CN220670777U - Four-wheel drive automobile chassis dynamometer - Google Patents

Abstract

The utility model discloses a four-wheel-drive automobile chassis dynamometer which comprises a total frame, a front roller assembly, a rear roller assembly, a wheel base adjusting mechanism and a synchronous connecting mechanism, wherein the front roller assembly and the rear roller assembly are arranged on the total frame, the front roller assembly and/or the rear roller assembly are/is connected to the total frame in a sliding manner along the front-rear direction, the front-rear distance between the front roller assembly and the rear roller assembly is limited by the wheel base adjusting mechanism, the front roller assembly and the rear roller assembly are respectively provided with a first transmission end and a second transmission end, the first transmission end and the second transmission end are synchronously connected by the synchronous connecting mechanism, and the synchronous connecting mechanism is provided with a transmission shaft capable of extending along the axial direction. Compared with the existing synchronous four-drive dynamometer, the front roller assembly and the rear roller assembly are mechanically driven by the transmission shaft, and all synchronous belts are not changed in the transmission process, so that the stable operation of the chassis dynamometer is ensured, and the torque transmission effect of the chassis dynamometer is improved.

Description

Four-wheel drive automobile chassis dynamometer

Technical Field

The utility model relates to the technical field of automobile detection, in particular to a four-wheel drive automobile chassis dynamometer.

Background

With the continuous development of automobile technology, four-wheel drive automobiles are increasingly favored by users, and the existing four-wheel drive automobiles mainly have three driving modes of time-sharing driving, full-time driving and timely driving. Regardless of the type of four-wheel drive vehicle, it requires performance testing after shipping, annual inspection or repair of the failure.

The chassis dynamometer is an electromechanical integrated product widely applied to automobile performance test, a driving wheel of an automobile is positioned on a test roller of the chassis dynamometer so as to simulate actual road conditions, and a load device is used for applying resistance to the automobile so as to measure performance parameters such as output power, torque and the like of an engine under different load conditions.

The existing chassis dynamometer for the four-wheel drive automobile has the following defects:

1. the common four-wheel drive chassis dynamometer does not realize four-wheel synchronization, when the four-wheel drive vehicle is tested, the front wheel and the rear wheel rotate respectively, a speed difference phenomenon exists, an automobile electronic system is caused to give an alarm, and meanwhile, the testing accuracy is affected.

2. When a common four-wheel drive chassis dynamometer is used for testing a two-wheel drive automobile, an automobile electronic system recognizes that a non-drive wheel cannot rotate, so that the power output of the drive wheel is limited, and the test cannot be performed.

3. The existing synchronous four-drive dynamometer realizes the synchronous function by adopting a mode of matching a long synchronous belt with a tensioning wheel, and the synchronous belt is easy to be unstable in rotation due to overlong span (the general length is more than 7 meters). In addition, when the wheelbase is adjusted, the position change of the front roller group and the rear roller group can cause the change of the tensioning condition of the synchronous belt, so that on one hand, the internal resistance of equipment is changed to influence the test precision, and on the other hand, the running instability degree is increased.

Disclosure of Invention

The utility model aims to provide a four-wheel drive automobile chassis dynamometer which runs stably.

According to the four-wheel drive automobile chassis dynamometer disclosed by the embodiment of the utility model, the four-wheel drive automobile chassis dynamometer has the left-right direction and the front-back direction which are mutually orthogonal, the four-wheel drive automobile chassis dynamometer comprises a main frame, a front roller assembly, a rear roller assembly, a wheel base adjusting mechanism and a synchronous connecting mechanism, wherein the front roller assembly and the rear roller assembly are arranged on the main frame, the front roller assembly is positioned on the front side of the rear roller assembly, the front roller assembly and/or the rear roller assembly is/are slidably connected to the main frame along the front-back direction, the front-back distance between the front roller assembly and the rear roller assembly is limited by the wheel base adjusting mechanism, the front roller assembly and the rear roller assembly are respectively provided with a first transmission end and a second transmission end, the first transmission end and the second transmission end are synchronously connected by the synchronous connecting mechanism, and the synchronous connecting mechanism is provided with a transmission shaft which can stretch along the axial direction.

The four-wheel drive automobile chassis dynamometer provided by the embodiment of the utility model has at least the following beneficial effects: when the wheelbase adjusting mechanism is started and adjusts the front-rear distance between the front roller assembly and the rear roller assembly, the transmission shaft can stretch and retract along the axial direction in a homeotropic manner, the utility model can carry out adaptive adjustment according to different wheelbases of the four-wheel drive automobile, and simultaneously ensures that synchronous connection of the front roller and the rear roller can be realized at different wheelbase positions; compared with the existing synchronous four-drive dynamometer, the front roller assembly and the rear roller assembly are mechanically driven by the transmission shaft, and all synchronous belts are not changed in the transmission process, so that the stable operation of the chassis dynamometer is ensured, and the torque transmission effect of the chassis dynamometer is improved.

According to some embodiments of the present utility model, the transmission shaft may be selected as a cylindrical shaft extending flat key coupling member, a conical shaft extending flat key coupling member, a cylindrical shaft extending tangential key coupling member, or a spline shaft extending member, since the cylindrical shaft extending flat key coupling member, the conical shaft extending flat key coupling member, the cylindrical shaft extending tangential key coupling member, and the spline shaft extending member each perform a shaft extending function.

According to some embodiments of the present utility model, specifically, the first driving end and the second driving end are respectively located at the left side and the right side of the main frame, the first driving end and the second driving end are both connected with universal couplings, and the two universal couplings are commonly connected with the transmission shaft.

According to some embodiments of the utility model, the first driving end and the second driving end are synchronous belt driving mechanisms, since synchronous belt driving mechanisms are conventional in the art.

According to some embodiments of the utility model, the first driving end and the second driving end are located on the same side of the main frame, and the first driving end and the second driving end are synchronously connected with the transmission shaft through a worm gear, a bevel gear or a universal coupling.

According to some embodiments of the utility model, the front roller assembly comprises a front axle frame, a front roller assembly, a first lifter and a first power absorbing device, wherein the front roller assembly, the first lifter and the first power absorbing device are all connected to the front axle frame, the front roller assembly comprises at least two front rollers, all front rollers are synchronously connected, and the two front rollers are respectively and synchronously connected with the first power absorbing device and the first transmission end. Since the front drum is rotatably coupled to the front axle housing, a slip occurs when the vehicle travels to the front drum, so that it is necessary to raise the traveling reference surface of the vehicle by the lifting of the first lifter so that the vehicle passes over the front drum.

According to some embodiments of the utility model, the first power absorbing device is provided with a first force arm having a first force sensor mounted thereon for measuring torque and power of the vehicle.

According to some embodiments of the utility model, the rear roller assembly comprises a rear axle frame, a rear roller assembly, a second lifter and a second power absorbing device, wherein the rear roller assembly, the second lifter and the second power absorbing device are all connected to the rear axle frame, the rear roller assembly comprises at least two rear rollers, all the rear rollers are synchronously connected, and the two rear rollers are respectively synchronously connected with the second power absorbing device and the second transmission end. Since the rear drum is rotatably coupled to the rear axle housing, a slip occurs when the vehicle travels to the rear drum, so that it is necessary to raise the traveling reference surface of the vehicle by the lifting of the second lifter so that the vehicle passes over the rear drum.

According to some embodiments of the utility model, the second power absorbing device is provided with a second force arm on which a second force sensor is mounted for measuring the torque and power of the vehicle.

According to some embodiments of the utility model, in order to be able to calibrate the utility model, the front roller assembly or the rear roller assembly is connected with a speed motor for counter-trailing rotation.

Additional aspects and advantages of the utility model will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the utility model.

Drawings

The foregoing and/or additional aspects and advantages of the utility model will become apparent and may be better understood from the following description of embodiments taken in conjunction with the accompanying drawings in which:

fig. 1 is a schematic structural diagram of a four-wheel drive automobile chassis dynamometer according to a first embodiment of the present utility model;

FIG. 2 is a schematic diagram of the four-wheel drive chassis dynamometer of FIG. 1 after wheelbase adjustment;

fig. 3 is a schematic structural diagram of a four-wheel-drive chassis dynamometer according to a second embodiment of the present utility model.

In the accompanying drawings: 100-total rack, 200-front roller assembly, 300-rear roller assembly, 400-wheelbase adjustment mechanism, 500-synchronous connection mechanism, 210-front axle rack, 220-first lifter, 230-first power absorbing device, 110-slide rail, 240-front roller, 260-coupler, 270-synchronous belt mechanism, 250-first driving end, 231-first force sensor, 310-rear axle rack, 320-second lifter, 330-second power absorbing device, 340-rear roller, 350-second driving end, 331-second force sensor, 510-driving axle, 520-universal coupler, 600-speed regulating motor, 530-first bevel gear, 540-second bevel gear, 280-bearing.

Detailed Description

Embodiments of the present utility model are described in detail below, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to like or similar elements or elements having like or similar functions throughout. The embodiments described below by referring to the drawings are illustrative only and are not to be construed as limiting the utility model.

In the description of the present utility model, it should be understood that references to orientation descriptions such as upper, lower, front, rear, left, right, etc. are based on the orientation or positional relationship shown in the drawings, are merely for convenience of description of the present utility model and to simplify the description, and do not indicate or imply that the apparatus or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus should not be construed as limiting the present utility model.

In the description of the present utility model, a number means one or more, a number means two or more, and greater than, less than, exceeding, etc. are understood to not include the present number, and above, below, within, etc. are understood to include the present number. The description of the first and second is for the purpose of distinguishing between technical features only and should not be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated or implicitly indicating the precedence of the technical features indicated.

In the description of the present utility model, unless explicitly defined otherwise, terms such as arrangement, installation, connection, etc. should be construed broadly and the specific meaning of the terms in the present utility model can be reasonably determined by a person skilled in the art in combination with the specific contents of the technical scheme.

As shown in fig. 1, the four-wheel-drive chassis dynamometer according to the first embodiment of the present utility model has left and right and front and rear directions orthogonal to each other, and includes a total frame 100, a front drum assembly 200, a rear drum assembly 300, a wheelbase adjusting mechanism 400, and a synchronous connection mechanism 500, wherein the front drum assembly 200 includes a front axle frame 210, a front drum assembly, a first lifter 220, and a first power absorbing device 230, the front drum assembly, the first lifter 220, and the first power absorbing device 230 are all connected to the front axle frame 210, and the front axle frame 210 is fixedly connected to the total frame 100.

In this embodiment, the front roller assembly includes four front rollers 240, the four front rollers 240 are rotatably connected to the front axle frame 210 and are disposed in two rows and two columns with the left-right direction as an axis direction, and at this time, the number of the first lifters 220 is two, and each of the first lifters 220 is located between two front rollers 240 that are disposed at a front-rear interval. Since the front drum 240 is rotatably coupled to the front axle frame 210, slip occurs when the vehicle travels to the front drum 240, it is necessary to raise the traveling reference plane of the vehicle by lifting the first lifter 220 so that the vehicle passes over the front drum 240, and the first lifter 220 is lowered to the lowest position so as not to interfere with the rotation of the wheels of the vehicle when the vehicle performs power measurement.

In order to ensure that the four front drums 240 can be synchronously connected, two front drums 240 located at the front side are synchronously connected through a coupling 260, two front drums 240 located at the rear side are synchronously connected through a coupling 260, and the front drums 240 at the front and rear sides are synchronously connected through a timing belt mechanism 270. The two front rollers 240 are synchronously connected with a first driving end 250 and the first power absorbing device 230, and the first power absorbing device 230 may be an electric vortex power meter, which is used as a loading device and is mainly used for simulating air resistance, climbing resistance and the like applied in the running of the automobile. The first power absorbing device 230 is provided with a first force arm having a first force sensor 231 mounted thereon.

It should be understood that the number of the front rollers 240 is not limited, the number of the front rollers 240 may be two, six, or the like, if the number of the front rollers 240 is two, the length of each front roller 240 needs to be ensured to satisfy the width of the vehicle, and if the number of the front rollers 240 is six, the six front rollers 240 are arranged in three rows and two columns, and the number of the first lifters 220 is four.

In addition, the rear drum assembly 300 is located at the rear side of the front drum assembly 200, and the rear drum assembly 300 includes a rear axle housing 310, a rear drum assembly, a second lifter 320, and a second power absorbing device 330, and the rear drum assembly, the second lifter 320, and the second power absorbing device 330 are all connected to the rear axle housing 310. The main frame 100 is provided with two sliding rails 110 disposed along a front-rear direction, and the rear axle frame 310 is provided with a sliding block slidably connected with the sliding rails 110, so that the rear roller assembly 300 can slide in the main frame 100 along the front-rear direction. The main frame 100 is connected with the wheelbase adjusting mechanism 400, the wheelbase adjusting mechanism 400 may be an electric push rod, an air cylinder, an oil cylinder or a crank block mechanism, and a moving part of the wheelbase adjusting mechanism 400 is connected with the rear axle frame 310 to control the front-rear distance between the rear roller assembly 300 and the front roller assembly 200.

In other embodiments, the front roller assembly 200 may be slidably coupled to the main frame 100 in place of the rear roller assembly 300; alternatively, the front roller assembly 200 and the rear roller assembly 300 are both slidably connected to the main frame 100, and the wheelbase adjusting mechanism 400 acts on both the front roller assembly 200 and the rear roller assembly 300 at the same time, not limited to the above embodiment.

In this embodiment, the rear drum assembly includes four rear drums 340, four rear drums 340 are rotatably connected to the rear axle frame 310 and are disposed in two rows and two columns with the left-right direction as an axis direction, and at this time, the number of the second lifters 320 is two, and each second lifter 320 is located between two rear drums 340 disposed at a front-rear interval. Since the rear drum 340 is rotatably coupled to the rear axle housing 310, slip occurs when the vehicle travels to the rear drum 340, it is necessary to raise the traveling reference plane of the vehicle by the lifting of the second lifter 320 so that the vehicle passes over the rear drum 340, and the second lifter 320 is lowered to the lowest position so as not to interfere with the rotation of the wheels of the vehicle when the vehicle performs power measurement.

In order to ensure that the four rear drums 340 can be synchronously connected, two rear drums 340 at the front side are synchronously connected through a coupling 260, two rear drums 340 at the rear side are synchronously connected through a coupling 260, and the rear drums 340 at the front and rear sides are synchronously connected through a timing belt. The two rear rollers 340 are respectively and synchronously connected with a second driving end 350 and the second power absorbing device 330, and the second power absorbing device 330 may be an electric vortex power meter, which is used as a loading device and is mainly used for simulating air resistance, climbing resistance and the like applied to the running of the automobile. The second power absorbing device 330 is provided with a second force arm, and a second force sensor 331 is installed on the second force arm.

It should be understood that the number of the rear rollers 340 is not limited in the present utility model, the number of the rear rollers 340 may be two, six, or two times, if the number of the rear rollers 340 is two, the length of each rear roller 340 needs to be ensured to satisfy the width of the vehicle, if the number of the rear rollers 340 is six, the six rear rollers 340 are arranged in three rows and two columns, and the number of the second lifters 320 is four.

The chassis dynamometer uses a roller to replace a road surface, and various resistances of an automobile in normal uniform running are simulated through a loading device. The torque and power of the chassis dynamometer are measured by a force sensor arranged on a force arm of the electric vortex dynamometer and connected with the stator. When the motor vehicle drives the drum, the loading device applies a braking torque to the rotor via the stator, while the stator is subjected to a reaction torque of the rotor, which is detected by the force sensor and converted into a torque and a power of the drive wheel.

In this embodiment, the front roller assembly 200 and the rear roller assembly 300 are provided with loading devices, and each loading device is connected with a force sensor, so as to meet the dynamometer requirement of the four-wheel-drive automobile. However, in other embodiments, the force sensor of one of the loading devices may be removed, while only one force sensor remains, and the functionality of the chassis dynamometer is reduced.

As shown in fig. 1 and 2, in order to achieve synchronous connection between the front drum assembly 200 and the rear drum assembly 300, the first driving end 250 of the front drum assembly 200 and the second driving end 350 of the rear drum assembly 300 may be located at the left and right sides of the main frame 100, respectively, and in this case, the first driving end 250 and the second driving end 350 may be synchronous belt driving mechanisms, and the ends of the two synchronous belt driving mechanisms are synchronously connected by the synchronous connection mechanism 500.

Specifically, the synchronous connection mechanism 500 includes a transmission shaft 510 and two universal couplings 520, the two universal couplings 520 are respectively connected to the end of the first transmission end 250 and the end of the second transmission end 350, and the two universal couplings 520 are commonly connected to the transmission shaft 510, and the rotation shaft has a structure that can extend and retract along the axial direction, that is, the transmission shaft 510 is an axial extension member. The transmission shaft 510 may be selected from a cylindrical shaft extension flat key coupling member, a conical shaft extension flat key coupling member, a cylindrical shaft extension tangential key coupling member, and a spline shaft extension member, because the cylindrical shaft extension flat key coupling member, the conical shaft extension flat key coupling member, the cylindrical shaft extension tangential key coupling member, and the spline shaft extension member can each implement a shaft extension function. In this embodiment, the drive shaft 510 is preferably a spline shaft extension member.

With the above structure, when the wheelbase adjusting mechanism 400 is started and adjusts the front-rear distance between the front roller assembly 200 and the rear roller assembly 300, the transmission shaft 510 can stretch and retract in the axial direction in a homeotropic manner. The utility model also solves the technical problem that the non-power wheels are not rotated and are identified as slipping by an automobile electronic system when the two-wheel drive automobile is tested, so that the power output of the driving wheels is limited, and the utility model can be used for detecting automobiles in all driving modes, including front wheel drive, rear wheel drive and four-wheel drive, and can also be used for detecting fuel automobiles and new energy automobiles. Compared with the existing synchronous four-drive dynamometer, the front roller assembly 200 and the rear roller assembly 300 are mechanically driven by the transmission shaft 510, and all synchronous belts are not changed in the transmission process, so that the stable operation of the chassis dynamometer is ensured, and the torque transmission effect of the chassis dynamometer is improved.

In some embodiments of the present utility model, since all front rollers 240 and all rear rollers 340 are synchronously connected together, a speed-adjusting motor 600 may be connected to the rotation shaft of any one roller, and the speed-adjusting motor 600 may reversely drag the rotating rollers for metering calibration.

As shown in fig. 3, this is a second embodiment of the present utility model, which differs from the first embodiment in that: the first driving end 250 of the front drum assembly 200 and the second driving end 350 of the rear drum assembly 300 are positioned at the same side of the main frame 100, and the synchronous connection mechanism 500 is not limited to the combination of the driving shaft 510 and the universal joint 520. Since the first driving end 250 and the second driving end 350 are located on the same side of the main frame 100, the first driving end 250 and the second driving end 350 are synchronously connected with the driving shaft 510 of the first embodiment through a worm gear, a bevel gear or a universal coupling 520.

If the connection is performed in the form of a worm and gear, the first transmission end 250 and the second transmission end 350 are both worm gears, the transmission shaft 510 is designed in a worm structure, and the two are transmitted in a transmission ratio of 1:1; if the connection is performed in the form of a bevel gear, the first transmission end 250 and the second transmission end 350 are both a first bevel gear 530, two ends of the transmission shaft 510 are respectively connected with a second bevel gear 540 matched with the first bevel gear 530, and the two bevel gears are driven in a transmission ratio of 1:1; if the universal coupling 520 is adopted for connection, the first driving end 250 and the second driving end 350 are synchronous belt driving mechanisms or rotating shafts connected with rollers, the universal coupling 520 is respectively connected to two ends of the driving shaft 510, and the two universal couplings 520 are respectively connected to the first driving end 250 and the second driving end 350. In this embodiment, the first driving end 250 and the second driving end 350 are connected together with the driving shaft 510, preferably by being in the form of bevel gears.

It should be noted that, since the structures of the front drum assembly 200 and the rear drum assembly 300 generally follow the prior art, the present utility model defaults to the connection relationship between each shaft and the bearing 280 and the connection relationship between each shaft and the coupling 260, and those skilled in the art can restore the default portion according to the prior art without being defined as unclear.

The embodiments of the present utility model have been described in detail with reference to the accompanying drawings, but the present utility model is not limited to the above embodiments, and various changes can be made within the knowledge of one of ordinary skill in the art without departing from the spirit of the present utility model.

Claims (10)

1. The utility model provides a four-wheel drive automobile chassis dynamometer, has the left and right sides and fore-and-aft direction of mutual quadrature, its characterized in that: including total frame (100), preceding cylinder assembly (200), back cylinder assembly (300), wheelbase adjustment mechanism (400) and synchro-coupling mechanism (500), preceding cylinder assembly (200) with back cylinder assembly (300) are all located total frame (100), preceding cylinder assembly (200) are located back cylinder assembly (300) front side, preceding cylinder assembly (200) and/or back cylinder assembly (300) along fore-and-aft direction sliding connection in total frame (100), preceding cylinder assembly (200) with the fore-and-aft distance between back cylinder assembly (300) is passed through wheelbase adjustment mechanism (400) and is limited, preceding cylinder assembly (200) with back cylinder assembly (300) are equipped with first driving end (250) and second driving end (350) respectively, first driving end (250) with second driving end (350) are through synchro-coupling mechanism (500) are connected in a fore-and-aft direction sliding connection, synchro-coupling mechanism (500) are equipped with scalable transmission shaft (510) in the axial direction.

2. The four-wheel drive automobile chassis dynamometer of claim 1, wherein: the transmission shaft (510) is a cylindrical shaft extension flat key coupling member, a conical shaft extension flat key coupling member, a cylindrical shaft extension tangential key coupling member or a spline shaft extension member.

3. The four-wheel drive automobile chassis dynamometer of claim 1 or 2, wherein: the first transmission end (250) and the second transmission end (350) are respectively positioned at the left side and the right side of the main frame (100), the first transmission end (250) and the second transmission end (350) are both connected with universal couplings (520), and the two universal couplings (520) are commonly connected with the transmission shaft (510).

4. A four-wheel drive automotive chassis dynamometer according to claim 3, characterized in that: the first transmission end (250) and the second transmission end (350) are synchronous belt transmission mechanisms.

5. The four-wheel drive automobile chassis dynamometer of claim 1 or 2, wherein: the first transmission end (250) and the second transmission end (350) are both positioned on the same side of the main frame (100), and the first transmission end (250) and the second transmission end (350) are synchronously connected with the transmission shaft (510) through a worm gear, a bevel gear or a universal coupling (520).

6. The four-wheel drive automobile chassis dynamometer of claim 1, wherein: the front roller assembly (200) comprises a front shaft frame (210), a front roller assembly, a first lifter (220) and a first power absorbing device (230), wherein the front roller assembly, the first lifter (220) and the first power absorbing device (230) are all connected to the front shaft frame (210), the front roller assembly comprises at least two front rollers (240), all front rollers (240) are synchronously connected, and two front rollers (240) are synchronously connected with the first power absorbing device (230) and the first transmission end (250) respectively.

7. The four-wheel drive automobile chassis dynamometer of claim 6, wherein: the first power absorbing device (230) is provided with a first force arm, and a first force sensor (231) is arranged on the first force arm.

8. The four-wheel drive automobile chassis dynamometer of claim 1, wherein: the rear roller assembly (300) comprises a rear axle frame (310), a rear roller assembly, a second lifter (320) and a second power absorbing device (330), wherein the rear roller assembly, the second lifter (320) and the second power absorbing device (330) are all connected to the rear axle frame (310), the rear roller assembly comprises at least two rear rollers (340), all rear rollers (340) are synchronously connected, and two rear rollers (340) are synchronously connected with the second power absorbing device (330) and the second transmission end (350) respectively.

9. The four-wheel drive automobile chassis dynamometer of claim 8, wherein: the second power absorbing device (330) is provided with a second force arm, and a second force sensor (331) is arranged on the second force arm.

10. The four-wheel drive automobile chassis dynamometer of claim 6 or 8, wherein: the front roller assembly (200) or the rear roller assembly (300) is connected with a speed regulating motor (600).