CN210154803U - Gear box for electric drive axle power assembly opposite-dragging test system - Google Patents
Gear box for electric drive axle power assembly opposite-dragging test system Download PDFInfo
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- CN210154803U CN210154803U CN201921209626.8U CN201921209626U CN210154803U CN 210154803 U CN210154803 U CN 210154803U CN 201921209626 U CN201921209626 U CN 201921209626U CN 210154803 U CN210154803 U CN 210154803U
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Abstract
The utility model discloses a gear box for electric drive axle power assembly is to dragging test system, electric drive axle power assembly is to dragging test system includes power supply, first electric drive axle power assembly, second electric drive axle power assembly, first gear box and second gear box, and every electric drive axle power assembly includes the motor, derailleur and the differential mechanism that adopt variable frequency controller drive control, and the differential mechanism includes first power take off end and second power take off end; the first gear box and the second gear box both adopt a 5-stage transmission shaft straight gear transmission connection structure, and the power output end of the first electric drive axle power assembly and the power output end of the second electric drive axle power assembly have the same steering direction; the utility model discloses the transmission relation is reliable and stable not only, does benefit to electric drive axle power assembly moreover and to dragging test system's overall structure overall arrangement, is showing the occupation that reduces installation space.
Description
Technical Field
The utility model belongs to the test technology of automobile drive axle assembly, concretely relates to a gear box that is used for electric drive axle power assembly to dragging test system.
Background
As is known to those skilled in the art, a differential mechanism of a power train of an automobile drive axle is a mechanism that enables left and right (front and/or rear) drive wheels to rotate at different rotational speeds, and generally consists of a left side gear, a right side gear, two planetary gears, and a planetary carrier. The differential has the main functions of ensuring that the left wheel and the right wheel roll at different rotating speeds when the automobile runs in a turning, uneven road or extreme road environment, and ensuring the safety situation performance of the automobile by adjusting the rotating speed difference of the left wheel and the right wheel. Furthermore, the automobile drive axle power assembly is used as a core part of an automobile drive system and is one of the most concerned parts of most automobile enterprises, and the performance index of the drive axle power assembly determines the whole automobile performance of the automobile to a great extent.
Therefore, in order to realize the comprehensive performance evaluation of the automobile drive axle power assembly in the aspects of structural design, material selection, process and the like, the performance test, especially the endurance reliability test, needs to be carried out on the automobile drive axle power assembly, and the test and verification link is indispensable for the automobile drive axle power assembly. The existing detection technology of the automobile drive axle power assembly adopts a dynamometer to simulate various loading environments to realize the performance test of the drive axle power assembly. However, this detection scheme is very expensive in terms of detection resources, and particularly, since the differential has two power output ends, it is necessary to set one dynamometer or a test system platform at each power output end to detect the performance of the differential, especially when endurance reliability tests (usually thousands of hours) are performed, which means that a single drive axle powertrain system takes up to 2 dynamometers for thousands of hours, and the test cost is undoubtedly very high.
The utility model discloses a current differential mechanism detects structure can refer to the utility model patent that the grant bulletin number is CN207181036U and discloses a transaxle differential mechanism endurance test platform check out test set, including switch board, monitoring box and base, switch board one side is equipped with speed regulation knob and timing regulation knob, and speed regulation knob is located the timing regulation knob top, switch board one side is equipped with the tachometer, inside motor and the control panel of being equipped with of switch board, and the motor is located the control panel top, the switch board top is equipped with the monitoring box, monitoring box one side is equipped with the monitoring display screen, monitoring box one side is equipped with control panel, control panel one side is equipped with control button and work warning light.
In order to reduce the endurance reliability test cost of the differential, some technical schemes are disclosed in the prior art: for example, the chinese patent publication No. CN109100153A discloses a device for testing endurance reliability of a drive axle differential, wherein a driving wheel on a transmission shaft is connected to a driven wheel on a driven shaft, a motor drives the transmission shaft to rotate, the driving wheel on the transmission shaft drives the driven wheel on the driven shaft to rotate, and further drives the driven shaft to rotate, and the drive axle differential to be tested is respectively placed on the transmission shaft and the driven shaft to perform endurance reliability test testing, so as to improve the working efficiency of testing; CN207181036U and CN109100153A both adopt a dynamometer (with a built-in motor) to realize endurance reliability test of the differential, wherein CN109100153A further proposes to improve the dynamometer motor to output a plurality of driven shafts to simultaneously perform endurance reliability test of the differential, and the mounting strength of the adopted test structure has a large safety risk, and occupies a large volume, and the test energy consumption is also very high.
Under the technical background, based on years of research and development experience, grasped theoretical knowledge level and deep research on the structure of the power assembly of the electric drive axle of the inventor in the field of detection of the power assembly of the automobile drive axle, a brand-new test thought of the power assembly of the electric drive axle is decided to be provided, and the core problem that the test cost is too high is solved.
Disclosure of Invention
In view of this, the utility model aims at providing a gear box that is used for electric drive axle power assembly to dragging test system, the transmission relation is not only reliable and stable, does benefit to electric drive axle power assembly moreover and to dragging test system's overall structure overall arrangement, is showing the occupation that reduces installation space.
The utility model adopts the technical scheme as follows:
a gear box for an electric drive axle powertrain drag-and-drop test system, the electric drive axle powertrain drag-and-drop test system comprises a power supply, a first electric drive axle powertrain, a second electric drive axle powertrain, a first gear box and a second gear box, each electric drive axle powertrain comprises a motor, a transmission and a differential mechanism which are driven and controlled by a variable frequency controller, and the differential mechanism comprises a first power output end and a second power output end; the first power output end of the first electric drive axle power assembly is in transmission connection with one gear box, and the second power output end of the first electric drive axle power assembly is in transmission connection with the other gear box; the first power output end of the second electric drive axle power assembly is in transmission connection with one gear box, and the second power output end of the second electric drive axle power assembly is in transmission connection with the other gear box; the first gear box and the second gear box both adopt a 5-stage transmission shaft straight gear transmission connection structure, and the power output end of the first electric drive axle power assembly and the power output end of the second electric drive axle power assembly are in the same steering direction.
Preferably, the primary transmission shaft of the first gearbox is in transmission connection with a power output end of the first electric drive axle power assembly through a coupler and a torque sensor, and the final transmission shaft of the first gearbox is in transmission connection with a power output end of the second electric drive axle power assembly through a coupler and a torque sensor; and a primary transmission shaft of the second gearbox is in transmission connection with the other power output end of the first electric drive axle power assembly through a coupler and a torque sensor, and a final transmission shaft of the second gearbox is in transmission connection with the other power output end of the second electric drive axle power assembly through a coupler and a torque sensor.
Preferably, the first power output end and the second power output end of each electric drive axle power assembly are located on the same axis and distributed in the left-right direction, and the distance range between the power output end of the first electric drive axle power assembly and the power output end of the second electric drive axle power assembly is 700-800 mm.
Preferably, the motor is a permanent magnet synchronous motor or a three-phase alternating current asynchronous motor.
Preferably, the differential mechanism comprises a power input end connected with the power output end of the transmission, a differential gear assembly provided with a locking mechanism, and a first power output end and a second power output end which are positioned on the same axis and distributed in the left-right direction.
Preferably, the differential gear assembly comprises an input gear connected to the power input, first and second output gears connected to the first and second power outputs respectively, a planet gear and a planet carrier for mounting the planet gear.
It should be particularly noted that the transmission connection referred to throughout the present application refers to a general name of a connection manner of directly or indirectly transmitting the output power of each power output end of the power assembly of the electric drive axle through a transmission device or a transmission structure specially arranged in the test system, and the connection manner specifically adopted may be a coupling type rigid connection or a gear transmission connection; either a rigid or a flexible connection.
The utility model discloses broken the conventional test thinking of electric drive axle power assembly forcefully, creatively proposed and adopted transmission to realize carrying out the closed loop formula transmission to two power take off ends of two electric drive axle power assemblies respectively and connect, combine the variable frequency control design through this simple structure scheme, realize dragging the test to two electric drive axle power assemblies, specifically do: when one of the electric drive axle power assemblies is in a driving state, the other electric drive axle power assembly is in a power generation state; the utility model discloses under the prerequisite that does not need the dynamometer machine, can realize simultaneously to the performance evaluation test of two electric drive axle power assemblies, greatly reduce electric drive axle power assembly's test cost.
The utility model discloses on above technical scheme thinking basis, to all kinds of test demands, still further provided various preferred embodiments:
firstly, the utility model discloses further preferably propose adopt gear box or sprocket feed structure or band pulley transmission structure as the transmission of the utility model, can control the distance scope between the power take off end of first electric drive axle power assembly and the power take off end of second electric drive axle power assembly in reasonable scope, and transmission simple structure is compact, occupies smallly, easily installs implementation and application;
secondly, the utility model discloses further preferably propose adopt the gear box that has 5 grades of transmission shaft straight-gear drive connection structure as the transmission of the utility model, through experimental verification, the transmission relation of this transmission structure is not only reliable and stable, and does benefit to the overall structure overall arrangement of electric drive axle power assembly to dragging test system, apparent occupation that reduces installation space;
thirdly, the differential gear assemblies can be directly set to be in a locking state, and meanwhile, the second power output end of the first electric drive axle power assembly is in transmission connection with the power output end of the second electric drive axle power assembly, so that the direct drag test has a simple structural scheme and is particularly suitable for related performance evaluation in a lower torque test environment;
fourthly, when the relevant performance of the power assembly of the electric drive axle is detected and verified, under the condition that the differential is in a non-locking state, the condition that the rotating speeds of two power output ends of the differential are not synchronous theoretically occurs, therefore, the utility model discloses further preferably propose connect the transmission shaft between the first transmission device and the second transmission device for ensuring the same-speed rotation of the first transmission device and the second transmission device, be favorable to more accurately detecting and evaluating the relevant performance of the power assembly of the electric drive axle;
fifthly, when the related performance of the differential mechanism in the power assembly of the electric drive axle is required to be detected and verified, the differential mechanism is required to be arranged in a non-locking state, so that the differential mechanism can randomly distribute the rotating speed and the torque of two power output ends according to different road conditions, and the accurate detection and evaluation of the related performance of the differential mechanism of the power assembly of the electric drive axle is not facilitated; in addition, the first variable-frequency control motor and the second variable-frequency control motor can compensate efficiency loss and inertia moment loss of the first transmission device and the second transmission device according to test requirements; when the electric drive axle power assembly needs to be subjected to overload testing, the first variable frequency control motor and the second variable frequency control motor can also provide extra overload torque.
Drawings
Fig. 1 is a schematic structural diagram of an efficient testing system 100 of an electric drive axle power assembly according to an embodiment of the present invention in an unlocked state;
fig. 2 is a schematic structural diagram of an efficient testing system 100 of an electric drive axle power assembly according to an embodiment of the present invention in a locked state;
FIG. 3 is an enlarged view of the structure at A in FIG. 1;
fig. 4 is a schematic structural diagram of embodiment 2 of the present invention;
fig. 5 is a schematic structural diagram of embodiment 3 of the present invention;
fig. 6 is a schematic structural diagram of embodiment 4 of the present invention;
fig. 7 is a schematic structural diagram of an efficient testing system 100' for an electric drive axle powertrain according to embodiment 5 of the present invention;
fig. 8 is a schematic structural diagram of a low torque drag test system 300 of an electric drive axle powertrain according to embodiment 6 of the present invention;
fig. 9 is a schematic structural diagram of a stable and efficient drag test system 400 for an electric drive axle powertrain according to embodiment 7 of the present invention;
fig. 10 is a schematic structural diagram of a high performance drag test system 500 of an electric drive axle powertrain according to embodiment 8 of the present invention;
fig. 11 is a control block diagram of the high-performance twin drag test system 500 according to embodiment 8 of the present invention under a specific test condition.
Detailed Description
The embodiment of the utility model discloses a gear box that is used for electric drive axle power assembly to dragging test system, electric drive axle power assembly to dragging test system include power supply, first electric drive axle power assembly, second electric drive axle power assembly, first gear box and second gear box, every electric drive axle power assembly includes motor, derailleur and differential mechanism that adopt variable frequency controller drive control, the differential mechanism includes first power take off end and second power take off end; the first power output end of the first electric drive axle power assembly is in transmission connection with one gear box, and the second power output end of the first electric drive axle power assembly is in transmission connection with the other gear box; a first power output end of the second electric drive axle power assembly is in transmission connection with one gear box, and a second power output end of the second electric drive axle power assembly is in transmission connection with the other gear box; the first gear box and the second gear box both adopt a 5-stage transmission shaft straight gear transmission connection structure, and the power output end of the first electric drive axle power assembly and the power output end of the second electric drive axle power assembly are in the same steering direction.
In order to make the technical solutions in the present invention better understood, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only some embodiments of the present invention, but not all embodiments. Based on the embodiments in the present invention, all other embodiments obtained by a person skilled in the art without creative efforts shall belong to the protection scope of the present invention.
Example 1: referring to fig. 1 and 2, an efficient testing system 100 for an electric drive axle powertrain is shown, which includes an electric power supply (not shown) and a first electric drive axle powertrain 110 and a second electric drive axle powertrain 120, each electric drive axle powertrain 110,120 including an electric motor 10 driven and controlled by a variable frequency controller, a transmission 20 and a differential 30, as further shown in fig. 3, the differential 30 includes a power input 31 connected to a power output of the transmission 20, a differential gear assembly 32, and a first power output end 33 and a second power output end 34 which are arranged on the same axis and distributed in the left-right direction, after the power assembly of each electric drive axle of the embodiment is assembled and applied to an automobile, the first power output end 31 and the second power output end 32 of the power transmission device can be respectively connected with a left wheel axle (not shown) and a right wheel axle (not shown) of the automobile;
preferably, in the present embodiment, the motor 10 is a permanent magnet synchronous motor, and in other embodiments of the present application, an ac asynchronous motor or an excitation motor or a motor used in an electric drive axle power assembly in the prior art may also be used, which is not particularly limited in this application, and is selected according to the conventional technical means of those skilled in the art;
in the present embodiment, the first power output end 33 of the first electric drive axle powertrain 110 is disposed in parallel with the first power output end 33 of the second electric drive axle powertrain 120 and is in transmission connection with the first transmission device 130 with a transmission ratio of 1:1, and the second power output end 34 of the first electric drive axle powertrain 110 is disposed in parallel with the second power output end 34 of the second electric drive axle powertrain 120 and is in transmission connection with the second transmission device 140 with a transmission ratio of 1: 1; meanwhile, the frequency conversion controllers are coordinated and managed and controlled through a control system, and further preferably, in the embodiment, the frequency conversion controllers are in communication connection with an upper computer, the control system is controlled by the upper computer, and performance parameters of the first electric drive axle power assembly and the second electric drive axle power assembly are obtained through the upper computer; in other embodiments of the present application, the control system may also directly perform control between the variable frequency controllers, specifically, a related control module of the control system is directly integrated and installed between the variable frequency controllers to implement direct communication connection control between the variable frequency controllers and the control system, and variations of these embodiments all belong to the protection scope of the present application;
as an equivalent alternative embodiment of this embodiment, the first power output end 33 of the first electric drive axle powertrain 110 may be in transmission connection with the second power output end 34 of the second electric drive axle powertrain 120, and the second power output end 34 of the first electric drive axle powertrain 110 is in transmission connection with the first power output end 33 of the second electric drive axle powertrain 120, which may also achieve similar technical effects as this embodiment;
a torque sensor 150 is provided between each power output 33,34 and each transmission 130,140, the torque sensor 150 is available directly from the market, and usually has a data acquisition function for torque and rotation speed, which are well known to those skilled in the art, and therefore will not be described in detail;
in other embodiments of the present application, the first transmission 130 and the second transmission 140 may also adopt other transmission ratio parameters, which may be determined according to actual performance test requirements for the electric drive axle powertrain in a specific application, and the present embodiment is not particularly limited thereto; of course, the applicant believes that the use of a 1:1 transmission ratio arrangement is more beneficial for evaluating the relevant performance of the electric drive axle powertrain;
preferably, the embodiment further provides a transmission device 130,140 for a power assembly pair drag test system of an electric drive axle, wherein the transmission device 130,140 adopts a gear box or a chain wheel transmission structure or a belt wheel transmission structure; particularly preferably, in the present embodiment, the first transmission 130 and the second transmission 140 are the same, and a first gear box 210a and a second gear box 210b are respectively adopted; the distance D10 between the first power output end 33 of the first electric drive axle powertrain 110 and the first power output end 33 of the second electric drive axle powertrain 120 ranges from 600 mm to 900 mm; further preferably, the distance D10 between the first power output 33 of the first electric drive axle powertrain 110 and the first power output 33 of the second electric drive axle powertrain 120 ranges from 700 mm to 800 mm;
in other embodiments of the present application, the first transmission device and the second transmission device may be selected as transmission devices with the same transmission ratio but different transmission structures, or may be set to different transmission ratios, for example, the first transmission device adopts a gear box, the second transmission device adopts a sprocket transmission structure, or the first transmission device adopts a sprocket transmission structure, and the second transmission device adopts a pulley transmission structure; in other embodiments of the present application, the first transmission device and the second transmission device may further adopt various combined transmission structures with different transmission structures, for example, a combined transmission structure of a gear box and a sprocket transmission structure is adopted, which can also achieve the core technical effect of the present invention, but considering the transmission stability, the controllable stability of the control algorithm, the structural cost and the installation convenience, these embodiments all belong to the sub-preferred embodiments of the present invention;
further preferably, in the present embodiment, the first gear box 210a and the second gear box 210b both use spur gears and a multi-stage transmission shaft transmission connection structure, the number of the transmission shafts is at least 3 and is odd, and the power output ends 33,34 of the first electric drive axle powertrain 110 and the power output ends 33,34 of the second electric drive axle powertrain 120 rotate in the same direction; specifically, preferably, referring to fig. 1 and fig. 2, in the present embodiment, the first gear box 210a and the second gear box 210b both adopt a 5-stage transmission shaft spur gear transmission connection structure, specifically: a primary transmission shaft 211a of the first gear box 210a is in transmission connection with a first power output end 33 of the first electric drive axle power assembly 110 through a coupler and the torque sensor 150, a final transmission shaft 212a of the first gear box is in transmission connection with a first power output end 33 of the second electric drive axle power assembly 120 through a coupler and the torque sensor 150, a primary transmission shaft 211b of the second gear box 210b is in transmission connection with a second power output end 34 of the first electric drive axle power assembly 110 through a coupler and the torque sensor 150, and a final transmission shaft 212b of the second gear box is in transmission connection with a second power output end 34 of the second electric drive axle power assembly 120 through a coupler and the torque sensor 150;
in the present embodiment, the range of the wheel base D20 between the propeller shafts of each stage is 175-200mm, specifically, in the present embodiment; the wheelbase D20 between each stage of transmission shaft is 180 mm;
in other embodiments of the present application, the gear box may also adopt a multi-stage transmission shaft transmission connection structure, and the number of the transmission shafts is even, and the power output end of the first electric drive axle power assembly and the power output end of the second electric drive axle power assembly rotate in opposite directions;
preferably, in the present embodiment, the differential gear assembly 32 includes an input gear 32a connected to the power input terminal 31, first and second output gears 32b and 32c connected to the first and second power output terminals 33 and 34, respectively, a planetary gear 32d and a carrier 32e for mounting the planetary gear 32 d; the more specific design of the power assembly structure of the electric drive axle can be directly referred to the technical scheme of the granted utility model patent CN105966230B, and other power assembly structures of the electric drive axle in the prior art can also be adopted, which is not particularly limited by the present invention;
preferably, in the present embodiment, the differential 30 includes a locking mechanism 35 (having a structure that can be directly referred to as a differential with a locking function in the prior art) mounted on the differential gear assembly 32, during the test, the differential 30 of the first electric drive axle powertrain 110 can be in a locking state as shown in fig. 2 (in other embodiments, the differential 30 of the second electric drive axle powertrain 120 can be in a locking state, and the two differentials 30 can be set in a locking state) or in an unlocking state as shown in fig. 1, and the specific state selection of the differential 30 can be set according to the actual test requirements, which are routine technical choices that can be made by those skilled in the art based on the technical disclosure of the present application;
preferably, in the present embodiment, the high efficiency testing system 100 further includes a temperature control chamber 160 for placing the first electric drive axle powertrain 110 and the second electric drive axle powertrain 120, the temperature of the temperature control chamber 160 is in the range of-60 ℃ to 150 ℃, and the specific temperature parameters can be selected according to the actual testing requirements specified by the user, which is also a routine technique of those skilled in the art;
preferably, in this embodiment, the high-efficiency testing system 100 is provided with an energy feedback control system (not shown), the energy feedback control system feeds back the electric energy of the electric drive axle power assembly in the power generation state to the electric drive axle power assembly in the driving state through the dc bus of the frequency conversion controller, and the energy consumption difference is directly compensated by the power supply, the specific structural design of the energy feedback control system adopted in this embodiment can directly refer to the energy feedback control system in the existing driving axle power assembly testing experiment table, usually the dc buses of the frequency conversion controllers can be electrically connected, or the dc bus pre-generated electric energy of the frequency conversion controllers can be connected and stored in the power supply with the energy storage function, and then the power supply supplies power to the high-efficiency testing system 100, the present invention has no particular preferred technical solution for this purpose, the utility model is not the core innovation point of the utility model, and the explanation is not developed in detail for saving the explanation space;
preferably, the present embodiment further provides a method for efficiently testing an electric drive axle powertrain, which employs the system 100 for efficiently testing an electric drive axle powertrain described above, and the control method includes:
when the first electric drive axle powertrain 110 is in a driving state, the second electric drive axle powertrain 120 is in a power generation state, and when the second electric drive axle powertrain 120 is in a driving state, the first electric drive axle powertrain 110 is in a power generation state, preferably, in the present embodiment, the first electric drive axle powertrain 110 employs rotation speed control, and the second electric drive axle powertrain 120 employs torque control, until the efficient opposite-towing test for the first electric drive axle powertrain 110 and the second electric drive axle powertrain 120 is completed according to the test requirement; in other embodiments, one may also choose to: the second electric drive axle powertrain 120 is controlled by rotation speed, and the first electric drive axle powertrain 110 is controlled by torque;
more specifically, the requirement of the testing condition of the electric drive axle powertrain is usually set directly by the automobile manufacturer, and the embodiment simultaneously implements the above-mentioned efficient drag test on the first electric drive axle powertrain 110 and the second electric drive axle powertrain 120 according to the requirement of the testing condition, in the present embodiment, first electric drive axle powertrain 110 fully executes the predetermined test condition requirements, while the driving and generating conditions of the tested second electric drive axle powertrain 120 are opposite to the driving and generating conditions of the first electric drive axle powertrain 110, since it differs only in the motor 10, the transmission 20 and the differential 30 in the driving state and the power generation state, therefore, the obtained test result of the second electric drive axle powertrain 120 can also be used for feedback evaluation of the relevant performance of the second electric drive axle powertrain 120;
the efficient split-towing test proposed by the embodiment includes a test technique for performing an endurance reliability test or an efficiency test on the first electric drive axle powertrain 110 and the second electric drive axle powertrain 120 simultaneously, and specific further test details steps and test analysis principles are the same as those of the test technique for the electric drive axle powertrain in the prior art, and a person skilled in the art can fully combine conventional test control means in the prior art to perform various performance evaluation tests on the efficient test system 100 proposed by the embodiment, and the combination of these technical means does not require creative labor, and the embodiment is not specifically described any more.
The embodiment effectively breaks through the conventional testing thought of the electric drive axle power assembly, creatively proposes that the transmission devices 130 and 140 are adopted to respectively realize the closed-loop transmission connection of the two power output ends 33 and 34 of the two electric drive axle power assemblies 110 and 120, and the high-efficiency drag test of the two electric drive axle power assemblies 110 and 120 is realized by combining the simple structure scheme with the variable frequency control design, and specifically comprises the following steps: when one of the electric drive axle power assemblies is in a driving state, the other electric drive axle power assembly is in a power generation state; the embodiment can realize the performance evaluation test of the two electric drive axle power assemblies 130 and 140 at the same time on the premise of not needing a dynamometer, thereby greatly reducing the test cost of the electric drive axle power assemblies.
Example 2: the rest of the technical solutions of this embodiment 2 are the same as those of embodiment 1, except that: referring to fig. 4, in the present embodiment 2, the first gear box 210a and the second gear box 210b both adopt a 3-stage transmission shaft bevel gear transmission connection structure.
Example 3: the rest of the technical solutions of this embodiment 3 are the same as those of embodiment 1, except that: referring to fig. 5, in embodiment 3, the first transmission device 130 adopts a first sprocket transmission structure 230a, the second transmission device 140 adopts a second sprocket transmission structure 230b, the first sprocket transmission structure 230a includes a first sprocket 231a fixedly mounted on the first power output end 33 of the first electric drive axle power assembly 110 and a second sprocket 232a fixedly mounted on the first power output end 33 of the second electric drive axle power assembly 120, and the first sprocket 231a and the second sprocket 232a are engaged with each other by a first chain 233 a; the second chain wheel transmission structure 230b comprises a first chain wheel 231b fixedly mounted at the second power output end 34 of the first electric drive axle power assembly 110 and a second chain wheel 232b fixedly mounted at the second power output end 34 of the second electric drive axle power assembly 120, and the first chain wheel 231b and the second chain wheel 232b are in meshing transmission by using a second chain 233 b.
Example 4: the rest of the technical solutions of this embodiment 4 are the same as those of embodiment 1, except that: as shown in fig. 6, in embodiment 4, the first transmission device 130 adopts a first pulley transmission structure 240a, the second transmission device 140 adopts a second pulley transmission structure 240b, the first pulley transmission structure 240a includes a first pulley 241a fixedly mounted at the first power output end 33 of the first electric drive axle power assembly 110 and a second pulley 242a fixedly mounted at the first power output end 33 of the second electric drive axle power assembly 120, and the first pulley 241a and the second pulley 242a are engaged with each other by a first transmission belt 243 a; the second pulley transmission structure 240b includes a first pulley 241b fixedly mounted on the second power output end 34 of the first electric drive axle power assembly 110 and a second pulley 242b fixedly mounted on the second power output end 34 of the second electric drive axle power assembly 120, and the first pulley 241b and the second pulley 242b are engaged and transmitted by a second transmission belt 243 b.
Example 5: the rest of the technical scheme of the embodiment 5 is the same as the embodiment 1, and the difference is only that: referring to fig. 7, in the embodiment 5, the high-efficiency testing system 100 ' further includes a third electric drive axle powertrain 170 for torque compensation when performing an overload test on one of the electric drive axle powertrains, in which in the present embodiment, the first transmission device 130 ' and the second transmission device 140 ' adopt a 10-stage transmission shaft-spur gear transmission connection structure; a first power output 33 of the third electric drive axle power assembly 170 is in transmission connection with the first transmission device 130 ', and a second power output 34 of the third electric drive axle power assembly 170 is in transmission connection with the second transmission device 140'; in the implementation of this embodiment, when the first electric drive axle powertrain 110 or the second electric drive axle powertrain 120 performs the overload test, the third electric drive axle powertrain 170 of this embodiment may provide torque compensation for the entire high-efficiency testing system 100 ', and further, on the premise of ensuring that the high-efficiency testing system 100' of this embodiment is not damaged, the overload performance of the electric drive axle powertrain may be further tested and evaluated.
Example 6: referring to fig. 8, the embodiment 6 provides a low-torque drag test system 300 for an electric drive axle powertrain, which includes a power supply (not shown) and a first electric drive axle powertrain 310 and a second electric drive axle powertrain 320, each of the electric drive axle powertrains 310 and 320 includes a motor 10 driven and controlled by a variable frequency controller, a transmission 20 and a differential 30, the differential 30 includes a power input end 31 connected to a power output end of the transmission 20, a differential gear assembly 32 mounted with a locking mechanism 35, and a first power output end 33 and a second power output end 34 on the same axis and distributed in a left-right direction;
preferably, in the present embodiment, the maximum torque of the motor 10 in the test state is not higher than 70% of the maximum torque of the motor, according to the conventional technical means, the maximum torque range of the motor of the electric drive axle powertrain is generally set at 200-;
in the present embodiment, during the test, each differential gear assembly is in a locked state, and the second power output end 34 of the first electric drive axle power assembly 310 is in transmission connection with the first power output end 33 of the second electric drive axle power assembly 320 on the same axis; a torque sensor 350 is arranged between the second power output end 34 of the first electric drive axle power assembly 310 and the first power output end 33 of the second electric drive axle power assembly 320;
further preferably, in the present embodiment, the second power output end 34 of the first electric drive axle powertrain 310 and the first power output end 33 of the second electric drive axle powertrain 320 are in transmission connection with the torque sensor 350 through a coupling respectively;
when first electric drive axle powertrain 110 is in a driving state, second electric drive axle powertrain 120 is in a power generating state, and when second electric drive axle powertrain 120 is in a driving state, first electric drive axle powertrain 110 is in a power generating state;
as an equivalent variation of this embodiment, the second power output end 34 of the first electric drive axle powertrain 310 and the second power output end 34 of the second electric drive axle powertrain 320 may also be in transmission connection with the torque sensor 350 through a coupling respectively;
the rest technical scheme of the embodiment can be the same as that of embodiment 1 or embodiment 2 or embodiment 3 or embodiment 4 or embodiment 5.
Example 7: referring to fig. 9, the remaining technical solutions of this embodiment 7 are the same as those of embodiment 1, except that; embodiment 7 provides a stable and efficient opposite-towing test system 400 for an electric drive axle powertrain, and particularly preferably, for layout installation, in this embodiment, a 6-stage transmission shaft spur gear transmission connection structure is adopted for the first transmission device 430 and the second transmission device 440, the front 5-stage transmission shaft spur gear transmission connection structure is completely the same as that in embodiment 1, a transmission shaft 451 is connected between the sixth-stage transmission shafts of the first transmission device 430 and the second transmission device 440, and is used for ensuring that the first transmission device 430 and the second transmission device 440 rotate at the same speed, and the connection between the transmission shaft 450 and the transmission devices 430 and 440 is rigid connection or flexible connection; preferably, in the present embodiment, the transmission shaft 451 is rigidly connected to the output ends of the first transmission 430 and the second transmission 440 through the first coupling 452a and the second coupling 452b, respectively; in the test process of the embodiment 7, the differential 30 of the first electric drive axle powertrain 110 and the differential 30 of the second electric drive axle powertrain 120 are in the unlocked state, so that the first transmission device 430 and the second transmission device 440 rotate at the same speed, and the related performance of the differential 30 can be accurately and effectively detected and evaluated; as an equivalent alternative embodiment of the present embodiment, the connection between the transmission shaft and the first transmission device 430 and the second transmission device 440 may also adopt other transmission connection structures as long as the technical effect of the first transmission device 430 and the second transmission device 440 rotating at the same speed can be achieved.
Example 8: referring to fig. 10, the remaining technical solutions of this embodiment 8 are the same as those of embodiment 1, except that; this embodiment 8 provides a high performance drag test system 500 for an electric drive axle powertrain, further comprising a first variable frequency control motor 510 and a second variable frequency control motor 520, wherein the first variable frequency control motor 510 is in transmission connection with a first power output end 33 of the first electric drive axle powertrain 110, and the second variable frequency control motor 520 is in transmission connection with a second power output end 34 of the first electric drive axle powertrain 110;
preferably, in the present embodiment, the rotation speed of the first variable frequency control motor 510 and the second variable frequency control motor 520 is in the range of 0-3500r/min, the rated torque thereof is in the range of 200-500n.m, and the rated power thereof is in the range of 20-50 kW; the skilled person can select the control parameters of a specific motor based on the actual detection needs;
preferably, in order to facilitate the installation layout, in the present embodiment, the first variable frequency control motor 510 is rigidly connected to the primary transmission shaft 211a of the first gearbox 210a through a coupling, and the second variable frequency control motor 520 is rigidly connected to the primary transmission shaft 211b of the second gearbox 210b through a coupling;
as an equivalent alternative embodiment of the present embodiment, the second variable-frequency control motor 520 is rigidly connected to the final drive shaft 212b of the second gearbox 210b through a coupling;
as another equivalent alternative embodiment of this embodiment, the first variable frequency control motor 510 is rigidly connected to the primary transmission shaft 211b of the second gearbox 210b through a coupling, and the second variable frequency control motor 520 is rigidly connected to the primary transmission shaft 211a or the final transmission shaft 212b of the first gearbox 210a through a coupling;
as a less preferred embodiment of the present application, the variable frequency control motors 510,520 may be respectively connected with two power output ends of the power assembly of the electric drive axle in a transmission manner by using a special transmission device;
in the test process of this embodiment 8, the differential 30 of the first electric drive axle powertrain 110 and the differential 30 of the second electric drive axle powertrain 120 are in the unlocked state, so that performance performances of the electric drive axle powertrains 110 and 120 under various different test condition requirements (including good road conditions, bad road conditions, driving conditions, braking conditions and overload conditions, specifically executed according to the test requirements) can be obtained through testing, and further, relatively complete comprehensive performance evaluation of the electric drive axle powertrains 110 and 120 is realized.
This embodiment 8 further provides a method for efficiently testing an electric drive axle powertrain, which employs the high performance drag test system 500 for an electric drive axle powertrain, and the method includes the following steps:
when first electric drive axle powertrain 110 is in a driving state, second electric drive axle powertrain 120 is in a power generating state, and when second electric drive axle powertrain 120 is in a driving state, first electric drive axle powertrain 110 is in a power generating state; further, in the present embodiment, during the test, the first electric drive axle powertrain 110 and the first variable frequency control motor 510 respectively adopt rotation speed control, and the second electric drive axle powertrain 120 and the second variable frequency control motor 520 respectively adopt torque control, until the high performance drag test on the first electric drive axle powertrain 110 and the second electric drive axle powertrain 120 is completed as required; in other embodiments, one may also choose to: the second electric drive axle power assembly 120 and the second variable frequency control motor 520 are respectively controlled by rotating speed, and the first electric drive axle power assembly 110 and the first variable frequency control motor 510 are respectively controlled by torque;
referring to fig. 11, in this embodiment, a control calculation method adopted in an implementation process of the first inverter-controlled motor 510 and the second inverter-controlled motor 520 in this embodiment 8 is specifically described below, where the control method adopts the following conditions as control preconditions:
the first electric drive axle powertrain 110 and the first variable frequency control motor 510 are respectively controlled by rotating speed, and the second electric drive axle powertrain 120 and the second variable frequency control motor 520 are respectively controlled by torque, wherein in the present embodiment, the specific rotating speed control method of the first electric drive axle powertrain 110 and the specific torque control method of the second electric drive axle powertrain 120 can directly refer to the prior art, which is not particularly limited in the present application;
first variable frequency control motor 510 rotating Speed_510The adopted control calculation method comprises the following steps:
Speed_510＝Speed_110_target/A+Delta_speed/2,
Delta_speed＝Speed_110_33-Speed_110_34；
wherein Speed_110_targetIs the target speed of the first electric drive axle powertrain 110, a is the transmission speed ratio of the first electric drive axle powertrain 110, and Delta _ speed is the difference in speed between the first power output 33 and the second power output 34 of the first electric drive axle powertrain 110, which is specified according to the test requirements;
the Torque Torque _520 of the second variable frequency control motor 520 adopts closed loop control, and the targets of the closed loop control are as follows: t is_110_33+T_120_34+Delta_T＝0；
Wherein, T_110_33The output torque of the first power output end 33 of the first electric drive axle power assembly 110 is acquired by a torque sensor; t is_120_34The output torque of the second power output end 34 of the second electric drive axle power assembly 120 is acquired by a torque sensor; delta_TIs the target difference between the output torque of the first power output 33 of first electric drive axle powertrain 110 and the output torque of the second power output 34 of second electric drive axle powertrain 120, which is directly specified in terms of test requirements.
It should be particularly noted that, those skilled in the art may perform performance evaluation detection on various test condition requirements by combining various test system structures provided by the present application and applying various existing control calculation methods, which are conventional technical implementation means that those skilled in the art can make on the content of the technical solution of the present application, and the present application does not expand the description one by one in order to save the space of the specification.
More specifically, the requirement of the testing condition of the electric drive axle powertrain is usually set directly by the automobile manufacturer, and the embodiment simultaneously implements the above-mentioned efficient towing test on the first electric drive axle powertrain 110 and the second electric drive axle powertrain 120 according to the requirement of the testing condition, in the present embodiment, first electric drive axle powertrain 110 fully executes the predetermined test condition requirements, while the driving and generating conditions of the tested second electric drive axle powertrain 120 are opposite to the driving and generating conditions of the first electric drive axle powertrain 110, since it differs only in the motor 10, the transmission 20 and the differential 30 in the driving state and the power generation state, therefore, the obtained test result of the second electric drive axle powertrain 120 can also be used for feedback evaluation of the relevant performance of the second electric drive axle powertrain 120;
the high performance twin-towing test proposed in this embodiment includes a performance test for performing endurance reliability test, efficiency test, overload test, or the like on the first electric drive axle powertrain 110 and the second electric drive axle powertrain 120 at the same time, and specific further test detail steps and test analysis principles are the same as the test technology for the electric drive axle powertrain in the prior art, and a person skilled in the art can combine the conventional test control means in the prior art with the high performance twin-towing test system 500 proposed in this embodiment to perform a test, and the combination of these technical means does not require creative work, and this embodiment does not need to be specifically described one by one.
It is obvious to a person skilled in the art that the invention is not restricted to details of the above-described exemplary embodiments, but that it can be implemented in other specific forms without departing from the spirit or essential characteristics of the invention. The present embodiments are therefore to be considered in all respects as illustrative and not restrictive, the scope of the invention being indicated by the appended claims rather than by the foregoing description, and all changes which come within the meaning and range of equivalency of the claims are therefore intended to be embraced therein. Any reference sign in a claim should not be construed as limiting the claim concerned.
Furthermore, it should be understood that although the present description refers to embodiments, not every embodiment may contain only a single embodiment, and such description is for clarity only, and those skilled in the art should integrate the description, and the embodiments may be combined as appropriate to form other embodiments understood by those skilled in the art.
Claims (6)
1. A gear box for an electric drive axle powertrain drag-and-pull test system is characterized by comprising a power supply, a first electric drive axle powertrain, a second electric drive axle powertrain, a first gear box and a second gear box, wherein each electric drive axle powertrain comprises a motor, a transmission and a differential mechanism which are driven and controlled by a variable frequency controller, and the differential mechanism comprises a first power output end and a second power output end; the first power output end of the first electric drive axle power assembly is in transmission connection with one gear box, and the second power output end of the first electric drive axle power assembly is in transmission connection with the other gear box; the first power output end of the second electric drive axle power assembly is in transmission connection with one gear box, and the second power output end of the second electric drive axle power assembly is in transmission connection with the other gear box; the first gear box and the second gear box both adopt a 5-stage transmission shaft straight gear transmission connection structure, and the power output end of the first electric drive axle power assembly and the power output end of the second electric drive axle power assembly are in the same steering direction.
2. The gearbox for an electric drive axle powertrain drag-pair test system of claim 1, wherein the primary drive shaft of the first gearbox is in drive connection with a power output end of the first electric drive axle powertrain through the coupling and the torque sensor, and the final drive shaft of the first gearbox is in drive connection with a power output end of the second electric drive axle powertrain through the coupling and the torque sensor; and a primary transmission shaft of the second gearbox is in transmission connection with the other power output end of the first electric drive axle power assembly through a coupler and a torque sensor, and a final transmission shaft of the second gearbox is in transmission connection with the other power output end of the second electric drive axle power assembly through a coupler and a torque sensor.
3. The gearbox for the electric drive axle powertrain pair-towing test system as recited in claim 1, wherein the first power output end and the second power output end of each electric drive axle powertrain are disposed on the same axis and distributed in the left-right direction, and the distance between the power output end of the first electric drive axle powertrain and the power output end of the second electric drive axle powertrain is in the range of 700-800 mm.
4. The gearbox for electric drive axle powertrain pair drag test system of claim 1, wherein the motor is a permanent magnet synchronous motor or a three-phase ac asynchronous motor.
5. The gearbox for an electric drive axle powertrain drag test system of claim 1, wherein the differential includes a power input connected to the transmission power output, a differential gear assembly having a locking mechanism mounted thereon, and a first power output and a second power output disposed on the same axis and in a left-right direction.
6. The gearbox for an electric drive axle powertrain drag test system of claim 5, wherein the differential gear assembly includes an input gear connected to the power input, first and second output gears connected to the first and second power outputs, respectively, a planetary gear and a carrier for mounting the planetary gear.
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112014119A (en) * | 2020-08-27 | 2020-12-01 | 东风汽车集团有限公司 | Reliability test device and test method for driving motor assembly |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112014119A (en) * | 2020-08-27 | 2020-12-01 | 东风汽车集团有限公司 | Reliability test device and test method for driving motor assembly |
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Address after: No. 1, Xingmao Road, Bixi Street, Changshu City, Suzhou City, Jiangsu Province, 215500 Patentee after: Suzhou Intermold Technology Co.,Ltd. Address before: 215500 Science Park No. 11 Sihai Road, Changshu Economic and Technological Development Zone, Suzhou City, Jiangsu Province Patentee before: SUZHOU YINGTEMO AUTOMOBILE TECHNOLOGY Co.,Ltd. |