Whole vehicle wheel end loading system suitable for environmental chamber and loading method thereof

Abstract

The invention relates to a whole vehicle wheel end loading system suitable for an environmental chamber and a loading method thereof, and the system comprises the environmental chamber which provides a high-temperature or low-temperature test environment for a to-be-tested vehicle; the supporting mechanism is used for supporting a vehicle body of the to-be-tested vehicle; the transmission part I is a tooth-shaped transmission structure mounted on the outer circumference of the tire; the loading power source is connected with a transmission shaft and is used for transmitting the torque output by the loading power source; and the second transmission part is connected with the first transmission part and is combined with the transmission shaft to realize road resistance loading of the to-be-tested vehicle. According to the whole vehicle wheel end loading system suitable for being used in the environmental chamber, torque transmission is achieved through the external loading power source and the internal transmission chain, tire dismounting is avoided, occupied space is reduced, meanwhile, the external heat source does not interfere with the temperature of the environmental chamber, and therefore real road resistance is efficiently simulated; the device has the advantages of improving the space utilization rate, reducing the operation complexity, preventing heat from interfering the temperature of the environment chamber and realizing real road resistance simulation.

Description

Technical Field

[0001] This invention relates to the field of automotive testing technology, and in particular to a whole-wheel end loading system and loading method suitable for use in an environmental chamber. Background Technology

[0002] In existing technologies, chassis dynamometers (including roller type, hub type, and axle type) commonly used in dynamic testing of vehicles in high and low temperature environmental chambers suffer from a serious "mechanical tight coupling problem." Specifically, this manifests as follows: 1. Large space occupation, unsuitable for environmental chamber layout: Roller dynamometers are bulky and have high foundation requirements; although hub dynamometers are smaller, they still require a large loading motor or reducer to be placed at the wheel end; axle dynamometers also require a large environmental chamber to facilitate the pre-installation and disassembly of connecting parts. All of these result in low space utilization of the environmental chamber, making it difficult to arrange within a limited volume.

[0003] 2. High workload for pre-assembly and disassembly, resulting in low vehicle changeover efficiency: Rotary dynamometers require tire removal, leading to a large pre-assembly workload; axle dynamometers require disassembly or modification of the vehicle's transmission system, making them unsuitable for full-vehicle prototype testing and unable to guarantee the complete vehicle's condition. This hinders rapid vehicle changeover and adaptation to multiple vehicle models.

[0004] 3. Severe heat interference, affecting temperature control accuracy: The loading equipment (such as motors and reducers) generates a lot of heat when working. If placed in the environmental chamber, it will significantly affect the uniformity of the temperature field inside the chamber and interfere with the temperature control accuracy of the environmental chamber. Especially when conducting low-temperature tests, the huge amount of heat will waste a lot of energy, making it difficult to meet the requirements of new energy vehicles for a -40°C low-temperature environment.

[0005] 4. Difficulty in achieving realistic wheel-end loading: Existing methods make it difficult to achieve realistic wheel-end loading of the entire vehicle under high and low temperature environments without removing the tires or modifying the transmission system.

[0006] The aforementioned problems mean that existing chassis dynamometers are not entirely suitable for environmental chamber testing, which necessitates very large environmental chambers, resulting in huge energy consumption and operating costs, and makes it difficult to guarantee the accuracy and efficiency of the tests. Summary of the Invention

[0007] Therefore, the purpose of this invention is to provide a whole-wheel end loading system and method suitable for use in an environmental chamber, which has the advantages of improving space utilization, reducing operational complexity, avoiding heat interference with the temperature of the environmental chamber, and realizing the simulation of real road resistance.

[0008] To address the aforementioned technical problems, this invention provides a whole-wheel end loading system and method suitable for use within an environmental chamber, comprising: an environmental chamber for accommodating a vehicle under test and providing a high-temperature or low-temperature testing environment for the vehicle; a support mechanism for supporting the vehicle body so that the tires of the vehicle are suspended and do not bear the weight of the vehicle; a first transmission component, which is a toothed transmission structure mounted on the outer circumference of the tire, thereby making the tire part of the toothed transmission structure; a loading power source disposed outside the environmental chamber, the output end of the loading power source being connected to a drive shaft, and one end of the drive shaft extending through the environmental chamber into the interior of the environmental chamber, the drive shaft being used to transmit the torque output by the loading power source; and a second transmission component, which is mounted on the end of the drive shaft extending into the environmental chamber, and the second transmission component is connected to the first transmission component and combined with the drive shaft to form a transmission chain to transmit the torque output by the loading power source to the tire, thereby loading the road resistance of the vehicle under test.

[0009] In one embodiment of the present invention, the transmission element is a toothed component disposed on the circumferential surface of the tire.

[0010] In one embodiment of the present invention, the transmission component two is a helical gear or a drum gear, and the toothed element on the surface of the tire meshes with the helical gear or the drum gear to realize transmission so as to transmit the torque of the loaded power source to the tire.

[0011] In one embodiment of the invention, the support mechanism is configured to have a floating structure in the vertical direction, the floating structure being used to make vertical fine adjustments to the body of the vehicle under test to enable the toothed element to mesh with the helical gear or the drum gear, and the floating structure is also used to compensate for the circular runout of the tire.

[0012] In one embodiment of the present invention, a torque sensor is provided on the drive shaft and configured to measure the actual load torque transmitted from the load power source to the drive shaft.

[0013] In one embodiment of the present invention, the toothed element is segmented, with each segment respectively mounted to the circumferential surface of the tire.

[0014] In one embodiment of the present invention, the support mechanism is provided with a pressure sensor, which is configured to detect the meshing directional force between the first transmission member and the second transmission member.

[0015] In one embodiment of the invention, the test vehicle can be selected to load a single tire, two tires, three tires, or four tires.

[0016] In one embodiment of the present invention, the connection between the drive shaft and the environmental chamber is provided with a magnetohydrodynamic seal or a mechanical seal.

[0017] The present invention also provides a whole-vehicle wheel-end loading method applicable to an environmental chamber, comprising the following steps: S1. The support mechanism supports the body of the vehicle under test, so that all the tires of the vehicle under test are suspended in the air and do not bear the weight of the vehicle itself. S2. Install the transmission component one on each tire of the vehicle under test, or use a toothed tire, thereby effectively converting the tire under test into a large gear. S3. Adjust the transmission component one through the support mechanism to achieve slight engagement between the transmission component one and the transmission component two, ensuring stable and reliable torque transmission between the transmission component two and the transmission component one, while avoiding applying additional vertical load to the tire under test. S4. The loading power source generates a loading torque outside the environmental chamber that simulates road resistance, and this loading torque is transmitted to the interior of the environmental chamber through the drive shaft; S5. The second transmission component transmits the received torque to the first transmission component meshing with it, thereby applying simulated road resistance to the tire under test. The torque of this road resistance is applied to the entire vehicle's power system through the tire under test → wheel hub → half shaft → transmission system → engine or vehicle drive motor.

[0018] The above-mentioned whole-wheel end loading system for environmental chambers of the present invention achieves torque transmission through an external loading power source and an internal transmission chain, avoiding tire removal and reducing space occupation. At the same time, the external heat source does not interfere with the temperature of the environmental chamber, thereby efficiently simulating real road resistance. It has the advantages of improving space utilization, reducing operational complexity, avoiding heat interference with the temperature of the environmental chamber, and realizing the simulation of real road resistance. Attached Figure Description

[0019] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0020] Figure 1 This is a schematic diagram of the structure of the whole vehicle wheel end loading system applicable to the environmental cabin of the present invention; Figure 2 This is a flowchart of the whole vehicle wheel end loading method applicable to an environmental cabin according to the present invention.

[0021] Explanation of the reference numerals in the accompanying drawings: 2. Support mechanism; 3. Transmission component one; 4. Loading power source; 5. Transmission component two; 6. Torque sensor; 7. Test vehicle 100. Detailed Implementation

[0022] The embodiments of this application will now be described in detail with reference to the accompanying drawings.

[0023] The following specific examples illustrate the implementation of this application. Those skilled in the art can easily understand other advantages and effects of this application from the content disclosed in this specification. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. This application can also be implemented or applied through other different specific embodiments, and the details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this application. It should be noted that, in the absence of conflict, the following embodiments and features in the embodiments can be combined with each other. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0024] It should be noted that the following description covers various aspects of embodiments within the scope of the appended claims. It will be apparent that the aspects described herein can be embodied in a wide variety of forms, and any particular structure and / or function described herein is merely illustrative. Based on this application, those skilled in the art will understand that one aspect described herein can be implemented independently of any other aspect, and two or more of these aspects can be combined in various ways. For example, any number and aspects set forth herein can be used to implement the device and / or practice the method. Additionally, this device and / or method can be implemented using structures and / or functionalities other than one or more of the aspects set forth herein.

[0025] It should also be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of this application. The drawings only show the components related to this application and are not drawn according to the actual number, shape and size of the components in the actual implementation. In the actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0026] Additionally, specific details are provided in the following description to facilitate a thorough understanding of the examples. However, those skilled in the art will understand that practice can be carried out without these specific details.

[0027] In existing technologies, chassis dynamometers commonly used for dynamic testing of vehicles in high and low temperature environmental chambers have many limitations. For example, roller-type, hub-type, and axle-type dynamometers are bulky, occupying a large amount of space in the environmental chamber and making layout difficult. Pre-installation and disassembly work is extensive, especially for hub-type dynamometers which require tire removal, and axle-type dynamometers which require modification of the transmission system, severely impacting vehicle changeover efficiency and test continuity. Furthermore, the loading equipment itself generates a large amount of heat when operating inside the chamber, severely interfering with the uniformity and control accuracy of the temperature field, resulting in significant energy consumption, especially in low-temperature tests. Existing methods also struggle to achieve realistic wheel-end loading without removing tires or modifying the transmission system.

[0028] In response, this application proposes a whole-vehicle wheel-end loading system suitable for use within an environmental chamber, referring to... Figure 1 As shown, the system includes: an environmental chamber for housing the vehicle under test 100 and providing a high-temperature or low-temperature testing environment for the vehicle under test 100; a support mechanism 2 for supporting the body of the vehicle under test so that the tires of the vehicle under test 100 are suspended and do not bear the weight of the vehicle under test 100; a transmission component 3, which is a toothed transmission structure installed on the outer circumference of the tire, thereby making the tire part of the toothed transmission structure; a loading power source 4, which is located outside the environmental chamber, and the output end of the loading power source 4 is connected to a drive shaft 5, and one end of the drive shaft 5 extends through the environmental chamber into the interior of the environmental chamber, and the drive shaft 5 is used to transmit the torque output by the loading power source 4; and a transmission component 6, which is installed at the end of the drive shaft 5 that extends into the environmental chamber, and the transmission component 6 is connected to the transmission component 3 and combined with the drive shaft 5 to form a transmission chain to transmit the torque output by the loading power source 4 to the tire, thereby loading the road resistance of the vehicle under test 100.

[0029] The components are as follows: **Environmental Chamber 1:** A sealed space containing the test vehicle 100 and providing a high- or low-temperature testing environment. Its main function is to simulate the vehicle's operation under extreme temperature conditions. **Support Mechanism 2:** A device supporting the vehicle body. Its function is to suspend the vehicle's tires, preventing them from bearing the vehicle's weight, thus providing the foundation for subsequent loading tests. **Transmission Component 1 3:** A toothed transmission structure mounted on the outer circumference of the test vehicle's tires. This structure effectively transforms the tires of the test vehicle 100 into a toothed transmission component capable of engaging with an external transmission mechanism. **Loading Power Source 4:** A power output device located outside the environmental chamber 1. Its main function is to generate torque simulating road resistance and transmit this torque to the interior of the environmental chamber 1 via the drive shaft 5. **Drive Shaft 5:** A shaft-like component connecting the loading power source 4 and the transmission component 2 6 inside the environmental chamber 1. One end extends through the wall of the environmental chamber 1 into the interior, transmitting the torque output by the loading power source 4 while maintaining the airtightness of the environmental chamber 1. Transmission component 2 6: This refers to the transmission component installed at one end of the drive shaft 5 that extends into the environmental chamber 1. It is connected to transmission component 1 3, together forming a transmission chain responsible for ultimately applying the torque transmitted by the power source 4 to the tires of the vehicle under test 100. Toothed transmission structure: This refers to a transmission component with a toothed profile, which transmits power and torque through the meshing of teeth. In this application, the transmission chain is composed of the drive shaft 5, transmission component 2 6, and transmission component 1 3, used to transmit torque from the power source 4 to the tires. Road resistance loading: This refers to applying a reverse torque to the vehicle tires through an external mechanical device to simulate various resistances encountered by the vehicle during actual road driving, such as rolling resistance, air resistance, and gradient resistance, thereby achieving a test of the vehicle's power system.

[0030] Specifically, the system includes an environmental chamber 1, configured to house the vehicle under test and provide the necessary high or low temperature testing environment. The environmental chamber 1 can be a well-insulated, sealed space equipped with temperature control devices such as electric heaters, refrigeration units, and corresponding air duct systems to ensure precise temperature control within a preset high or low temperature range. A support mechanism 2 is configured to support the vehicle body, allowing the tires to be suspended and not bearing the vehicle's weight. As an implementation, the support mechanism 2 can consist of multiple height-adjustable supports that are raised and lowered manually or electrically to lift the vehicle chassis or frame. For example, four independent hydraulic jacks can be used to support the four corners of the vehicle, with the height adjusted manually by operating a hydraulic pump. A transmission component 3 is configured to be mounted on the outer circumference of the vehicle's tires; it is a toothed transmission structure that integrates the tires of the vehicle under test into the toothed transmission structure. As one implementation, transmission component 3 can be an integral annular gear ring with an inner diameter matching the outer circumference of the tire, fixed to the tire tread by bolts, clamps, or high-strength adhesives. For example, a gear ring made of metal or high-strength composite material can be used, fixed by multiple radial bolts passing through the gear ring and the tire sidewall. The loading power source 4 is configured to be located outside the environmental chamber 1. The output end of the loading power source 4 is connected to a drive shaft 5, and one end of the drive shaft 5 extends through the environmental chamber 1 into its interior. The drive shaft 5 is configured to transmit the torque output by the loading power source 4. As one implementation, the loading power source 4 can be an AC asynchronous motor, with speed and torque controlled by a frequency converter. The drive shaft 5 can be a solid steel shaft, one end connected to the output shaft of the loading power source 4 via a coupling, and the other end passing through a pre-drilled hole in the wall of the environmental chamber 1 into the chamber. Transmission component 6 is configured to be installed at the end of the drive shaft 5 that extends into the environmental chamber 1. Transmission component 2 (6) is connected to transmission component 1 (3) and combined with drive shaft 5 to form a transmission chain, thereby transmitting the torque output from the power source 4 to the tires of the test vehicle 100, thus applying road resistance to the test vehicle 100. As one implementation, transmission component 2 (6) can be a spur gear with teeth matching those of transmission component 1 (3), and is fixed to the inner end of drive shaft 5 via a key connection or a shrink sleeve. When the power source 4 drives drive shaft 5 to rotate, transmission component 2 (6) meshes with transmission component 1 (3), transmitting torque to the tires to simulate the resistance experienced by the vehicle while driving on the road.

[0031] The whole-vehicle wheel-end loading system in this embodiment effectively avoids interference from the loading equipment's own heat generation on the temperature field inside the chamber by placing the loading power source 4 outside the environmental chamber 1, ensuring the temperature control accuracy and energy efficiency of the high and low temperature tests. Simultaneously, the tire is suspended in the air by a support mechanism, and the toothed transmission component mounted on the outer circumference of the tire directly converts the tire into part of the drivetrain, eliminating the need to disassemble the tire or modify the vehicle's transmission system. This significantly reduces test preparation time and space occupation, improves vehicle change efficiency and test authenticity, and provides an efficient, accurate, and low-energy-consumption solution for whole-vehicle dynamic testing within the environmental chamber.

[0032] In the above-described solution of this application, a transmission component 3 is proposed to make the tire part of the toothed transmission structure. However, in its implementation, how to ensure that the toothed structure can be stably attached to the circumferential surface of the tire and achieve reliable meshing, while avoiding installation complexity and affecting tire integrity, is a problem that needs to be solved. In this regard, this application further proposes that the transmission component 3 is a toothed element disposed on the circumferential surface of the tire.

[0033] Specifically, transmission component 3 is a mechanical part used to convert a vehicle tire into a gear with toothed transmission function. Its core function is to provide an interface that can mesh with an external transmission mechanism (such as transmission component 6), thereby achieving torque transmission. Transmission component 3 is designed to be mounted on the circumferential surface of the tire, meaning it is directly mounted or attached to the outer circumferential area of ​​the tire, such as the tread or sidewall. One implementation is that transmission component 3 can be designed as a flexible or semi-rigid ring structure, fixed to the circumferential surface of the tire by means of adhesive bonding, snap-fitting, binding, or mechanical clamping. Another implementation is that transmission component 3 can be composed of multiple independent toothed modules, which are installed at different positions on the tire circumference, forming a complete toothed ring through inter-module connections or direct attachment. Furthermore, transmission component 3 also has teeth, meaning its surface has a preset tooth profile shape for precise meshing with another gear (transmission component 6). For example, the tooth profile can be a standard gear tooth profile such as a spur, helical, or herringbone gear, and its design parameters (such as module and pressure angle) must match those of the transmission component 26. In addition, the tooth profile can also be a non-standard tooth profile specially designed for tire characteristics and loading requirements to optimize meshing performance, reduce noise, or increase load-bearing capacity.

[0034] By specifically defining transmission component 3 as a toothed element disposed on the circumferential surface of the tire, this application effectively solves the problems of ensuring stable attachment of the toothed structure, achieving reliable meshing, avoiding installation complexity, and maintaining tire integrity when converting a tire into a toothed transmission structure. Specifically, by directly disposing of the toothed element on the circumferential surface of the tire, transmission component 3 can form a direct and positive meshing transmission with transmission component 6, thereby ensuring the stability and reliability of torque transmission, avoiding slippage that may occur in traditional friction transmission, and improving loading accuracy. At the same time, this arrangement avoids tire disassembly or complex modifications to the vehicle's transmission system, greatly simplifying the installation and disassembly process, reducing pre-installation workload, and improving testing efficiency and vehicle changeover convenience. Furthermore, since transmission component 3 is an element externally disposed on the tire surface, it achieves the toothed modification of the tire without affecting the original tire structure and function, thereby maintaining the integrity of the vehicle under test 100, which better meets the needs of full-vehicle prototype testing. By suspending the tires in the air using the support mechanism 2, this setup ensures that the applied torque can act purely on the tires without being affected by the additional vertical load from the vehicle's own weight. This allows for a more realistic and accurate application of road resistance to the vehicle's powertrain within the environmental chamber 1.

[0035] In the embodiments described above in this application, a transmission component 3 is proposed as a toothed element on the tire surface to transmit torque. However, during its implementation, the meshing may be uneven, resulting in low transmission efficiency, large vibration, and affecting loading accuracy and system stability. To address this, this application further proposes that a transmission component 6 employs a helical gear or a drum gear, with the toothed element on the tire surface meshing with the helical gear or drum gear to achieve transmission and transfer the torque of the loading power source 4 to the tire.

[0036] Specifically, transmission component 6 can be a helical gear. A helical gear is a gear whose tooth line is arranged at a certain helix angle with the axis. Compared to spur gears, helical gears gradually contact and disengage during meshing, rather than instantaneously, resulting in better transmission smoothness, less impact and noise, and the ability to withstand greater loads. This can be achieved through precision machining to form a tooth profile with a specific helix angle, or through a modular design that integrates the helical gear into the structure of transmission component 6. Alternatively, transmission component 6 can also be a drum-shaped gear. A drum-shaped gear is a gear whose tooth surface is drum-shaped (i.e., convex in the middle and constricted at both ends) along the tooth width direction. The main purpose of this special tooth profile design is to compensate for axial deviation and installation errors, allowing for a certain range of axial misalignment, thereby avoiding stress concentration at the gear edge and improving the gear's load-bearing capacity and service life. The implementation of drum-shaped gears typically involves complex tooth surface modification processes to ensure the accuracy of their drum-shaped characteristics. By modifying the tire surface into a toothed element, it acquires the transmission characteristics of a gear and forms a gear pair with transmission component 6 (helical gear or drum-shaped gear). When the power source 4 outputs torque, this torque is transmitted to the transmission component 6 via the drive shaft 5. The teeth of the transmission component 6 then precisely mesh with the toothed elements on the tire surface, thereby efficiently and smoothly transmitting the torque to the tire. This meshing transmission mechanism ensures the accurate application of the applied torque and avoids the slippage or efficiency loss problems that may occur in traditional friction drives.

[0037] Through the above technical solution, since the transmission component 6 uses helical gears or drum gears, the meshing process between it and the toothed elements on the tire surface is smoother and more continuous. The progressive meshing characteristics of helical gears effectively reduce impact and vibration during transmission, significantly improving the system's operational stability; while drum gears can effectively compensate for minor axial deviations or circular runouts that may exist in the tire during actual operation, avoiding stress concentration on the tooth surface, and further ensuring the reliability of meshing and transmission efficiency. This optimized meshing method allows the torque output from the power source 4 to be transmitted to the tire more accurately and efficiently, thereby ensuring the accuracy of road resistance loading on the vehicle, reducing energy loss, and extending the service life of transmission components.

[0038] In the embodiments described above in this application, a support mechanism is proposed to support the vehicle body so that the tires are suspended in the air. However, when the transmission component 3 and the transmission component 6 are engaged, the engagement may be unstable due to tire runout or positional deviation, affecting the reliability of torque transmission. In response, this application further proposes that the support mechanism 2 is configured to have a floating structure in the vertical direction. The floating structure is used to make vertical fine adjustments to the vehicle body 100 under test to enable the toothed components to mesh with helical gears or drum gears. The floating structure is also used to compensate for tire runout.

[0039] Specifically, the support mechanism 2 is configured with a vertically floating structure, which is a mechanical device designed to allow for displacement or adjustability of the supported components in a specific direction. Here, it enables the support mechanism 2 to perform relative movement or position adjustment of the supported test vehicle 100 body in the vertical direction. This floating structure can be implemented by integrating linear actuators such as hydraulic cylinders, pneumatic cylinders, or electric push rods into the support mechanism 2, which provide precise vertical position control. Alternatively, a mechanical system consisting of elastic elements (such as coil springs, rubber shock absorbers) and guiding mechanisms (such as linear guides, sliders) can be used to allow controlled, limited floating of the vehicle body in the vertical direction. The floating structure is used for fine-tuning the vertical direction of the test vehicle 100 body to achieve meshing of toothed elements with helical or drum gears. This function aims to ensure precise alignment and establish a stable and reliable meshing relationship between transmission element 3 (i.e., the toothed elements on the tire surface) and transmission element 6 (helical or drum gears). This can be achieved by controlling the aforementioned linear actuators (such as hydraulic cylinders or electric push rods) to make subtle vertical adjustments to the vehicle body under test until transmission component 3 and transmission component 6 reach the ideal meshing state. This process can be combined with feedback control using displacement sensors or contact force sensors. Furthermore, the vertical fine-tuning of the vehicle body can be achieved manually or automatically by adjusting the lifting device of the support mechanism 2, for example, through a lead screw or rack and pinion mechanism, to optimize the meshing state. The floating structure is also used to compensate for tire runout. When a tire rotates at high speed, its outer circumference may exhibit radial runout due to manufacturing tolerances, installation deviations, or uneven wear. This runout causes periodic fluctuations in the meshing clearance or contact force between transmission component 3 and transmission component 6, thus affecting the smoothness and reliability of torque transmission. The floating structure absorbs or counteracts the effects of this runout by allowing the vehicle body to make small, real-time following movements in the vertical direction. The floating structure can be designed with appropriate stiffness and damping characteristics to passively follow the tire's runout, thereby maintaining continuous meshing. Alternatively, a highly responsive servo control system can be integrated to actively drive the floating structure to make dynamic adjustments based on real-time detected changes in meshing force or displacement, in order to accurately compensate for circular runout.

[0040] Through the above technical solution, the support mechanism 2 is configured with a vertically floating structure, which can make fine adjustments to the body of the test vehicle 100 in the vertical direction. This fine-adjustment function enables the transmission component 3 (i.e., the toothed element on the tire surface) and the transmission component 6 (helical gear or drum gear) to be precisely aligned and achieve stable and reliable meshing, effectively avoiding poor meshing or additional loads caused by initial position deviations. In addition, the floating structure can also compensate for the circular runout that may occur during tire rotation in real time or near real time, absorbing or offsetting the resulting fluctuations in meshing clearance or contact force, thereby ensuring the continuity, smoothness, and high reliability of torque transmission between the transmission component 3 and the transmission component 6. This significantly improves the loading accuracy and stability of the whole vehicle wheel-end loading system under dynamic test conditions, ensuring realistic and accurate road resistance simulation loading of the vehicle power system, and thus improving the accuracy and effectiveness of whole vehicle testing in the environmental chamber.

[0041] In the embodiments described above in this application, a drive shaft 5 is proposed to transmit the torque output by the loading power source 4. However, in its implementation, the lack of a means to measure the actual transmitted torque leads to the inability to accurately monitor the loading effect, affecting the accuracy and reliability of the test. To address this, this application further proposes that a torque sensor 7 be provided on the drive shaft 5, configured to measure the actual loading torque transmitted from the loading power source 4 to the drive shaft 5. The torque sensor 7 is a device for measuring the torque on a rotating shaft. Its basic principle is usually to detect the deformation or change in physical parameters of the shaft under torque and convert it into an electrical signal output. For example, the torque sensor 7 can adopt the strain gauge principle, by attaching strain gauges to the surface of the drive shaft 5. When the drive shaft 5 undergoes a small deformation under torque, the resistance value of the strain gauge changes accordingly, thereby measuring the torque. Another implementation method is to adopt the magnetoelastic principle, using changes in the magnetic field to sense the change in the permeability of the drive shaft 5 under torque, and then calculating the torque. Furthermore, a photoelectric torque sensor can also be used, measuring the torque by detecting changes in the light signal under torque. The torque sensor 7 is designed to provide actual torque data transmitted from the load power source 4 to the drive shaft 5, and is a key component for achieving precise load control and performance evaluation.

[0042] Through the above technical solution, since the torque sensor 7 is directly mounted on the drive shaft 5, it can measure the actual loading torque transmitted from the loading power source 4 to the drive shaft 5 in real time and accurately. This allows the system to accurately monitor the actual loading torque applied to the tires of the vehicle under test, effectively solving the problem of lacking accurate monitoring methods. By obtaining accurate torque data, the uncertainty of the loading effect caused by losses or system errors in the torque transmission process can be avoided, thereby significantly improving the accuracy and reliability of the test and ensuring the authenticity and repeatability of the loading on the vehicle's power system. At the same time, this real-time torque data also provides key feedback for the control of the loading power source 4, enabling the loading process to be adjusted and optimized more precisely, thereby improving the control accuracy and test efficiency of the entire loading system and providing reliable data support for the whole-wheel end loading test in the environmental chamber 1.

[0043] In the embodiments described above in this application, a toothed element is proposed to incorporate the tire into a toothed transmission structure. However, in its implementation, the integral toothed element is inconvenient to install, especially for tires of different sizes or for quick vehicle changes, resulting in low installation efficiency and increased pre-installation workload. Therefore, this application further proposes that the toothed element be segmented, with each segment separately installed onto the circumferential surface of the tire.

[0044] Specifically, "segmented" means that the toothed element is not a complete ring structure, but rather composed of multiple independent, separable parts. These segments can be arc-shaped, each with a toothed structure, and their length and curvature can be preset or adjusted according to the tire size. Alternatively, segments can be several rectangular or trapezoidal blocks, each with a toothed structure, assembled into a ring during installation using specific connection structures (such as tenons, pins, or bolts). This design makes the size and weight of individual segments relatively small, facilitating handling and transportation. "Separate installation" means that each segment of the toothed element can be independently fixed to the tire's circumferential surface, rather than being installed as a single unit. Specific installation methods may include, but are not limited to: snapping the segments onto the tire edge or rim using a clip mechanism; fixing the segments to preset mounting points using bolts or rivets; bonding the segments to the tire surface using high-strength adhesive; or securing the segments to the tire using adjustable straps or clamps. This independent installation method allows operators to handle each segment individually, reducing the complexity and difficulty of a single installation.

[0045] By employing the aforementioned technical solution, the toothed component is designed as a segmented unit, allowing each segment to be installed separately onto the tire's circumferential surface. This effectively solves the inconvenience encountered during the installation of integral toothed components. Specifically, the segmented design significantly reduces the size and weight of the component, making operation more flexible and thus significantly improving installation efficiency and reducing pre-installation workload. Simultaneously, this segmented installation method enhances the system's adaptability to tires of different sizes. There is no need to customize integral components for each tire size; simply adjusting the number or size of the segments is sufficient for adaptation, greatly facilitating rapid vehicle changeovers. Furthermore, by installing each segment separately, it is possible to better ensure a tight fit between each segment and the tire surface, thereby guaranteeing the stability and reliability of the meshing between transmission component 3 and transmission component 6. This ensures that the torque output from the load power source 4 can be accurately and effectively transmitted to the tire, achieving precise loading of the entire vehicle's power system without applying additional vertical load to the tire. This improves the accuracy and efficiency of the whole-vehicle wheel-end loading test within the environmental chamber 1.

[0046] In the embodiments described above in this application, a support mechanism 2 is proposed to support the vehicle body and suspend the tires. However, during its implementation, the meshing normal force is difficult to monitor and control accurately in real time, which may lead to unstable meshing between transmission component one and transmission component two, reduced torque transmission efficiency, or excessive wear of components, affecting the reliability of the loading system and the accuracy of the test. To address this, this application further proposes that the support mechanism 2 be equipped with a pressure sensor configured to detect the meshing normal force between transmission component one 3 and transmission component two 6.

[0047] To address the aforementioned issues, this application incorporates a pressure sensor on the support mechanism 2. A pressure sensor is a device capable of sensing pressure and converting it into a measurable electrical signal. Specifically, the pressure sensor can be a strain gauge pressure sensor integrated into the load-bearing component of the support mechanism 2 to directly measure the vertical load borne by the vehicle body. Alternatively, the pressure sensor can be a piezoelectric pressure sensor or a force-sensitive resistor, strategically positioned between the contact point between the support mechanism 2 and the vehicle body, or directly embedded within the load-bearing structure of the support mechanism 2. These pressure sensors provide real-time feedback on vertical forces, which are closely related to the meshing directional force between transmission component 3 and transmission component 6, crucial for maintaining stable engagement and preventing excessive wear or disengagement. The pressure sensor is configured to detect the meshing directional force between transmission component 3 and transmission component 6. The meshing directional force refers to the force component perpendicular to the contact surface on the meshing contact surface of the transmission components; it is essential for efficient power transmission and preventing gear disengagement or excessive pressure. This directional force can be measured indirectly or directly using the pressure sensor. For example, a pressure sensor can measure the vertical load applied by support mechanism 2. Since support mechanism 2 is responsible for adjusting the vertical position of the vehicle (and transmission component 3) to achieve engagement, the measured change in vertical load directly reflects the normal force component of the engagement interface. Through calibration or modeling, the measured vertical load can be correlated with the actual engagement normal force. Alternatively, the pressure sensor can be positioned to directly or indirectly measure the reaction force generated by the engagement. For example, if support mechanism 2 includes a movable platform, the sensor can measure the force on that platform, which will include the vertical component of the engagement force. This detection mechanism provides quantitative data on the interaction between the two transmission components, enabling precise control and adjustment of their engagement state.

[0048] Through the above technical solution, a pressure sensor is installed on the support mechanism 2 to detect the meshing directional force between transmission component 3 and transmission component 6, enabling real-time acquisition of key information on the meshing state. When the support mechanism 2 supports the body of the vehicle 100 under test and adjusts the meshing of transmission component 3 and transmission component 6, the pressure sensor continuously monitors changes in the vertical load, thereby indirectly or directly reflecting the normal force at the meshing interface. This real-time feedback mechanism allows the system to dynamically adjust the vertical position of the support mechanism 2 to maintain the optimal meshing directional force. This effectively solves the problem of difficulty in real-time monitoring and precise control of the meshing force, thus ensuring the stability of the meshing between transmission component 3 and transmission component 6, avoiding excessive wear of components due to excessive meshing force or disengagement and reduced torque transmission efficiency due to insufficient meshing force. Ultimately, this significantly improves the reliability and accuracy of the loading system in conducting whole-wheel end loading tests in the environmental chamber 1, ensuring that the torque output by the loading power source 4 can be stably and efficiently transmitted to the tires, thereby obtaining more realistic and reliable test data.

[0049] Furthermore, this application proposes that the test vehicle can selectively load one, two, three, or four tires. Specifically, this selective loading function can be achieved in several ways. For example, the system can be configured with an independent loading unit for each tire under test, each loading unit containing a loading power source 4 or an independently controllable clutch for connecting the tire's drive shaft 5 to a common loading power source 4. Through the control system, these independent loading units can be selectively activated or deactivated according to test requirements, thereby achieving loading of a specific number of tires. Another implementation is to provide an independently controllable transmission component 2 6 at each tire position, which can selectively engage or disengage with the transmission component 3 on the tire via an actuator (such as a hydraulic cylinder, pneumatic cylinder, or electric push rod). When a tire needs to be loaded, the corresponding transmission component 2 6 is driven to engage with the transmission component 3, while tires that do not need to be loaded remain disengaged. Furthermore, if a single load power source 4 drives multiple drive shafts 5, a controllable torque distribution device (such as an electronically controlled clutch or differential locking mechanism) can be installed on each drive shaft 5 to achieve selective torque transmission to different tires.

[0050] Through the above technical solution, the loading system of this application can flexibly select to load one, two, three, or all four tires according to actual testing needs. This selective loading mechanism significantly improves testing efficiency and resource utilization. When only a specific tire configuration needs to be tested, the system only activates the necessary loading path, avoiding unnecessary operation of the loading power source 4 and related transmission components, thereby significantly reducing energy consumption. More importantly, by reducing the operation of unnecessary components, the system effectively suppresses heat generation inside the environmental chamber 1, especially during low-temperature testing. This is crucial for maintaining the uniformity and control accuracy of the temperature field inside the chamber, avoiding test errors and energy waste caused by additional heat interference. For example, when testing front-wheel drive vehicles, only the front wheels need to be loaded, while the rear wheel loading system can remain inactive, thereby reducing the overall system's operating load and heat output. This flexibility allows the system to better adapt to various vehicle types and complex testing conditions, improving the relevance and accuracy of the tests, while optimizing the operating cost and efficiency of the environmental chamber 1.

[0051] In the embodiments described above in this application, a drive shaft 5 is proposed to pass through the environmental chamber to transmit torque. However, during its implementation, poor sealing at the connection point can lead to temperature leakage inside the environmental chamber, affecting the stability of the test environment and the accuracy of temperature control, and increasing energy consumption. Therefore, this application further proposes that the connection between the drive shaft 5 and the environmental chamber employ a magnetic fluid seal or a mechanical seal. Specifically, the connection between the drive shaft 5 and the environmental chamber 1 refers to the interface where the rotating drive shaft 5 passes through the wall of the environmental chamber 1. This interface is a key part for maintaining the integrity of the internal environment of the environmental chamber 1 while allowing mechanical power transmission. Magnetic fluid sealing is a technique that utilizes a magnetic fluid to form a sealing barrier under the action of a magnetic field. The magnetic fluid typically consists of magnetic particles (e.g., nanoscale magnetic oxides) suspended in a low-volatility carrier liquid. When the magnetic fluid is placed in a magnetic field, the magnetic particles are magnetized and aligned along the magnetic field lines, forming a high-density liquid O-ring, thereby providing a frictionless and leak-free seal between the rotating shaft and the stationary housing. This can be achieved by setting one or more magnetic fluid sealing cavities between the shaft and the housing, each cavity filled with magnetic fluid, and generating a magnetic field through a permanent magnet or electromagnet. On the other hand, a mechanical seal is a sealing device that relies on one or more pairs of end faces perpendicular to the axis of rotation to maintain contact and relative sliding under the action of fluid pressure, the elastic force (or magnetic force) of the compensation mechanism, and the cooperation of auxiliary seals. It typically involves a stationary ring and a rotating ring. The stationary ring is fixed to the housing, and the rotating ring is fixed to the shaft and rotates with it. A preload is applied between the stationary and rotating rings via a spring, bellows, or magnetism to ensure tight contact between their end faces, forming a seal. Common types of mechanical seals include single-end-face mechanical seals, double-end-face mechanical seals, and balanced mechanical seals.

[0052] Through the above technical solution, a robust barrier is established at the connection point where the drive shaft 5 passes through the environmental chamber 1, effectively preventing air and heat exchange between the interior and exterior environments of the environmental chamber 1. The magnetohydrodynamic seal utilizes magnetic fluid to form a leak-free dynamic seal, while the mechanical seal achieves reliable static and dynamic seals through precisely matched end faces. This ensures that high or low temperature conditions within the environmental chamber 1 can be maintained stably and uniformly, unaffected by external environmental interference or internal leakage. Therefore, this solution significantly improves the accuracy and stability of temperature control and reduces the energy consumption required to maintain the desired temperature, thus providing more precise, reliable, and energy-efficient environmental conditions for whole-wheel end loading tests. Especially during extreme temperature tests, it effectively avoids heat or cold loss, ensuring the accuracy of test data.

[0053] Based on the above structure, referring to Figure 2 As shown, a whole-vehicle wheel-end loading method suitable for use in an environmental chamber is proposed, based on a whole-vehicle wheel-end loading system suitable for use in an environmental chamber, including the following steps: First, in step S1, the support mechanism 2 supports the vehicle body under test, suspending all tires in the air and eliminating their own weight. This step aims to provide a foundation for subsequent loading operations without interference from the vehicle's own weight, ensuring the purity of the loading torque. Specifically, the support mechanism 2 can employ a hydraulic lifting platform, a mechanical jack array, or a customized vehicle support frame to raise the entire vehicle body under test, lifting all tires off the ground and eliminating the influence of the vehicle's own weight on the contact state between the tires and the loading device. For example, multiple hydraulic cylinders can be used for synchronous lifting, or a screw mechanism can be used to precisely adjust the support height.

[0054] Secondly, in step S2, a transmission component 3 is installed on each tire of the vehicle under test, or a toothed tire is used, effectively transforming the tire under test into a large gear. The core of this step is converting the tire under test into a toothed structure capable of effectively meshing with an external transmission device to achieve direct torque transmission. The transmission component 3 can be a detachable toothed ring, fixed to the outer circumferential surface of the tire by means of clamps, clips, or bolts; alternatively, the vehicle under test may be equipped with a special tire pre-designed with a toothed structure. For example, the transmission component 3 can be made of high-strength engineering plastic or metal, with its inner shape matching the tire's outline and its outer surface machined with teeth.

[0055] Next, in step S3, the support mechanism 2 adjusts transmission component 3 to achieve slight engagement with transmission component 6, ensuring stable and reliable torque transmission between them while avoiding applying additional vertical load to the tire under test. This step is crucial for ensuring the stability and accuracy of the loading process. The adjustment function of the support mechanism 2, such as its built-in precision lifting or fine-tuning mechanism, allows for minute vertical adjustments to the vehicle body under test, thereby precisely controlling the engagement depth between transmission component 3 and transmission component 6. This slight engagement aims to ensure the effectiveness of the gear transmission while avoiding unnecessary vertical load on the tire under test due to excessive compression, which could affect the accuracy of the test results or accelerate tire wear. For example, the engagement state can be monitored in real time by a position sensor or force sensor and fed back to the control system of the support mechanism 2 for closed-loop adjustment.

[0056] Subsequently, in step S4, the loading power source 4 generates a loading torque simulating road resistance outside the environmental chamber 1. This loading torque is transmitted to the interior of the environmental chamber 1 via the drive shaft 5. This step aims to isolate the generation of the loading torque from the internal environment of the environmental chamber 1 to reduce heat interference. The loading power source 4 can be a high-power servo motor, hydraulic motor, or eddy current brake, etc., which is located outside the environmental chamber 1 and generates the required simulated road resistance torque through precise control. This torque is then transmitted to the interior of the chamber through one or more drive shafts 5, passing through the walls of the environmental chamber 1. The connection between the drive shaft 5 and the environmental chamber 1 is typically sealed with a magnetohydrodynamic seal or a mechanical seal to ensure the sealing performance of the environmental chamber 1.

[0057] Finally, in step S5, transmission component 2 6 transmits the received torque to transmission component 1 3, which meshes with it, thereby applying simulated road resistance to the tire under test. This road resistance torque is transmitted through the tire under test → wheel hub → half-shaft → transmission system → engine or vehicle drive motor, thus loading the entire vehicle's powertrain. This step describes the final path of torque transmission and its impact on the vehicle's powertrain. Transmission component 2 6, such as a helical gear or a drum gear, precisely meshes with transmission component 3 (the toothed structure on the tire), efficiently transmitting the loading torque received from the drive shaft 5 to the tire under test. This torque simulates the resistance experienced by the vehicle when driving on actual roads and, through the vehicle's inherent transmission chain such as the tire, wheel hub, and half-shaft, ultimately acts on the vehicle's transmission system, reaching the engine or drive motor, thereby achieving a realistic and comprehensive loading test of the entire vehicle's powertrain within the environmental chamber 1.

[0058] Through the above technical solution, the loading method proposed in this application effectively solves the challenges of stable meshing between transmission components, avoiding additional vertical loads, and efficiently transmitting torque when loading the entire wheel end in an environmental chamber. First, by using support mechanism 2 to suspend all tires, the interference of vehicle weight on the loading process is completely eliminated, laying a clean foundation for subsequent precise loading. Second, by installing transmission component 3 on the tire under test or directly using a toothed tire, the tire is effectively transformed into a large gear. This not only creates a direct and efficient torque transmission interface but also avoids the cumbersome tire removal operation in traditional methods, significantly improving test preparation efficiency. Crucially, by precisely adjusting transmission component 3 through support mechanism 2, a slight meshing between transmission component 3 and transmission component 6 is achieved. This slight meshing strategy cleverly avoids applying additional vertical loads to the tire under test while ensuring stable and reliable torque transmission. This is essential for maintaining the authenticity of the test, protecting the tire and vehicle structure, and ensuring the accuracy of the test results, solving the problems of unstable meshing and additional loads in existing technologies. Furthermore, the loading power source 4 is placed outside the environmental chamber 1, and the loading torque is transmitted to the chamber through the drive shaft 5. This design effectively isolates the heat generated by the loading power source 4 during operation, avoiding its interference with the internal temperature field of the environmental chamber 1. Especially in low-temperature tests, it significantly improves the accuracy and energy efficiency of environmental control, solving the problem of severe heat interference in existing technologies. Finally, the torque is transmitted from the second transmission component 6 to the first transmission component 3, and finally loaded to the engine or drive motor through the vehicle's own drive chain. This process ensures that the simulated road resistance can act realistically and completely on the vehicle's power system, realizing the real wheel-end loading of the entire vehicle under high and low temperature environments without removing tires or modifying the transmission system, thus overcoming the limitation of existing methods in achieving realistic wheel-end loading. In summary, this method, through systematic steps, not only ensures the stability, reliability, and accuracy of the loading process, but also significantly improves the test efficiency and environmental control effect, providing an innovative and efficient solution for dynamic wheel-end testing of the entire vehicle within the environmental chamber 1.

[0059] The following example will provide a more detailed explanation of the above technical solution: For example, in a vehicle development project, a durability test of the powertrain system of a new energy vehicle under high and low temperature environments is required. This test requires applying real road resistance loads to the wheel ends of the vehicle while simulating extreme temperature conditions.

[0060] First, the test vehicle 100 is driven into a specially designed environmental chamber 1. This environmental chamber 1 can precisely control the internal temperature; for example, during low-temperature testing, the internal temperature can be lowered to -40°C. After the vehicle enters, the environmental chamber 1 is sealed to maintain a stable testing environment.

[0061] Next, support mechanism 2 begins to operate, stably supporting the body of the vehicle 100 to be tested. Through the lifting function of support mechanism 2, all tires of the vehicle 100 to be tested are lifted off the ground, placing them in a suspended state, not bearing the weight of the vehicle itself. This step provides the necessary prerequisite for the subsequent wheel-end loading operation.

[0062] Subsequently, transmission component 3 is installed on the outer circumference of each tire requiring loading tests. Transmission component 3 is designed as segmented toothed elements, which are precisely fixed to the circumferential surface of the tire. In this way, the tires of the test vehicle 100 are effectively transformed into part of a large toothed transmission structure, enabling mechanical connection to an external power source. This installation method avoids the cumbersome steps of tire removal or rim modification, significantly reducing the workload of test preparation and improving testing efficiency and vehicle integrity compared to existing dynamometers that require tire removal.

[0063] An external loading power source 4 is installed outside the environmental chamber 1. This loading power source 4 is a high-precision servo motor used to generate loading torque to simulate road resistance. The output end of the loading power source 4 is connected to a drive shaft 5. One end of the drive shaft 5 extends through the wall of the environmental chamber 1 into its interior. The connection between the drive shaft 5 and the environmental chamber 1 employs magnetohydrodynamic sealing technology to ensure that the temperature and airtightness inside the environmental chamber 1 are not affected when the drive shaft 5 rotates at high speed. This design places the loading power source 4, which generates a large amount of heat, outside the environmental chamber 1, effectively avoiding interference from the heat generated during its operation on the uniformity of the temperature field inside the chamber, and solving the problem of heat interference from loading equipment on the temperature control accuracy of the environmental chamber in existing technologies. A torque sensor 7 is also integrated on the drive shaft 5 to measure the actual loading torque transmitted from the loading power source 4 to the drive shaft 5 in real time, ensuring the accuracy of loading.

[0064] At one end of the drive shaft 5 that extends into the environmental chamber 1, a second transmission component 6 is installed. The second transmission component 6 employs a helical gear structure. After installation, the floating structure of the support mechanism 2 comes into play. This floating structure can fine-tune the body of the vehicle under test 100 in the vertical direction, thereby achieving a slight and stable meshing between the toothed element of the first transmission component 3 and the helical gear of the second transmission component 6. This fine-tuning not only ensures stable and reliable torque transmission between the second transmission component 6 and the first transmission component 3, but also avoids applying additional vertical loads to the tire under test. Furthermore, the floating structure can compensate for any circular runout that may occur during tire rotation, ensuring the continuity and stability of the meshing. A pressure sensor is also provided on the support mechanism 2 to detect the meshing directional force between the first transmission component 3 and the second transmission component 6 in real time, in order to optimize the meshing state.

[0065] Once all connections and adjustments are complete, the power source 4 begins operation, generating a loading torque that simulates road resistance. This torque is transmitted via drive shaft 5 to transmission component 6 inside the environmental chamber 1. Transmission component 6 then transmits the received torque to its meshing transmission component 3, thereby applying simulated road resistance to the tire under test. This road resistance torque is then transmitted through the tire under test, wheel hub, and half-shaft, ultimately reaching the transmission system and drive motor of the test vehicle 100, thus loading the entire vehicle's power system. Throughout the process, no disassembly or modification of the vehicle's transmission system is required, ensuring the integrity of the vehicle test. Furthermore, loading can be applied to a single tire, two tires, three tires, or four tires depending on the test requirements.

[0066] Through the above scheme, the system realizes the actual loading of the entire wheel end in the environmental chamber, and solves the technical problems of existing chassis dynamometers such as large space occupation, large amount of pre-assembly and disassembly work, serious heat interference, and difficulty in realizing actual wheel end loading, which significantly improves the efficiency and accuracy of environmental chamber testing.

[0067] Obviously, the above embodiments are merely illustrative examples for clear explanation and are not intended to limit the implementation. Those skilled in the art will recognize that other variations or modifications can be made based on the above description. It is neither necessary nor possible to exhaustively list all possible implementations here. However, obvious variations or modifications derived therefrom are still within the scope of protection of this invention.

Claims

1. A whole-vehicle wheel-end loading system suitable for use in an environmental cabin, characterized in that, include: An environmental chamber is used to house the vehicle to be tested and to provide a high-temperature or low-temperature testing environment for the vehicle to be tested. A support mechanism is used to support the body of the vehicle under test so that the tires of the vehicle under test are suspended in the air and do not bear the weight of the vehicle under test. Transmission component one is a toothed transmission structure installed on the outer circumference of the tire, thereby making the tire part of the toothed transmission structure; A loading power source is located outside the environmental chamber. The output end of the loading power source is connected to a drive shaft, and one end of the drive shaft extends through the environmental chamber into the interior of the environmental chamber. The drive shaft is used to transmit the torque output by the loading power source. The second transmission component is installed at one end of the drive shaft that extends into the environmental chamber. The second transmission component is connected to the first transmission component and combined with the drive shaft to form a transmission chain to transmit the torque output by the loading power source to the tires, thereby loading the road resistance of the vehicle under test.

2. The whole-vehicle wheel-end loading system applicable to an environmental cabin according to claim 1, characterized in that: The transmission component is a toothed element disposed on the circumferential surface of the tire.

3. The whole-vehicle wheel-end loading system applicable to an environmental cabin according to claim 2, characterized in that: The second transmission component is a helical gear or a drum gear. The toothed element on the surface of the tire meshes with the helical gear or the drum gear to achieve transmission and transmit the torque of the loaded power source to the tire.

4. The whole-vehicle wheel-end loading system applicable to an environmental cabin according to claim 3, characterized in that: The support mechanism is configured to have a vertically floating structure for fine-tuning the body of the vehicle under test in the vertical direction to enable the toothed element to mesh with the helical gear or the drum gear, and the floating structure is also used to compensate for the circular runout of the tire.

5. The whole-vehicle wheel-end loading system applicable to an environmental cabin according to claim 1, characterized in that: The drive shaft is equipped with a torque sensor, which is configured to measure the actual load torque transmitted from the load power source to the drive shaft.

6. The whole-vehicle wheel-end loading system applicable to an environmental cabin according to claim 2, characterized in that: The toothed element is segmented, with each segment being installed onto the circumferential surface of the tire.

7. The whole-vehicle wheel-end loading system applicable to an environmental cabin according to claim 1, characterized in that: The support mechanism is equipped with a pressure sensor, which is configured to detect the meshing directional force between the first transmission component and the second transmission component.

8. The whole-vehicle wheel-end loading system applicable to an environmental cabin according to any one of claims 1-7, characterized in that: The test vehicle can be loaded with one, two, three, or four tires.

9. The whole-vehicle wheel-end loading system suitable for use in an environmental cabin according to any one of claims 1-7, characterized in that: The connection between the drive shaft and the environmental chamber is sealed with a magnetohydrodynamic seal or a mechanical seal.

10. A whole-wheel end loading method suitable for use in an environmental chamber, based on the whole-wheel end loading system suitable for use in an environmental chamber according to any one of claims 1-7, characterized in that: Includes the following steps: S1. The support mechanism supports the body of the vehicle under test, so that all the tires of the vehicle under test are suspended in the air and do not bear the weight of the vehicle itself. S2. Install the transmission component one on each tire of the vehicle under test, or use a toothed tire, thereby effectively converting the tire under test into a large gear. S3. Adjust the transmission component one through the support mechanism to achieve slight engagement between the transmission component one and the transmission component two, ensuring stable and reliable torque transmission between the transmission component two and the transmission component one, while avoiding applying additional vertical load to the tire under test. S4. The loading power source generates a loading torque outside the environmental chamber that simulates road resistance, and this loading torque is transmitted to the interior of the environmental chamber through the drive shaft; S5. The second transmission component transmits the received torque to the first transmission component meshing with it, thereby applying simulated road resistance to the tire under test. The torque of this road resistance is applied to the entire vehicle's power system through the tire under test → wheel hub → half shaft → transmission system → engine or vehicle drive motor.

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