Electric drive system on-load electromagnetic compatibility test bench

Abstract

The utility model discloses an on-load electromagnetic compatibility test bench for an electric drive system, which can only connect a motor with a two-gear gearbox to carry out electromagnetic compatibility test on a single motor, and can also connect a first half shaft and a second half shaft with two output ends of an electric drive assembly respectively to carry out electromagnetic compatibility test on the whole electric drive assembly. When an electric drive assembly is tested, one or two dynamometers can be selected to carry out electromagnetic compatibility test according to test requirements. The rotating speed and the torque of the dynamometer can be set and regulated according to test requirements, a motor or an electric drive assembly can be driven / loaded, various loading working conditions of the electric drive assembly in real vehicle running can be simulated by matching with a gear box, so that the test requirements of more working conditions can be met, and the electromagnetic compatibility test bench can be suitable for various test objects and is high in test efficiency. The electromagnetic compatibility test bench can effectively solve the problem that an existing electromagnetic compatibility test bench is difficult to meet the test requirements, can meet the test requirements for parts and electric drive assemblies in the product development stage, and is beneficial to improving the test accuracy.

Description

Technical Field

[0001] The utility model belongs to the technical field of new energy vehicles, and specifically relates to an on-load electromagnetic compatibility test bench for an electric drive system. Background Art

[0002] The electric drive system is one of the most important systems in new energy vehicles. The electric drive system mainly includes the electric drive assembly and the motor controller connected to the electric drive assembly. The electric drive assembly includes the motor and related drive components. The motor controller includes the inverter and the current and voltage control components. The electric drive system has obvious electromagnetic interference characteristics when working. In order to ensure the safety and reliability of new energy vehicles, the electric drive system needs to be tested for electromagnetic compatibility during the production and development of new energy vehicles. In the past, most of the electric drive system component suppliers used a product electromagnetic compatibility test system such as the one disclosed in Chinese patent CN112114210A to perform component-level electromagnetic compatibility testing. However, the electric drive system is composed of several components. The component-level electromagnetic compatibility test is difficult to reflect the electromagnetic compatibility of the entire electric drive system, which easily leads to the situation that the electromagnetic compatibility of the whole vehicle cannot meet the national standard limit requirements.

[0003] In order to test the electromagnetic compatibility of electric drive systems more accurately, various manufacturers now design and use electromagnetic compatibility test benches dedicated to electric drive systems. The existing electromagnetic compatibility test benches are mainly divided into through-the-wall active benches, movable active benches and passive benches; through-the-wall active benches are mainly used to detect the transient and steady-state conditions of the output speed and torque changes of the drive motor of new energy vehicles such as starting, acceleration, and braking, as well as electromagnetic emission tests under specific speeds and torques. However, through-the-wall active benches require welding of the gearbox half shaft, which is a destructive test and cannot simulate the electromagnetic compatibility performance under multiple conditions; movable active benches mostly choose small dynamometers as loading devices, which have low applicability and accuracy. In addition, eddy current dynamometers are selected as loading devices. Although bidirectional loading can be achieved, the loading capacity at low speed is poor and cannot be used as a back-up device; passive benches have the characteristics of low speed and low torque and low control accuracy, and are only suitable for basic testing. The existing electric drive system on-load electromagnetic compatibility test benches are difficult to meet the electromagnetic compatibility test requirements of new energy vehicle electric drive systems, and further optimization of design is needed to improve the accuracy and applicability of the test. Summary of the invention

[0004] In view of the above-mentioned deficiencies in the prior art, the purpose of the present invention is to provide an on-load electromagnetic compatibility test bench for an electric drive system, so as to solve the technical problem that the existing electromagnetic compatibility test bench is difficult to meet the test requirements, and to achieve the effect of improving the test accuracy and applicability.

[0005] In order to solve the above technical problems, the utility model adopts the following technical solutions:

[0006] A load electromagnetic compatibility test bench for an electric drive system comprises an anechoic chamber and a shielded chamber arranged outside the anechoic chamber. A power supply unit, an assembly fixture and a log-periodic antenna are arranged inside the anechoic chamber. The power supply unit is used to supply power to a motor controller to be tested. The assembly fixture is used to fix the electric drive assembly to be tested. Two half shafts are symmetrically arranged on both sides of the assembly fixture. One end of the two half shafts is respectively used to connect two output ends of the electric drive assembly to be tested, and the other end is respectively connected to a through-wall shaft. The through-wall shaft passes through the anechoic chamber and extends into the shielded chamber. A two-speed gear box is arranged between any half shaft and the connected through-wall shaft. The output end of the two-speed gear box is connected to the through-wall shaft. The first input end of the two-speed gear box is connected to the half shaft, and the second input end is used to connect the motor to be tested. A test receiving unit and two dynamometers are arranged inside the shielded chamber. The input ends of the two dynamometers are respectively connected to the two through-wall shafts. The output end of the dynamometer and the log-periodic antenna are respectively electrically connected to the test receiving unit through cables.

[0007] Furthermore, there are three shielded rooms, which are respectively used to accommodate the test receiving unit and the two dynamometers. The two shielded rooms for accommodating the two dynamometers are respectively located on two opposite sides outside the anechoic chamber.

[0008] Furthermore, there are two shielded rooms and they are located on opposite sides of the radio wave darkroom. The test receiving unit is arranged in one shielded room, and the two dynamometers are arranged in another shielded room. A reversing structure is connected between the half-axis located on the side of the assembly fixture away from the shielded room and the corresponding through-wall shaft for changing the transmission direction.

[0009] Furthermore, the reversing structure includes two 90-degree steering gear boxes, the input end of one 90-degree steering gear box is connected to the corresponding half-shaft, and the output end is transmission connected to the input end of another 90-degree steering gear box, and the output end of the other 90-degree steering gear box is transmission connected to the corresponding through-wall shaft.

[0010] Furthermore, the power supply unit includes a low-voltage LISN and a high-voltage LISN, the input ends of the low-voltage LISN and the high-voltage LISN are respectively connected to the low-voltage power supply and the simulated battery, and the output ends of the low-voltage LISN and the high-voltage LISN are used to be electrically connected to the motor controller to be tested.

[0011] Furthermore, a voltage filter is electrically connected between the high-voltage LISN and the simulated battery, and the voltage filter and the simulated battery are arranged in a shielded room.

[0012] Furthermore, the test receiving unit includes an EMI receiver and a computer, the EMI receiver is electrically connected to the log-periodic antenna and the computer respectively, and the computer is electrically connected to the dynamometer.

[0013] Furthermore, the dynamometer includes a torque-speed sensor, and the torque-speed sensor is electrically connected to the computer.

[0014] Compared with the prior art, the utility model has the following beneficial effects:

[0015] 1. The on-load electromagnetic compatibility test bench for the electric drive system of the utility model can connect only the motor in the electric drive assembly to the second input terminal of the two-speed gearbox to perform an electromagnetic compatibility test on the single motor. The electric drive assembly can be fixed by an assembly fixture, and the first half shaft and the second half shaft are respectively connected to the two output terminals of the electric drive assembly to perform an electromagnetic compatibility test on the entire electric drive assembly. The utility model has flexible electromagnetic compatibility testing capabilities.

[0016] 2. The electric drive system loaded electromagnetic compatibility test bench described in the utility model can select a single or two dynamometers for electromagnetic compatibility testing according to test requirements when performing electromagnetic compatibility testing on the electric drive assembly; within the capability of the bench, the speed and torque of the dynamometer can be set and regulated according to test requirements to drive / load the motor or the electric drive assembly, and in conjunction with a gearbox, various loading conditions of the electric drive assembly during actual vehicle driving can be simulated to meet the test requirements of more working conditions, and the electromagnetic compatibility test bench can also be applied to a variety of test objects.

[0017] 3. The on-load electromagnetic compatibility test bench for the electric drive system described in the utility model provides a solution for the electromagnetic compatibility performance test of the electric drive system of new energy vehicles, which can effectively solve the problem that the existing electromagnetic compatibility test benches are difficult to meet the testing requirements, and can meet the testing requirements for components and electric drive assemblies in the product development stage, which is conducive to improving the accuracy of the test. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1 Schematic diagram of the electromagnetic compatibility test bench for the electric drive system according to Example 1;

[0019] Figure 2 Schematic diagram of the electromagnetic compatibility test bench for the electric drive system according to Example 2;

[0020] Among them, the anechoic chamber 1, the assembly fixture 2, the logarithmic periodic antenna 3, the motor controller to be tested 4, the electric drive assembly to be tested 5, the first semi-axle 6, the second semi-axle 7, the first through-wall shaft 8, the second through-wall shaft 9, the two-speed gearbox 10, the first dynamometer 11, the second dynamometer 12, the first shielded room 13, the second shielded room 14, the third shielded room 15, the bearing seat 16, the coupling 17, the L plate 18, the low-voltage power supply 19, the simulated battery 20, the low-voltage DC shielded cable 21, the low-voltage LISN 22, the high-voltage LISN 23, the voltage filter 24, the high-voltage DC shielded cable 25, the test table 26, the EMI receiver 27, the computer 28, the torque and speed sensor 29, the communication signal cable 30, the GPIB cable 31, the fourth shielded room 32, the 90-degree steering gearbox 33, the first transmission shaft 34, the second transmission shaft 35, the high-voltage AC shielded cable 36, and the receiving signal cable 37. DETAILED DESCRIPTION

[0021] In order to make the purpose, technical solution and advantages of the embodiments of the present utility model clearer, the technical solution in the embodiments of the present utility model will be clearly and completely described below in conjunction with the drawings in the embodiments of the present utility model.

[0022] Embodiment 1:

[0023] See also Figure 1 A load electromagnetic compatibility test bench for an electric drive system comprises an anechoic chamber 1 and a shielded room arranged outside the anechoic chamber 1. A power supply unit, an assembly fixture 2 and a logarithmic periodic antenna 3 are arranged in the anechoic chamber 1. The power supply unit is used to power a motor controller 4 to be tested. The assembly fixture 2 is used to fix an electric drive assembly 5 to be tested. Two semi-axes are symmetrically arranged on both sides of the assembly fixture 2, namely a first semi-axle 6 and a second semi-axle 7. One end of the first semi-axle 6 and the second semi-axle 7 are respectively used to connect two output ends of the electric drive assembly 5 to be tested, and the other ends are respectively connected to a first through-wall shaft 8 and a second through-wall shaft 9. The first through-wall shaft 8 and the second through-wall shaft 9 pass through the anechoic chamber 1 and Extending into the shielding room; a two-speed gear box 10 is provided between the first semi-shaft 6 and the first through-wall shaft 8, the output end of the two-speed gear box 10 is connected to the first through-wall shaft 8, the first input end of the two-speed gear box 10 is connected to the first semi-shaft 6, and the second input end is used to connect the motor to be tested (not shown in the figure); a test receiving unit, a first dynamometer 11 and a second dynamometer 12 are provided in the shielding room, the input end of the first dynamometer 11 is connected to the first through-wall shaft 8, the input end of the second dynamometer 12 is connected to the second through-wall shaft 9, and the output ends of the first dynamometer 11 and the second dynamometer 12 and the log-periodic antenna 3 are electrically connected to the test receiving unit through cables.

[0024] The electric drive system loaded electromagnetic compatibility test bench described in the utility model can only connect the motor in the electric drive assembly to the second input end of the two-speed gear box 10 to perform an electromagnetic compatibility test on the single motor, and can fix the electric drive assembly through the assembly fixture 2, and respectively connect the first half shaft 6 and the second half shaft 7 to the two output ends of the electric drive assembly to perform an electromagnetic compatibility test on the entire electric drive assembly, and has flexible electromagnetic compatibility testing capabilities; when performing an electromagnetic compatibility test on the electric drive assembly, a single or two dynamometers can be selected for electromagnetic compatibility testing according to test requirements; within the capabilities of the bench, the speed and torque of the dynamometer can be set and regulated according to test requirements to achieve drive / load The motor or electric drive assembly, in conjunction with the gearbox, can simulate various loading conditions of the electric drive assembly during actual vehicle driving, so as to meet the testing requirements of more working conditions, and also make the electromagnetic compatibility test bench applicable to a variety of test objects, including but not limited to electric sports cars with ultra-high speed output, heavy-duty commercial vehicles with ultra-large torque output, electric drive assemblies of passenger cars and commercial vehicles, and hub motors; the electromagnetic compatibility test bench provides a solution for the electromagnetic compatibility performance testing of the electric drive system of new energy vehicles, which can effectively solve the problem that the existing electromagnetic compatibility test benches are difficult to meet the testing requirements, and can meet the testing requirements for components and electric drive assemblies in the product development stage, which is conducive to improving the accuracy of the test.

[0025] During implementation, the shielding room can be a connected shielding room in a ring shape or a U-shaped ring arranged outside the anechoic chamber 1; in this embodiment, in order to facilitate the connection of the half shaft and the dynamometer, and to avoid mutual interference between the dynamometer and the test receiving unit, three shielding rooms are arranged outside the anechoic chamber 1, namely the first shielding room 13, the second shielding room 14 and the third shielding room 15, the first shielding room 13 and the second shielding room 14 are respectively located on two opposite sides outside the anechoic chamber 1, the third shielding room 15 is arranged on either side outside the anechoic chamber 1, the first dynamometer 11 is arranged in the first shielding room 13, the second dynamometer 12 is arranged in the second shielding room 14, and the test receiving unit is arranged in the third shielding room 15;

[0026] In order to shorten the length of the wall-penetrating axis and the cable and reduce electromagnetic leakage, the first shielding room 13, the second shielding room 14 and the third shielding room 15 are all arranged close to the anechoic chamber 1, and the anechoic chamber 1 adopts a semi-anechoic chamber 1 which is more suitable for electromagnetic compatibility testing;

[0027] In order to improve the stability of transmission, one end or both ends of the first semi-shaft 6, the second semi-shaft 7, the first through-wall shaft 8 and the second through-wall shaft 9 are horizontally supported by a bearing seat 16, and the semi-shafts and the through-wall shafts are connected by a coupling 17; in addition, the coupling 17 adopts an insulating coupling 17 and an insulating pad is used on the bearing seat 16 to block the shaft current, thereby further improving the accuracy of the test results;

[0028] In order to meet the electromagnetic compatibility test requirements of the electric drive assembly and the motor in the electric drive assembly alone, a two-speed gearbox 10 is arranged between the first half-shaft 6 and the first through-wall shaft 8. The first input end of the two-speed gearbox 10 is connected to the first half-shaft 6 for testing the electric drive assembly, and the second input end of the two-speed gearbox 10 is used to connect the motor to be tested for testing the electromagnetic compatibility of a single motor. When in use, it is flexibly connected according to the test requirements; the speed ratios of the two output ends of the gearbox are selected to be 1 and 6 respectively, with a maximum input speed of 3000 rpm, a maximum output speed of 18000 rpm (power 325KW), and a maximum output torque of 4600Nm; an L-plate 18 is connected to the second input end of the two-speed gearbox 10, and a flange (not shown in the figure) is embedded on the L-plate 18. During the test, the shaft of the motor to be tested is connected to the center of the flange.

[0029] See also Figure 1 In order to accurately simulate the working state of the motor controller, the power supply unit uses a low-voltage power supply 19 and a simulated battery 20 to power the motor controller 4 to be tested. The low-voltage power supply 19 is electrically connected to the low-voltage LISN 22 through a low-voltage DC shielded cable 21 (LISN is Line Impedance Stabilization Network, which is the abbreviation of linear impedance stabilization network, which plays the role of isolating radio wave interference, providing stable test impedance and filtering), the low-voltage LISN 22 is electrically connected to the motor controller 4 to be tested through a cable, and the simulated battery 20 is electrically connected to the motor controller 4 to be tested through a high-voltage LISN 23; in order to improve the working stability of the motor controller 4 to be tested, a voltage filter 24 is also electrically connected between the simulated battery 20 and the high-voltage LISN 23 to provide a more stable voltage input to the motor controller 4 to be tested, the simulated battery 20 is electrically connected to the voltage filter 24 through a high-voltage DC shielded cable 25, and the voltage filter 24 is electrically connected to the high-voltage LISN 23 through a high-voltage DC shielded cable 25; in order to avoid interference caused by the simulated battery 20 and the voltage filter 24 to the test, and to facilitate timely operation and adjustment during the test process, the voltage filter 24 and the simulated battery 20 are arranged in a shielded room, and a test table 26 is provided in the radio darkroom 1 for placing the low-voltage power supply 19, the low-voltage LISN 22 and the high-voltage LISN 23;

[0030] In this way, the outdoor three-phase electricity is processed by the simulated battery 20 and the voltage filter 24 in the third shielded room 15 to obtain a high-voltage power supply, and is connected to the high-voltage LISN 23 through the high-voltage DC shielded cable 25. The low-voltage power supply 19 in the semi-anechoic chamber 1 is connected to the low-voltage LISN 22 through the low-voltage DC shielded cable 21. The high-voltage LISN 23 and the low-voltage LISN 22 are linear impedance stabilization networks, and their output ends are used to connect to the motor controller. The motor controller is then connected to the electric drive assembly through a high-voltage AC shielded cable 36 to fully simulate the actual working conditions of the electric drive system, making the test results more reliable and accurate.

[0031] See also Figure 1 The test receiving unit includes an EMI receiver 27 and a computer 28. A torque speed sensor 29 is arranged on the dynamometer. The torque speed sensor 29 is electrically connected to the computer 28 through a communication signal cable 30. The computer 28 is electrically connected to the EMI receiver 27 through a GPIB cable 31 (GPIB is the abbreviation of General Purpose Interface Bus, also known as IEEE-488 interface, which is a communication standard interface for connecting instruments and equipment). The EMI receiver 27 is electrically connected to the logarithmic periodic antenna 3 through the receiving signal cable.

[0032] In this way, the computer 28 can set the working parameters of the dynamometer according to the test requirements and timely adjust the working state of the dynamometer, as well as control the dynamometer to perform tests according to the set working conditions or various typical cycle working conditions edited manually; the logarithmic periodic antenna 3 in the anechoic chamber 1 is connected to the EMI receiver 27 in the third shielding room 15 through a receiving signal cable, and the EMI receiver 27 is connected to the computer 28 through a GPIB cable 31, so that the computer 28 obtains the radiation emission test data of the electric drive assembly 5 to be tested or the motor to be tested.

[0033] Embodiment 2:

[0034] See also Figure 2 , which is different from Embodiment 1, in this embodiment, in order to facilitate unified management of two dynamometers and save space, there are two shielding rooms, namely a third shielding room 15 and a fourth shielding room 32, the third shielding room 15 and the fourth shielding room 32 are respectively located on two opposite sides outside the anechoic chamber 1, the test receiving unit is arranged in the third shielding room 15, the first dynamometer 11 and the second dynamometer 12 are arranged in the fourth shielding room 32, and a reversing structure is connected between the second half shaft 7 and the second through-wall shaft 9 located on the side of the assembly fixture 2 away from the fourth shielding room 32, so as to change the transmission direction; the two-speed gear box 10 is connected between the first half shaft 6 and the first through-wall shaft 8;

[0035] Specifically, the reversing structure includes two 90-degree steering gear boxes 33, the input end of one 90-degree steering gear box 33 is connected to the second half-shaft 7, and the output end is transmission-connected to the input end of another 90-degree steering gear box 33 through a first transmission shaft 34, and the output end of the other 90-degree steering gear box 33 is transmission-connected to the second through-wall shaft 9 through a second transmission shaft 35.

[0036] In order to facilitate a clearer understanding of the present invention, the process of using the electromagnetic compatibility test bench for testing is introduced as follows:

[0037] Single motor test:

[0038] 1) Arrange the motor to be tested on the L-plate 18 in the anechoic chamber 1 according to the installation state of the actual vehicle, and coaxially connect the output shaft of the motor with the transmission shaft at the center of the flange plate embedded on the L-plate 18;

[0039] 2) Check whether the connection between the gearbox and the motor output shaft is reliable, check whether the cable connection and circuit are normal, check whether the connection between the gearbox and the first dynamometer 11 is reliable, and the output speed ratio of the gearbox is 6, which meets the maximum speed of the motor to be tested of 16000rpm;

[0040] 3) using the computer 28 to compare the preset reference values ​​of speed and torque with the real-time data of the speed and torque of the motor under test calculated according to the gearbox transmission ratio, to detect whether the working condition meets the test requirements;

[0041] 4) If the voltage method test of conducted emission under high voltage condition of a single motor is performed, the positive and negative electrodes of the high voltage LISN 23 are connected to the EMI receiver 27 in the third shielding room 15 through the cable receiving the signal, and two sets of data of the positive and negative electrodes are measured; if the voltage method test of conducted emission under low voltage condition is performed, the positive and negative electrodes of the low voltage LISN 22 are connected to the EMI receiver 27 in the third shielding room 15 through the cable receiving the signal, and two sets of data of the positive and negative electrodes are measured;

[0042] 5) If the current method test of conducted emission under high voltage conditions is performed, the positive and negative poles of the high voltage input port of the motor controller are connected to the EMI receiver 27 in the third shielding room 15 through the receiving signal cable 37 by using a current clamp, and two sets of data of the positive and negative poles are obtained by testing; if the low voltage conducted emission current method test is performed, the positive and negative poles of the low voltage input port of the motor controller are connected to the EMI receiver 27 in the third shielding room 15 by using a current clamp, and two sets of data of the positive and negative poles are obtained by testing;

[0043] 6) When conducting a radiation emission test, align the logarithmic periodic antenna 3 with a frequency below 1G with the center of the wiring harness of the DUT at a straight-line distance of 1m from the DUT, and align the logarithmic periodic antenna 3 with a frequency above 1G with the DUT at a distance of 1m from the DUT, and connect it to the EMI receiver 27 in the third shielding room 15 through a receiving signal cable; manually adjust the polarization state of the logarithmic periodic antenna 3 (except the rod antenna) to obtain two sets of data of the DUT under horizontal polarization and vertical polarization of the antenna.

[0044] Electric drive assembly test:

[0045] 1) Arrange the electric drive assembly 5 to be tested on the assembly fixture 2 with reference to the actual vehicle installation state, and connect the first half shaft 6 and the second half shaft 7 to the two output ends of the electric drive assembly 5 to be tested respectively;

[0046] 2) Check whether the connection is reliable, check whether the cable connection and circuit are normal, and the output speed ratio of the gearbox is 1 to meet the maximum speed of 3000rpm of the electric drive assembly to be tested 5;

[0047] 3) The operation methods of conducted emission (voltage method and current method) and radiated emission of the electric drive assembly are the same as those of conducted emission (voltage method and current method) and radiated emission of a single motor.

[0048] Finally, it should be noted that the above embodiments are only used to illustrate the technical solution of the utility model rather than to limit the technical solution. Ordinary technicians in this field should understand that those modifications or equivalent replacements of the technical solution of the utility model without departing from the purpose and scope of the technical solution of the utility model should be included in the scope of the claims of the utility model.

Claims

1. An on-load electromagnetic compatibility test bench for an electric drive system, characterized in that: The invention comprises an anechoic chamber and a shielding chamber arranged outside the anechoic chamber. A power supply unit, an assembly fixture and a log-periodic antenna are arranged inside the anechoic chamber. The power supply unit is used to supply power to a motor controller to be tested. The assembly fixture is used to fix an electric drive assembly to be tested. Two half shafts are symmetrically arranged on both sides of the assembly fixture. One end of the two half shafts is respectively used to connect two output ends of the electric drive assembly to be tested, and the other end is respectively connected to a through-wall shaft. The through-wall shaft passes through the anechoic chamber and extends into the shielding chamber. A two-speed gear box is arranged between any half shaft and the through-wall shaft connected thereto. The output end of the two-speed gear box is connected to the through-wall shaft. The first input end of the two-speed gear box is connected to the half shaft, and the second input end is used to connect the motor to be tested. A test receiving unit and two dynamometers are arranged inside the shielding chamber. The input ends of the two dynamometers are respectively connected to the two through-wall shafts. The output end of the dynamometer and the log-periodic antenna are respectively electrically connected to the test receiving unit through cables.

2. The on-load electromagnetic compatibility test bench for an electric drive system according to claim 1, characterized in that: There are three shielded rooms, which are respectively used to accommodate the test receiving unit and two dynamometers. The two shielded rooms for accommodating the two dynamometers are located at two opposite sides outside the anechoic chamber.

3. The on-load electromagnetic compatibility test bench for an electric drive system according to claim 1, characterized in that: There are two shielded rooms, which are located on opposite sides of the anechoic chamber. The test receiving unit is arranged in one shielded room, and the two dynamometers are arranged in another shielded room. A reversing structure is connected between the half-shaft located on the side of the assembly fixture away from the shielded room and the corresponding through-wall shaft to change the transmission direction.

4. The on-load electromagnetic compatibility test bench for an electric drive system according to claim 3, characterized in that: The reversing structure includes two 90-degree steering gear boxes, the input end of one 90-degree steering gear box is connected to the corresponding half-shaft, and the output end is transmission-connected to the input end of another 90-degree steering gear box, and the output end of the other 90-degree steering gear box is transmission-connected to the corresponding through-wall shaft.

5. The on-load electromagnetic compatibility test bench for an electric drive system according to claim 1, characterized in that: The power supply unit includes a low-voltage LISN and a high-voltage LISN. The input ends of the low-voltage LISN and the high-voltage LISN are respectively connected to a low-voltage power supply and a simulated battery. The output ends of the low-voltage LISN and the high-voltage LISN are used to be electrically connected to the motor controller to be tested.

6. The on-load electromagnetic compatibility test bench for an electric drive system according to claim 5, characterized in that: A voltage filter is electrically connected between the high-voltage LISN and the simulated battery, and the voltage filter and the simulated battery are arranged in a shielded room.

7. The on-load electromagnetic compatibility test bench for an electric drive system according to claim 1, characterized in that: The test receiving unit comprises an EMI receiver and a computer. The EMI receiver is electrically connected to the logarithmic periodic antenna and the computer respectively, and the computer is electrically connected to the dynamometer.

8. The on-load electromagnetic compatibility test bench for an electric drive system according to claim 7, characterized in that: The dynamometer includes a torque-speed sensor, which is electrically connected to a computer.

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