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Vehicle EMC EMI Dynamometer System

The vehicle EMC/EMI test system generally consists of an anechoic chamber or reverberation chamber, measuring instruments, and a hub dynamometer system that simulates the road load of the vehicle. The rotating hub dynamometer system that simulates vehicle load can be designed as a two-wheel drive, four-wheel drive or more shaft drive dynamometer according to the number of drive shafts of the vehicle. The dynamometer system can also adopt a structural type embedded in the turntable, or a mobile type.
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The vehicle EMC/EMI test system generally consists of an anechoic chamber or reverberation chamber, measuring instruments, and a hub dynamometer system that simulates the road load of the vehicle. The rotating hub dynamometer system that simulates vehicle load can be designed as a two-wheel drive, four-wheel drive or more shaft drive dynamometer according to the number of drive shafts of the vehicle. The dynamometer system can also adopt a structural type embedded in the turntable, or a mobile type.


1. Embedded Dynamometer System

The embedded dynamometer system generally consists of a drum unit and a dynamometer unit that simulate the load before and after, and the distance between the drum units is adjustable. Embedded dynamometers are generally embedded in the turntable and can rotate with the turntable; or embedded in the raised floor. Before the test, according to the wheelbase of the vehicle, adjust the moving axle unit of the dynamometer to the required distance. The interface will input the vehicle into the hub, lock the vehicle front and rear through the ratchet strap, connect the exhaust pipe, and start test. The dynamometer system has the following characteristics:

1. Each dynamometer unit is an independent unit for modular assembly.

2. Each dynamometer unit can carry out independent torque or speed control to simulate road load.

3. It can be used for vehicle testing in anechoic chamber or reverberation chamber.

4. Can be customized design according to user needs.

5. The spacing of the multi-axis dynamometer is adjustable to adapt to vehicle testing with different wheelbases.

6. It can be equipped with automatic driving robot, exhaust emission system, vehicle windward system, etc.

7. The unique shielding technology can meet the Class5 requirements of CISPR25.

8. The dynamometer has high torque and speed control accuracy and high repeatability.

9. The dynamometer can be embedded in the turntable or under the raised floor.

10. The vehicle fixing device is integrated with the dynamometer body, which is firm and reliable.

11. It has a vehicle tire burst detection device.

12. With vehicle centering detection device.

Recommended dynamometer parameters:

Type

Prated(kW)

Frated(N)(b)/

Vmax(km/h)

Vrtated(rpm)

F2(N)@Vmax/

ECD-A22-X(a)

22

2600

100

60

790

ECD-A34-X

34

5016

100

60

1216

ECD-A74-X

74

8716

100

60

2658

a) X—indicates the number of axles of the dynamometer (for example: four-wheel drive vehicles, generally use 2-axis drive dynamometer)

b) Frated—represents the traction of a single drive shaft of the dynamometer. The overall traction force of the dynamometer system is the number of active axles of the dynamometer multiplied by the traction force of a single axle

2. Mobile dynamometer system

The mobile chassis dynamometer adopts a modular structure, and the bottom is designed with heavy-duty bearing universal wheels, which can be pushed into the anechoic chamber, and the adjustable bracket is placed in the supporting position, and the vehicle is driven through the approach bridge into the test position and connected Drive the vehicle into the chassis dynamometer with power cables, communication optical fibers, and pneumatic pipelines, and fix the vehicle with a ratchet strap to start the test.

The dynamometer system has the following characteristics:

1. Each dynamometer unit is an independent unit for modular assembly.

2. Each dynamometer unit can carry out independent torque or speed control to simulate road load.

3. It can be used for vehicle testing in anechoic chamber or reverberation chamber.

4. Can be customized design according to user needs.

5. The spacing of the multi-axis dynamometer is adjustable to adapt to vehicle testing with different wheelbases.

6. It can be equipped with automatic driving robot, exhaust emission system, vehicle windward system, etc.

7. The unique shielding technology can meet the Class5 requirements of CISPR25.

8. The dynamometer has high torque and speed control accuracy and high repeatability.

9. The dynamometer can be embedded in the turntable or under the raised floor.

10. The vehicle fixing device is integrated with the dynamometer body, which is firm and reliable.

11. It has a vehicle tire burst detection device.

12. With vehicle centering detection device.


Type

Prated(kW)

Frated(N)(b)/

Vmax(km/h)

Vrtated(rpm)

F2(N)@Vmax/

H(mm)

ECD-B22-X

22

2600

100

60

790


ECD-B34-X

34

5016

100

60

1216


Note:

(a) X—represents the number of axles of the dynamometer (for example: a four-wheel drive vehicle, generally use a 2-axis drive dynamometer)

(b) Frated—represents the traction of a single drive shaft of the dynamometer. The overall traction force of the dynamometer system is the number of active axles of the dynamometer multiplied by the traction force of a single axle


1. System Architecture

The vehicle EMC/EMI test system is generally composed of an electric wave anechoic chamber, a rotating hub dynamometer system, and measuring instruments. We generally provide anechoic chamber and dynamometer system. The dynamometer system needs to be determined according to the parameters of the product to be tested. The dynamometer system generally includes: load simulation drum unit, vehicle cooling system, wheelbase adjustment system, automatic driving robot, vehicle tyre device, exhaust emission system, real-time control system and other parts.

2. Key technical indicators

2.1 System parameters

Drum configuration

2x(Ø240mm~Ø320mm)

Dynamometer

2/

Rated power of dynamometer

22kW~75kW/

Basic speed

100 km/h

Acceleration/decrease speed

1g10km/h~60km/h

0.5g(10km/h~100km/h)

Axle load

2t/

Wheelbase adjustment accuracy

±1mm

Wheelbase adjustment range

1800mm~3200mm(customizable)

Adapt to the track

1200mm~2100mm(customizable)

Adapt to tire diameter

400mm~800mm

Allowed environment

0 to+60°C


2.2 Description of parameter accuracy

Steady state load controlPrecision

±0.5%FS

Traction

1 N

Load controlrepeatPrecision

±0.2%FS

speed

0.02 km/h

speed controlPrecision

±0.1 km/h

Test distance

0.01 m

Distance measurement accuracy

0.1m/km

Taxi interval time

0.01 s

System response time

Change the driving force of the drum surface to a given value90%When the system response time does not exceed100ms

Time resolution

1ms

2.3 EMC performance parameters

Electromagnetic radiation:

It is 15dB smaller than the limit of CISPR12 and CISPR25.

Frequency range: 30MHz~1GHz

Measuring distance: 10m

Electric field radiation:

Compared with SAE J551-5:2004-01, the limit of GB/T 18387-2008 is 15dB lower.

Frequency range: 9KHz~30MHz

Measuring distance: 3m

Magnetic field radiation:

Compared with SAE J551-5:2004-01, the limit of GB/T 18387-2008 is 10dB lower.

Frequency range: 9KHz~30MHz

Measuring distance: 3m

3. Key technology description

3.1 Road load simulation dynamometer

The dynamometer adopts induction asynchronous servo motor, which is controlled by a four-quadrant inverter, which can realize the speed and torque control of the dynamometer. Each set of dynamometer and inverter are integrated in a unit body, which is completely shielded. The cable between the inverter and the dynamometer is extremely short, which greatly reduces electromagnetic radiation. Through optical fiber communication between the controller and each inverter, the dynamic control of the dynamometer and the feedback of measurement parameters are realized.


3.2 Rotating hub

The hub is in direct contact with the vehicle tire, and the surface has a certain roughness, which is used to simulate the friction of the road surface. The chassis dynamometer adopts a small double-rotating hub structure to facilitate the positioning of the vehicle. The surface of the hub is sprayed with hard chromium alloy, which is wear-resistant and oil-resistant, and can simulate the friction of the road. The drum is an assembled structure, and the stress is relieved before precision machining. Both ends of the drum assembly are supported by heavy-duty grease lubricated spherical roller bearings, which are dynamically balanced after assembly. The parameters of the drum are described in the following table:

Drum diameter

240mm

Drum width

900mm

Drum pitch

900mm

Drum material

Carbon steel

Surface coating

Metal spraying

Spray thickness

200 um

Coefficient of friction

Better than0.8

Surface roughness

300±50um

Surface hardness

Better than135 B

Concentricity

0.25 mm

Maximum beat

0.25 mm

Balance level

G2.5

Maximum axle load

2000kg

3.3 Wheelbase adjustment system

For the embedded chassis dynamometer, a servo motor is used to drive the reducer and screw to push the dynamometer unit to move back and forth. The mobile dynamometer unit body is installed on the sliding guide rail, and the rolling circulation chain plate structure is adopted, which can easily realize the front and back movement of the dynamometer unit body. The wheelbase of the dynamometer can be controlled manually, or the movement distance can be input, and the target position can be automatically positioned. The position control accuracy is ±1mm.


The mobile chassis dynamometer does not require a forward and backward movement mechanism. The front and rear axle dynamometers are independent modules that can be moved manually to adjust the distance and adapt to the wheelbase of the vehicle.

3.4 Rotating hub brake system

When the vehicle enters the chassis dynamometer, the hub brake system brakes the hub to facilitate the vehicle to enter the test position. The hub brake system adopts a pneumatic brake. When the brake system is turned on, the brake brakes the hub. When the brake system is turned off, the brake is automatically released. The system has the brake position detection function. When the brake is not reset, the system is tested Unable to start, and prompt the user to reset the hub brake system.

3.5 Vehicle fixtures

The vehicle fixing device adopts a high-strength heat-resistant ratchet strap, one end is connected with the hook on the steel frame of the chassis dynamometer, and the other end is connected with the hook on the front and rear ends of the vehicle. The ratchet mechanism facilitates the fastening of the vehicle. Each ratchet strap can withstand 10t tension.

3.6 Flat tire detection device

When the vehicle is tested, if a tire burst suddenly, the tire burst detection device will be triggered, the system will stop immediately, and the vehicle will be stopped immediately.



3.7 Vehicle displacement detection device

When the vehicle is tested, if the fixing device is loose or the vehicle hook is disconnected, the test vehicle will rush out of the test area, causing serious losses. Once the vehicle moves in the axial position, the displacement detection device will be triggered, and the system will immediately stop the dynamometer and trigger the vehicle to stop.

3.8 Windward system

When the vehicle is tested in a dark room, the vehicle position is fixed and an upwind cooling system is required. The test system is equipped with two windward systems, which are mobile and embedded. The mobile type adopts a mobile fan and guides the cooling air to the front end of the vehicle through an air guide device. The embedded windward system embeds the fan into the dynamometer and installs it under the raised floor of the anechoic chamber, and guides the cooling wind to the front of the vehicle through the wind guide.

3.9 Exhaust exhaust system

For fuel vehicles or hybrid vehicles, an exhaust emission device is provided. The high temperature resistant bellows and quick connection device can be quickly connected to the exhaust pipe of the automobile to discharge the exhaust gas into the exhaust emission treatment pipeline of the electric wave anechoic chamber.


3.10 Autonomous driving robot

The automatic driving robot adopts a pneumatic actuator, which realizes the control of the accelerator of the vehicle by manually controlling the stroke of the pneumatic actuator in the control room. The pneumatic actuator can be controlled manually after automatic to realize the control of the vehicle brake pedal.

1. Throttle lever stroke: 0~100mm

2. Throttle lever operating force: 200N

3. Brake lever stroke: 0~125mm

4. Brake lever operating force: 350N

5. Power supply: 220VAC

6. Compressed air: 0.6bar



3.11 Real-time control system

The real-time control system adopts a quad-core embedded microprocessor and the fastest and stable communication method EtherCAT. The control program of the dynamometer is written into the real-time controller, which can realize real-time dynamic control without disturbance. The upper computer is only used as data display, Processing, saving, triggering command sending and other functions.



The real-time control system can independently control each wheel hub dynamometer, as well as master-slave control; it can also simulate road loads such as ramp resistance.

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