Electric drive reduction gearbox parking function dynamic test bench

Abstract

The utility model discloses a kind of electric drive reduction gearbox's parking function dynamic test bench, including the input end inertia flywheel connected with prototype input end, the first inertia flywheel assembly and the second inertia flywheel assembly respectively connected with the two output ends of prototype, the first torque sensor connected with the first inertia flywheel assembly, the second torque sensor connected with the second inertia flywheel assembly, the first dynamometer connected with the first torque sensor and the second dynamometer connected with the second torque sensor;First inertia flywheel assembly and first inertia flywheel assembly all include output end inertia flywheel and transmission shaft, output end inertia flywheel has multiple models of different sizes, and output end inertia flywheel and transmission shaft are detachably connected.The utility model electric drive reduction gearbox's parking function dynamic test bench, the inertia flywheel with different diameter and thickness and multiple models selectable are set, test system flexibility is strong, and the test of different types of electric drive reduction gearbox is realized compatible.

Description

Technical Field

[0001] This utility model belongs to the field of testing equipment technology. Specifically, this utility model relates to a dynamic test bench for the parking function of an electric drive gearbox. Background Technology

[0002] Verification testing of the parking mechanism of the gearbox in electric vehicles plays a crucial role in new energy vehicle testing. When the vehicle is stationary, especially on a slope, the parking lock mechanism must be engaged to prevent the vehicle from rolling. To ensure parking reliability, parking and de-parking verification needs to be conducted on a test bench under uphill and downhill conditions and different slope angles. Verification scenarios include the vehicle going uphill and downhill, as well as the stress conditions corresponding to different slope angles. Different slope angles will cause significant differences in the torque load borne by the parking mechanism. For example, the mechanism needs to withstand greater static torque under steep slope conditions. If testing is only conducted on a single angle or under a single condition, it cannot fully cover real-world driving scenarios, which can lead to limited test results and make it difficult to truly reflect the working performance of the parking mechanism in complex real-world environments.

[0003] However, existing testing methods for electric drive gearbox parking mechanisms still have shortcomings, such as poor adaptability and difficulty in compatibility with different types of parking mechanisms. The installation and usage scenarios (such as vehicle curb weight, gear ratio, and expected slope adaptability) of electric drive gearbox parking mechanisms vary across different vehicle models. The corresponding parking mechanisms require specific mass inertia to simulate the actual vehicle inertia during testing. However, the mass inertia components on existing test benches are mostly fixed designs, making it impossible to quickly replace them according to the adaptation requirements of different parking mechanisms.

[0004] Chinese Patent Application No. 202010862516.2 discloses a method and apparatus for testing the parking mechanism of an automotive drive unit. The method includes a testing bench and four steps: docking a parking test unit with the unit under test, abusive parking test, uphill / downhill parking test, and differential test. The apparatus includes a testing bench with the unit under test mounted on it. The unit under test is connected to an input / output dynamometer transmission system. The parking lever shaft of the unit under test is docked with the parking test unit. The parking test unit includes a servo motor, a bracket, a coupling, a torque sensor, a shaft, a bearing, a shaft support, a corrugated coupling, a drive shaft sleeve, a clamp, a telescopic drive sleeve, and a spring. The technical solution disclosed in this patent document also fails to solve the aforementioned technical problems.

[0005] This invention provides a dynamic test bench for the parking function of an electric drive gearbox, with a particular focus on how to improve adaptability and achieve testing compatible with different types of electric drive gearboxes. Utility Model Content

[0006] This invention aims to solve at least one of the technical problems existing in the prior art. To this end, this invention provides a dynamic test bench for the parking function of an electric drive gearbox, with the purpose of improving adaptability and enabling testing compatible with different types of electric drive gearboxes.

[0007] To achieve the above objectives, the technical solution adopted by this utility model is as follows: a dynamic test bench for the parking function of an electric drive gearbox, including a motherboard for mounting a prototype, an input inertia flywheel connected to the input end of the prototype, a first inertia flywheel assembly and a second inertia flywheel assembly respectively connected to the two output ends of the prototype, a first torque sensor connected to the first inertia flywheel assembly, a second torque sensor connected to the second inertia flywheel assembly, a first dynamometer connected to the first torque sensor, and a second dynamometer connected to the second torque sensor; Both the first inertia flywheel assembly and the first inertia flywheel assembly include an output inertia flywheel and a drive shaft. The output inertia flywheel has various models with different sizes, and the output inertia flywheel and the drive shaft are detachably connected.

[0008] The output inertia flywheel and the drive shaft are connected by bolts.

[0009] The first inertia flywheel assembly includes a first output inertia flywheel and a second output inertia flywheel. The first output inertia flywheel is connected to the first torque sensor via a first drive shaft. The first output inertia flywheel is connected to the second output inertia flywheel via a second drive shaft. The second output inertia flywheel is connected to the output end of the prototype via a third drive shaft.

[0010] The two ends of the second drive shaft are respectively connected to the first output inertia flywheel and the second output inertia flywheel by bolts.

[0011] The second inertia flywheel assembly includes a third output inertia flywheel and a fourth output inertia flywheel. The third output inertia flywheel is connected to the second torque sensor via a fourth drive shaft. The third output inertia flywheel is connected to the fourth output inertia flywheel via a fifth drive shaft. The fourth output inertia flywheel is connected to the output end of the prototype via a sixth drive shaft.

[0012] The two ends of the fifth drive shaft are respectively connected to the third output inertia flywheel and the fourth output inertia flywheel by bolts.

[0013] This utility model provides a dynamic test bench for the parking function of electric drive gearboxes. The inertia flywheels are available in various models with different diameters and thicknesses, which improves the adaptability of the test system and makes the test system highly flexible, enabling testing of different types of electric drive gearboxes. Attached Figure Description

[0014] This manual includes the following figures, which illustrate the following: Figure 1 This is a schematic diagram of the dynamic test bench for the parking function of the electric drive gearbox of this utility model; The components in the diagram are labeled as follows: 1. Motherboard; 2. Prototype; 3. Temperature sensor; 4. Ratchet; 5. Vent; 6. Parking motor; 7. Input inertia flywheel; 8. First output inertia flywheel; 9. Second output inertia flywheel; 10. Third output inertia flywheel; 11. Fourth output inertia flywheel; 12. First torque sensor; 13. Second torque sensor; 14. First drive shaft; 15. Second drive shaft; 16. Third drive shaft; 17. Sixth drive shaft; 18. Fifth drive shaft; 19. Fourth drive shaft; 20. First dynamometer; 21. Second dynamometer; 22. Host computer. Detailed Implementation

[0015] The specific embodiments of this utility model will be further described in detail below with reference to the accompanying drawings, in order to help those skilled in the art to have a more complete, accurate and in-depth understanding of the concept and technical solution of this utility model, and to facilitate its implementation.

[0016] like Figure 1 As shown, this utility model provides a dynamic test bench for the parking function of an electric drive gearbox, including a motherboard 1 for mounting a prototype 2, an input inertia flywheel 7 connected to the input end of the prototype 2, a first inertia flywheel assembly and a second inertia flywheel assembly respectively connected to the two output ends of the prototype 2, a first torque sensor 12 connected to the first inertia flywheel assembly, a second torque sensor 13 connected to the second inertia flywheel assembly, a first dynamometer 20 connected to the first torque sensor 12, and a second dynamometer 21 connected to the second torque sensor 13; both the first inertia flywheel assembly and the first inertia flywheel assembly include an output inertia flywheel and a drive shaft. The output inertia flywheels have various models with different sizes, and the output inertia flywheel and the drive shaft are detachably connected, making it convenient to replace the output inertia flywheel.

[0017] Specifically, the output inertia flywheel is available in various models with different diameters and thicknesses. The output inertia flywheel and the drive shaft are connected by multiple bolts, and through holes are provided at the ends of the output inertia flywheel and the drive shaft to allow the bolts to pass through.

[0018] In this embodiment, as Figure 1As shown, the first inertia flywheel assembly includes a first output inertia flywheel 8 and a second output inertia flywheel 9. The first output inertia flywheel 8 is connected to the first torque sensor 12 via a first drive shaft 14. The first output inertia flywheel 8 is connected to the second output inertia flywheel 9 via a second drive shaft 15. The second output inertia flywheel 9 is connected to the output end of the prototype 2 via a third drive shaft 16. Both ends of the second drive shaft 15 are connected to the first output inertia flywheel 8 and the second output inertia flywheel 9 respectively via bolts. The end of the first drive shaft 14 is connected to the first output inertia flywheel 8 via bolts, and the end of the third drive shaft 16 is connected to the second output inertia flywheel 9 via bolts. The two flywheels, through series connection, can achieve inertia superposition, with the total inertia being the sum of the inertia of the two flywheels. This accurately meets the testing requirements of the prototype 2 for large load inertia, ensuring the authenticity of the test conditions.

[0019] In this embodiment, as Figure 1 As shown, the second inertia flywheel assembly includes a third output inertia flywheel 10 and a fourth output inertia flywheel 11. The third output inertia flywheel 10 is connected to the second torque sensor 13 via a fourth drive shaft 19. The third output inertia flywheel 10 is connected to the fourth output inertia flywheel 11 via a fifth drive shaft 18. The fourth output inertia flywheel 11 is connected to the output end of the prototype 2 via a sixth drive shaft 17. Both ends of the fifth drive shaft 18 are connected to the third output inertia flywheel 10 and the fourth output inertia flywheel 11 respectively via bolts. The end of the sixth drive shaft 17 is connected to the third output inertia flywheel 10 via bolts, and the end of the fourth drive shaft 19 is connected to the fourth output inertia flywheel 11 via bolts. The two flywheels, through series connection, can achieve inertia superposition, with the total inertia being the sum of the inertia of the two flywheels. This accurately meets the testing requirements of the prototype 2 for large load inertia, ensuring the authenticity of the test conditions.

[0020] like Figure 1 As shown, the host computer 22 is electrically connected to the parking motor 6, the first dynamometer 20, the second dynamometer 21, the first torque sensor 12, and the second torque sensor 13, respectively, so as to control the parking motor 6 to operate through electrical signals, and control the first dynamometer 20 and the second dynamometer 21 to output load or adjust speed.

[0021] like Figure 1 As shown, prototype 2 is fixed to mother plate 1. Prototype 2 contains a parking motor 6 and a ratchet 4. The parking motor 6 is connected to a parking pawl, which engages with the ratchet 4 to park or release the vehicle. The output end of prototype 2 includes a first half-shaft and a second half-shaft. The first half-shaft is connected to a third drive shaft 16, and the second half-shaft is connected to a sixth drive shaft 17. Prototype 2 has an internal cavity for adding lubricating oil. The ratchet 4 is located within the cavity, and when its outer circumference rotates, it splashes lubricating oil onto the parking mechanism.

[0022] like Figure 1 As shown, the prototype 2 is equipped with a temperature sensor 3 and a vent 5. The temperature sensor 3 is embedded in the oil pan of the prototype 2, and the vent 5 penetrates the housing of the prototype 2 and communicates with the accommodating cavity.

[0023] like Figure 1 As shown, the parking motor 6 is assembled inside the prototype 2, which is fixed to the mother plate 1. The parking ratchet 4 is connected to the input shaft and to the input inertia flywheel 7. The first half-shaft of the output end of the prototype 2 is connected to the second output inertia flywheel 9 via the third drive shaft 16, and to the first output inertia flywheel 8 via the second drive shaft 15, and to the first torque sensor 12 via the first drive shaft 14. The second half-shaft of the output end of the prototype 2 is connected to the third output inertia flywheel 10 via the sixth drive shaft 17, and to the fourth output inertia flywheel 11 via the fifth drive shaft 18, and to the second torque sensor 13 via the fourth drive shaft 19. The first dynamometer 20 and the second dynamometer 21 can simulate the slope angle load and can also perform speed control to realize parking verification at different vehicle speeds.

[0024] Because it is a dynamic loading test, an appropriate amount of lubricating oil can be added to the inside of prototype 2 in advance. When ratchet 4 rotates, it will splash the lubricating oil onto the parking mechanism to meet the lubrication requirements.

[0025] During the test, the host computer 22 controls the parking computer to control the parking motor 6 to push the parking pawl and ratchet 4 to achieve parking and unlocking actions. The host computer 22 controls two dynamometers to load the wheel ends to simulate the force state of the whole vehicle at different slope angles when the vehicle is parked. The inertia flywheel simulates the actual force state of the parking mechanism under the action of the vehicle's inertia when unlocking the vehicle.

[0026] 1. During the test, the torque was applied by the dynamometer when simulating parking on a ramp.

[0027] 2. During the test, the inertia flywheel simulates the state of the whole vehicle when the parking brake is released, to prevent the motor from running away at the moment of release.

[0028] 3. During the test, the host computer can control the above variables according to the test requirements to simulate various slope angles and different working conditions of parking and unparking, so as to meet the dynamic load test of the parking function.

[0029] The dynamic test bench for the parking function of the electric drive reduction gearbox of this utility model has the following advantages: 1. The testing system is highly flexible. The torque of the dynamometer can be controlled in real time by the host computer to realize the force state of the parking mechanism under different slope angles.

[0030] 2. By setting the program on the host computer, parking and unlocking tests under different working conditions can be performed automatically and continuously.

[0031] 3. Due to the different installation and usage scenarios of different parking mechanisms, a matching mass inertia flywheel can be replaced.

[0032] The present invention has been described above by way of example with reference to the accompanying drawings. Obviously, the specific implementation of the present invention is not limited to the above-described manner. Any non-substantial improvements made using the inventive concept and technical solution of the present invention; or the direct application of the inventive concept and technical solution to other situations without modification, are all within the protection scope of the present invention.

Claims

1. A dynamic test bench for the parking function of an electric drive reduction gearbox, characterized in that, It includes a motherboard for mounting the prototype, an input inertia flywheel connected to the input end of the prototype, a first inertia flywheel assembly and a second inertia flywheel assembly respectively connected to the two output ends of the prototype, a first torque sensor connected to the first inertia flywheel assembly, a second torque sensor connected to the second inertia flywheel assembly, a first dynamometer connected to the first torque sensor, and a second dynamometer connected to the second torque sensor. Both the first inertia flywheel assembly and the first inertia flywheel assembly include an output inertia flywheel and a drive shaft. The output inertia flywheel has various models with different sizes, and the output inertia flywheel and the drive shaft are detachably connected.

2. The dynamic test bench for the parking function of the electric drive reduction gearbox according to claim 1, characterized in that, The output inertia flywheel and the drive shaft are connected by bolts.

3. The dynamic test bench for the parking function of the electric drive reduction gearbox according to claim 1, characterized in that, The first inertia flywheel assembly includes a first output inertia flywheel and a second output inertia flywheel. The first output inertia flywheel is connected to the first torque sensor via a first drive shaft. The first output inertia flywheel is connected to the second output inertia flywheel via a second drive shaft. The second output inertia flywheel is connected to the output end of the prototype via a third drive shaft.

4. The dynamic test bench for the parking function of the electric drive reduction gearbox according to claim 3, characterized in that, The two ends of the second drive shaft are respectively connected to the first output inertia flywheel and the second output inertia flywheel by bolts.

5. The dynamic test bench for the parking function of the electric drive reduction gearbox according to any one of claims 1 to 4, characterized in that, The second inertia flywheel assembly includes a third output inertia flywheel and a fourth output inertia flywheel. The third output inertia flywheel is connected to the second torque sensor via a fourth drive shaft. The third output inertia flywheel is connected to the fourth output inertia flywheel via a fifth drive shaft. The fourth output inertia flywheel is connected to the output end of the prototype via a sixth drive shaft.

6. The dynamic test bench for the parking function of the electric drive reduction gearbox according to claim 5, characterized in that, The two ends of the fifth drive shaft are respectively connected to the third output inertia flywheel and the fourth output inertia flywheel by bolts.

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