EP3417263A1

EP3417263A1 - Sub-assembly for a drive unit, drive unit, drive train test stand, and modular system

Info

Publication number: EP3417263A1
Application number: EP17702302.5A
Authority: EP
Inventors: Christian Hell; Bernhard Pauli
Original assignee: ZF Friedrichshafen AG
Current assignee: ZF Friedrichshafen AG
Priority date: 2016-02-16
Filing date: 2017-01-16
Publication date: 2018-12-26
Also published as: US11009428B2; WO2017140442A1; CN108603805B; CN108603805A; DE102016202334A1; US20190331554A1

Abstract

The invention relates to a sub-assembly (2, 3, 4, 5, 6, 7) for a drive unit (1). The sub-assembly (2, 3, 4, 5, 6, 7 ) according to the invention is characterized in that the sub-assembly (2, 3, 4, 5, 6, 7) has a standardized interface for connection to at least one additional sub-assembly (2, 3, 4, 5, 6, 7) for the same drive unit (1). The invention further relates to a corresponding drive unit (1), a corresponding drive train test stand (20) and a corresponding modular system.

Description

Subassembly for a drive unit, drive unit, powertrain test bench and modular system

The invention relates to a subassembly for a drive unit according to the preamble of claim 1, a drive unit for a powertrain test stand according to the preamble of claim 10, a powertrain test stand for testing a motor vehicle drive train according to the preamble of claim 12 and a modular system according to the preamble of claim 13.

Transmission test stands or powertrain test stands for testing motor vehicle transmissions or complete motor vehicle drive trains are known from the prior art. On the one hand, such test rigs are used to detect malfunctions in the powertrain early through a series of load tests. Typical malfunctions arise e.g. by game-related components, such. As gears, synchronizer rings, synchronizer body, multi-plate clutch discs and waves that can be deflected or even excited to vibrate. As part of the functional testing usually the acoustic behavior and the shift quality are tested. On the other hand, such test stands but also in the development and continuous improvement of motor vehicle powertrains and in particular motor vehicle transmissions use. Particular attention is usually paid here to the fatigue strength and the basic development of new technical principles of action.

In this context, DE 10 2012 018 359 A1 describes a driving cycle for a driving simulation, which is traversed by a real motor vehicle on a chassis dynamometer. The drive train of the motor vehicle works in such a way that the wheel speed of the motor vehicle corresponds to the respective speed specification of the driving cycle, without the motor vehicle actually moving. This allows a testing of the motor vehicle drive train after installation in the motor vehicle.

DE 43 28 537 C2 discloses a transmission test rig with a first, serving as a drive motor servomotor and a second, serving as a brake motor Servomotor. The first drive motor is connected via a clutch with the drive shaft of a motor vehicle transmission to be tested and is controlled in terms of its speed via a PC, with any speed curves can be simulated. The brake motor is connected via a further clutch to an output shaft of the motor vehicle transmission to be tested. The speed of the second motor is also controlled via the PC. The speed curves simulated by the PC are speed curves measured in real driving tests. Thus, the motor vehicle transmission according to DE 43 28 537 C2 can also be checked before installation in a motor vehicle.

The known powertrain test stands, however, are disadvantageous in that they are either not suitable for testing a motor vehicle powertrain prior to installation in a vehicle or that they are designed specifically and exclusively for a particular type of motor vehicle powertrains with regard to the design of their mechanical load capacity and their dynamic behavior. In particular, the latter powertrain test stands are not very flexible in terms of their use, which makes them appear economically unattractive in connection with the relatively high cost.

It is an object of the present invention to ensure a flexible and low-cost adaptability of a powertrain test bench, wherein the powertrain test bench is suitable for testing motor vehicle drive trains outside a vehicle.

This object is achieved by the subassembly for a drive unit according to claim 1. Advantageous embodiments emerge from the subclaims.

The invention relates to a subassembly for a drive unit. The subassembly according to the invention is characterized in that the subassembly has a normalized interface for connection to at least one further subassembly for the same drive unit. This results in the advantage that subassemblies according to the invention can be combined with one another almost arbitrarily via the standardized interfaces. This, in turn, makes it possible for the drive unit from different sized subassemblies to be adapted flexibly and as needed to a motor vehicle drive train to be tested. A drive train-specific, expensive and complex new design of drive units is therefore not necessary. Since the subassemblies according to the invention can also preferably be released from one another at their interfaces, individual subassemblies can, if required, also be removed from the drive unit and replaced by other subassemblies. Thus, the drive unit can also be adapted quickly and flexibly to the test requirements for another motor vehicle powertrain to be tested. This significantly reduces the time and cost required to produce a driveline adapted drive unit.

For the purposes of the invention, the term "normalized interface" is understood to mean an interface which is standardized to the extent that it permits a connection to all possible elements or subassemblies which likewise have a corresponding normalized interface For example, the normalized interface may be designed as a flange connection with normalized perforated ring or as a matched plug-socket connection. Basically, any configurations of the interfaces of the subassemblies are conceivable as long as they are only standardized to that effect are that they allow a connection to the subunits, which also have the unified or normalized interface.

The drive unit is preferably a drive unit for a powertrain test stand, wherein the powertrain test stand is suitable for testing a motor vehicle drive train outside a vehicle.

According to a preferred embodiment of the invention, it is provided that the subassembly is assigned to a functional class of subassemblies, wherein subassemblies of a functional class fulfill identical functions and differ from each other at least in their maximum deliverable power, their mechanical strength, their dimensions and / or their dynamic behavior. This results in the advantage that for the provision of a specific functionality by a functional class differently sized or trained subassemblies are available, which in each case provide the same functionality or fulfill the same function, but are adapted to different requirements in terms of their physical properties. Thus, a sub-assembly adapted to the present requirements can always be used to fulfill a desired function. Due to the standardized interfaces, this subassembly can be easily connected to the other subassemblies to form a drive unit. In addition, the subassemblies of a functional class can also differ by the ease of use provided by them as well as the set-up times.

By virtue of the multiplicity of subassemblies which can be combined or connected to one another, a modular system is thus provided which permits high flexibility in assembling the drive unit from the subassemblies and at the same time keeps the production costs for the drive unit low by relying on the already existing subassemblies. In particular, no design effort is required.

According to a further preferred embodiment of the invention, it is provided that the subassemblies are assigned to the functional classes of base frames, brackets, adjustment devices, drives, connecting strands and pivot plates. It has been found that such functional classes meet the functions usually required. By suitable selection and combination of subassemblies from the different, required functional classes, a drive unit adapted to the particular needs present can thus be produced.

According to a further preferred embodiment of the invention, it is provided that the subassemblies of the functional class pivot plates are horizontally pivotable. This makes it possible for the drive unit or on the pivoting Plate horizontally to pivot plate arranged subassemblies to align the drive unit to a drive shaft of the motor vehicle powertrain to be tested horizontally.

Particularly preferably, it is provided that the subassemblies of the functional class swivel plates are horizontally pivotable by means of a geared motor. This facilitates the pivoting as such compared to a purely manual pivoting and in particular simplifies the setting of a precise horizontal alignment.

According to a further preferred embodiment of the invention, it is provided that the subassemblies of the functional class base frames are tilt-adjustable. This makes it possible to adjust the drive unit or arranged on the base subassemblies in their inclination relative to the horizontal in order to align the drive unit to a drive shaft of the motor vehicle powertrain to be tested in terms of their inclination.

Also in this case, it is particularly preferred that the subassemblies of the functional class base frames by means of a geared motor are tilt-adjustable. As such, this facilitates the inclination to the horizontal as opposed to a purely manual adjustment, and in particular, facilitates the adjustment of a precise alignment.

It is preferably provided that bearing surfaces of the base frames, along which the tilt adjustment is made, are provided with slideways made of plastic. This favors a power-efficient and precise tilt adjustment of the base frames. Another advantage is the high system rigidity that results from the slideways for the base frames and for the drive units. The occurrence of

Vibrations can thus be largely avoided.

The inclination adjustment can be done eg along incline rails. Particularly preferably, it is provided that the slideways, for example by means of two-component adhesive, are glued to the bearing surfaces and then milled. The over-milling ensures a particularly smooth and uniform surface, which in turn further favors a power-efficient and precise tilt adjustment of the drive unit. In addition, the rigidity of the connection is improved by the over-milling and the associated additional smoothing.

According to a further preferred embodiment of the invention, it is provided that the subassemblies of the functional class consoles comprise a longitudinal adjustment. This advantageously makes it possible to shift the subassemblies arranged on the console longitudinally in the direction of the drive shaft of the motor vehicle drive train to be tested or to remove them longitudinally from the drive shaft of the motor vehicle drive train to be tested. Thus, the drive on the console with a changed construction of the connecting strand and a concomitant change in the longitudinal length of the connecting strand can be repeatedly aligned longitudinally on the drive shaft of the motor vehicle drive train.

Particularly preferably, it is provided that the longitudinal adjustments of the brackets are adjustable by means of a geared motor. This facilitates the longitudinal adjustment of the drive unit or the subassemblies arranged on the console and in particular simplifies the setting of a precise longitudinal alignment.

According to a further preferred embodiment of the invention, it is provided that the subassemblies of the functional class connecting strands comprise at least one of the elements torque measuring device and / or intermediate storage. This enables a driveline-specific adapted and demand-oriented structure of the connection string. The torque measuring device serves to detect torques acting on the drive train. This is advantageous for testing the load-dependent behavior of the motor vehicle drive train.

The intermediate storage serves for rotational storage of the connecting strand and thus to avoid the formation of vibrations on the connecting strand.

It is preferably provided that the subassemblies of the functional class connecting strands comprise at least one of the elements coupling flange and / or blocking and / or safety coupling.

The coupling flange serves to non-rotatably couple the connecting strand of the drive unit to the drive shaft of the motor vehicle drive train to be tested.

The blocking serves to block a rotational movement of the connecting strand. Thus, e.g. Assembly, set-up or maintenance work on the drive unit can be made or it can also be the behavior of the motor vehicle powertrain to be tested in a complete blockage of a drive shaft of the motor vehicle drive train. The blocking may be provided in addition to a brake or alternatively to a brake.

The safety coupling is used to disconnect the connecting strand or the drive unit from the drive shaft of the motor vehicle drive train in an overload and thus to protect both the motor vehicle drive train and the drive unit from damage due to overload.

However, it is also possible and preferred to completely dispense with the construction of a drive unit according to the invention sub-assemblies of the functional class connecting strands and instead to connect the drive directly to the drive shaft of the motor vehicle drive train. Since the connection is very stiff due to the elimination of the connecting strand, thus highly dynamic measurements can be made. For example, the drive can thereby control the behavior and in particular simulate the torque nonuniformities of a four-cylinder or six-cylinder internal combustion engine and transmit directly to the motor vehicle driveline.

According to a further preferred embodiment of the invention, it is provided that the subassemblies of the functional class adjusting devices comprise at least one positioning cylinder and a guide rail. The adjusting device allows an adjustment of the drive unit in the sense of a displacement of the complete drive unit in the longitudinal or lateral direction, ie a translational movement. Thus, the drive unit may be e.g. be particularly easily aligned with a drive shaft of the motor vehicle powertrain to be tested. The positioning cylinder is the actuator, which applies the necessary force for movement or adjustment. The guide rail guides the displaced subassemblies along the direction predetermined by the guide rail.

It is preferably provided that the adjusting device does not adjust the complete drive unit but only some of the subassemblies of the drive unit, e.g. the drive train and the drive as well as the console.

Furthermore, it is preferred that the guide rails and in particular also the surfaces of the output unit which are in direct contact with the guide rails are provided with slide tracks made of plastic. This favors a power-efficient and precise adjustment of the output unit.

Particularly preferably, it is provided that the slideways are glued the slideways in this case on the guide rails or on the corresponding surfaces of the output unit and then milled.

The positioning cylinder is preferably designed as a hydraulic cylinder, which causes the adjustment movement of the drive unit or the corresponding subassemblies by means of an application of pressurized fluid. Alternatively, preferably, the positioning cylinder is designed as an electric cylinder, which causes an adjusting movement of the drive unit or the corresponding subassemblies by means of an electric motor acting on a threaded spindle. Both the electric motor and the threaded spindle can be enclosed, for example, by an outer shell of the electric cylinder. However, it can also be dispensed with the outer shell

The guide rail is preferably designed as a T-slot.

Furthermore, it is preferably provided that the adjusting device comprises not only a positioning cylinder and a guide rail, but two positioning cylinder and two guide rails. In this case, the two guide rails are horizontal and mutually orthogonal, so that an adjustment in both the longitudinal and in the lateral direction is possible. The

two positioning cylinders are aligned to move the drive unit longitudinally and laterally along the two guide rails.

According to a further preferred embodiment of the invention, it is provided that the subassemblies of the functional class drives are designed as synchronous motors. Synchronous motors have a comparatively high power density and at the same time very good dynamic behavior.

The drives simulate the behavior of a drive assembly for the motor vehicle drive train, wherein a drive is preferably connectable indirectly via the connecting line with a drive shaft of the motor vehicle drive train. The drive allows the defined application of driving torques to the motor vehicle drive train in order to test the behavior of the motor vehicle drive train to be tested under load.

Depending on the design of the drive, it is air-cooled or water-cooled or combined air- and water-cooled. The invention also relates to a drive unit for a motor vehicle drive train comprising a plurality of subassemblies. The drive unit according to the invention is characterized in that the subassemblies are subassemblies according to the invention. This leads to the advantages already described in connection with the subassemblies according to the invention also for the drive unit according to the invention.

According to a preferred embodiment of the invention, it is provided that the drive unit of a functional class does not comprise more than one subassembly. Since all subassemblies of the same functional class perform an identical function, it is advantageously not necessary to use more than one subassembly per functional class.

Furthermore, the invention relates to a powertrain test stand for testing a motor vehicle drive train. The drive train test stand according to the invention is characterized in that the drive train test bench comprises a drive unit according to the invention. This results in the advantages already described in connection with the drive unit according to the invention also for the drive train test stand according to the invention.

For the purposes of the invention, a powertrain is preferably understood to mean passenger car transmissions, truck transmissions, commercial vehicle transmissions, construction vehicle transmissions, bus transmissions and off-road vehicle transmissions, internal combustion engines, electric motors, axle systems, shaft systems or torsional vibration damping systems.

The powertrain test bench is preferably designed for testing a motor vehicle drive train outside a vehicle.

Finally, the invention relates to a modular system for easily producing a demand-adapted drive unit for a powertrain test bench, comprising a plurality of functional classes of subassemblies, the functional classes each comprising a plurality of functionally identical but differently dimensioned subassemblies. The modular system according Tem is characterized by the fact that the drive unit is a drive unit according to the invention. The modular construction according to the invention thus makes it possible to produce a demand-adapted drive unit for a drive train test in a simple, fast and cost-effective manner.

The invention will be explained by way of example with reference to embodiments shown in the figures.

Show it:

1 shows by way of example a possible construction of a drive unit according to the invention,

2 shows, by way of example, three different embodiments of base frames, FIG. 3 shows, by way of example, two different embodiments of brackets, FIG. 4 shows, by way of example, two differently dimensioned drives,

5 shows an example of a possible embodiment of a pivot plate,

6 shows by way of example three possible embodiments of an intermediate storage, FIG. 7 shows by way of example a torque measuring device,

8 shows by way of example two different embodiments of connecting strands and

9 shows by way of example various possible configurations of a powertrain test stand according to the invention.

Identical objects, functional units and comparable components are denoted by the same reference numerals across the figures. These objects, functional units and comparable components are identical in terms of their technical features, unless the description explicitly or otherwise implies otherwise.

Fig. 1 shows an example of a possible construction of a drive unit 1 according to the invention for a not shown in Fig. 1 Antriebsstrangprüfstand. The drive unit 1 comprises a multiplicity of subassemblies 2, 3, 4, 5, 6, 7, wherein the subassemblies 2, 3, 4, 5, 6, 7 each have a normalized interface for the mechanical, electrical or hydraulic connection to a further subassembly 2, 3, 4, 5, 6, 7 of the drive unit 1 have. The normalized interface allows an almost arbitrary combination of subassemblies 2, 3, 4, 5, 6, 7 to a drive unit. 1 Thus, a respective demand-driven and drive line-specific adapted drive unit 1 from a subassembly 2, 3, 4, 5, 6, 7 comprehensive modular system can be created. According to the example, the drive unit 1 shown comprises a base frame 2, a console 3, an adjusting device 4, a drive 5, a connecting strand 6 and a pivoting plate 7. The base frame 2 is adjustable in inclination along a sloping rail 2 'formed. By way of example, the desired inclination is set by a gear motor 2 "associated with the base frame 2. This inclination adjustability of the base frame 2 allows the inclination of the subassemblies 3, 5, 6 arranged on the base frame 2 to be adapted to a drive shaft of a motor vehicle drive train to be tested. 1, the console 3 is mechanically connected to the base frame 2 via a screw connection (not shown in FIG. 1) as a normalized interface, wherein the console 3 comprises a longitudinal adjustment, which is only indicated in the illustration of FIG Thus, the drive 5 on the console 3 with a changed structure of the connecting strand 6 and a concomitant change in the longitudinal length of the connecting strand 6 repeatedly aligned longitudinally on the drive shaft of the motor vehicle drive train. According to the example, the longitudinal adjustment 15 of the console 3 is designed as a manual longitudinal adjustment, which permits a manual displacement in the longitudinal direction after a release of corresponding mechanical fixings. About standardized screw 1 1 and a standardized guide rail 3 'of the console 3 as a standardized interface of the drive 5 is connected to the console 3. The drive 5 is also rotatably connected to a connecting strand 6. The connecting strand 6 in turn is rotatably connected to a drive shaft of a motor vehicle powertrain to be tested. In addition, according to the present example, the connecting strand 6 is mechanically connected to the console 3 via standardized screw connections 8 as standardized interface. The connecting line 6 shown in FIG. 1 comprises the elements torque measuring device 9 and intermediate storage 10. As can also be seen, the subassemblies base frame 2, console 3, drive 5 and drive train 6 are arranged on the pivot plate 7, which is formed horizontally pivotable. This makes it possible to horizontally pivot the drive unit 1 or the subassemblies 2, 3, 5, 6 arranged on the swivel plate 7 in order to align the drive unit 1 horizontally on a drive shaft of the motor vehicle drive train to be tested. For this purpose, the swivel plate 7 further comprises a gear motor 7 'associated with the swivel plate 7, which simplifies precise adjustability of the horizontal alignment of the drive unit 1. The adjusting device 4 comprises, for example, an electric cylinder 4 'and guide rails 4 ", 4"', which each have a T-slot. The electric cylinder 4 'includes, for example according to a threaded spindle, not shown, and also not shown, acting on the threaded spindle electric motor. Via an actuation of the electric cylinder 4 ', a lateral displacement of the drive unit 1 along the guide rails 4 ", 4"' is possible. A longitudinal displacement of the drive unit 1 is, for example, only possible if the electric cylinder 4 'is converted from its lateral displacement position into a longitudinal displacement position. Due to the modular structure of the drive unit 1 and in particular due to the standardized interfaces, this is relatively easy. In addition, a longitudinal displacement over the longitudinal adjustment 15 of the console 3 is possible. By resorting to subassemblies 2, 3, 4, 5, 6, 7, each with standardized interfaces from the modular system according to the invention, the drive unit 1 shown can be adapted almost arbitrarily and to the most varied performance requirements from differently dimensioned subassemblies 2, 3, 4, 5, 6, 7 are built.

2 shows by way of example three different embodiments of base frames 2. The base frame 2 of FIG. 2a is tilt-adjustable along the inclination rail 2 by means of the geared motor 2 "assigned to the base frame 2. On its upper side, the base frame 2 has a plurality of bores 12, which are mounted at precisely defined positions and constitute a normalized interface for connection to a bracket 3. The base frame 2 of Fig. 2b substantially corresponds to the base frame 2 of Fig. 2a, but has a longitudinally elongate upper surface on which additional bores 13 are attached. Due to the comparatively extended upper side and the additional bores 13, the base frame 2 of FIG. 2 b can be connected to a comparatively longitudinally longer bracket 3, which in turn enables the construction of comparatively longitudinally longer connecting strands 6 on the bracket 3. Nevertheless, even with a comparatively longitudinally long bracket 3, the drive can be correspondingly further offset to the longitudinal end, so that again a comparatively short connecting strand 6 can be used or possibly completely dispensed with a connecting strand 6. Fig. 2c shows a comparatively simple embodiment of a base frame 2 without the possibility of tilt adjustment. Nevertheless, the base frame 2 of Fig. 2c, the holes 12 and thus the normalized interface.

3 shows by way of example two different forms of embodiment of consoles 3. The console 3 of FIG. 3a comprises standardized screw connections 14 as standardized interface to the base frame 2. Via the screw connections 11 and in the console 3 integrated, not shown in FIG. 3 guide rails can also a drive 5 are connected to the console 3. A longitudinal adjustment 15 of the console 3 of Fig. 3a is not provided. The console 3 of Fig. 3b also includes standardized screw 14 as a normalized interface to the base frame 2. The console 3 of FIG. 3b is also connected via the screw 11 and in Fig. 3, not shown guide rails with a drive 5 connectable. In addition, the bracket 3 of Fig. 3b comprises a longitudinal adjustment 15, which consists of an adjustment slide 15 'and a hand crank 15 ".A manual operation of the hand crank 15" allows the adjustment slide 15' to be moved back and forth in the longitudinal direction.

Fig. 4 shows an example of two different sized drives 5, which are designed as synchronous motors. The drives 5 of Figs. 4a and 4b differ in their geometric dimensioning and in their power dimensioning.

Fig. 5 shows an example of a possible embodiment of a pivot plate 7. The pivot plate 7 comprises a pivot plate 7 ", a pivot bearing 7"'and one of the pivot plate 7 associated geared motor 7 ', which by means of a gear, not shown, in a rack, not shown, a chain or other suitable counter-element of the pivot plate 7 "to pivot about the pivot bearing 7"' around. By pivoting the swivel plate 7 "about the swivel bearing 7"', the geared motor 7' also pivots the subassemblies arranged on the swivel plate 7 or on the swivel plate 7 "via the holes 17 as normalized interface Base frame 2 are connected.

Fig. 6 shows three possible embodiments of an intermediate storage 10. The intermediate storage 10 of Fig. 6a has a rotatably mounted connecting flange 10 'for coupling to a drive shaft of a motor vehicle drive train. About the screw 16 as a normalized interface, the intermediate storage 10 is also connected to a console 3. The intermediate storage 10 of Fig. 6b additionally comprises a quick-release system 10 ", which permits a simplified and, in particular, rapid connection of the intermediate storage 10 to a transmission housing connection of the motor vehicle drive train to be tested, in particular assembly and set-up times for installation The intermediate storage 10 of Fig. 6c is in addition to the intermediate storage 10 of Figs 6a and 6b additionally a rotatable disk 10 "'with a recess on. The recess serves the purpose of creating space for an output shaft of a transmission of a motor vehicle drive train to be tested. By being able to rotate the disc 10 '' and correspondingly also to change the orientation of the recess, a vehicle transmission coupled to the intermediate bearing 10 can be tilted, this tilting of the vehicle transmission leading to a changed alignment of the oil sump in the vehicle transmission and serving to simulate Uphill or downhill slopes.

7 shows by way of example a torque measuring device 9 for a connecting line 6. The torque measuring device 9 comprises an outer housing 9 'and a torque mount 9 "in the form of a flange. The device 9 can be integrated into the connecting line 6 and the torque generated by the drive 5 can be guided through the torque receiver 9 ", the torque can be detected and determined, and at the same time a detection and determination of the rotational speed is made possible 7 takes place without contact by means of an antenna (not shown in FIG. 7) Torque output side are directly connected to the motor vehicle powertrain to be tested, so that there is a very short and correspondingly stiff connecting strand 6. The housing 9 'carries in this case via its connection to the console 3, namely substantially to avoid or dampen vibrations on the Ve Linkage 6 at. On a separate intermediate storage 10 can therefore be omitted. Such a shortened and rigid construction of the connecting string 6 makes it possible, for example, to simulate torque irregularities generated by an internal combustion engine.

8 shows, by way of example, a flange connection 18 for connecting the connecting strand 6 to a drive shaft of a motor vehicle drive train to be tested and also a standardized interface designed as a flange connection 19 to a torque detection device 9, FIG. as shown for example in FIG. 7. The connecting strand 6 of Fig. 8b differs from the connecting strand 6 of Fig. 8a by the presence of a torque detecting device 9. The torque detecting device 9 of Fig. 9b comprises an antenna base 9 "', which allows the read-out of the measuring flange 27 without contact 7b is comparatively compact and cost-effective in comparison with the torque detecting device 9 shown in Fig. 7. However, it is not suitable, for example, for detecting comparable large torques and comparably high rotational speeds as the torque detecting device 9 of FIG. FIG. 9 shows by way of example various possible configurations of a powertrain test bench 20 according to the invention for testing a motor vehicle drive train

The drive train test bench 20 of FIG. 9a consists of a drive unit 1 according to the invention and an output unit 22. The motor vehicle drive train 21 to be tested is disposed between the drive unit 1 and the output unit 22. About the axle output shaft 23, the gear 24 is connected to the output unit 22. The drive unit 1 generates a drive torque and transmits it to the motor vehicle drive train 21. The transmission 24 converts the drive torque and passes it on to the output unit 22 via the axle output shaft 23. In the case of FIG. 9a, the output unit 2 simulates a driven axle.

FIG. 9b shows the powertrain test bench 20 in a configuration with two output units 22, 22 '. In this case, the output units 22, 22 'each simulate a driven wheel. The output units 22, 22' are connected via the wheel output shafts 23 ', 23 "to the motor vehicle drive train 21 to be tested.

Fig. 9c showed the powertrain test bench 20 in a further configuration. In FIG. 9c, the drive train test bench 20 comprises the drive unit 1 according to the invention and four output units 22, 22 ', 22 ", 22"'. An automotive powertrain 21 to be tested includes the transmission 24, the differential gear 21 ', the axle output shaft 23 and the wheel output shafts 23', 23 ", 23" ', 23 "". The output units

22, 22 ', 22 ", 22"' each simulate a driven wheel. From the differential gear 21 ', the distributed and converted torque via the Radabtriebswellen 23 "' and 23" 'to the output units 22 "and 22"' passed. Likewise, the distributed and converted torque is transmitted to the output units 22 and 22 'via the Radabtriebswellen 23' and 23 ".

9d shows the powertrain test bench 20 in yet another configuration. In FIG. 9d, the motor vehicle drive train 21 to be tested is driven by the drive unit 1. The transmission 24 converts the torque and distributes it via the wheel output shafts 23 'and 23 "to the output units 22 and 22'. The output units 22 and 22 'each simulate a driven wheel the gear 24, the converted torque on the axle output shaft 23 also to the output unit 22 "on, which simulates a driven axle.

According to a further exemplary embodiment, not illustrated, the drive train test stands 20 of FIG. 9 have a so-called elastic construction, which corresponds in the original to a suspension of the motor vehicle drive train 20 to be tested in the motor vehicle. Such a form of embodiment of the drive train test bench 20 according to the invention enables a realistic analysis of the vibration behavior and in particular of the acoustic behavior, eg during a switching operation.

REFERENCE CHARACTERS

drive unit

Base frame 'tilt rail

"Geared motor

console

adjusting device

'hydraulic cylinder', 4 '' guide rail

drive

connecting string

swivel plate

'Geared motor

"Swivel plate

'"Swivel bearing

screw

Torque measuring device 'housing

'Torque absorption' "base

0 temporary storage

0 'connection flange

0 "quick clamping system

0 "'disc

1 screw connection

2 bore

3 additional holes

4 screw connection

5 Longitudinalverstellung5 'Verstellschlitten

5 "hand crank

6 screw connection Holes Flange connection

Powertrain test bench Automotive powertrain Differential

, 22 ', 22 ", 22"' output unit

, 23 ', 23 ",

'", 23"' output shaft

transmission

Claims

claims

1. Subassembly (2, 3, 4, 5, 6, 7) for a drive unit (1),

characterized in that the subassembly (2, 3, 4, 5, 6, 7) has a standardized interface for connection to at least one further subassembly (2, 3, 4, 5, 6, 7) for the same drive unit (1) ,

Second subassembly (2, 3, 4, 5, 6, 7) according to claim 1,

characterized in that the subassembly (2, 3, 4, 5, 6, 7) is associated with a functional class of subassemblies (2, 3, 4, 5, 6, 7), subassemblies (2, 3, 4, 5, 6, 7) of a functional class perform identical functions and differ from each other at least in their maximum deliverable power, their mechanical strength, their dimensions and / or their dynamic behavior.

3. subassembly (2, 3, 4, 5, 6, 7) according to at least one of claims 1 and 2, characterized in that the subassemblies (2, 3, 4, 5, 6, 7) the functional classes base frames (2) , Consoles (3), adjusting devices (4), drives (5), connecting strands (6) and pivot plates (7) are assigned.

4. subassembly (2, 3, 4, 5, 6, 7) according to at least one of claims 1 to 3, characterized in that the subassemblies of the (2, 3, 4, 5, 6, 7) function class pivot plates (7) are horizontally pivotable.

5. subassembly (2, 3, 4, 5, 6, 7) according to at least one of claims 1 to 4, characterized in that the subassemblies (2, 3, 4, 5, 6, 7) of the functional class base frames (2) are tilt adjustable.

6. subassembly (2, 3, 4, 5, 6, 7) according to at least one of claims 1 to 5, characterized in that the subassemblies (2, 3, 4, 5, 6, 7) of the functional class consoles (3) a longitudinal adjustment (15) include.

7. subassembly (2, 3, 4, 5, 6, 7) according to at least one of claims 1 to 6, characterized in that the subassemblies (2, 3, 4, 5, 6, 7) of the functional class), connecting strands (6) each comprise at least one of the elements torque measuring device (9) and / or intermediate storage (10).

8. subassembly (2, 3, 4, 5, 6, 7) according to at least one of claims 1 to 7, characterized in that the subassemblies (2, 3, 4, 5, 6, 7) of the functional class adjustment devices (4) at least one positioning cylinder (4 ') and a guide rail (4 ", 4"') include.

9. subassembly (2, 3, 4, 5, 6, 7) according to at least one of claims 1 to 8, characterized in that the subassemblies (2, 3, 4, 5, 6, 7) of the functional class drives (5) are designed as synchronous motors.

10. Drive unit (1) for a night train test bench (20), comprising a multiplicity of subassemblies (2, 3, 4, 5, 6, 7),

characterized in that the subassemblies (2, 3, 4, 5, 6, 7) are subassemblies (2, 3, 4, 5, 6, 7) according to at least one of claims 1 to 9.

11. Drive unit (1) according to claim 10,

characterized in that the drive unit (1) from a functional class no more than a subassembly (2, 3, 4, 5, 6, 7).

12. powertrain test stand (20) for testing a motor vehicle drive train (21),

characterized in that the drive train test stand (20) comprises a drive unit (1) according to at least one of claims 10 and 11.

13. Modular system for easily producing a demand-adapted drive unit (1) for a powertrain test bench (20), comprising a plurality of functional classes of subassemblies (2, 3, 4, 5, 6, 7), wherein the functional classes each have a plurality of functionally identical but different comprising dimensioned subassemblies (2, 3, 4, 5, 6, 7), characterized in that the drive unit (1) is a drive unit (1) according to at least one of claims 10 and 11.