CN115615720B - Power assembly test system for new energy automobile - Google Patents
Power assembly test system for new energy automobile Download PDFInfo
- Publication number
- CN115615720B CN115615720B CN202211616419.0A CN202211616419A CN115615720B CN 115615720 B CN115615720 B CN 115615720B CN 202211616419 A CN202211616419 A CN 202211616419A CN 115615720 B CN115615720 B CN 115615720B
- Authority
- CN
- China
- Prior art keywords
- node
- output end
- power assembly
- value
- module
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Images
Classifications
-
- G—PHYSICS
- G01—MEASURING; TESTING
- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
- G01M17/00—Testing of vehicles
- G01M17/007—Wheeled or endless-tracked vehicles
Landscapes
- Physics & Mathematics (AREA)
- General Physics & Mathematics (AREA)
- Testing Of Devices, Machine Parts, Or Other Structures Thereof (AREA)
Abstract
The invention relates to the technical field of new energy automobile testing, in particular to a power assembly testing system for a new energy automobile, which comprises a data acquisition module, a load simulation module, a power supply module and an auxiliary module, wherein the data acquisition module comprises a rotating speed sensor for acquiring rotating speed values of a source node output end, a middle node input end, an output end and a tail end node input end in a power assembly, the load simulation module is connected with the tail end node, and the power supply module is used for driving the source node to move.
Description
Technical Field
The invention relates to the technical field of new energy automobile testing, in particular to a power assembly testing system for a new energy automobile.
Background
The new energy automobile is an automobile which adopts unconventional automobile fuel as a power source (or adopts conventional automobile fuel and a novel vehicle-mounted power device), integrates advanced technologies in the aspects of power control and driving of the automobile, and is advanced in technical principle, novel in technology and novel in structure. The new energy automobile comprises a pure electric automobile, an extended range electric automobile, a hybrid electric automobile, a fuel cell electric automobile, a hydrogen engine automobile and the like.
The position, quantity and arrangement of the driving motors in the electric automobile power assembly lead to various driving modes of the currently pushed automobile type, but no matter what driving mode is, the motors are used as driving parts, wheels are driven to rotate through the intermediate power transmission component, and the power transmission route of the electric automobile power assembly is as follows: the motor → transmission component → half axle (wheel), and the reducer is one of the common transmission components, playing an important role in the power transmission process, and the reducer plays a role in reducing speed and increasing torque by meshing a plurality of gears, and because there is a transmission error in the meshing between the gears, especially under some special working conditions, such as hill start, or in the acceleration process, the transmission error between the gears can cause the delay of the output torque, and directly affect the service performance of the electric automobile.
In the prior art, the test of the power assembly of the electric vehicle aims at the performance test of the whole assembly or key parts in the assembly, such as the performance test of a motor, the mechanical transmission performance test of the assembly is not mentioned, but the traditional mechanical transmission performance test measures the ratio of output power to input power in a power transmission system, but in the power assembly of the electric vehicle, because of errors of transmission components, the simple measurement of the ratio of the output power to the input power cannot truly reflect the running state of the power assembly under the special working conditions, and therefore, a power assembly test system for a new energy vehicle is provided.
Disclosure of Invention
The invention mainly aims to provide a power assembly testing system for a new energy automobile, which can effectively solve the problems in the background technology.
In order to realize the purpose, the invention adopts the technical scheme that: the utility model provides a new energy automobile is with power assembly test system, includes data acquisition module, load simulation module, power supply module and auxiliary module, data acquisition module is including the tachometer that is arranged in acquireing power assembly source node output, middle node input and output and end node input rotational speed value, load simulation module with end node connects, power supply module is used for the motion of driving source node, auxiliary module includes controller, industry time-recorder, fixed establishment and coupling mechanism, fixed establishment is used for the installation of examination power assembly fixed, the controller is connected with torque sensor, tachometer, power supply module and industry time-recorder for the operation of control power supply module, the real-time torque and the rotational speed data of acquireing each torque sensor and tachometer, and after handling the real-time data that acquires, calculate the real-time mechanical transmission efficiency value of the power assembly that awaits measuring, real-time mechanical transmission efficiency value computational formula be:
wherein: eta is the real-time mechanical transmission efficiency value of the power assembly to be measured; alpha is a correction coefficient of the transmission error of the intermediate node; n is 1 The rotating speed value of the output end of the source node at the moment t is obtained; n is 2 The rotating speed value of the input end of the intermediate node at the moment t is obtained; n is 3 The rotating speed value of the output end of the intermediate node at the moment t is obtained; n is 4 The rotating speed value of the input end of the tail end node at the moment t is obtained; t is 1 The torque value of the output end of the source node at the time t is shown; t is 4 The torque value at the time t of the input end of the end node; t is the acceleration from static to n at the output end of the source node 1 The time required.
Furthermore, the source node output end is a driving piece output end in the power assembly and comprises a motor main shaft and a power input shaft.
Furthermore, the input end and the output end of the middle node are the input end and the output end of a transmission component in the power assembly.
Further, the end node is a wheel driving end in the power assembly.
Further, the load simulation module is a magnetic powder brake or a dynamometer.
Further, the correction factor α of the transmission error is proportional to the intermediate nodeThe transmission ratio i is inversely proportional to the strength of the materials of the input end and the output end of the intermediate node, and the calculation formula is as follows:
wherein k is a constant coefficient, determined empirically; phi is a unit of 1 The torsional strength value of the material at the input end of the intermediate node is in the unit of N.m; phi is a 2 The torsional strength value of the material at the output end of the intermediate node is expressed in the unit of N.m.
Further, the powertrain test system comprises the following operation steps:
the method comprises the following steps: assembling all devices in the system, enabling the power assembly to be installed on the fixing mechanism, fixedly connecting the tail end node with the load simulation module through the connecting mechanism, installing and debugging each torque sensor and each rotating speed sensor, and connecting the industrial timer with each torque sensor and each rotating speed sensor through the control machine to enable the power supply module to run synchronously with the torque sensors and the rotating speed sensors;
step two: starting a test system, adjusting the load simulation module to be in an idle state, controlling the power supply module to drive the source node output end in the power assembly to rotate through the controller, and recording that the source node output end is accelerated from a static state to n by the industrial timer 1 The required time T is recorded, and the torque value T of the output end of the source node at the moment T is recorded 1 The rotating speed value n of the input end and the output end of the intermediate node 2 And n 3 The rotation speed value n of the input end of the end node 4 And a torque value T 4 And the measured value is substituted into a real-time mechanical transmission efficiency value calculation formula to calculate the eta value of the load simulation module in the no-load state;
step three: and respectively adjusting the load simulation modules to be in 30%, 50% and 80% states, when the load simulation modules are magnetic powder brakes, respectively setting the 30%, 50% and 80% loads to be 30%, 50% and 80% of the maximum braking force of the magnetic powder brakes, respectively, repeating the steps, and respectively calculating eta values in the 30%, 50% and 80% load states through a formula.
Further, the derivation process of the real-time mechanical transmission efficiency value calculation formula is as follows: the mechanical transmission efficiency calculation formula of the known mechanical transmission device is as follows:
for the three-stage transmission system of the input end → the intermediate transmission → the output end of the power assembly of the electric vehicle, the connection modes of the input end → the intermediate transmission and the intermediate transmission → the output end are respectively that the input end is connected with the input end of the intermediate transmission through a rigid shaft, and the output end of the intermediate transmission is connected with the output end through a rigid shaft, so that the two-stage transmission route meets the calculation formula of the mechanical transmission efficiency of the known mechanical transmission device, for the intermediate transmission process, because the intermediate transmission part of the power assembly is a speed reducer or a mechanical coupler, under the uniform acceleration state, the gear transmission of the speed reducer has transmission errors, therefore, in order to reduce the influence of the transmission errors, the difference value of the output power of the input end and the loss power caused by the gear transmission errors of the intermediate transmission part can be written as the input power of the output end, namely:
the formula for calculating the loss power is that the loss power is caused by transmission error of the transmission gear:
where λ is the loss ratio, p Input device For the input power value, for the intermediate transmission, its input power value p Input device The power of input end can be approximated, and in the stage of uniform acceleration, the generation of its loss rate is caused by drive error, and the drive error is used as loss rate, and the drive error value is influenced by running state of input end and output end of intermediate drive component, so that on the basis of drive error value the correspondent correction coefficient is multiplied, i.e. alpha, then there is a
After the above formula is substituted into the calculation formula, the simplification is as follows:
。
compared with the prior art, the invention has the following beneficial effects:
(1) The power assembly testing system provided by the invention can reduce the influence of the transmission error of the transmission component on the mechanical transmission performance of the power assembly, can reflect the real-time mechanical transmission performance of the power assembly of the electric vehicle under special working conditions, such as hill starting, or in the acceleration process, and has guiding significance for matching and teaching of a motor and the transmission component in the power assembly of the electric vehicle, optimizing the reduction ratio of the transmission component, optimizing the parameter design of the power assembly and the like;
(2) The power assembly testing system provided by the invention only needs to measure the rotating speed and torque values of the power assembly at the driving part and the output shaft end and the rotating speed values of the input end and the output end of the intermediate transmission component, the data is convenient to obtain, the structure is simple, and the equipment is easy to arrange and operate.
Drawings
Fig. 1 is an overall block diagram of a powertrain testing system for a new energy vehicle according to the present invention.
Detailed Description
The present invention will be further described with reference to the following detailed description, wherein the drawings are for illustrative purposes only and are not intended to be limiting, and certain features of the drawings are omitted, enlarged or reduced in size, and are not intended to represent the actual product size.
Example 1
As shown in fig. 1, a power assembly testing system for a new energy vehicle includes a data acquisition module, a load simulation module, a power supply module and an auxiliary module, where the data acquisition module includes a rotation speed sensor for acquiring rotation speed values of a source node output end, a middle node input end and an output end of a power assembly and a terminal node input end, the load simulation module is connected to the terminal node, the power supply module is used for driving the source node to move, the auxiliary module includes a controller, an industrial timer, a fixing mechanism and a connecting mechanism, the fixing mechanism is used for fixing and installing the power assembly to be tested, the controller is connected to a torque sensor, the rotation speed sensor, the power supply module and the industrial timer, and is used for controlling the operation of the power supply module, acquiring real-time torque and rotation speed data of each torque sensor and rotation speed sensor, and processing the acquired real-time data, and then calculating a real-time mechanical transmission efficiency value of the power assembly to be tested, and the real-time mechanical transmission efficiency value calculation formula is:
wherein: eta is the real-time mechanical transmission efficiency value of the power assembly to be measured; alpha is a correction coefficient of the transmission error of the intermediate node; n is a radical of an alkyl radical 1 The rotating speed value of the output end of the source node at the moment t is obtained; n is 2 The rotating speed value of the input end of the intermediate node at the moment t is obtained; n is a radical of an alkyl radical 3 The rotating speed value of the output end of the intermediate node at the moment t is obtained; n is 4 The rotating speed value of the input end of the tail end node at the moment t is obtained; t is a unit of 1 The torque value of the output end of the source node at the time t is shown; t is 4 The torque value at the time t of the input end of the end node; t is the acceleration from static to n at the output end of the source node 1 The time required.
The source node output end is the output end of a driving piece in the power assembly and comprises a motor main shaft and a power input shaft.
The input end and the output end of the middle node are the input end and the output end of a transmission component in the power assembly.
The end node is a wheel drive end in the powertrain.
The load simulation module is a magnetic powder brake or a dynamometer.
The correction coefficient alpha of the transmission error is proportional to the transmission ratio i of the intermediate node and inversely proportional to the strength of the materials of the input end and the output end of the intermediate node, and the calculation formula is as follows:
wherein k is a constant coefficient, determined empirically; phi is a 1 The torsional strength value of the material at the input end of the intermediate node is in the unit of N.m; phi is a 2 The torsional strength value of the material at the output end of the intermediate node is expressed in the unit of N.m.
The working process is as follows: when the number of the intermediate nodes is one, the operation steps of the power assembly testing system are as follows:
the method comprises the following steps: assembling all devices in the system, installing a power assembly on a fixing mechanism, fixedly connecting a terminal node with a load simulation module through a connecting mechanism, installing and debugging all torque sensors and rotating speed sensors, connecting an industrial timer with all the torque sensors and the rotating speed sensors through a controller, and enabling a power supply module to run synchronously with the torque sensors and the rotating speed sensors;
step two: starting the test system, firstly adjusting the load simulation module to be in an idle state, controlling the power supply module to drive the source node output end in the power assembly to rotate through the controller, and recording that the source node output end is accelerated from static to n uniformly through the industrial timer 1 The required time T is recorded, and the torque value T of the output end of the source node at the time T is recorded 1 The rotating speed value n of the input end and the output end of the intermediate node 2 And n 3 The value of the speed n at the input of the end node 4 And a torque value T 4 And the measured value is substituted into a real-time mechanical transmission efficiency value calculation formula to calculate the eta value of the load simulation module in the no-load state;
step three: respectively adjusting the load simulation modules to be in 30%, 50% and 80% states, when the load simulation modules are magnetic powder brakes, respectively setting the 30%, 50% and 80% loads to be 30%, 50% and 80% of the maximum braking force of the magnetic powder brakes, and when the load simulation modules are dynamometers, respectively setting the 30%, 50% and 80% loads to be 30%, 50% and 80% of the maximum rated power of the motor, repeating the steps and obtaining the following formula:
the eta values under the load states of 30%, 50% and 80% are respectively calculated, and the derivation process of a real-time mechanical transmission efficiency value calculation formula is as follows: the mechanical transmission efficiency calculation formula of the known mechanical transmission device is:
for the three-stage transmission system of the input end → the intermediate transmission → the output end of the power assembly of the electric vehicle, the connection modes of the input end → the intermediate transmission and the intermediate transmission → the output end are respectively that the input end is connected with the input end of the intermediate transmission through a rigid shaft, and the output end of the intermediate transmission is connected with the output end through a rigid shaft, so that the two-stage transmission route meets the calculation formula of the mechanical transmission efficiency of the known mechanical transmission device, for the intermediate transmission process, because the intermediate transmission part of the power assembly is a speed reducer or a mechanical coupler, under the uniform acceleration state, the gear transmission of the speed reducer has transmission errors, therefore, in order to reduce the influence of the transmission errors, the difference value of the output power of the input end and the loss power caused by the gear transmission errors of the intermediate transmission part can be written as the input power of the output end, namely:
and because the loss power is caused by transmission errors of the transmission gear, the calculation formula of the loss power is as follows:
where λ is the loss ratio, p Input device For input power values, for the intermediate transmission, its input power value p Input the method The power of input end can be approximated, and in the stage of uniform acceleration, the generation of its loss rate is caused by drive error, and the drive error is used as loss rate, and the drive error value is influenced by running state of input end and output end of intermediate drive component, so that on the basis of drive error value the correspondent correction coefficient is multiplied, i.e. alpha, then there is a
After the formula is substituted into the calculation formula, the simplification is as follows:
。
example 2
As shown in fig. 1, a power assembly testing system for a new energy vehicle includes a data acquisition module, a load simulation module, a power supply module and an auxiliary module, where the data acquisition module includes a rotation speed sensor for acquiring rotation speed values of a source node output end, a middle node input end and an output end of a power assembly and a terminal node input end, the load simulation module is connected to the terminal node, the power supply module is used for driving the source node to move, the auxiliary module includes a controller, an industrial timer, a fixing mechanism and a connecting mechanism, the fixing mechanism is used for fixing and installing the power assembly to be tested, the controller is connected to a torque sensor, the rotation speed sensor, the power supply module and the industrial timer, and is used for controlling the operation of the power supply module, acquiring real-time torque and rotation speed data of each torque sensor and rotation speed sensor, and processing the acquired real-time data, and then calculating a real-time mechanical transmission efficiency value of the power assembly to be tested, and the real-time mechanical transmission efficiency value calculation formula is:
wherein: eta is the real-time mechanical transmission efficiency value of the power assembly to be measured; alpha is a correction coefficient of the transmission error of the intermediate node; n is 1 The rotating speed value of the output end of the source node at the moment t is obtained; n is a radical of an alkyl radical 2 The rotating speed value of the input end of the intermediate node at the moment t is obtained; n is a radical of an alkyl radical 3 The rotating speed value of the output end of the intermediate node at the moment t is obtained; n is 4 The rotating speed value of the input end of the tail end node at the moment t is obtained; t is a unit of 1 The torque value of the output end of the source node at the time t is shown; t is 4 The torque value at the time t of the input end of the end node; t is the acceleration from static to n at the output end of the source node 1 The time required.
The source node output end is a driving piece output end in the power assembly and comprises a motor main shaft and a power input shaft.
The input end and the output end of the middle node are the input end and the output end of a transmission component in the power assembly.
The end node is a wheel drive end in the powertrain.
The load simulation module is a magnetic powder brake or a dynamometer.
The correction coefficient alpha of the transmission error is in direct proportion to the transmission ratio i of the middle node and in inverse proportion to the strength of materials at the input end and the output end of the middle node, and the calculation formula is as follows:
wherein k is a constant coefficient, determined empirically; phi is a 1 The torsional strength value of the material at the input end of the intermediate node is in the unit of N.m; phi is a 2 The torsional strength value of the material at the output end of the intermediate node is expressed in the unit of N.m.
The working process is as follows: when the number of the intermediate nodes is more than one, the power assembly system can be divided into a plurality of three-stage transmission systems of two groups of input ends → intermediate transmission → output ends, and the three-stage transmission systems are the input ends → the first intermediate transmission → the second intermediate transmission; the third-stage transmission system ii is the first intermediate transmission → the second intermediate transmission → the output end, the input shaft of the second intermediate transmission in the third-stage transmission system is the output end of the original third-stage transmission system, similarly, the output end of the first intermediate transmission in the third-stage transmission system is the input end of the original third-stage transmission system, and the second intermediate transmission is the intermediate transmission in the original third-stage transmission system, and then the solution is performed according to the method in embodiment 1, which is not described herein again.
The foregoing shows and describes the general principles and broad features of the present invention and advantages thereof. It will be understood by those skilled in the art that the present invention is not limited to the embodiments described above, which are described in the specification and illustrated only to illustrate the principle of the present invention, but that various changes and modifications may be made therein without departing from the spirit and scope of the present invention, which fall within the scope of the invention as claimed. The scope of the invention is defined by the appended claims and equivalents thereof.
Claims (5)
1. The utility model provides a power assembly test system for new energy automobile, includes data acquisition module, load simulation module, power supply module and supplementary module, its characterized in that: the data acquisition module is including being arranged in acquireing the power assembly source node output, intermediate node input and output and the tachometer of terminal node input speed value, load simulation module with terminal node connects, the power supply module is used for the motion of driving source node, supplementary module includes controller, industry time-recorder, fixed establishment and coupling mechanism, fixed establishment is used for the installation of examination power assembly of awaiting measuring fixed, the controller is connected with torque sensor, tachometer, power supply module and industry time-recorder for the operation of control power supply module, the real-time torque and the rotational speed data of acquireing each torque sensor and tachometer, and handle the back to the real-time data who acquires, calculate the real-time mechanical transmission efficiency value of the power assembly that awaits measuring, real-time mechanical transmission efficiency value computational formula is:
wherein: eta is the real-time mechanical transmission efficiency value of the power assembly to be measured; alpha is a correction coefficient of the transmission error of the intermediate node; n is 1 The rotating speed value of the output end of the source node at the moment t is obtained; n is 2 The rotating speed value of the input end of the intermediate node at the moment t is obtained; n is 3 The rotating speed value of the output end of the intermediate node at the moment t is obtained; n is 4 The rotating speed value of the input end of the tail end node at the moment t is obtained; t is 1 The torque value of the output end of the source node at the time t is shown; t is 4 The torque value at the time t of the input end of the end node; t is the acceleration from static to n at the output end of the source node 1 The required time;
the correction coefficient alpha of the transmission error is proportional to the transmission ratio i of the intermediate node and inversely proportional to the strength of the materials of the input end and the output end of the intermediate node, and the calculation formula is as follows:
wherein k is a constant coefficient, determined empirically; phi is a 1 The torsional strength value of the material at the input end of the intermediate node is in the unit of N.m; phi is a unit of 2 The torsional strength value of the material at the output end of the middle node is N.m;
the power assembly testing system comprises the following operation steps:
the method comprises the following steps: assembling all devices in the system, enabling the power assembly to be installed on the fixing mechanism, fixedly connecting the tail end node with the load simulation module through the connecting mechanism, installing and debugging each torque sensor and each rotating speed sensor, and connecting the industrial timer with each torque sensor and each rotating speed sensor through the control machine to enable the power supply module to run synchronously with the torque sensors and the rotating speed sensors;
step two: starting a test system, adjusting the load simulation module to be in an idle state, controlling the power supply module to drive the source node output end in the power assembly to rotate through the controller, and recording that the source node output end is accelerated from a static state to n by the industrial timer 1 The required time T is recorded, and the torque value T of the output end of the source node at the moment T is recorded 1 The rotating speed value n of the input end and the output end of the intermediate node 2 And n 3 The rotation speed value n of the input end of the end node 4 And a torque value T 4 And the measured value is substituted into a real-time mechanical transmission efficiency value calculation formula to calculate the eta value of the load simulation module in the no-load state;
step three: and respectively adjusting the load simulation modules to be in 30%, 50% and 80% states, when the load simulation modules are magnetic powder brakes, respectively setting the 30%, 50% and 80% loads to be 30%, 50% and 80% of the maximum braking force of the magnetic powder brakes, respectively, repeating the steps, and respectively calculating eta values in the 30%, 50% and 80% load states through a formula.
2. The power assembly testing system for the new energy automobile according to claim 1, characterized in that: the source node output end is a driving piece output end in the power assembly and comprises a motor main shaft and a power input shaft.
3. The powertrain test system for the new energy automobile of claim 1, characterized in that: and the input end and the output end of the middle node are the input end and the output end of a transmission component in the power assembly.
4. The power assembly testing system for the new energy automobile according to claim 1, characterized in that: the end node is a wheel driving end in the power assembly.
5. The powertrain test system for the new energy automobile of claim 1, characterized in that: the load simulation module is a magnetic powder brake or a dynamometer.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211616419.0A CN115615720B (en) | 2022-12-16 | 2022-12-16 | Power assembly test system for new energy automobile |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211616419.0A CN115615720B (en) | 2022-12-16 | 2022-12-16 | Power assembly test system for new energy automobile |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN115615720A CN115615720A (en) | 2023-01-17 |
| CN115615720B true CN115615720B (en) | 2023-04-18 |
Family
ID=84879639
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202211616419.0A Active CN115615720B (en) | 2022-12-16 | 2022-12-16 | Power assembly test system for new energy automobile |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN115615720B (en) |
Citations (13)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0777480A (en) * | 1993-09-09 | 1995-03-20 | Meidensha Corp | Abnormality detecting method for power train |
| CN103764469A (en) * | 2011-09-05 | 2014-04-30 | 本田技研工业株式会社 | Hybrid vehicle control device and control method |
| CN104535320A (en) * | 2015-01-15 | 2015-04-22 | 吉林大学 | Test method for comprehensive transmission efficiency of automotive automatic transmission |
| CN105138734A (en) * | 2015-07-31 | 2015-12-09 | 吉林大学 | Improved method for optimally designing noise of main parameter of bevel gear of transmission |
| CN105928700A (en) * | 2016-04-17 | 2016-09-07 | 吉林大学 | RWD automobile gearbox transmission error detection test bench and comprehensive testing method |
| CN106769015A (en) * | 2016-12-28 | 2017-05-31 | 华东交通大学 | A kind of Dynamic Characteristics of Drive System experimental bench measurement apparatus and detection method |
| CN106802241A (en) * | 2017-01-18 | 2017-06-06 | 安徽江淮汽车集团股份有限公司 | Gear transmission error test device and method |
| CN107367258A (en) * | 2017-06-09 | 2017-11-21 | 北京空间飞行器总体设计部 | A kind of movable spot beam anternma pointing accuracy of two dimension determines method |
| CN108614151A (en) * | 2018-03-30 | 2018-10-02 | 北京理工大学 | A kind of measurement method of vehicle motor controller efficiency, apparatus and system |
| CN108760291A (en) * | 2018-04-11 | 2018-11-06 | 重庆理工大学 | A kind of speed changer high speed motion transmission error test measurement method |
| CN109297723A (en) * | 2018-09-30 | 2019-02-01 | 长安大学 | A kind of Electric Vehicles Driving Cycle simulator stand and analogy method |
| CN111999642A (en) * | 2020-07-21 | 2020-11-27 | 山东科技大学 | Motor power density testing device and method |
| CN113281597A (en) * | 2021-06-29 | 2021-08-20 | 重庆军工产业集团有限公司 | Pure electric vehicle power assembly bench test system and method |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| TWI523772B (en) * | 2013-08-23 | 2016-03-01 | 國立屏東科技大學 | Power distribution method for electric vehicle driven by two power sources |
-
2022
- 2022-12-16 CN CN202211616419.0A patent/CN115615720B/en active Active
Patent Citations (13)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0777480A (en) * | 1993-09-09 | 1995-03-20 | Meidensha Corp | Abnormality detecting method for power train |
| CN103764469A (en) * | 2011-09-05 | 2014-04-30 | 本田技研工业株式会社 | Hybrid vehicle control device and control method |
| CN104535320A (en) * | 2015-01-15 | 2015-04-22 | 吉林大学 | Test method for comprehensive transmission efficiency of automotive automatic transmission |
| CN105138734A (en) * | 2015-07-31 | 2015-12-09 | 吉林大学 | Improved method for optimally designing noise of main parameter of bevel gear of transmission |
| CN105928700A (en) * | 2016-04-17 | 2016-09-07 | 吉林大学 | RWD automobile gearbox transmission error detection test bench and comprehensive testing method |
| CN106769015A (en) * | 2016-12-28 | 2017-05-31 | 华东交通大学 | A kind of Dynamic Characteristics of Drive System experimental bench measurement apparatus and detection method |
| CN106802241A (en) * | 2017-01-18 | 2017-06-06 | 安徽江淮汽车集团股份有限公司 | Gear transmission error test device and method |
| CN107367258A (en) * | 2017-06-09 | 2017-11-21 | 北京空间飞行器总体设计部 | A kind of movable spot beam anternma pointing accuracy of two dimension determines method |
| CN108614151A (en) * | 2018-03-30 | 2018-10-02 | 北京理工大学 | A kind of measurement method of vehicle motor controller efficiency, apparatus and system |
| CN108760291A (en) * | 2018-04-11 | 2018-11-06 | 重庆理工大学 | A kind of speed changer high speed motion transmission error test measurement method |
| CN109297723A (en) * | 2018-09-30 | 2019-02-01 | 长安大学 | A kind of Electric Vehicles Driving Cycle simulator stand and analogy method |
| CN111999642A (en) * | 2020-07-21 | 2020-11-27 | 山东科技大学 | Motor power density testing device and method |
| CN113281597A (en) * | 2021-06-29 | 2021-08-20 | 重庆军工产业集团有限公司 | Pure electric vehicle power assembly bench test system and method |
Non-Patent Citations (3)
| Title |
|---|
| 刘玉梅,苏建,戴建国,周惠林.汽车动力性测试中打滑损耗功率测试方法的研究.公路交通科技.2000,(03),全文. * |
| 司志海.计算确定轴类零件感应加热表面淬火的淬硬层深度.工程机械.1988,(07),全文. * |
| 韩硕.纯电动汽车动力总成测试***设计及负载模拟方法的研究.《中国优秀硕士学位论文全文库》.2018,全文. * |
Also Published As
| Publication number | Publication date |
|---|---|
| CN115615720A (en) | 2023-01-17 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN107544031B (en) | Evaluation method and device for simulating running power performance of double-electric hybrid electric vehicle | |
| CN111896269B (en) | Motor rack testing method and system | |
| CN112051076B (en) | New energy automobile power assembly road spectrum loading test method | |
| CN113358958A (en) | Servo driver accelerated life test device and test method | |
| CN201765309U (en) | Mechanical performance parameter testing device of modular permanent magnet synchronous servo motor | |
| CN115615720B (en) | Power assembly test system for new energy automobile | |
| CN102207425A (en) | Durable test stand for automobile speed changing box | |
| CN214584023U (en) | Gear vibration noise test bench | |
| CN110793690B (en) | Method for testing motor efficiency on hybrid power assembly rack | |
| CN112557902A (en) | Dynamic comprehensive performance test platform for hub motor system | |
| CN110595796B (en) | Simulation experiment method for urban circulation working condition of parallel hydraulic hybrid electric vehicle | |
| CN111766078B (en) | Test method for reliability test of electronic parking mechanism | |
| CN102374924B (en) | Measurement method of moment of inertia of separately excited DC (Direct Current) motor | |
| CN201983928U (en) | Durable test bed for auto gearbox | |
| CN110631828A (en) | Testing device and testing method for power split gear transmission system | |
| CN209820769U (en) | New forms of energy pure electric automobile electric drive assembly detection device | |
| CN112146894B (en) | Method for testing and evaluating no-load loss of electric drive assembly based on whole vehicle working condition | |
| CN214375155U (en) | Dynamic comprehensive performance test platform for hub motor system | |
| CN113495004B (en) | Permanent magnet traction system test device for vehicle and control method thereof | |
| CN220730376U (en) | Two-in-one no-load counter electromotive force testing device | |
| CN212567916U (en) | Electric drive axle test equipment | |
| CN112379288A (en) | Fuel cell in-loop test system and test method thereof | |
| CN111551850A (en) | Testing system for wheel-side electrically-driven bridge abutment test | |
| CN220552614U (en) | Hybrid power system test bed based on dynamometer | |
| CN110082100A (en) | A kind of Wind turbines yaw drive system Even load test verification method |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |