Powertrain test device and powertrain test system for a vehicle
By combining a hardware simulator with a test bench and utilizing Profinet, CAN, and EtherCAT communication protocols, the limitations of traditional powertrain test benches are overcome. This enables accurate simulation of complex vehicle dynamics models and environmental simulation, reducing costs and shortening the testing cycle.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- YIN MENG DA CHUAN DONG JI SHU (SHANG HAI) YOU XIAN ZE REN GONG SI
- Filing Date
- 2025-09-29
- Publication Date
- 2026-07-14
AI Technical Summary
Traditional powertrain test benches suffer from several drawbacks when dealing with the complex powertrain systems of modern vehicles. These include a lack of complex dynamic model testing capabilities, limited road condition simulation capabilities, high R&D costs and long development cycles, limitations in data acquisition and analysis, and poor integration of control systems. Consequently, they are unable to meet the rapidly changing technological demands.
By combining an in-the-loop hardware simulator and a test bench, closed-loop simulation testing in multiple scenarios is achieved through Profinet, CAN, and EtherCAT communication protocols. This simulates complex vehicle dynamics models, reduces R&D costs, and shortens the testing cycle.
It enables accurate simulation of complex vehicle dynamics models, reduces R&D costs, shortens testing cycles, improves the realism and flexibility of testing, and optimizes environmental simulation capabilities.
Smart Images
Figure CN224501200U_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of vehicle testing technology, and more specifically to powertrain testing apparatus and powertrain testing system for vehicles. Background Technology
[0002] In the current field of vehicle R&D, powertrain test benches play a crucial role as a key tool for evaluating vehicle dynamic performance and control strategies. However, traditional powertrain test bench systems have certain limitations, mainly in the following aspects: lack of testing for complex dynamic models; limited road condition simulation capabilities; high R&D costs and long development cycles; limitations in data acquisition and analysis; and poor integration of control systems.
[0003] The above shortcomings limit the application scope and efficiency of traditional powertrain test benches in modern automobile R&D, especially when faced with increasingly complex vehicle powertrain systems and stringent R&D cycle requirements, these limitations become even more prominent.
[0004] Therefore, developing a new powertrain testing device that can overcome the above-mentioned shortcomings has become an important issue for promoting automotive technology innovation and accelerating product launch. Utility Model Content
[0005] To address the problems in the prior art, this application proposes an improved powertrain testing apparatus and an improved powertrain testing system for vehicles.
[0006] According to one aspect of this application, a powertrain testing apparatus is proposed, comprising an on-loop hardware simulator and a test bench module connected to the on-loop hardware simulator, wherein the on-loop hardware simulator receives selection parameters from an external user to select a simulation model reflecting a test scenario and receives test-related feedback parameters from the test bench, wherein the on-loop hardware simulator calculates and generates at least powertrain parameters, dynamometer parameters, and environmental parameters based on the simulation model selected according to the selection parameters and the feedback parameters. The test bench includes: a powertrain controller connected to an in-the-loop hardware emulator, and powertrain components related to power transmission connected to the powertrain controller, wherein the powertrain controller receives powertrain parameters from the in-the-loop hardware emulator, and the powertrain components receive generated powertrain control signals from the powertrain controller; a dynamometer controller connected to the in-the-loop hardware emulator, and multiple dynamometers connected to the dynamometer controller, wherein the dynamometer controller receives dynamometer parameters from the in-the-loop hardware emulator, and the multiple dynamometers receive generated dynamometer control signals from the dynamometer controller; an environment controller connected to the in-the-loop hardware emulator, and an environment chamber connected to the environment controller, wherein the environment controller receives environmental parameters from the in-the-loop hardware emulator, and the environment chamber receives generated environmental control signals from the environment controller; and a data acquisition unit, one end of which is connected to the powertrain components, the multiple dynamometers, and the environment chamber to acquire feedback data, and the other end of which is connected to the in-the-loop hardware emulator to provide feedback parameters to the in-the-loop hardware emulator.
[0007] In this way, this application improves the powertrain testing device, which combines an in-loop hardware simulator and a test bench. Through the perfect data interaction between the two, it realizes closed-loop simulation testing of vehicles in multiple scenarios, solves the problem that traditional test benches cannot build complex vehicle dynamics models, and reduces the cost of actual road testing in the vehicle development process and shortens the development cycle.
[0008] According to an exemplary embodiment of this application, the in-loop hardware emulator and the test bench are connected via at least one of the Profinet communication protocol, the CAN communication protocol, and the EtherCAT communication protocol.
[0009] According to an exemplary embodiment of this application, the simulation model reflecting the test scenario includes at least: a driver model, a tire model, and a road model.
[0010] According to an exemplary embodiment of this application, the plurality of dynamometers includes a plurality of wheel-side dynamometers connected to the output shaft of the powertrain assembly, each wheel-side dynamometer being disposed at each simulated wheel hub on a test bench and simulating the road resistance of each wheel hub.
[0011] According to an exemplary embodiment of this application, the plurality of dynamometers also include an input dynamometer connected to the output shaft of the powertrain assembly, the input dynamometer simulating at least the torque and speed output by the powertrain assembly.
[0012] According to an exemplary embodiment of this application, the in-loop hardware simulator includes: a parameter receiving interface for receiving selection parameters and feedback parameters, and a dynamics model processor connected to the parameter receiving interface, wherein the dynamics model processor receives the simulation model and feedback parameters and generates at least powertrain parameters, dynamometer parameters and environmental parameters.
[0013] According to an exemplary embodiment of this application, the data acquisition device includes: a plurality of sensors, respectively connected to a powertrain assembly, a plurality of dynamometers and an environmental chamber; and a data transmission interface, connected to the plurality of sensors and connected to an in-loop hardware emulator.
[0014] According to another aspect of this application, a powertrain testing system for a vehicle is provided, including the aforementioned powertrain testing device and a vehicle, which is mounted at the center of the test bench of the powertrain testing device.
[0015] In the embodiments of this application, a technical solution is provided to create a closed-loop test environment by combining a closed-loop hardware simulator with a test bench, so as to at least solve the technical problems of insufficient simulation of complex dynamic systems, high cost and long test cycle and limited test environment in the prior art, and achieve the technical effects of enhancing test realism, shortening test cycle, improving test flexibility and optimizing environment simulation. Attached Figure Description
[0016] The accompanying drawings, which are included to provide a further understanding of the present invention and form part of this application, illustrate exemplary embodiments of the present application and, together with the description thereof, serve to explain the present application and do not constitute an undue limitation thereof. In the drawings:
[0017] Figure 1 This is a schematic diagram illustrating a powertrain testing system for a vehicle according to an exemplary embodiment of this application.
[0018] Figure 2 This is a schematic diagram illustrating the component arrangement of a powertrain testing system for a vehicle according to an exemplary embodiment of this application.
[0019] Figure 3 This is a schematic diagram illustrating a powertrain testing apparatus according to an exemplary embodiment of this application.
[0020] Attached icon number
[0021] 1: Powertrain testing system for vehicles;
[0022] 10: Powertrain testing equipment;
[0023] 11: Vehicles;
[0024] 101: In-Loop Hardware Emulator;
[0025] 102: Test bench;
[0026] 1021: Powertrain controller;
[0027] 1022: Powertrain components;
[0028] 1023: Dynamometer controller;
[0029] 1024: dynamometer;
[0030] 1025: Environmental controller;
[0031] 1026: Environmental Warehouse;
[0032] 1027: Data Acquisition Device. Detailed Implementation
[0033] Hereinafter, embodiments of the present application will be described in detail with reference to the accompanying drawings to facilitate implementation by those skilled in the art. However, the present application may be implemented in many different forms and should not be construed as limited to the embodiments described herein. In the drawings, portions unrelated to the description of the present application will be omitted for clarity. Similar reference numerals refer to similar elements throughout the description. Furthermore, while elements are represented by the same numerals in the description provided with reference to the accompanying drawings, the reference numerals relating to the elements may be varied, and the reference numerals are described only for convenience of description and should not be construed as limiting the concept, features, function, or effect of the elements to the reference numerals.
[0034] In existing technologies, vehicle powertrain testing equipment typically suffers from the following shortcomings when facing the complex powertrain systems and high-performance requirements of modern vehicles: Traditional powertrain test benches often focus on static testing and simple power output testing, which may be insufficient to comprehensively simulate complex vehicle dynamics, such as nonlinear dynamic response and vehicle dynamics under complex road conditions; traditional testing methods, especially in road testing, require a large number of vehicles and personnel, resulting in high costs and long testing cycles. Furthermore, due to the uncontrollable factors of real-world road environments, testing efficiency and data consistency may be affected; existing test benches may not provide comprehensive environmental simulations, such as testing under extreme temperature and humidity conditions, which are crucial for evaluating the reliability and durability of the powertrain. For modern vehicles employing four-wheel independent drive technology, traditional test benches may not provide sufficient flexibility and control to test and verify the driving performance of each wheel separately. Some existing test benches may not be able to achieve closed-loop testing, meaning they cannot adjust test conditions in real time based on the actual performance and feedback of the powertrain, which limits the depth and flexibility of the testing.
[0035] In-the-loop hardware simulation systems simulate different road conditions and driving scenarios in a virtual environment. Traditional hardware simulation systems typically require a large amount of dedicated equipment and infrastructure, resulting in high initial investment and maintenance costs. These systems are often designed for specific types of testing and struggle to adapt to rapidly changing technological requirements and emerging testing scenarios. Adding new features or supporting new components may require significant hardware upgrades or redesigns, leading to limited scalability. Traditional simulations may not be able to handle complex vehicle systems in real time, especially when advanced driver assistance systems (ADAS) or autonomous driving functions are involved.
[0036] These issues highlight the limitations of traditional vehicle powertrain testing equipment in meeting the needs of modern vehicle research and development and testing, prompting the development of new testing technologies and simulation systems to improve the accuracy, efficiency, and safety of testing.
[0037] The improved powertrain testing apparatus proposed in this application addresses several shortcomings in the prior art.
[0038] like Figure 1 , Figure 2 and Figure 3As shown, the powertrain testing system 1 for vehicles includes a vehicle 11 and a powertrain testing device 10, wherein the vehicle 11 is mounted at the center of the test bench 102 of the powertrain testing device 10. When the vehicle is positioned at the center of the test bench 102, the weight distribution and torque balance of the vehicle on a real road can be better simulated. This ensures that the four wheels (if it is four-wheel drive) or two wheels (if it is front-wheel drive or rear-wheel drive) are subjected to uniform force during the test, avoiding the influence of torque differences caused by improper positioning on the accuracy of the test results.
[0039] For vehicles with four-wheel independent drive, wheel-side dynamometers need to be installed at each of the four wheel hubs for independent testing and control. The vehicle being located in the center facilitates the arrangement and connection of these devices, ensuring that each wheel can be accurately tested and monitored.
[0040] While placing the vehicle in the center is standard practice, from a design and engineering perspective, the vehicle can also be positioned in other suitable locations if the structure of the test bench 102 allows and ensures that the above requirements are met. However, this typically requires special design and adjustments to the bench structure, equipment layout, signal wiring, etc., to ensure that the accuracy and safety of the test are not compromised. In most cases, placing the vehicle in the center of the bench is the simplest and most effective solution.
[0041] The powertrain test bench, specifically test bench 102 in this application, is a specialized device for testing and verifying the performance of a vehicle's powertrain system. It is primarily used in the automotive research and development and manufacturing process to simulate the powertrain behavior of a vehicle under different driving conditions and operating states. The powertrain test bench can perform static and dynamic tests on powertrain components such as the engine, electric motor, transmission, drive shaft, and differential to evaluate their performance, efficiency, and reliability.
[0042] A vehicle's powertrain components refer to all components on the vehicle related to the generation and transmission of power; they are all the key components that constitute the vehicle's power transmission system. They work together to transmit the power generated by the engine or electric motor to the wheels, propelling the vehicle forward. Powertrain components include the engine, transmission, drive shaft, clutch, differential, final drive wheels, cooling system, and fuel consumption measurement system, among others. In electric or hybrid vehicles, the powertrain may also include components such as the electric motor, battery, and inverter. The design and performance of the powertrain components directly affect the vehicle's power performance, fuel efficiency (for gasoline vehicles), and driving experience.
[0043] The powertrain testing apparatus 10 includes an in-loop hardware simulator 101 and a test bench 102 connected to the in-loop hardware simulator 101.
[0044] A Hardware-in-the-Loop Simulation System (HIL system), specifically the HIL system 101 described in this application, is an advanced engineering testing and verification technology widely used in the development of complex systems in fields such as automotive, aerospace, rail transportation, and energy systems. The HIL system establishes a closed-loop test system between the actual hardware or controller and the simulation environment by connecting real hardware or its controller to a simulation model, thus simulating the real-world operating environment of the system.
[0045] In a HIL system, hardware or controllers interact with computer-generated simulation models. These simulation models accurately model other components of the system (such as sensors, actuators, environmental conditions, other electronic systems, etc.) and the system's external environment (such as road conditions, weather factors, other vehicle behaviors, etc.). In this way, a HIL system can:
[0046] (1) Testing and verifying hardware: In the early stages of hardware development, hardware or controllers can be tested and verified without waiting for the completion of all system components.
[0047] (2) Saves costs and time: It avoids a lot of physical testing in the real environment, reducing development cycle and costs.
[0048] (3) Improve safety: It can test extreme working conditions that may cause danger in real environment in a safe and controlled laboratory environment.
[0049] (4) Precise control of the test environment: It can precisely control the test conditions and provide a consistent and repeatable test environment, which helps to identify and solve problems.
[0050] For the development of vehicle powertrains, the HIL system can simulate complex vehicle dynamics models, driver models, road surface models, etc., thereby evaluating the powertrain's performance, efficiency, and control strategies. It is especially useful in verifying the performance of ECUs (electronic control units) and software algorithms.
[0051] In summary, the HIL system, by combining real hardware and simulation environments, provides an effective, safe, and economical testing method, and is an indispensable part of the development of modern complex systems.
[0052] In this application, the in-loop hardware simulator 101 receives selection parameters from an external user to select a simulation model that reflects the test scenario and receives test-related feedback parameters from the test bench 102. The in-loop hardware simulator 101 calculates and generates at least powertrain parameters, dynamometer parameters, and environmental parameters based on the simulation model and the feedback parameters.
[0053] Specifically, the in-the-loop hardware simulator 101 includes a parameter receiving interface for receiving selected parameters and feedback parameters. This parameter receiving interface can be, for example, an analog data interface, a digital data interface, a network communication interface, or a fiber optic communication interface. The in-the-loop hardware simulator 101 also includes a dynamics model processor connected to the parameter receiving interface. This dynamics model processor receives the selected simulation model and feedback parameters and generates at least powertrain parameters, dynamometer parameters, and environmental parameters.
[0054] Specifically, after receiving feedback parameters, the dynamic model processor updates the state of the simulation model using these parameters. The real-time simulation platform then performs model calculations based on the received parameters to simulate the behavior of the test bench 102. The calculation process involves solving complex mathematical operations such as differential equations and discrete event modeling.
[0055] Simulation models that reflect test scenarios play a crucial role in vehicle powertrain testing. They help engineers simulate and evaluate vehicle behavior and performance under different operating conditions in a laboratory environment, including at least driver models, tire models, and road models.
[0056] The driver model simulates driver behavior and inputs, such as acceleration, braking, and steering. This includes simulations of pedal position, steering angle, shift logic, and more, to evaluate the vehicle's response to driver commands.
[0057] The tire model simulates the friction characteristics between the tire and the road surface, as well as the tire's behavior under different road conditions, such as ice, wet and slippery surfaces, and sand.
[0058] The road model simulates various road conditions, including slope, road surface roughness, obstacles, curves, slippery conditions, ice and snow, sand, and wading, to test the vehicle's traction control, stability control, and off-road capabilities.
[0059] In addition, the simulation model includes: a vehicle dynamics model, including vehicle mass, inertia, suspension system, tire characteristics, steering system, and braking system, used to simulate the vehicle's motion characteristics under various road conditions and dynamic conditions; an environmental model, including factors such as temperature, humidity, air pressure, and wind, used to evaluate the powertrain's performance under different environmental conditions; an engine model, simulating the engine's operating state, including torque curves, fuel consumption, and emission characteristics, used to evaluate engine performance and power output; an electric motor model, simulating the electric motor's torque output, efficiency, and thermal management characteristics in electric vehicle or hybrid vehicle testing; and a transmission system model, simulating the operation of the transmission, including shift logic, transmission efficiency, and power distribution.
[0060] The dynamics model in the hardware-in-the-loop (HIL) simulation system calculates and generates various test-related parameters by combining parameters received from the test bench with a pre-built simulation model. These parameters include: powertrain parameters, such as torque and speed requirements, which are sent to the powertrain controller 1021 on the test bench to adjust the operating state of the powertrain components 1022; dynamometer parameters, such as drag torque, which are sent to the dynamometer controller 1023 on the test bench to control multiple dynamometers 1024 on the test bench to simulate different road conditions; and environmental parameters, such as simulated temperature and humidity conditions, which are sent to the environmental controller 1025 to adjust the settings of the environmental chamber 1026.
[0061] These calculated and generated parameters are converted into corresponding control signals and sent to the various controllers on the test bench via a communication protocol.
[0062] The in-loop hardware emulator and test bench communicate via at least one of the Profinet, CAN, and EtherCAT communication protocols.
[0063] Profinet, CAN, and EtherCAT are three common network communication protocols in the field of industrial automation, each with its own characteristics and application areas.
[0064] (1) Profinet Communication: Profinet (Process Field Network) is an industrial Ethernet communication technology based on the Ethernet standard IEEE 802.3. Profinet can achieve high-speed data transmission and is suitable for complex automation systems, such as factory automation and process automation. It provides real-time (RT) and synchronous real-time (IRT) communication, enabling devices to exchange data in a deterministic manner, while also enabling standard Ethernet data transmission, such as HTTP and FTP, and supporting network management and diagnostics of devices.
[0065] (2) CAN Communication: CAN (Controller Area Network) is a serial communication protocol widely used in automobiles and industrial equipment. It aims to provide an efficient and reliable method for data exchange between electronic devices within a vehicle. CAN communication uses a multi-master mode, allowing multiple devices to share a single data line, and has good anti-interference capabilities and error detection mechanisms. It can transmit status information, control signals, and data, and is one of the main communication methods in automotive internal networks, used for communication between devices such as engine control, braking systems, airbags, and instrument panels.
[0066] (3) EtherCAT Communication: EtherCAT (Ethernet Control Automation Technology) is a high-performance industrial Ethernet protocol. Combining the high speed of Ethernet with the real-time characteristics of industrial fieldbuses, EtherCAT achieves microsecond-level response times, making it suitable for applications requiring high precision and real-time control, such as motion control and machine automation. Through a master-slave architecture, EtherCAT allows the master controller (typically a PLC or PC) to exchange data at high speed with multiple slave devices, offering very high data transmission rates and low latency.
[0067] Profinet communication, CAN communication, and EtherCAT communication are all wired communication technologies.
[0068] like Figure 3 As shown, the test bench 102 includes: a powertrain controller 1021, a dynamometer controller 1023, and an environmental controller 1025 connected to an in-the-loop hardware emulator 101.
[0069] In addition, the powertrain component 1022 associated with power transmission is connected to the powertrain controller 1021, which receives powertrain parameters from the in-loop hardware emulator 101, and the powertrain component 1022 receives generated powertrain control signals from the powertrain controller 1021.
[0070] Powertrain control signals control powertrain components, such as the engine, electric motor, and transmission, to achieve vehicle acceleration, deceleration, and steering. For example, powertrain control signals precisely adjust the engine or electric motor's speed and torque to adapt to different driving conditions, such as city driving, highway driving, and uphill and downhill driving. They also guide the transmission to shift gears and coordinate the operation of the engine and electric motor to reduce fuel consumption.
[0071] Multiple dynamometers 1024 are connected to a dynamometer controller 1023. The dynamometer controller 1023 receives dynamometer parameters from an in-loop hardware emulator, and the multiple dynamometers 1024 receive generated dynamometer control signals from the dynamometer controller 1023.
[0072] The dynamometer control signal is used to adjust the dynamometer's load, thereby simulating various resistances encountered by a vehicle while driving on a road, including air resistance, rolling resistance, gradient resistance, and additional loads under dynamic driving conditions. Upon receiving the control signal, the dynamometer 1024 can adjust its own resistance or torque in real time, achieving closed-loop interaction with the powertrain being tested.
[0073] The environment chamber 1026 is connected to the environment controller 1025, which receives environmental parameters from the in-loop hardware emulator 101, and the environment chamber 1026 receives generated environmental control signals from the environment controller 1025.
[0074] Through environmental control signals, test benches can create and maintain specific environmental conditions, such as temperature, humidity, and air pressure, which helps simulate the vehicle's operating status under various climatic conditions. For example, low temperatures can be used to test engine cold-start performance, while high temperatures are used to evaluate the effectiveness of cooling systems or overall thermal management solutions. Environmental conditions affect the performance and efficiency of the powertrain. For instance, the thin air at high altitudes can affect combustion efficiency, thus impacting engine output; in cold conditions, the viscosity of lubricating oil increases, potentially affecting transmission efficiency and wear. Environmental control is not limited to temperature; it can be extended to simulating different altitudes, humidity conditions, and even simulating salt spray environments for corrosion testing. This greatly expands testing capabilities, allowing a wider range of application scenarios to be covered on a single test bench.
[0075] The test bench 102 also includes a data acquisition unit 1027, one end of which is connected to the powertrain assembly 1022, multiple dynamometers 1024 and environmental chamber 1026 to acquire feedback data, and the other end of which is connected to an in-loop hardware emulator 101 to provide feedback parameters to the in-loop hardware emulator 101.
[0076] The data acquisition unit 1027 includes multiple sensors that are connected to the powertrain assembly 1022, multiple dynamometers 1024 and the environmental chamber 1026, respectively, for measuring data from each component.
[0077] In other words, the data acquisition unit 1027 is responsible for collecting and recording real-time data from various test components during powertrain testing and vehicle performance evaluation. This data is crucial for analyzing powertrain behavior, evaluating performance metrics, and diagnosing potential problems.
[0078] When control signals are applied to the corresponding components, those components generate operational data. Sensors measure the operational data of each component. For example, engine data includes speed, torque, temperature, pressure, and vibration; transmission data includes gear position, shift points, input and output speeds; energy management data includes state of charge, charging and discharging current, and battery temperature; vehicle status data includes vehicle speed, acceleration, and steering angle; dynamometer data includes drag coefficient, speed, and power; and environmental data includes temperature and humidity, air pressure, and wind speed within the environmental chamber.
[0079] The data acquisition unit 1027 aggregates this information from different components, processes and analyzes it, and then feeds it back to the on-loop hardware simulator 101 to achieve closed-loop testing and further improve the authenticity and effectiveness of the test.
[0080] In addition, the data acquisition unit 1027 can also provide this information from different components to test engineers or host computer systems for in-depth performance analysis, troubleshooting, optimization suggestions, and generation of test result reports.
[0081] In this application, virtual simulation and physical testing are closely integrated. By receiving and processing simulation model selections from users and feedback parameters from test benches 102 in real time through the on-loop hardware simulator 101, the powertrain testing is provided with both real-time and accuracy assurance.
[0082] The in-loop hardware simulator 101 not only generates powertrain parameters based on the simulation model and feedback parameters, but also generates dynamometer parameters and environmental parameters. This means that it can comprehensively simulate the operation of the powertrain in complex environments, including power output, load simulation, and environmental conditions.
[0083] The data acquisition unit 1027 not only collects real-time data from the test bench but also feeds this data back to the HIL simulator, forming a closed-loop control system. This mechanism ensures the accuracy and consistency of the testing process and helps to adjust test conditions in real time to better match the simulation model.
[0084] The powertrain testing device 10 of this application overcomes the limitations of traditional powertrain test benches that cannot accurately simulate complex vehicle dynamics models and diverse road conditions, providing a more realistic and comprehensive testing environment. Compared with time-consuming and costly actual road testing, this application significantly shortens the testing cycle and reduces costs through HIL simulation, especially in the initial design verification stage.
[0085] In addition, the plurality of dynamometers 1024 include a plurality of wheel-side dynamometers connected to the output shaft of the powertrain assembly 1022, each wheel-side dynamometer being positioned at each simulated wheel hub on the test bench 102 and simulating the road resistance of each wheel hub.
[0086] like Figure 2 As shown, within the environmental chamber 1026, multiple dynamometers 1024 include four wheel-side dynamometers and one high-speed input dynamometer.
[0087] Wheel-end dynamometers are typically positioned at the tires or rims of a vehicle to directly measure and control the torque and speed of each wheel. In the context of powertrain test benches, wheel-end dynamometers are mounted at the locations simulating individual wheels to simulate various road conditions and loads, testing and validating the performance of four-wheel independent drive systems or other types of drive systems.
[0088] Specifically, in a four-wheel independent drive powertrain testing system, each tire's hub is equipped with a wheel-side dynamometer. These dynamometers are connected to simulated wheels on the test bench via couplings or direct coupling, enabling them to independently load and measure the torque and speed of each wheel. This allows for precise simulation of various driving and operating conditions, such as acceleration, braking, hill climbing, and cornering. In this way, engineers can meticulously evaluate and optimize the vehicle's power distribution, traction control, and overall performance.
[0089] The multiple dynamometers 1024 also include an input dynamometer connected to the output shaft of the powertrain assembly 1022, the input dynamometer simulating the torque and speed output by the powertrain assembly 1024.
[0090] In the field of powertrain testing, high-speed input dynamometers are typically used to connect directly to the output shaft of an engine or electric motor to simulate load changes and accurately measure the impact of these changes on power output.
[0091] In the embodiments of this application, a technical solution is provided to create a closed-loop test environment by combining a closed-loop hardware simulator with a test bench module, so as to at least solve the technical problems of insufficient simulation of complex dynamic systems, high cost and long test cycle and limited test environment in the prior art, and achieve the technical effects of enhancing test realism, shortening test cycle, improving test flexibility and optimizing environment simulation.
[0092] In the above embodiments of this application, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.
[0093] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways.
[0094] The above description is only a preferred embodiment of this application. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of this application, and these improvements and modifications should also be considered within the scope of protection of this application.
Claims
1. A powertrain testing device (10), characterized in that, The powertrain testing apparatus includes an in-the-loop hardware simulator (101) and a test bench (102) connected to the in-the-loop hardware simulator, wherein, The hardware simulator in the loop (101) receives selection parameters from an external user to select a simulation model that reflects the test scenario and receives test-related feedback parameters from the test bench. The hardware simulator in the loop outputs powertrain parameters, dynamometer parameters and environmental parameters based on the simulation model selected according to the selection parameters and the feedback parameters. The test bench (102) includes: A powertrain controller (1021) connected to the hardware emulator in the loop, and a powertrain assembly (1022) connected to the powertrain controller, wherein the powertrain controller receives powertrain parameters from the hardware emulator in the loop, and the powertrain assembly receives powertrain control signals from the powertrain controller; A dynamometer controller (1023) connected to the hardware emulator in the loop, and a plurality of dynamometers (1024) connected to the dynamometer controller, wherein the dynamometer controller receives dynamometer parameters from the hardware emulator in the loop, and the plurality of dynamometers receive dynamometer control signals from the dynamometer controller; An environment controller (1025) is connected to the hardware emulator in the loop, and an environment container (1026) is connected to the environment controller, wherein the environment controller receives the environment parameters from the hardware emulator in the loop, and the environment container receives environment control signals from the environment controller; A data acquisition unit (1027) is provided, with one end connected to the powertrain assembly, the plurality of dynamometers and the environmental chamber to acquire feedback data, and the other end connected to the in-loop hardware emulator to provide the feedback parameters to the in-loop hardware emulator.
2. The powertrain testing device (10) according to claim 1, characterized in that, The in-the-loop hardware emulator and the test bench are connected via at least one of the Profinet, CAN, and EtherCAT communication protocols.
3. The powertrain testing device (10) according to claim 1, characterized in that, The simulation model reflecting the test scenario includes at least: a driver model, a tire model, and a road model.
4. The powertrain testing device (10) according to claim 1, characterized in that, The plurality of dynamometers includes a plurality of wheel-side dynamometers connected to the output shaft of the powertrain assembly, each of the wheel-side dynamometers being positioned at each simulated wheel hub on the test bench and simulating the road resistance of each wheel hub.
5. The powertrain testing device (10) according to claim 4, characterized in that, The plurality of dynamometers also includes an input dynamometer connected to the output shaft of the powertrain assembly, the input dynamometer simulating at least the torque and speed output by the powertrain assembly.
6. The powertrain testing device (10) according to claim 1, characterized in that, The in-loop hardware emulator includes: The parameter receiving interface receives the selection parameters and the feedback parameters, and A dynamic model processor is connected to the parameter receiving interface. The dynamic model processor receives the simulation model and the feedback parameters and generates at least the powertrain parameters, the dynamometer parameters, and the environmental parameters.
7. The powertrain testing device (10) according to claim 1, characterized in that, The data acquisition device includes: Multiple sensors are respectively connected to the powertrain assembly, the multiple dynamometers, and the environmental chamber; A data transmission interface is provided, which is connected to the plurality of sensors and to the in-loop hardware emulator.
8. A powertrain testing system (1) for vehicles, characterized in that, The powertrain testing system includes: The powertrain testing apparatus (10) according to any one of claims 1 to 7, and The vehicle (11) is mounted at the center of the test bench of the powertrain test apparatus.