Dynamic test bench for dual electric isomerization composite brake system

Abstract

The present application relates to the field of new energy vehicle testing technology, and more particularly to a dynamic test bench for a dual-electric isomeric composite braking system, which comprises a pure mechanical path management mechanism through the creative collaborative design of "differential state combination of left and right one-way clutches" and "specific shunt connection of multi-stage planetary gear sets". The mechanism can automatically and non-interferingly switch the power transmission path according to pure friction braking, regenerative braking and composite braking conditions, ensuring that the torque flows from the simulated motor, drive motor and EMB brake are accurately coupled and do not interfere with each other. In addition, the first sleeve is rigidly connected with the outer rings of the left and right one-way clutches through "key + flange bolt", which significantly improves the reliability under high dynamic load; the simulated motor dynamic simulation load replaces the fixed flywheel, greatly enhancing the flexibility and coverage of the test.

Description

Technical Field

[0001] This invention relates to the field of new energy vehicle testing technology, and in particular to a dynamic test bench for a dual-electric heterogeneous composite braking system. Background Technology

[0002] Dual-electric heterogeneous composite braking systems represent a cutting-edge direction in brake-by-wire technology for new energy vehicles. Their performance relies on the complex coordination of two electric braking systems: regenerative braking from the main drive motor and friction braking from the electromechanical braking system (EMB). Currently, verification of this system largely relies on software simulation, lacking a physical testing platform capable of realistically replicating its multi-condition and multi-torque coupling characteristics.

[0003] Existing braking test benches have the following inherent defects, failing to meet the testing requirements of dual-electric heterogeneous systems: First, their transmission mechanism design is typically geared towards traditional hydraulic braking or a single power source, unable to accommodate the parallel transmission and uncoupled switching of two independent power flows: regenerative braking and friction braking. Power interference or impacts easily occur during operating condition switching, affecting test accuracy and equipment lifespan. Second, fixed-inertia flywheels are commonly used to simulate vehicle rotational inertia. Each flywheel corresponds to only a single operating condition parameter, failing to flexibly adapt to diverse operating conditions under different vehicle models and loads, resulting in a narrow simulation range and poor flexibility. Third, the lack of a dedicated path management mechanism means that under combined braking conditions, regenerative braking torque may be transmitted in the opposite direction, interfering with the load simulation system and causing distortion of the simulated load torque, failing to accurately reflect the dynamic relationship between the vehicle and the ground.

[0004] Therefore, there is an urgent need for a test bench with an innovative transmission mechanism that can inherently solve the above problems and provide a high-fidelity, high-reliability dynamic testing environment for dual-electric heterogeneous composite braking systems. Summary of the Invention

[0005] The problem to be solved by the present invention is to overcome the shortcomings of the prior art and provide a dynamic test bench for a dual-electric heterogeneous composite braking system.

[0006] This invention is achieved through the following technical solution: A dynamic test bench for a dual-electric heterogeneous composite braking system includes a simulated motor, the output end of which is connected to a multi-stage reduction gear set, with the final reduction stage large gear of the multi-stage reduction gear set mounted on the output shaft of a wheel assembly; it also includes a left one-way clutch and a right one-way clutch, the inner ring of the left one-way clutch being keyed to the output shaft of the wheel assembly, the inner ring of the right one-way clutch being keyed to the central shaft, and the outer rings of the left and right one-way clutches being fixedly connected together; a first planetary gear set, a second planetary gear set, and a third planetary gear set are mounted sequentially from left to right on the output shaft of the wheel assembly, and a fourth planetary gear set, a fifth planetary gear set, and a sixth planetary gear set are mounted sequentially from left to right on the central shaft; The first planetary gear ring is fixedly connected to the large gear of the end reduction stage, the first planetary gear carrier is keyed to the output shaft of the wheel assembly, and the first planetary gear and the second planetary gear are connected by a shared sun gear. The second planetary set and the third planetary set are connected by a shared planet carrier, and the gear ring of the second planetary set is fixedly connected to the test bench base. The third planetary gear sun wheel is keyed to the output shaft of the wheel assembly; The fourth and fifth planetary arrays are connected by a shared planet carrier, and the sun gear of the fourth planetary array is keyed to the central axis. The third and fourth planetary gear rings are respectively fixedly connected to the outer rings of the left and right one-way clutches. The fifth and sixth planetary arrays are connected by a shared sun gear, and the gear ring of the fifth planetary array is fixedly connected to the base frame. The sixth planetary gear ring is fixedly connected to the output gear of the drive motor, the output gear of the drive motor is mounted on the central shaft, and the sixth planetary carrier of the planetary gear set is keyed to the central shaft. The output shaft of the drive motor is connected to the input gear of the drive motor. The input gear of the drive motor meshes with the output gear of the drive motor. The output gear of the drive motor is mounted on the central shaft and is fixedly connected to the sixth planetary gear ring.

[0007] Preferably, the left one-way clutch outer ring and the right one-way clutch outer ring are fixedly connected together by a first sleeve. The two ends of the first sleeve are respectively keyed to the left one-way clutch outer ring and the right one-way clutch outer ring. The two ends of the first sleeve are respectively provided with a left flange and a right flange. The left flange is fixed to the left end of the first sleeve and the left one-way clutch outer ring by bolts, and the right flange is fixed to the right end of the first sleeve and the right one-way clutch outer ring by bolts.

[0008] Preferably, both the left and right flanges are integrally extended with a second sleeve. The second sleeve integrally connected to the left side of the left flange is fixedly connected to the outer periphery of the third planetary gear ring, and the second sleeve integrally connected to the right side of the right flange is fixedly connected to the outer periphery of the fourth planetary gear ring.

[0009] Preferably, the multi-stage reduction gear set adopts a three-stage reduction structure, including a first reduction stage pinion connected to the analog motor, the first reduction stage pinion meshing with a first reduction stage large gear, the first reduction stage large gear connected to a second reduction stage pinion via an intermediate shaft, the second reduction stage pinion meshing with a second reduction stage large gear, the second reduction stage large gear connected to a third reduction stage pinion via a reduction shaft, the third reduction stage pinion meshing with a third reduction stage large gear, and the third reduction stage large gear mounted on the wheel assembly output shaft via bearings.

[0010] Preferably, both the third and fourth planetary rows are double-stage planetary rows, with six planetary gears in each row.

[0011] Preferably, the simulated motor is a torque motor that can adjust the output load torque in real time according to the test command.

[0012] Preferably, the second and third planetary gear sets share a common planetary carrier with an angular contact bearing between the right half of the planetary carrier and the wheel assembly output shaft.

[0013] Preferably, the wheel assembly output shaft is mounted on the test bench base using an angular contact bearing.

[0014] The beneficial effects of this invention are: 1. System-level Innovation: For the first time, a dynamic test bench specifically designed for testing "dual-electric heterogeneous composite braking systems" is proposed. It integrates the main drive motor regenerative braking and the electromechanical braking (EMB) system. This bench can reproduce the three core working conditions of pure friction braking, regenerative braking, and composite braking with high precision and without interference. By coordinating the control of the drive motor's working state, simulating the motor's torque output, and the operation of the EMB brake, and utilizing the differentiated combination mechanism of the left and right one-way clutches in the locked and overrunning states, the transmission mechanism can achieve automatic path switching without power interference under the three test conditions. This achieves precise, smooth, and interference-free switching and coupling of power flow under the three braking conditions, and has the advantage of dynamically adjustable load, filling the gap in dedicated physical testing platforms in this field.

[0015] 2. Innovative Path Management Mechanism: Through the creative collaborative design of "differentiated state combinations of left and right side one-way clutches" and "specific branch connections of multi-stage planetary gear sets," adaptive selection and interference-free isolation of power flow under different operating conditions are achieved at a purely mechanical level. This mechanism eliminates the need for complex electronically controlled clutches, ensuring both rapid and smooth switching between operating conditions and fundamentally preventing reverse torque interference between different power sources, thus solving the global challenge of operating condition coupling on test benches.

[0016] 3. Breakthrough in connection reliability: The design of the first sleeve being fixedly connected to the outer ring of the left and right one-way clutches provides exceptional connection rigidity for the harsh working conditions of the test bench with high torque and high alternating load, significantly improving the reliability of the transmission system and the consistency of test data.

[0017] 4. Enhanced Simulation Function: By using a simulated motor to dynamically simulate the load, the limitation of a fixed flywheel being limited to "one machine, one condition" is overcome, enabling a single test bench to perform multi-parameter and complex working condition sequence tests, which greatly improves testing efficiency and equipment utilization. Attached Figure Description

[0018] Figure 1 This is an isometric view of the overall structure of the transmission mechanism of the test bench in this embodiment; Figure 2 This is a schematic diagram of the left side of the transmission mechanism of the test bench in this embodiment; Figure 3 This is a schematic diagram of the right side of the transmission mechanism of the test bench in this embodiment; Figure 4 This is a schematic diagram of the overall structure of the device mounted on the test bench in this embodiment.

[0019] In the diagram: 1. Simulated motor; 2. First reduction stage pinion; 3. First reduction stage gear; 4. Second reduction stage pinion; 5. Second reduction stage gear; 6. Third reduction stage pinion; 7. Third reduction stage gear; 8. EMB brake; 9. Wheel assembly output shaft; 10. First planetary gear set ring gear; 11. First planetary gear set planet carrier; 12. First planetary gear set planetary gears; 13. Reduction shaft; 14. First and second planetary gear sets shared sun gear; 15. Second planetary gear set ring gear; 16. Second planetary gear set planetary gears; 17. Second and third planetary gear sets shared planet carrier; 18. Third planetary gear set ring gear; 19. Third planetary gear set sun gear; 20. Third planetary gear set planetary gears; 21. Left flange; 22. Left one-way clutch. 23. Left one-way clutch outer ring; 24. First sleeve; 25. Second sleeve; 26. Right one-way clutch outer ring; 27. Right one-way clutch inner ring; 28. Right flange; 29. ​​Fourth planetary gear ring; 30. Fourth and fifth planetary gear set shared planetary carrier; 31. Fourth planetary gear set sun gear; 32. Fifth planetary gear ring; 33. Fourth planetary gear set planetary gear; 34. Fifth planetary gear set planetary gear; 35. Fifth and sixth planetary gear set shared sun gear; 36. Sixth planetary gear ring; 37. Sixth planetary gear set planetary gear; 38. Sixth planetary gear set planetary carrier; 39. Drive motor input gear; 40. Drive motor output gear; 41. Drive motor; 42. Central shaft; 43. Angular contact bearing; 44. Wheel assembly. Detailed Implementation

[0020] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, 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 some embodiments of the present invention, but not all embodiments.

[0021] The dynamic test bench for the dual-electric heterogeneous composite braking system in this embodiment includes four main parts: a working condition path switching module, a power coupling and split transmission module, a simulated load module, and an electric drive module.

[0022] The simulated load module is used to dynamically output an adjustable load torque according to test commands to accurately simulate the vehicle's rotational inertia and ground braking force. It includes a simulated motor 1, which is configured to receive and respond to test commands in real time and dynamically adjust the magnitude, slope, and change curve of its output load torque to replace the traditional fixed inertia flywheel. This enables a single test bench to flexibly and accurately simulate the rotational inertia and ground braking force of various vehicle models and braking conditions. The output end of the simulated motor 1 is connected to a multi-stage reduction gear set, which includes at least three reduction structures to adjust the output speed and torque of the simulated motor 1 to a range that matches the dynamic characteristics of the target test vehicle. In this embodiment, the multi-stage reduction gear set adopts a three-stage reduction structure, including a first reduction stage pinion 2, a first reduction stage large gear 3, a second reduction stage pinion 4, a second reduction stage large gear 5, a third reduction stage pinion 6, and a third reduction stage large gear 7. The first reduction stage pinion 2 is connected to the analog motor 1 via a coupling. The first reduction stage large gear 3 meshes with the first reduction stage pinion 2. The first reduction stage large gear 3 is connected to the second reduction stage pinion 4 via an intermediate shaft. The second reduction stage pinion 4 meshes with the second reduction stage large gear 5. The second reduction stage large gear 5 is connected to the third reduction stage pinion 6 via a reduction shaft 13. The third reduction stage pinion 6 meshes with the third reduction stage large gear 7. The third reduction stage large gear 7 is mounted on the wheel assembly output shaft 9 via a bearing. Preferably, the wheel assembly output shaft 9 is mounted on the test bench base using an angular contact bearing 43, and the angular contact bearing 43 is mounted between the third reduction stage large gear 7 and the wheel assembly 44. The first reduction stage pinion 2 is driven by the simulated motor 1, and then the dynamically adjustable load torque is output to the reduction shaft 13, which in turn drives the first planetary gear set through the third reduction stage large gear 7.

[0023] The working condition path switching module includes a left one-way clutch and a right one-way clutch. The inner ring 22 of the left one-way clutch is keyed to the wheel assembly output shaft 9, and the inner ring 27 of the right one-way clutch is keyed to the central shaft 42. The wheel assembly output shaft 9 and the central shaft 42 rotate due to the rotation of the inner ring 22 of the left one-way clutch and the inner ring 27 of the right one-way clutch, respectively. The outer ring 23 of the left one-way clutch and the outer ring 26 of the right one-way clutch are fixedly connected together. Preferably, the outer ring 23 of the left one-way clutch and the outer ring 26 of the right one-way clutch are connected together by a first sleeve 24. A high-precision, backlash-free spline is machined at the interface between the first sleeve 24 and the outer rings 23 and 26 of the left and right one-way clutches. The outer rings 26 of the clutch are all keyed together, and a left flange 21 and a right flange 28 are respectively provided at both ends of the first sleeve 24. The left flange 21 and the right flange 28 are tightly pressed onto the end faces of the left one-way clutch outer ring 23 and the right one-way clutch outer ring 26 and the stepped surface of the first sleeve 24 by bolts in an annular array, respectively, for axial fastening. The above-mentioned composite design of "spline connection + bolt fastening" makes the first sleeve 24, the left one-way clutch outer ring 23, the right one-way clutch outer ring 26, the left flange 21 and the right flange 28 form a rigid transmission integral component without relative displacement under high dynamic load of the test bench. This completely solves the problem of easy loosening of traditional connection methods under frequent reversing and impact loads, and ensures the long-term stability and test repeatability of torque transmission.

[0024] The power coupling and split transmission module includes a multi-stage planetary gear set symmetrically mounted on the wheel assembly output shaft 9 and the central shaft 42. The first planetary gear set, the second planetary gear set, and the third planetary gear set are mounted sequentially from left to right on the wheel assembly output shaft 9, and the fourth planetary gear set, the fifth planetary gear set, and the sixth planetary gear set are mounted sequentially from left to right on the central shaft 42.

[0025] First planetary gear set: The first planetary gear set ring gear 10 is fixedly connected to the third reduction stage large gear 7, and the first planetary gear set ring gear 10 will rotate due to the rotation of the third reduction stage large gear 7; the first planetary gear set planet carrier 11 is fixedly connected to the wheel assembly output shaft 9 by splines with an interference fit; the first planetary gear set planetary gear 12 has its shaft connected to the first planetary gear set planet carrier 11 by deep groove ball bearings. Due to the characteristics of the deep groove ball bearings themselves, the first planetary gear set planetary gear 12 can both revolve with the rotation of the first planetary gear set planet carrier 11 and rotate on its own axis without directly contacting the first planetary gear set planet carrier 11 and causing wear; the first planetary gear set and the second planetary gear set share a sun gear, that is, the first planetary gear set and the second planetary gear set are connected by the first and second planetary gear set shared sun gear 14.

[0026] Second planetary gear set: The second and third planetary gear sets share a planet carrier, that is, the second and third planetary gear sets are connected by the shared planet carrier 17. The left half of the shared planet carrier 17 is supported by a deep groove ball bearing between itself and the output shaft 9 of the wheel assembly. Due to factors such as force, the right half of the shared planet carrier 17 is preferably supported by an angular contact bearing 43 between itself and the output shaft 9 of the wheel assembly. The gear ring 15 of the second planetary gear set is fixed to the test bench and remains stationary. The planet gears 16 of the second planetary gear set are connected to the shared planet carrier 17 of the second and third planetary gear sets by deep groove ball bearings. Due to the characteristics of the deep groove ball bearings, the planet gears 16 of the second planetary gear set can both revolve with the rotation of the shared planet carrier 17 of the second and third planetary gear sets and rotate on their own axis without directly contacting the shared planet carrier 17 of the second and third planetary gear sets and thus avoiding wear.

[0027] The third planetary gear set is preferably a two-stage planetary gear set, which has six planetary gears 20, with two planetary gears meshing with each other; the sun gear 19 of the third planetary gear set is fixedly connected to the output shaft 9 of the wheel assembly by splines with an interference fit.

[0028] Fourth planetary gear set: The fourth planetary gear set shares a planet carrier with the fifth planetary gear set, that is, the fourth planetary gear set and the fifth planetary gear set are connected by the planet carrier 30 shared by the fourth and fifth planetary gear sets; similarly, the fourth planetary gear set is preferably a two-stage planetary gear set, which has a total of six planetary gears 33, and the planetary gears 33 of the fourth planetary gear set mesh with each other in pairs; the sun gear 31 of the fourth planetary gear set is fixedly connected to the central shaft 42 by a spline with an interference fit.

[0029] The aforementioned third planetary gear ring 18 and fourth planetary gear ring 29 are fixedly connected to the left flange 21 and right flange 28, respectively. That is, the third planetary gear ring 18 and fourth planetary gear ring 29 are fixedly connected together, and simultaneously fixedly connected to the left one-way clutch outer ring 23 and right one-way clutch outer ring 26. Preferably, both the left flange 21 and right flange 28 have an integrally extended second sleeve 25. The second sleeve 25 integrally connected to the left side of the left flange 21 is fixedly connected to the outer periphery of the third planetary gear ring 18, and the second sleeve 25 integrally connected to the right side of the right flange 28 is fixedly connected to the outer periphery of the fourth planetary gear ring 29. The second sleeves 25 on both sides are fixedly connected to the third planetary gear ring 18 and fourth planetary gear ring 29 respectively by bolts. The above design eliminates the assembly gaps and motion errors that may exist between the third planetary gear ring 18 and the fourth planetary gear ring 29 in series transmission, ensuring the high synchronization and accuracy of the regenerative braking torque in the process of being transmitted to the working condition path switching module, thereby improving the test accuracy of regenerative braking and compound braking conditions.

[0030] Fifth planetary gear set: The fifth planetary gear set and the sixth planetary gear set share a sun gear, that is, the fifth planetary gear set and the sixth planetary gear set are connected together through the shared sun gear 35 of the fifth and sixth planetary gear sets; the fifth planetary gear set ring gear 32 is fixedly connected to the test frame base and remains stationary; the axis of the fifth planetary gear set planetary gear 34 is connected to the shared planet carrier 30 of the fourth and fifth planetary gear sets through a deep groove ball bearing. Due to the characteristics of the deep groove ball bearing itself, the fifth planetary gear set planetary gear 34 can both revolve with the rotation of the shared planet carrier 30 of the fourth and fifth planetary gear sets and rotate on its own axis without directly contacting the shared planet carrier 30 of the fourth and fifth planetary gear sets and thus avoiding wear.

[0031] The sixth planetary gear set: its sixth planetary gear set ring gear 36 is fixedly connected to the drive motor output gear 40, which is mounted on the central shaft 42. The sixth planetary gear set ring gear 36 will rotate due to the rotation of the drive motor output gear 40. The sixth planetary gear set planet carrier 38 is fixedly connected to the central shaft 42 by splines with an interference fit. The sixth planetary gear set planetary gear 37 is connected to the sixth planetary gear set planet carrier 38 by a deep groove ball bearing. Due to the characteristics of the deep groove ball bearing itself, the sixth planetary gear set planetary gear 37 can both revolve with the rotation of the sixth planetary gear set planet carrier 38 and rotate on its own axis without directly contacting the sixth planetary gear set planet carrier 38 and thus avoiding wear.

[0032] The electric drive module includes a drive motor 41, which is used to simulate the regenerative braking torque of the vehicle's main drive motor. The output shaft of the drive motor 41 is equipped with a drive motor input gear 39, which meshes with a drive motor output gear 40. The drive motor output gear 40 is mounted on a central shaft 42 and is fixedly connected to a sixth planetary gear ring 36, thereby inputting the regenerative braking torque into the transmission system.

[0033] Working principle: 1. Pure friction braking condition Under this condition, the drive motor 41 does not work, and only the analog motor 1 outputs the analog load torque Tsim, while the EMB brake 8 outputs the braking torque Temb.

[0034] The transmission path of the simulated load torque Tsim is as follows: Tsim is transmitted to the first planetary gear ring 10 via the reduction mechanism (specifically, the large gear 7 of the third reduction stage) and drives it to rotate. The power is then transmitted to the wheel assembly output shaft 9 via the first planetary gear carrier 11, and then to the second planetary gear via the first planetary gear 12 and the shared sun gear 14 of the first and second planetary gears. Since the second planetary gear ring 15 is fixed to the test bench base, the torque drives the shared planet carrier 17 of the second and third planetary gears to rotate, thereby driving the third planetary gear. Finally, the torque is transmitted to the wheel assembly output shaft 9 via the sun gear 19 of the third planetary gear. The braking torque Temb generated by the EMB brake 8 acts directly on the wheel assembly output shaft 9. During this process, the left one-way clutch outer ring 23 and the right one-way clutch outer ring 26 are connected to the transmission chain via the third planetary gear ring 18 and the fourth planetary gear ring 29, as well as the first sleeve 24 and the second sleeve 25, but there is no relative motion tendency. They are in a ready-to-trigger state and do not participate in the power transmission, thus ensuring the independence of the load simulation.

[0035] 2. Regenerative braking condition Under this condition, drive motor 41 operates and outputs regenerative braking torque Treg, while analog motor 1 simultaneously outputs analog load torque Tsim.

[0036] The transmission path of the regenerative braking torque Treg is as follows: Treg drives the sixth planetary gear ring 36 to rotate, and the power is divided into two paths within the sixth planetary gear set: One path is invalid. Power is transmitted to the central shaft 42 via the sixth planetary gear carrier 38 and attempts to drive the inner ring 27 of the right one-way clutch. However, since the right one-way clutch is preset to an overrunning state, its outer ring 26 is connected to the left transmission component via a connector. Its speed is lower than the driving tendency of the inner ring 27 of the right one-way clutch, causing the right one-way clutch to slip. This interrupts the power transmission in this path, forming an invalid idling branch, thus naturally isolating the regenerative braking torque Treg from the reverse interference of the simulated load module in the mechanical structure.

[0037] The other effective path involves power being transmitted to the fifth planetary gear set via the shared sun gear 35 of the fifth and sixth planetary gear sets. The fifth planetary gear set ring gear 32 is fixed, and the power drives the shared planet carrier 30 of the fourth and fifth planetary gear sets to rotate, thereby driving the fourth planetary gear set. The fourth planetary gear set ring gear 29 is then driven to rotate, and through the second sleeve 25, right flange 28, first sleeve 24, and left flange 21, it drives the left one-way clutch outer ring 23. At this time, the left one-way clutch outer ring 23 drives its left one-way clutch inner ring 22 to rotate, ultimately transmitting the regenerative braking torque Treg to the wheel assembly output shaft 9. Simultaneously, the simulated load torque Tsim is independently transmitted to the wheel assembly output shaft 9 along the path described above for pure friction braking.

[0038] 3. Combined braking conditions Under this condition, the drive motor 41, the analog motor 1, and the EMB brake 8 operate simultaneously, outputting regenerative braking torque Treg, analog load torque Tsim, and friction braking torque Temb, respectively. At this time, the right one-way clutch remains in an overrunning state, while the left one-way clutch remains in a locked state. The regenerative braking torque Treg is transmitted to the wheel assembly output shaft 9 along the effective path of the regenerative braking condition, while the analog load torque Tsim and friction braking torque Temb are transmitted to the wheel assembly output shaft 9 along the path of the pure friction braking condition.

[0039] The above description is merely a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any equivalent substitutions or modifications made by those skilled in the art within the scope of the technology disclosed in the present invention, based on the technical solution and inventive concept of the present invention, should be covered within the scope of protection of the present invention.

Claims

1. A dynamic test bench for a dual-electric heterogeneous composite braking system, characterized in that: The system includes a simulated motor, the output of which is connected to a multi-stage reduction gear set. The large gear of the final reduction stage of the multi-stage reduction gear set is mounted on the output shaft of the wheel assembly. It also includes a left-side one-way clutch and a right-side one-way clutch. The inner ring of the left-side one-way clutch is keyed to the output shaft of the wheel assembly, and the inner ring of the right-side one-way clutch is keyed to the central shaft. The outer rings of the left-side and right-side one-way clutches are fixedly connected together. From left to right, the first, second, and third planetary gear sets are mounted on the output shaft of the wheel assembly, and from left to right, the fourth, fifth, and sixth planetary gear sets are mounted on the central shaft. The first planetary gear ring is fixedly connected to the large gear of the end reduction stage, the first planetary gear carrier is keyed to the output shaft of the wheel assembly, and the first planetary gear and the second planetary gear are connected by a shared sun gear. The second planetary set and the third planetary set are connected by a shared planet carrier, and the gear ring of the second planetary set is fixedly connected to the test bench base. The third planetary gear sun wheel is keyed to the output shaft of the wheel assembly; The fourth and fifth planetary arrays are connected by a shared planet carrier, and the sun gear of the fourth planetary array is keyed to the central axis. The third planetary gear ring and the fourth planetary gear ring are respectively fixedly connected to the outer ring of the left one-way clutch and the outer ring of the right one-way clutch. The fifth and sixth planetary arrays are connected by a shared sun gear, and the gear ring of the fifth planetary array is fixedly connected to the base frame. The sixth planetary gear ring is fixedly connected to the output gear of the drive motor, the output gear of the drive motor is mounted on the central shaft, and the sixth planetary carrier of the planetary gear set is keyed to the central shaft. The output shaft of the drive motor is connected to the input gear of the drive motor. The input gear of the drive motor meshes with the output gear of the drive motor. The output gear of the drive motor is mounted on the central shaft and is fixedly connected to the sixth planetary gear ring.

2. The dynamic test bench for the dual-electric heterogeneous composite braking system according to claim 1, characterized in that: The left one-way clutch outer ring and the right one-way clutch outer ring are fixedly connected together by a first sleeve. The two ends of the first sleeve are respectively keyed to the left one-way clutch outer ring and the right one-way clutch outer ring. The two ends of the first sleeve are respectively provided with a left flange and a right flange. The left flange is fixed to the left end of the first sleeve and the left one-way clutch outer ring by bolts, and the right flange is fixed to the right end of the first sleeve and the right one-way clutch outer ring by bolts.

3. The dynamic test bench for the dual-electric heterogeneous composite braking system according to claim 2, characterized in that: Both the left and right flanges are integrally extended with a second sleeve. The second sleeve integrally connected to the left side of the left flange is fixedly connected to the outer periphery of the third planetary gear ring, and the second sleeve integrally connected to the right side of the right flange is fixedly connected to the outer periphery of the fourth planetary gear ring.

4. The dynamic test bench for the dual-electric heterogeneous composite braking system according to claim 1, 2, or 3, characterized in that: The multi-stage reduction gear set adopts a three-stage reduction structure, including a first reduction stage pinion connected to the analog motor, the first reduction stage pinion meshing with a first reduction stage large gear, the first reduction stage large gear connected to a second reduction stage pinion via an intermediate shaft, the second reduction stage pinion meshing with a second reduction stage large gear, the second reduction stage large gear connected to a third reduction stage pinion via a reduction shaft, the third reduction stage pinion meshing with a third reduction stage large gear, and the third reduction stage large gear mounted on the wheel assembly output shaft via bearings.

5. The dynamic test bench for the dual-electric heterogeneous composite braking system according to claim 1, 2, or 3, characterized in that: Both the third and fourth planetary arrays are double-stage planetary arrays, with six planetary wheels in each array.

6. The dynamic test bench for the dual-electric heterogeneous composite braking system according to claim 1, 2, or 3, characterized in that: The simulated motor is a torque motor that can adjust the output load torque in real time according to the test command.

7. The dynamic test bench for the dual-electric heterogeneous composite braking system according to claim 1, 2, or 3, characterized in that: The second and third planetary gear sets share the right half of the planetary carrier, and an angular contact bearing is used between the planetary gear set and the wheel assembly output shaft.

8. The dynamic test bench for the dual-electric heterogeneous composite braking system according to claim 1, 2, or 3, characterized in that: The wheel assembly output shaft is mounted on a test bench using angular contact bearings.

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