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Powertrain systems primarily relied on transmission concepts before, such as manual, automatic, and dual-clutch transmissions for 2WD and 4WD vehicles. Sin embargo, with the transition to fully electrified propulsion systems, the modern one has undergone a fundamental transformation. Electric drives and high-voltage components have become central to these systems.

To support development and system integration, customers require advanced test systems capable of evaluating and optimizing both the mechanical and high-voltage electrical subsystems. Our state-of-the-art propulsion test systems are designed to validate a wide range of configurations, including different types 2WD and 4WD systems, speeds, esfuerzo de torsión, power classes, as well as high-voltage and current requirements specific to electrified systems.

Which also incorporates steering capabilities, enabling comprehensive vehicle-in-the-loop (VIL) testing. This approach creates a highly realistic testing environment essential for validating the functionality of advanced driver assistance systems (ADAS) and automated driving (AD) technologies in real-world vehicle applications.

Mobile (Portable) Dynamometers of Powertrain/Hub-coupled powertrain Test Bench

Mobilel/Portable axle-mounted dynamometers have become essential tools in the automotive industry for assessing powertrain performance, as they provide the flexibility and precision required in modern vehicle testing. These dynamometers enable engineers to measure power y esfuerzo de torsión in various locations, whether in workshops or within environmental chambers, providing valuable data throughout different stages of vehicle development. This adaptability ensures that manufacturers can optimize performance and verify that their vehicles meet the necessary regulatory standards.

When used in environmental chambers, portable axle-mounted dynamometers greatly enhance the ability to test vehicle performance under controlled conditions. Environmental chambers can simulate a wide range of climatic scenarios, including extreme temperatures (from -45°C to 65°C) and varying levels of humidity, all of which can significantly impact a powertrain’s eficiencia y emisiones. By integrating dynamometers into these chambers, manufacturers and researchers can conduct performance tests that offer valuable insights into how different environmental factors influence vehicle operation. Este controlled testing is crucial for ensuring vehicles can meet emisiones y performance standards in diverse and challenging conditions, ultimately helping to ensure their reliability and compliance across various markets.

1.Test Bench Architecture of Powertrain/Hub-coupled powertrain Test Bench

Powertrain/Hub-coupled powertrain Test Bench is composed of several key components, each designed to ensure accurate and efficient testing of vehicle powertrains. These components include:

Mobile Low-Inertia Electric Dynamometer: The dynamometer provides precise speed and torque control, simulating real-world road load conditions. It is capable of rapid response to dynamic changes, making it ideal for simulating varying road conditions. Load simulation methods include:
- Constant torque control
- Calculated road spectrum simulation
- Actual road spectrum import
- User-defined load spectrum
Dynamometer Driver: This component controls the dynamometer’s operation, allowing it to simulate different load scenarios and accurately replicate road conditions.
Battery Simulator: Used to simulate the electric vehicle’s battery, the simulator can replace the actual battery and provide accurate power outputs for testing. It supports the evaluation of energy consumption and efficiency in the drivetrain.
Electrical Control Cabinet: This cabinet houses the control systems for managing the dynamometer, battery simulator, and other electrical components. It plays a crucial role in regulating the overall system operation.
Measurement Sensors: These sensors monitor various parameters during testing, such as temperature, pressure, esfuerzo de torsión, velocidad, and vibrations. They provide real-time data for analyzing the performance and efficiency of the vehicle’s powertrain.
Vehicle Windward Cooling System: The cooling system ensures that the vehicle’s powertrain operates within optimal temperature ranges during testing, helping to prevent overheating during prolonged tests.
Traffic Real-Life Simulation System: This system integrates with the dynamometer to simulate real-world traffic and road conditions. It mimics driver actions and varying road conditions, including different terrain and vehicle speeds, for a more realistic and comprehensive test environment.
Main Control Computer: The central hub for system operation, this computer manages all the test processes, coordinates data acquisition, and allows for the adjustment of test parameters. It also analyzes the results and generates performance reports.
Energy Flow Analysis (Power Analyzer): The power analyzer measures the current, voltage, and power consumption of each energy unit in the tested vehicle. It provides insights into the energy flow across different operational modes and creates an energy spectrum for the entire vehicle. This helps in evaluating the overall efficiency of the powertrain.

The system also allows for flexible transformation into a powertrain sistema de prueba. By connecting the battery simulatorto the powertrain drive, the system can test the powertrain’s performance under various conditions, simulating energy consumption and power distribution throughout the drivetrain components.

This architecture enables the thorough testing of vehicle powertrains, ensuring that all components work efficiently under different real-world conditions.

The shaft coupling dynamometer adopts a flexible design. Each dynamometer adopts a movable mode. The dynamometer and the vehicle hub adopt a quick connection structure, so that the user can quickly and quickly complete the connection between the vehicle and the dynamometer. The dynamometer tray bracket is supported by universal wheels, which can be moved conveniently, and at the same time, it can also simulate the actual steering function.

The flange shaft connected to the wheel hub of the vehicle adopts a hollow structure to minimize the moment of inertia of the shaft system and improve the dynamic response capability of the dynamometer system. A transitional connection flange is designed between the flange and the wheel hub of the vehicle, and the flange also adopts a weight reduction design to reduce the moment of inertia.

2. Shaft coupling dynamometer function

The axle-coupled dynamometer is a flexible test system with a very high degree of freedom. Users can combine tests at will, and can test four-wheel drive and two-wheel drive vehicles, or separate electric drive powertrain tests. The shaft coupling dynamometer adopts a motor with extremely low inertia and uses real-time Ethernet communication control. It has a very high dynamic response speed and can complete the dynamic alternating working condition test of the load. The shaft coupling dynamometer system has the following functions:

1. Vehicle durability test

2. Vehicle energy flow test

3. Vehicle energy consumption test

4. Vehicle acceleration test

5. Vehicle road simulation test

6. Vehicle braking performance test

7. Test of universal characteristics of the whole vehicle

8. Driver in the loop test

9. Vehicle fault detection

10. Development and calibration of vehicle control strategy

11. Vehicle conformance test

12. Vehicle braking energy recovery test

13. Powertrain efficiency test

14. Powertrain speed and torque characteristic test

15. Powertrain temperature rise test

16. Powertrain controller control strategy development verification test

17. Powertrain braking regenerative energy feedback test

18. Powertrain external characteristic test

19. Powertrain development matching optimization test

20. Powertrain performance test and calibration test

21. Efficiency Map Test

22. Accelerated response test

23. Torque response test

24. Durability test of steady-state cyclic loading

3. Selection specifications of shaft coupling dynamometer

4. Technical description of vehicle energy flow test system

Pure electric vehicle driving range test will use Chinese working conditions GB/T 18386 \”Electric Vehicle Energy Consumption and Driving Range Test Method\” estándar. It is determined that Chinese working conditions will replace European NEDC working conditions as the test conditions, and will be introduced High and low temperature test procedures.

Vehicle energy flow test:

1) Energy transfer path:

Based on the specific vehicle configuration, working conditions and working mode, the energy is generated and transferred/converted from the power source to the wheel end.

2) Energy transfer efficiency/loss:

In the energy transmission path, there are lossy systems and components, and the corresponding energy consumption form. The quantified energy consumption distribution for energy consumption systems and components.

Data from EPA:

The key points of the vehicle energy flow test are the accuracy of the measurement and the synchronization of the measurement of different energy-consuming components, as well as the authenticity of the vehicle condition simulation.

In order to improve the accuracy of electric energy measurement, it is necessary to configure a high-precision power analyzer and transformer, and use a power analyzer with a high-precision synchronous clock function to synchronously collect and measure the signals of each sensor.

Vehicle energy flow test:

5. Software System

The software system is mainly divided into the following parts:

★Test management software: Before the test, test basic parameters and related control parameter settings, generate test information files, and be called by the test main control software.

Through the interaction with the real-time control computer during the test, the test process is automatically managed and the specified real-time information is processed.

After the test is completed, test reports, test record retrieval, data post-processing, etc.. are generated.

★Real-time control software of test bench: Through the acquisition of closed-loop control sensor information, and through interaction with the test management computer to obtain the upper-level solved control parameters, and do the necessary lower-level calculations, real-time closed-loop control of the speed and torque of the driving and loading motors and other Real-time control of auxiliary facilities.

★Human-computer interaction processing software: A unified human-computer interaction interface that integrates the main information on the same machine; real-time display of test progress, main test data, the status of the test piece and the test bench and other information.

★Test data acquisition and post-processing software: The system provides various mathematical operations of data, including addition, subtraction, multiplication, division, integration, differentiation, maximum value, minimum value, peak value, RMS, average, sum, etc..

All software systems used adopt modular design ideas, with good flexibility and scalability. The main functional modules of the software are: main program framework module, system control module, data acquisition module, data recording module, data analysis module, data display module, communication module, data playback module, print processing module, sensor calibration module, function setting module, Help document module and data post-processing analysis module, etc..

5.1 Main test interface

After the vehicle has undergone the loss calibration and coasting test, the formal test is carried out. At this time, the simulated load of the dynamometer is similar to the road load of the vehicle.

5.2 Calibration of friction loss

Before the user starts to use the device for testing, the device needs an effective friction calibration (the device will only be used if it exceeds a certain speed corresponding to the friction calibration). The user can check the calibration status through the dial control page that displays the calibration status.

Users can perform friction calibration regardless of whether the vehicle is equipped or not, but the system cannot distinguish between equipment friction loss and vehicle loss at this time. Therefore, the user needs to make a new loss calibration for each new car. It is recommended to do friction calibration where the vehicle is not equipped.

At the same time, the user needs to consider that the friction loss will change with the change of the ambient temperature. Therefore, it is necessary to warm up the device before friction calibration or test and maintain its temperature until the end of the test.

5.3 Vehicle loss calibration

When the vehicle loss calibration is completed, the page will automatically update and display the maximum calibration speed. The calibration of friction loss can be analogized to the calibration of vehicle loss. The maximum calibration speed displayed is the lower of the friction calibration speed and the vehicle loss calibration speed.

5.4 Basic inertia calibration

The basic inertia calibration is used to calibrate the basic inertia of the test bench, including: the total moment of inertia of each transmission system such as the drum, drive shaft, and motor. The basic inertia calibration is a necessary condition for the correct operation of the test bench.

5.5 Glide test

In the taxiing process, the system first accelerates the device to above the maximum speed required for taxiing, and then enters the road simulation mode to simulate the road environment until the device is below the minimum speed required for taxiing. When passing the designated speed point, the time at this time Will be recorded. The system can accurately calculate the road simulation by calculating the time and the average deceleration force for the specified taxi distance. Users can find this information on the taxi results page.

5.6 Road load simulation

The system can provide various series of dynamometer electromechanical inertia simulation, and simulate the road load according to the equation:

RL = F0 + F1V^X+ F2Vⁿ+ I dv/dt + mg * (Grad/100)

among them: