CN218994732U - Automobile power assembly test system - Google Patents

Abstract

The utility model discloses an automobile power assembly test system, which comprises an electric dynamometer, a transmission shaft, a torque sensor, a connecting flange, a pure electric power assembly and a counterweight assembly, wherein the counterweight assembly is positioned between the pure electric power assembly and the transmission shaft and comprises a support shaft and a plurality of counterweight plates, and the counterweight plates are detachably connected with the support shaft.

Description

Automobile power assembly test system

Technical Field

The utility model belongs to the technical field of automobile assembly testing, and particularly relates to an automobile power assembly testing system.

Background

At present, a power assembly of a pure electric vehicle is mainly debugged on the whole vehicle, but is limited by the space of the whole vehicle, after faults and problems occur, the faults are checked, parts are difficult to replace, the workload is large, meanwhile, the field debugging of the whole vehicle is influenced by roads and weather, the test period is long, the vehicle is unstable, and potential safety hazards exist.

The Chinese patent with the application number of 2010102891318 discloses a test bed for a power assembly of a pure electric vehicle, and the test bed adopts two electric dynamometers to measure the power output of the power assembly of the pure electric vehicle. According to the installation mode and the fixed position of the pure electric motor assembly and the gearbox assembly, the pure electric motor assembly is installed on a test bench, the pure electric motor assembly is connected with two electric dynamometers through a transmission shaft and a connecting flange, and then is connected with each part controller, a cooling system, an electric parameter tester, other parts and the like, and the whole system communication is debugged, so that the following test can be performed by using the test bench: all performance tests of the pure electric power assembly and all tests under the road working condition of the pure electric power assembly.

Further, as disclosed in chinese patent application No. 2019112356630, an electric vehicle powertrain testing system is disclosed, and the test structure mode is basically the same as that of application No. 2010102891318.

The above-mentioned patent technology is the test system that commonly uses, although can test pure electric vehicles power assembly in the laboratory, it does not carry out the simulation of car inertia, and the result of test only can represent the condition of motor and derailleur, can not accurately express the state after actually installing on the car.

Disclosure of Invention

Aiming at the defects of the prior art, the utility model provides the adjustable counterweight assembly, which can select counterweights according to requirements to simulate inertia conditions of automobiles with different masses, and is closer to the state of a real automobile in use.

In order to achieve the above purpose, the present utility model provides the following technical solutions: the utility model provides an automobile power assembly test system, includes electric dynamometer, transmission shaft, torque sensor, flange and pure electric power assembly, still includes the counter weight subassembly, the counter weight subassembly is located between pure electric power assembly and the transmission shaft, the counter weight subassembly includes back shaft and a plurality of counter weight dish, and a plurality of counter weight dish can be dismantled with the back shaft and be connected.

And an anti-rotation structure is further arranged between the support shaft and the counterweight disc.

Further the counter weight dish includes left semicircle and right semicircle, left semicircle can dismantle with right semicircle and be connected, left semicircle corresponds back shaft department with right semicircle and sets up to the semicircle groove.

Further, fixing holes are formed in the left semicircle and the right semicircle, and fasteners are arranged in the fixing holes in a penetrating mode.

Further the counter weight subassembly still includes the brace table, the brace table is provided with a plurality of, and a plurality of brace table is located the back shaft below and evenly arranges along the back shaft axial, forms the installation space between two adjacent brace tables, and the counter weight dish is located installation space department.

Further, fixing rings are arranged on two sides of the support shaft, corresponding to the axial direction of the installation space, of the support shaft, and one surface, facing the installation space, of each fixing ring is a guide inclined surface.

Two installation spaces are further arranged between two adjacent support tables.

And a bearing is further arranged between the supporting table and the supporting shaft.

Compared with the prior art, the utility model has the beneficial effects that: through setting up the counter weight subassembly of adjustable total counter weight, can simulate the running state under the different quality situations after this power assembly is installed on the car, combine the adjustment load of electric power dynamometer machine, can simulate states such as different slopes, windage to reach the test result of truly reflecting power assembly under the different actual conditions.

Drawings

FIG. 1 is a schematic diagram of an automotive powertrain test system according to the present utility model;

FIG. 2 is a perspective view of a counterweight assembly of the present utility model;

fig. 3 is a front view of a counterweight assembly of the present utility model.

Reference numerals: 1. pure electric power assembly; 11. a motor; 12. a transmission; 2. a counterweight assembly; 21. a support shaft; 211. a fixing ring; 212. an installation space; 22. a weight plate; 221. a left semicircle; 222. right semicircle; 223. a fixing hole; 23. a support table; 3. a transmission shaft; 4. a connecting flange; 5. a torque sensor; 6. an electric dynamometer.

Detailed Description

Embodiments of the vehicle powertrain testing system of the present utility model are further described with reference to fig. 1-3.

In the description of the present utility model, it should be noted that, for the azimuth words such as the terms "center", "transverse (X)", "longitudinal (Y)", "vertical (Z)", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", etc., the azimuth and positional relationships are based on the azimuth or positional relationships shown in the drawings, only for convenience of describing the present utility model and simplifying the description, but do not indicate or imply that the apparatus or element to be referred to must have a specific azimuth, be constructed and operated in a specific azimuth, and should not be construed as limiting the specific protection scope of the present utility model.

Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features. Thus, the definition of "a first", "a second" feature may explicitly or implicitly include one or more of such feature, and in the description of the present utility model, the meaning of "a number", "a number" is two or more, unless otherwise specifically defined.

The utility model provides an automobile power assembly test system, includes electric dynamometer 6, transmission shaft 3, torque sensor 5, flange 4 and pure electric power assembly 1, still includes counter weight subassembly 2, counter weight subassembly 2 is located between pure electric power assembly 1 and transmission shaft 3, counter weight subassembly 2 includes back shaft 21 and a plurality of counter weight dish 22, and a plurality of counter weight dish 22 can dismantle with back shaft 21 and be connected.

The pure electric power assembly 1 comprises a motor 11 and a transmission 12 matched with the motor 11, the transmission 12 is usually a fixed gear ratio transmission 12, the counterweight assembly 2 is driven to integrally rotate through the electric power assembly, then the electric power meter 6 is connected, a counterweight disc 22 of the counterweight assembly 2 simulates the weight of an automobile (the total mass of the automobile and the carried person and things), and an anti-rotation structure is arranged between a supporting shaft 21 and the counterweight disc 22 so as to ensure that the counterweight disc 22 synchronously rotates along with the supporting shaft 21.

In this embodiment, since the vehicle is not fixed, particularly the gap between full load and no load is very large, the detachable weight plate 22 can simulate the working condition of the pure electric power assembly 1 of the vehicle in different load states, and the electric power meter 6 can simulate the resistance conditions such as wind resistance and gradient in the running process of the vehicle in combination with the load adjustment of the electric power meter 6, so as to simulate the working condition of the pure electric power assembly 1 of the real vehicle in the running process.

As shown in fig. 2, the anti-rotation structure in this embodiment may take the form of a tooth-like structure or a polygonal column-like structure at the connection of the support shaft 21 and the weight plate 22.

The weight plate 22 of this embodiment preferably includes a left semicircle 221 and a right semicircle 222, the left semicircle 221 is detachably connected with the right semicircle 222, and a semicircular groove is formed at a position of the left semicircle 221 and the right semicircle 222 corresponding to the support shaft 21.

As shown in fig. 2, in the use process, the support shaft 21 is fixedly connected with the pure electric power assembly 1 and the transmission shaft 3 through a flange or a coupling, and the counterweight disc 22 is arranged to be a left semicircle 221 and a right semicircle 222, so that the support shaft 21 is not required to be disassembled and assembled when the counterweight disc 22 is disassembled and assembled, and only the left semicircle 221 and the right semicircle 222 are required to be separated or combined, so that the disassembly and assembly are convenient; for further convenient movement of the left semicircle 221 and the right semicircle 222, hanging holes can be formed in the left semicircle 221 and the right semicircle 222, and the hanging can be carried out through travelling crane.

In this embodiment, the preferred left semicircle 221 and right semicircle 222 are provided with fixing holes 223, the fixing holes 223 are internally provided with fasteners, the specific fasteners include screws and nuts, the screws penetrate through the fixing holes 223 of the left semicircle 221 and the right semicircle 222 and then are combined with the nuts to fix the left semicircle 221 and the right semicircle 222, and the current nuts can be pre-fixed (e.g. welded) on the left semicircle 221 or the right semicircle 222 in advance.

The preferred counterweight assembly 2 of this embodiment further includes a plurality of support tables 23, the support tables 23 are provided with a plurality of support tables 23, the plurality of support tables 23 are located below the support shaft 21 and are uniformly distributed along the axial direction of the support shaft 21, an installation space 212 is formed between two adjacent support tables 23, and the counterweight disc 22 is located at the installation space 212.

As shown in fig. 2 and 3, in which the weight plate 22 simulating the weight of the automobile is heavy, in order to keep the support shaft 21 stable against bending, a plurality of support tables 23 are provided to achieve stable support of the support shaft 21 against deformation due to the installation of the weight plate 22.

The bottom of the specific support table 23 is supported on the ground or a flat plate of the whole experimental system, and a bearing seat is arranged at the top of the support table 23, and a bearing is arranged at the position of the support shaft 21 corresponding to the bearing seat, so that the support shaft 21 rotates smoothly.

In this embodiment, the fixing rings 211 are preferably disposed on two sides of the support shaft 21 in the axial direction corresponding to the mounting space 212, one surface of the fixing ring 211 facing the mounting space 212 is a guiding inclined plane, as shown in fig. 2 and 3, the width of the weight plate 22 is substantially the same as the width between the guiding inclined planes of the two fixing rings 211, when the weight plate 22 is mounted on the support shaft 21, the left semicircle 221 and the right semicircle 222 are guided by the guiding inclined planes in the process of approaching to the support shaft 21, so that the two can be aligned smoothly and rapidly, and in the process of rotating at a high speed, the fixing rings 211 completely prevent the weight plate 22 from moving in the axial direction, so as to ensure the stable and high-speed rotation of the weight plate 22.

In this embodiment, if the weight plate 22 is relatively large in mass and is not easy to be transported and moved, the weight plate 22 with relatively thin thickness can be selected to reduce the mass thereof, and two installation spaces 212 are provided between two adjacent support platforms 23, but the installation spaces 212 cannot be excessively arranged, so as to avoid excessive moment applied to the support shaft 21.

The above description is only a preferred embodiment of the present utility model, and the protection scope of the present utility model is not limited to the above examples, and all technical solutions belonging to the concept of the present utility model belong to the protection scope of the present utility model. It should be noted that modifications and adaptations to the present utility model may occur to one skilled in the art without departing from the principles of the present utility model and are intended to be within the scope of the present utility model.

Claims (8)

1. The utility model provides an automobile power assembly test system, includes electric dynamometer, transmission shaft, torque sensor, flange and pure electric power assembly, its characterized in that: the device comprises a pure electric power assembly, a transmission shaft, a counterweight assembly and a counterweight assembly, wherein the counterweight assembly is positioned between the pure electric power assembly and the transmission shaft and comprises a support shaft and a plurality of counterweight plates, and the counterweight plates are detachably connected with the support shaft.

2. The automobile powertrain testing system of claim 1, wherein: an anti-rotation structure is arranged between the support shaft and the counterweight disc.

3. The automobile powertrain testing system of claim 2, wherein: the counterweight plate comprises a left semicircle and a right semicircle, the left semicircle and the right semicircle are detachably connected, and the supporting shaft corresponding to the left semicircle and the right semicircle is provided with a semicircular groove.

4. A vehicle powertrain testing system according to claim 3, wherein: the left semicircle and the right semicircle are provided with fixing holes, and fasteners are arranged in the fixing holes in a penetrating way.

5. The automobile powertrain testing system of claim 4, wherein: the counterweight assembly further comprises a plurality of supporting tables, the supporting tables are arranged below the supporting shafts and are uniformly distributed along the axial directions of the supporting shafts, an installation space is formed between every two adjacent supporting tables, and the counterweight disc is located at the installation space.

6. The automobile powertrain testing system of claim 5, wherein: the support shaft is provided with fixed rings corresponding to the two axial sides of the installation space, and one surface of the fixed rings facing the installation space is a guide inclined surface.

7. The automobile powertrain testing system of claim 6, wherein: two installation spaces are arranged between two adjacent supporting tables.

8. The automotive powertrain testing system of claim 7, wherein: and a bearing is arranged between the supporting table and the supporting shaft.

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