Electric vehicle test run device

Abstract

The utility model provides an electric vehicle test run device which comprises a connecting piece used for being connected with a motor and a rear axle assembly and further comprises a motor connector arranged in the connecting piece and used for being connected with the motor and a main reduction motor shaft of the rear axle assembly. The motor connector comprises a connector body, a sleeve and a spline sleeve, the sleeve is fixedly connected with the spline sleeve, one end of the connector body is used for being connected with the output end of the motor, and the other end of the connector body is used for being connected with a rear axle assembly main reducer motor shaft. The utility model can effectively solve the technical problems that in the prior art, when a rear axle assembly is tested, manual operation can only be carried out, the efficiency is low, the consumed time is long, the rotating speed is too low, whether abnormal sound exists or not can not be checked, and the temperature rise after operation is too high or not.

Description

Technical Field

[0001] This utility model relates to the technical field of rear axle assembly testing equipment, specifically to an electric vehicle testing device. Background Technology

[0002] Previously, rear axle assembly testing was conducted by connecting the main reduction gear flange. However, electric vehicle main reduction gear motor shafts lack flanges and instead use motor shaft splines. This prevents existing testing devices from being properly connected, requiring manual rotation a few times to check for any abnormalities. Due to the low rotation speed, this is insufficient for initial testing to check for abnormal noises or whether the main reduction gear heats up after operation.

[0003] The existing technology lacks equipment that can perform fast rear axle assembly testing. Existing testing devices cannot be connected, and testing can only be done manually, which is inefficient, time-consuming, and cannot check for abnormal noises or excessive temperature rise after operation due to low speed. Utility Model Content

[0004] The purpose of this utility model is to provide an electric vehicle test device, which can effectively solve the technical problems of the prior art in that the test of the rear axle assembly can only be done manually, which is inefficient, time-consuming, and cannot check for abnormal noises due to the low speed, and whether the temperature rises too high after operation.

[0005] To solve the above-mentioned technical problems, the technical solution adopted by this utility model is as follows:

[0006] An electric vehicle testing device includes a connector for connecting to a motor and a rear axle assembly.

[0007] It also includes a motor connector located inside the connector for connecting to the motor and the main reduction motor shaft of the rear axle assembly;

[0008] The motor connector includes a connector, a sleeve, and a splined sleeve. The sleeve and the splined sleeve are fixedly connected. One end of the connector is used to connect to the output end of the motor, and the other end is used to connect to the main reduction motor shaft of the rear axle assembly.

[0009] In one embodiment of this utility model, the sleeve and the spline sleeve are an integral structure.

[0010] In one embodiment of this utility model, the sleeve and the spline sleeve are fixed together as an integral structure by welding.

[0011] In one embodiment of the present invention, the connector includes a cylindrical body and a first connecting plate and a second connecting plate disposed on both sides of the cylindrical body. The first connecting plate is used to be fixedly connected to the motor housing, and the second connecting plate is used to be fixedly connected to the rear axle assembly housing.

[0012] In one embodiment of this utility model, a plurality of weight-reducing holes are arranged in an array on the side of the cylinder.

[0013] In one embodiment of this utility model, a double-ended bolt is provided on the second connecting plate, and the second connecting plate is connected to the rear axle assembly housing by the double-ended bolt.

[0014] In one embodiment of this utility model, the connector is connected to the sleeve and the output end of the motor by means of clamping and fixing.

[0015] In one embodiment of the present invention, the connector includes a connector body with a cylindrical structure, and clamping structures are provided on both sides of the connector body.

[0016] In one embodiment of the present invention, the connector body has a first dividing groove and a second dividing groove at its end. The first dividing groove is arranged along the axial direction of the connector body, and the second dividing groove is arranged along the radial direction of the connector body. After the first dividing groove and the second dividing groove are connected to each other, a first clamping part and a second clamping part are formed at the end of the connector body. The first clamping part and the second clamping part are connected by bolts to form the clamping structure.

[0017] Compared with the prior art, the present invention has the following beneficial effects:

[0018] This utility model mainly consists of a connector and a motor connector. The motor connector includes a connector, a sleeve, and a splined sleeve. The sleeve and the splined sleeve are fixedly connected. One end of the connector is used to connect to the output end of the motor, and the other end is used to connect to the main reduction motor shaft of the rear axle assembly. In actual use, through the direct engagement of the splined sleeve and the splined motor shaft, no modification to the existing motor structure is required, achieving precise power transmission and supporting high-speed motor operation. It can detect key indicators such as abnormal noise, vibration, and temperature rise, improving the reliability of the test run. It can effectively solve the technical problems of existing technologies where rear axle assembly test runs can only be performed manually, resulting in low efficiency, long time consumption, inability to check for abnormal noise at low speeds, and excessive temperature rise after operation. Attached Figure Description

[0019] To more clearly illustrate the technical solutions of the embodiments of this utility model, the drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this utility model and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained from these drawings without creative effort.

[0020] Figure 1 This is a schematic diagram of the overall structure of this utility model.

[0021] Figure 2This is a schematic diagram showing the positional relationship between the motor connector and the connecting parts of this utility model.

[0022] Figure 3 This is a schematic diagram of the overall structure of the motor connector of this utility model.

[0023] Figure 4 This is a schematic diagram of the utility model in use.

[0024] Figure label:

[0025] 101 Motor, 102 Rear axle assembly, 103 Connector, 104 Rear axle assembly main reduction motor shaft, 105 Motor connector, 106 Connector, 107 Sleeve, 108 Splined sleeve, 109 Cylinder body, 110 First connecting plate, 111 Second connecting plate, 112 Rear axle assembly housing, 113 Double-ended bolt, 114 Connector body, 115 Clamping structure, 116 First dividing groove, 117 Second dividing groove, 118 First clamping part, 119 Second clamping part, 120 Weight reduction hole. Detailed Implementation

[0026] In the following description, only certain exemplary embodiments are briefly described. As those skilled in the art will recognize, the described embodiments can be modified in various ways without departing from the spirit or scope of the present invention. Therefore, the drawings and description are considered to be exemplary in nature and not restrictive.

[0027] In the description of the embodiments of this utility model, it should be understood that the terms "length", "vertical", "horizontal", "top", "bottom", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings. They are only for the convenience of describing the embodiments of this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the embodiments of this utility model.

[0028] 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 the embodiments of this utility model, "a plurality of" means two or more, unless otherwise explicitly specified.

[0029] In this embodiment of the invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a communication connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this embodiment of the invention according to the specific circumstances.

[0030] In this embodiment of the invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature being directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature being directly above or diagonally above the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0031] The following disclosure provides many different implementations or examples for different structures of the embodiments of the present invention. To simplify the disclosure of the embodiments of the present invention, specific examples of components and arrangements are described below. Of course, these are merely examples and are not intended to limit the embodiments of the present invention. Furthermore, reference numerals and / or reference letters may be repeated in different examples of the embodiments of the present invention; such repetition is for simplification and clarity and does not in itself indicate a relationship between the various implementations and / or arrangements discussed.

[0032] The embodiments of this utility model will now be described in detail with reference to the accompanying drawings.

[0033] See Figures 1-4 This embodiment discloses an electric vehicle test device, including a connector 103 for connecting to a motor 101 and a rear axle assembly 102.

[0034] It also includes a motor connector 105 disposed inside the connector 103 for connecting to the motor 101 and the main reduction motor shaft 104 of the rear axle assembly;

[0035] The motor connector 105 includes a connector 106, a sleeve 107 and a splined sleeve 108. The sleeve 107 and the splined sleeve 108 are fixedly connected. One end of the connector 106 is used to connect to the output end of the motor 101, and the other end is used to connect to the main reduction motor shaft 104 of the rear axle assembly.

[0036] This utility model mainly consists of a connector 103 and a motor connector 105. The motor connector 105 includes a connector 106, a sleeve 107, and a splined sleeve 108. The sleeve 107 and the splined sleeve 108 are fixedly connected. One end of the connector 106 is used to connect to the output end of the motor 101, and the other end is used to connect to the main reduction motor shaft 104 of the rear axle assembly. In actual use, through the direct meshing of the splined sleeve 108 with the splined shaft of the motor 101, there is no need to modify the existing structure of the motor 101, achieving precise power transmission to support the high-speed operation of the motor 101. It can detect key indicators such as abnormal noise, vibration, and temperature rise, improving the reliability of the test run. It can effectively solve the technical problems of the prior art, which requires manual operation during the test run of the rear axle assembly 102, resulting in low efficiency, long time consumption, inability to check for abnormal noise at low speeds, and excessive temperature rise after operation.

[0037] This embodiment uses a split-design connector 106 and sleeve 107-spline sleeve 108 to form an axial force transmission path. The inner wall of the spline sleeve 108 engages with the external spline of the motor 101 shaft, replacing the traditional flange structure and achieving direct adaptation without modification. This overcomes the limitation of existing test equipment relying on flange connections, adapts to the spline motor 101 shaft, and solves the connection mismatch problem. The connector 106 and sleeve 107 are detachable, facilitating the replacement of adapter components for different specifications of motor 101 shafts and expanding the application scenarios of the device.

[0038] In one embodiment of this utility model, the sleeve 107 and the spline sleeve 108 are an integral structure. The integral structure avoids stress concentration caused by welding or bolted connections, thereby improving torque transmission efficiency.

[0039] In one embodiment of this utility model, the sleeve 107 and the spline sleeve 108 are fixed into an integral structure by welding. In specific implementation, the separate sleeve 107 and the spline sleeve 108 are fused into a whole by laser welding or friction welding. Welding after separate processing reduces the difficulty and cost of integral processing of complex spline structures.

[0040] In one embodiment of the present invention, the connector 103 includes a cylindrical body 109 and a first connecting plate 110 and a second connecting plate 111 disposed on both sides of the cylindrical body 109. The first connecting plate 110 is used to be fixedly connected to the housing of the motor 101, and the second connecting plate 111 is used to be fixedly connected to the housing of the rear axle assembly 112.

[0041] In one embodiment of the present invention, a plurality of weight-reducing holes 120 are arranged in an array on the side of the cylinder 109.

[0042] In one embodiment of the present invention, a double-ended bolt 113 is provided on the second connecting plate 111, and the second connecting plate 111 is connected to the rear axle assembly housing 112 by the double-ended bolt 113.

[0043] In one embodiment of this utility model, the connector 106 is connected to the sleeve 107 and the output end of the motor 101 by means of clamping and fixing.

[0044] In one embodiment of the present invention, the connector 106 includes a connector body 114 with a cylindrical structure, and clamping structures 115 are provided on both sides of the connector body 114.

[0045] In one embodiment of the present invention, the connector body 114 is provided with a first dividing groove 116 and a second dividing groove 117 at its end. The first dividing groove 116 is arranged axially along the connector body 114, and the second dividing groove 117 is arranged radially along the connector body 114. After the first dividing groove 116 and the second dividing groove 117 are interconnected, a first clamping part 118 and a second clamping part 119 are formed at the end of the connector body 114. The first clamping part 118 and the second clamping part 119 are connected by bolts to form the clamping structure 115.

[0046] The connector body 114 of this utility model forms an elastic clamping part at the end through axial and radial dividing grooves. The clamping force is adjusted by bolts to achieve an interference fit with the shaft of motor 101. The elastic deformation of the clamping part compensates for the shaft diameter tolerance, ensuring a tight fit between different shaft diameters.

[0047] Although preferred embodiments of the present invention have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments as well as all changes and modifications falling within the scope of the present invention.

[0048] The above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. It should be noted that any modifications, equivalent substitutions and improvements made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. An electric vehicle test device, comprising a connector for connecting to a motor and a rear axle assembly, characterized in that: It also includes a motor connector located inside the connector for connecting to the motor and the main reduction motor shaft of the rear axle assembly; The motor connector includes a connector, a sleeve, and a splined sleeve. The sleeve and the splined sleeve are fixedly connected. One end of the connector is used to connect to the output end of the motor, and the other end is used to connect to the main reduction motor shaft of the rear axle assembly.

2. The electric vehicle test device according to claim 1, characterized in that: The sleeve and spline sleeve are integrated into one piece.

3. The electric vehicle test drive device of claim 1, wherein: The sleeve and spline sleeve are fixed together as a single unit by welding.

4. The electric vehicle test drive device of claim 1, wherein: The connector includes a cylindrical body and a first connecting plate and a second connecting plate disposed on both sides of the cylindrical body. The first connecting plate is used for fixed connection with the motor housing, and the second connecting plate is used for fixed connection with the rear axle assembly housing.

5. The electric vehicle test device according to claim 4, characterized in that: Several weight-reduction holes are arranged in an array on the side of the cylinder.

6. The electric vehicle test device according to claim 4, characterized in that: The second connecting plate is equipped with double-ended bolts, and the second connecting plate is connected to the rear axle assembly housing by the double-ended bolts.

7. An electric vehicle testing device according to any one of claims 1-6, characterized in that: The connector is fixed to the sleeve and the output end of the motor by means of clamping.

8. The electric vehicle test device according to claim 7, characterized in that: The connector includes a connector body with a cylindrical structure, and clamping structures are provided on both sides of the connector body.

9. The electric vehicle test device according to claim 8, characterized in that: The connector body has a first dividing groove and a second dividing groove at its end. The first dividing groove is arranged along the axial direction of the connector body, and the second dividing groove is arranged along the radial direction of the connector body. After the first dividing groove and the second dividing groove are connected to each other, a first clamping part and a second clamping part are formed at the end of the connector body. The first clamping part and the second clamping part are connected by bolts to form the clamping structure.

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