Whole vehicle level electrical arrangement and connection simulation device for EMC (Electro Magnetic Compatibility) test

Abstract

The utility model provides a whole vehicle level electrical arrangement and connection simulation device used for EMC test, and relates to the EMC test technology field, the whole vehicle level electrical arrangement and connection simulation device used for EMC test comprises a mounting rack, the mounting rack is provided with a front chassis and a rear chassis in a front-back sliding manner, the mounting rack is also provided with an adjusting assembly, and the adjusting assembly is connected with the front chassis and the rear chassis. The front end and the rear end of the adjusting assembly are connected with the front chassis and the rear chassis respectively, the adjusting assembly is used for adjusting the distance between the front chassis and the rear chassis, a steering wheel set is installed on the front chassis, and a driving wheel set is installed on the rear chassis. According to the utility model, the distance between the front chassis and the rear chassis can be accurately adjusted through the adjusting assembly, so as to meet the requirements on the layout of the chassis of the whole vehicle under different vehicle sizes or different test scenes. Meanwhile, the guide mechanism ensures the stability of the chassis in the adjusting and using processes, and test errors caused by shaking or displacement of the chassis are reduced.

Description

TECHNICAL FIELD

[0001] The utility model mainly relates to the EMC test technical field, concretely relates to a whole vehicle level electrical arrangement and connection simulation device for EMC test. BACKGROUND

[0002] With the continuous improvement of automobile electrification and intelligentization, the number and variety of in-vehicle electronic devices are increasing, such as various sensors, controllers, communication modules, etc. These electronic devices will generate electromagnetic radiation when working, and at the same time will also be affected by external electromagnetic interference. In order to ensure the electromagnetic compatibility (EMC) of the whole vehicle, i.e. the internal electronic devices of the vehicle and the vehicle and the external environment can coexist harmoniously and do not interfere with each other, the whole vehicle level EMC test becomes crucial. For example, in the automatic driving car, the electromagnetic performance of key devices such as radar sensors and cameras is directly related to the driving safety of the vehicle, and if affected by electromagnetic interference, it may lead to misjudgment or failure.

[0003] Traditional EMC test is often carried out on a single electronic component or subsystem, and the component or subsystem is placed in a specific test equipment in the laboratory environment for electromagnetic interference and anti-interference ability test. However, this way cannot fully reflect the electromagnetic situation under the whole vehicle environment. The electrical wiring, metal structure inside the whole vehicle, the mutual coupling between each component and other factors will have a complex influence on the electromagnetic environment, and the products that pass the single component test may have electromagnetic compatibility problems after integration in the whole vehicle. For example, the ignition system in the engine compartment of the car will generate strong electromagnetic pulses, which may be conducted to other electronic devices through electrical lines in the whole vehicle environment, and this influence is difficult to reflect in single component test.

[0004] Some existing devices for whole vehicle EMC test have many deficiencies. Some devices have too simple structure and cannot accurately simulate the electrical arrangement and connection of the whole vehicle, for example, the wheelbase, track and other parameters of the chassis cannot be flexibly adjusted to adapt to different vehicle models. Moreover, the simulation of wheel motion characteristics is not perfect, and the influence of wheel rotation, steering and other actions on the electromagnetic environment during vehicle driving cannot be well reproduced. In addition, some devices have defects in stability and precision, and are prone to problems such as chassis shaking, loose electrical connection, etc. during the test, which leads to inaccurate test data and affects the evaluation and optimization of the EMC performance of the whole vehicle. UTILITY MODEL CONTENTS

[0005] 1. The technical problem to be solved by the utility model:

[0006] The utility model provides a whole vehicle level electrical arrangement and connection simulation device for EMC test, which solves the technical problems in the above background.

[0007] 2. Technical scheme:

[0008] To achieve the above object, the utility model provides a technical scheme for EMC test's whole vehicle level electrical arrangement and connection simulation device, including mounting bracket, the front chassis and rear chassis are installed on the mounting bracket and slide, still be provided with adjusting assembly on the mounting bracket, the front and rear two ends of adjusting assembly are connected with front chassis and rear chassis respectively, adjusting assembly is used for adjusting the distance between front chassis and rear chassis, the steering wheel group is installed on front chassis, the drive wheel group is installed on rear chassis.

[0009] Preferably, the adjusting assembly includes a double-end screw and two connecting blocks, the two connecting blocks are fixed on one end of the front chassis and the rear chassis respectively, the double-end screw is rotatably installed on the mounting bracket, the axis of the double-end screw is arranged along the left-right direction, first and second threaded blocks are respectively installed on the opposite threaded segments of the two ends of the double-end screw, first and second connecting rods are rotatably installed on the connecting blocks, the other end of the first connecting rod is rotatably installed on the first threaded block, the other end of the second connecting rod is rotatably installed on the second threaded block, and the double-end screw is connected with a driving end.

[0010] Preferably, the mounting bracket is further provided with a guide mechanism, the guide mechanism includes two guide shafts fixed on the mounting bracket, the axes of the guide shafts are arranged along the front-rear direction, the lower ends of the front chassis and the rear chassis are respectively provided with a connecting frame, a linear bearing is arranged on the connecting frame, and the linear bearing is slidably sleeved on the guide shaft.

[0011] Preferably, the mounting bracket is further provided with a limiting frame, a guide groove is formed between the limiting frames, and guide wheels are rotatably installed on the left and right ends of the connecting frame and arranged in the guide groove.

[0012] 3. Beneficial effects:

[0013] Compared with the prior art, the utility model has the following beneficial effects:

[0014] The utility model discloses a adjusting assembly can accurately adjust the distance between the front chassis and the rear chassis to adapt to the requirement of different vehicle size or different test scene to the whole vehicle chassis layout. Compared with some simple sliding adjustment structure, the adjusting mode that the utility model discloses adopts the combination of double-end screw and connecting rod mechanism has higher adjustment precision. Meanwhile, the double guiding effect of the guide mechanism, i.e. the linear bearing and the guide shaft and the guide wheel and the guide groove, ensures the stability of the chassis during adjustment and use, reduces the test error caused by the shaking or displacement of the chassis, and improves the reliability of test data.

[0015] The guiding mechanism provides stable support and accurate guidance for the movement of the front chassis and the rear chassis. The cooperation of the guide shaft and the linear bearing ensures the linear movement of the chassis in the front-rear direction, avoiding deviation or shaking. The setting of the guide wheel and the guide groove further limits the left-right displacement of the chassis, so that the chassis can maintain a stable posture during the adjustment process and in the subsequent test process, providing a reliable basic platform for the whole vehicle level electrical arrangement and connection simulation test.

[0016] The steering wheel set and the driving wheel set can simulate the driving state of the whole vehicle. When performing EMC testing, the electromagnetic interference change caused by the rotation and steering of the wheels during actual operation of the vehicle can be considered, so that the test result is closer to the electromagnetic environment during actual operation of the whole vehicle, thereby improving the effectiveness and accuracy of the test, helping to find potential electromagnetic compatibility problems and optimize and improve them. The utility model can better simulate the electrical arrangement and wheel movement characteristics of the whole vehicle, and has high simulation reality in EMC testing. The test can be performed under conditions closer to the actual operation environment of the whole vehicle, which helps to find and solve electromagnetic compatibility problems in advance, reduces the possible faults and risks during real vehicle testing, improves product development efficiency and quality, and reduces research and development cost. BRIEF DESCRIPTION OF DRAWINGS

[0017] Fig. 1 It is a whole structure schematic view of the utility model;

[0018] Fig. 2 It is a whole structure schematic view of the utility model from another angle;

[0019] Fig. 3 It is a structure schematic view of the adjusting assembly of the utility model;

[0020] Fig. 4 It is a structure schematic view of the guiding mechanism of the utility model;

[0021] Fig. 5 It is a structure schematic view of the guiding mechanism of the utility model from another angle.

[0022] Reference signs:

[0023] 1, mounting frame; 2, front chassis; 3, rear chassis; 4, adjusting assembly; 41, connecting block; 42, first connecting rod; 43, second connecting rod; 44, first threaded block; 45, second threaded block; 46, double-headed screw rod; 47, driving end; 5, steering wheel set; 6, driving wheel set; 7, guiding mechanism; 71, guide shaft; 72, connecting frame; 73, linear bearing; 74, limiting frame; 75, guide groove; 76, guide wheel. DETAILED DESCRIPTION

[0024] To facilitate understanding of this utility model, a more comprehensive description of the utility model will be given below with reference to the accompanying drawings, which show several embodiments of the utility model. However, the utility model can be implemented in many different forms and is not limited to the embodiments described herein. Rather, these embodiments are provided so that the disclosure of the utility model will be more thorough and complete.

[0025] In the description of this utility model, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "page", "bottom", "inner", "outer", "clockwise", "counterclockwise", etc., indicating the orientation or positional relationship are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this utility model and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model.

[0026] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, "a plurality of" means two or more, unless otherwise explicitly specified.

[0027] In this utility model, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," "fixing," and "equipped with" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0028] It should be noted that the structures not described in this utility model are the same as or can be implemented using existing technology, and will not be elaborated here, as they do not involve the design points and improvement directions of this utility model. Example

[0029] See attached document Figs. 1-5A vehicle-level electrical layout and connection simulation device for EMC testing includes a mounting frame 1, on which a front chassis 2 and a rear chassis 3 are slidably mounted. An adjustment component 4 is also provided on the mounting frame 1. The front and rear ends of the adjustment component 4 are connected to the front chassis 2 and the rear chassis 3, respectively. The adjustment component 4 is used to adjust the distance between the front chassis 2 and the rear chassis 3. A steering wheel set 5 is mounted on the front chassis 2, and a drive wheel set 6 is mounted on the rear chassis 3.

[0030] The adjustment assembly 4 includes a double-ended screw 46 and two connecting blocks 41. The two connecting blocks 41 are respectively fixed to the near ends of the front chassis 2 and the rear chassis 3. The double-ended screw 46 is rotatably mounted on the mounting bracket 1. The axis of the double-ended screw 46 is set in the left-right direction. A first threaded block 44 and a second threaded block 45 are respectively installed on the opposite threaded sections at both ends of the double-ended screw 46. A first connecting rod 42 and a second connecting rod 43 are rotatably mounted on the connecting blocks 41. The other end of the first connecting rod 42 is rotatably mounted on the first threaded block 44, and the other end of the second connecting rod 43 is rotatably mounted on the second threaded block 45. The double-ended screw 46 is connected to a drive end 47. The drive end 47 can be a handwheel or a motor.

[0031] The mounting frame 1 is also equipped with a guide mechanism 7, which includes two guide shafts 71 fixed on the mounting frame 1. The axes of the guide shafts 71 are arranged in the front-rear direction. A connecting frame 72 is respectively provided at the lower end of the front chassis 2 and the rear chassis 3. A linear bearing 73 is provided on the connecting frame 72, and the linear bearing 73 is slidably sleeved on the guide shaft 71. The mounting frame 1 is also equipped with a limit frame 74, and a guide groove 75 is formed between the limit frames 74. Guide wheels 76 are rotatably mounted on the left and right ends of the connecting frame 72, and the guide wheels 76 are arranged in the guide groove 75.

[0032] Working principle:

[0033] When it is necessary to adjust the distance between the front chassis 2 and the rear chassis 3, the drive end 47 connected to the double-ended screw 46 is activated. The drive end 47 drives the double-ended screw 46 to rotate. Since the two ends of the double-ended screw 46 have opposite threads, the first threaded block 44 and the second threaded block 45 will move relative to or in opposite directions along the double-ended screw 46 under the action of the threads. For example, if the double-ended screw 46 rotates clockwise, the first threaded block 44 moves to the right and the second threaded block 45 moves to the left. At this time, the distance between the front chassis 2 and the rear chassis 3 increases.

[0034] As the first threaded block 44 and the second threaded block 45 move, the connecting block 41 moves via the first connecting rod 42 and the second connecting rod 43, thereby causing the front chassis 2 and the rear chassis 3 to move closer or further apart. During this process, the linear bearings 73 on the connecting frame 72 at the lower end of the front chassis 2 and the rear chassis 3 slide back and forth along the guide shaft 71, providing stable guidance for the chassis movement and ensuring the accuracy of its direction of movement. Simultaneously, the guide wheels 76 at both ends of the connecting frame 72 roll within the guide grooves 75 formed by the limiting frame 74, further restricting the left and right swaying of the connecting frame 72 and the front chassis 2 and the rear chassis 3, ensuring the smoothness of its movement.

[0035] After adjusting the distance between the front chassis 2 and the rear chassis 3, the steering wheel assembly 5 on the front chassis 2 and the drive wheel assembly 6 on the rear chassis 3 can simulate the wheel layout and motion characteristics of the entire vehicle. Depending on different EMC testing requirements, various electrical devices and wiring can be arranged on the mounting bracket 1 and the front and rear chassis 3 to conduct vehicle-level electrical layout and connection simulation tests. During the test, various testing instruments can be used to monitor and analyze electromagnetic compatibility and other related indicators.

[0036] The above-described embodiments are merely illustrative of certain implementations of this utility model, and their descriptions are relatively specific and detailed. However, they should not be construed as limiting the scope of this utility model patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this utility model, and these modifications and improvements all fall within the protection scope of this utility model. Therefore, the protection scope of this utility model patent should be determined by the appended claims.

Claims

1. A vehicle-level electrical layout and connection simulation device for EMC testing, comprising a mounting bracket (1), characterized in that: The mounting bracket (1) has a front chassis (2) and a rear chassis (3) slidably mounted on it. The mounting bracket (1) is also provided with an adjustment component (4). The front and rear ends of the adjustment component (4) are connected to the front chassis (2) and the rear chassis (3) respectively. The adjustment component (4) is used to adjust the distance between the front chassis (2) and the rear chassis (3). The front chassis (2) is equipped with a steering wheel set (5), and the rear chassis (3) is equipped with a drive wheel set (6).

2. The vehicle-level electrical layout and connection simulation device for EMC testing according to claim 1, characterized in that: The adjustment assembly (4) includes a double-ended screw (46) and two connecting blocks (41). The two connecting blocks (41) are respectively fixed to the front chassis (2) and the rear chassis (3) at their respective close ends. The double-ended screw (46) is rotatably mounted on the mounting bracket (1). The axis of the double-ended screw (46) is set along the left-right direction. A first threaded block (44) and a second threaded block (45) are respectively installed on the opposite threaded sections at both ends of the double-ended screw (46). A first connecting rod (42) and a second connecting rod (43) are rotatably mounted on the connecting block (41). The other end of the first connecting rod (42) is rotatably mounted on the first threaded block (44), and the other end of the second connecting rod (43) is rotatably mounted on the second threaded block (45). The double-ended screw (46) is connected to the drive end (47).

3. The vehicle-level electrical layout and connection simulation device for EMC testing according to claim 1, characterized in that: The mounting bracket (1) is also provided with a guide mechanism (7), which includes two guide shafts (71) fixed on the mounting bracket (1). The axis of the guide shafts (71) is arranged in the front-rear direction. The lower ends of the front chassis (2) and the rear chassis (3) are respectively provided with a connecting frame (72). The connecting frame (72) is provided with a linear bearing (73), which slides back and forth on the guide shafts (71).

4. The vehicle-level electrical layout and connection simulation device for EMC testing according to claim 3, characterized in that: The mounting bracket (1) is also provided with a limiting bracket (74), and a guide groove (75) is formed between the limiting brackets (74). The left and right ends of the connecting bracket (72) are rotatably mounted with guide wheels (76), and the guide wheels (76) are disposed in the guide groove (75).

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