device for power coupling switching in a hybrid electric vehicle according to claim 7, characterized in that: The load-bearing assembly (23) includes a load-bearing plate (231), a storage box (232), and a mounting plate (233). The load-bearing plate (231) is bolted to the bottom of the counterweight box (223). The two storage boxes (232) are bolted to the top of the load-bearing plate (231) on both sides respectively. The two mounting plates (233) are welded to the two sides of the load-bearing plate (231) respectively.

9. The shock reduction experimental device for power coupling switching in a hybrid electric vehicle according to claim 8, characterized in that: The motion assembly (24) includes a transmission gearbox (241), an axle (242), and a wheel (243). The transmission gearbox (241) is bolted to both sides of the bottom of the support plate (231). The axle (242) is installed at the output ends on both sides of the transmission gearbox (241). The wheel (243) is bolted to the side of the axle (242) away from the transmission gearbox (241). The bottom of the wheel (243) contacts the top of the rubber sleeve (142).

10. The impact reduction experimental device for power coupling switching in a hybrid electric vehicle according to claim 8, characterized in that: The buffer assembly (25) includes a buffer airbag (251), a buffer spring (252), and a buffer plate (253). The two buffer airbags (251) are bolted to both sides of the mounting plate (233). The buffer spring (252) is bolted to the inside of the buffer airbag (251). The buffer plate (253) is bolted to the side of the buffer spring (252) away from the mounting plate (233). The side of the buffer plate (253) away from the mounting plate (233) is in contact with the inside of the buffer airbag (251).

Images