WO2024254628A2 - Ensemble banc d'essai - Google Patents

Ensemble banc d'essai Download PDF

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Publication number
WO2024254628A2
WO2024254628A2 PCT/AT2024/060224 AT2024060224W WO2024254628A2 WO 2024254628 A2 WO2024254628 A2 WO 2024254628A2 AT 2024060224 W AT2024060224 W AT 2024060224W WO 2024254628 A2 WO2024254628 A2 WO 2024254628A2
Authority
WO
WIPO (PCT)
Prior art keywords
shaft
train
test bench
test
bridge
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.)
Ceased
Application number
PCT/AT2024/060224
Other languages
German (de)
English (en)
Other versions
WO2024254628A3 (fr
Inventor
Dieter Höfler
Stefan MAXL
Markus Fuchs
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
TECTOS GmbH
Original Assignee
TECTOS GmbH
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by TECTOS GmbH filed Critical TECTOS GmbH
Priority to EP24733848.6A priority Critical patent/EP4724784A2/fr
Publication of WO2024254628A2 publication Critical patent/WO2024254628A2/fr
Publication of WO2024254628A3 publication Critical patent/WO2024254628A3/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/02—Suppression of vibrations of non-rotating, e.g. reciprocating systems; Suppression of vibrations of rotating systems by use of members not moving with the rotating systems
    • 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
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01L—MEASURING FORCE, STRESS, TORQUE, WORK, MECHANICAL POWER, MECHANICAL EFFICIENCY, OR FLUID PRESSURE
    • G01L3/00—Measuring torque, work, mechanical power, or mechanical efficiency, in general
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
    • G01M13/00—Testing of machine parts
    • G01M13/02—Gearings; Transmission mechanisms
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
    • G01M13/00—Testing of machine parts
    • G01M13/02—Gearings; Transmission mechanisms
    • G01M13/025—Test-benches with rotational drive means and loading means; Load or drive simulation
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
    • G01M15/00—Testing of engines
    • G01M15/02—Details or accessories of testing apparatus

Definitions

  • the invention relates to a test bench arrangement with a test space which is designed to accommodate a test object, and with at least one drive train test bench which has at least one electrical machine and a shaft train with a first end and a second end, wherein the first end is or can be connected to the electrical machine in a rotationally fixed manner, and the second end is designed to connect the test object via a rotationally fixed connection, and wherein the shaft train is rotatably mounted in a shaft carrier via at least one intermediate bearing.
  • the invention relates to a drive train test bench which has at least one electrical machine and a shaft train with a first end and a second end, wherein the first end is or can be connected to the electrical machine in a rotationally fixed manner, and the second end is designed to connect a test object via a rotationally fixed connection, and wherein the shaft train is rotatably mounted in a shaft carrier via at least one intermediate bearing, for the said test bench arrangement.
  • Drivetrain test benches for testing motor vehicle transmissions or complete motor vehicle drivetrains are known from the state of the art.
  • such test benches are used to detect malfunctions in the shaft train at an early stage through a series of load tests. Typical malfunctions arise, for example, from components with play, such as gears, synchronizer rings, synchronizer bodies, multi-plate clutch discs and shafts, which can be deflected or even caused to vibrate.
  • components with play such as gears, synchronizer rings, synchronizer bodies, multi-plate clutch discs and shafts, which can be deflected or even caused to vibrate.
  • the acoustic behavior and the shifting quality are usually also tested.
  • Such test benches are also used in the development for the continuous improvement of motor vehicle drivetrains.
  • Such drivetrain test benches usually include an electric motor as the drive.
  • Airborne and structure-borne sound couplings between the test bench and the test object can have a significant adverse effect on the measurements.
  • test bench arrangements are known in which the drive train test benches including electrical machines are arranged and stored within the test room, with the wheel hubs being used as an interface between the drive and the test device.
  • the disadvantage is that vibrations and noise from the electrical machine and the shaft are introduced into the test room, which has a negative effect on the measurement results.
  • the object of the invention is to achieve extensive airborne and structure-borne sound decoupling between the drive train test bench and the test object.
  • this object is achieved in a test bench arrangement mentioned at the outset in that the electrical machine and the first end of the shaft train are arranged outside the test chamber and the second end of the shaft train are arranged inside the test chamber, wherein the shaft train is guided through a wall bushing of a wall of the test chamber, and that the shaft carrier forms a shaft bridge that at least partially accommodates the shaft train, wherein the shaft bridge is designed to be self-supporting in the test chamber.
  • a shaft bridge is a support structure for the shaft train which at least partially carries the shaft train and spans a spatial area, in particular an area of the test room and the machine room.
  • Self-supporting means that the wave bridge between the wall of the test room and the second end of the wave train has no mechanical connection to the foundation or floor of the test room.
  • the wave train therefore has no supporting structure between the floor of the test room and the wave train.
  • the wave bridge has no bearing points in the test room.
  • the self-supporting wave bridge is a core component for the airborne and structure-borne sound insulation of the test room.
  • a further advantage is that the sound reflection surfaces on the sides of the test object can be significantly reduced, especially if the surface of the wave bridge is coated with a sound-absorbing material.
  • the self-supporting construction of the wave bridge enables additional standard-compliant microphone positions for acoustic monitoring of the test object.
  • the shaft carrier in the area of the wall passage is pivotable and/or articulated about an axis in relation to the wall via a preferably wall-fixed bearing, wherein the axis is arranged in a normal plane to the shaft train, preferably essentially horizontally.
  • the shaft bridge is designed in particular as a rocker, the free end of which is connected to the second end of the shaft train in the test chamber.
  • the electrical machine connected to the first end of the shaft train is used as the countermass.
  • the bearing is arranged in the area of the wall - preferably a central plane of the wall.
  • the articulated and/or pivotable bearing of the shaft bridge in the area of the wall prevents transverse forces or bending moments from being introduced into the wall.
  • the problem is solved in a drive train test bench of the type mentioned at the beginning in that the shaft carrier forms a shaft bridge that at least partially accommodates the shaft train, and that the shaft bridge has at least one element of a bearing that is designed to pivot the shaft bridge about an axis, wherein the axis is arranged in a normal plane to the shaft train. It is preferably provided that the shaft bridge is designed to be self-supporting between the element of the bearing and the second end of the shaft train.
  • the shaft train is at least partially guided - preferably in the area of the wall duct - in a shaft tube that is firmly connected to the shaft carrier, whereby the shaft tube is preferably designed as a pipe silencer. It is particularly advantageous if the shaft tube is closed at the front by an intermediate bearing that is preferably firmly connected to the shaft carrier. The intermediate bearing that closes the shaft tube provides further acoustic insulation.
  • the second end of the shaft train is adjustable in the direction of the shaft axis. It is particularly advantageous if the shaft train is designed to be adjustable in length, wherein the shaft train preferably has at least one telescopic shaft with at least two telescopically slidable shaft elements. This allows the drive train test bench to be flexibly adapted to the text object.
  • the shaft train is advantageously supported by at least one first intermediate bearing that is firmly connected to the shaft carrier and at least one second intermediate bearing that is axially displaceable with the shaft carrier. This enables axial length adjustment of the shaft train.
  • At least one damping element - particularly preferably formed by an all-metal damper - is arranged between at least one intermediate bearing and the shaft carrier. Operating vibrations from the intermediate bearings and constant velocity joints are thus transmitted to the shaft carrier only in a strongly damped manner.
  • the invention provides that the shaft carrier is connected to the base via at least one - preferably an acoustically decoupled - elastic connection.
  • the shaft bridge is thus vibrationally decoupled from the electrical machine connected to the base. Because the shaft bridge is vibrationally decoupled from the electrical machine, a negative influence of the electrical machine on the measurement results can be avoided.
  • the shaft bridge can be connected to the base of the electrical machine via all-metal dampers ("stop-choc elements"), for example.
  • the base and the electrical machine act as a counterweight and hold the shaft bridge in position.
  • the base is connected to the floor of the machine room via at least one - preferably acoustically decoupled - support, with at least one support preferably being formed by an air suspension.
  • the fact that the base, including the electrical machine, is mounted in the machine room via air springs also ensures that the base is decoupled from the foundation in terms of vibration.
  • Fig. 1 shows a test bench arrangement according to the invention in a first embodiment in a longitudinal section
  • Fig. 2 shows a test bench arrangement according to the invention in a second embodiment in a longitudinal section
  • Fig. 4 a shaft bridge of the drive train test bench of this test bench arrangement in a sectional axonometric view
  • Fig. 5 an electrical machine of this powertrain test bench in an axonometric representation
  • Fig. 6 shows a drive train test bench according to the invention in an axonometric representation
  • Fig. 7 a shaft bridge of this drive train test bench in a sectioned axonometric view
  • Fig. 8 this powertrain test bench in a side view.
  • the test room 4 is designed to accommodate a test object 7, for example a motor vehicle, an internal combustion engine or a transmission.
  • the shaft train 2 of the drive train test bench 3 has a first end 21 and a second end 22. In the area of the first end 21, the shaft train 2 is or can be connected in a rotationally fixed manner to an electrical machine 8.
  • the electrical machine 8 is, for example, firmly connected to a base 9 via screws.
  • the second shaft end 22 is designed to connect the test object via a rotationally fixed connection 25.
  • the electrical machine 8 - for example an asynchronous machine - is located in the machine room 5 adjacent to the test room 4.
  • a wheel flange of the motor vehicle is connected to the electrical machine 8 via the rotationally fixed connection 25 of the shaft train 2, for example an adapter flange.
  • One shaft train 2 and one electrical machine 8 can be provided for each wheel flange, with the electrical machines 8 being arranged outside the test room 4, i.e. in at least one machine room 5 adjacent to the test room 4.
  • the shaft train 2 is rotatably mounted in a shaft carrier 10 via at least a first intermediate bearing 11 and a second intermediate bearing 12, the first intermediate bearing being closer to the center plane 6a of the wall than the second intermediate bearing 12.
  • the shaft carrier 10 is formed by a shaft bridge 20 that projects into the test chamber 4.
  • the shaft bridge 20 has no bearing points in the test chamber 4 and is the core component for the airborne and structure-borne sound insulation of the test chamber 4.
  • the shaft train 2 has at least a first shaft part 23 guided through the wall 6 and a second shaft part 24, wherein at least the second shaft part 24 is rotatably mounted in the shaft bridge 20 via the intermediate bearings 11, 12.
  • the wall 6 has at least one wall duct 13 for the shaft train 2 between the test room 4 and the machine room 5.
  • the shaft bridge 20 with the shaft train 2 penetrates the wall 6 in the area of the wall duct 13.
  • the shaft bridge 20 is in the area of the wall duct 13 in relation to on the wall 6 about at least one axis 14a via a bearing 14 so that it can be tilted and/or articulated, wherein, for example, the bearing 14 is firmly connected to the wall 6.
  • the bearing 14 has at least two interacting elements 141, 142 - a bearing 141 and an abutment 142 - wherein one element 141 of the bearing 14 is arranged on the shaft bridge 20 and the other element 142 of the bearing 14 is arranged in the wall 6.
  • the shaft train 2 is thus supported in a pivotable and/or articulated manner via the shaft bridge 20 via the bearing 14 in the wall duct 13.
  • the axis 14a is arranged in a normal plane on the shaft train 2, for example essentially horizontally.
  • the normal plane s coincides approximately with a central plane 6a of the wall 6 (Fig. 1, Fig. 2, Fig. 8).
  • the shaft bridge 20 can be designed as a simple rocker, with the first rocker end being located in the area of the first end 21 of the shaft train 2, i.e. in the area of the electrical machine 8, and the free second rocker end being located in the area of the second end of the shaft train 2, i.e. in the area of the test object 7.
  • the electrical machine 8 thus serves as a counterweight to the test object 7.
  • the shaft bridge 20 thus has a bearing point within the wall 6, which enables pivoting about a horizontal axis 14a.
  • the base 9 and the electrical machine 8 thus act as a counterweight and hold the shaft bridge 20 in position.
  • the self-supporting shaft train 2 ensures an optimized force introduction into the building structure.
  • the shaft bridge 20 is largely decoupled from the electric machine 8 in terms of vibration.
  • the shaft train 2 is adjustable in the second end 22 of the shaft train 2 in the direction of the longitudinal axis 2a of the shaft train 2.
  • the shaft train 2 itself is advantageously designed to be adjustable in length.
  • the second shaft part 24 is designed as a length-adjustable telescopic shaft 240 and has at least two telescopically slidable shaft elements 241, 242, which are adjustable by a - advantageously manual - length adjustment device 15 are adjustable (Fig. 4). If an electric drive and an externally operated locking mechanism for the track width adjustment are dispensed with, the shaft bridge 20 can be kept very compact. This enables a simple track width adjustment to be implemented.
  • the first intermediate bearing 11 is formed as a bearing block firmly connected to the shaft bridge 20 and the second intermediate bearing 12 is formed by a bearing block which can be displaced axially in the longitudinal direction of the shaft train 2 on the shaft bridge 20 in relation to the first intermediate bearing 11.
  • the first shaft element 241 is rotatably mounted in the first intermediate bearing 11.
  • the second shaft element 242 is rotatably mounted in the second intermediate bearing 12 and can be axially displaced together with the latter by the length adjustment device 15.
  • the shaft elements 241, 242 and the intermediate bearings 11, 12 are designed such that they can accommodate torsional vibration dampers and/or vibration absorbers 27 on one side or between them (Fig. 1 to Fig. 4).
  • the length adjustment device 15 has, for example, a threaded spindle 150, via which the second intermediate bearing 12 formed by the movable bearing block is connected to the first intermediate bearing 11 formed by the fixed bearing block.
  • the movable bearing block has a carriage (not shown) guided on a guide rail fixed to the shaft bridge parallel to the longitudinal axis 2a.
  • the second intermediate bearing 12 can be moved from minimum to maximum by, for example, approx. 20 cm.
  • the threaded spindle 150 can have, for example, a hexagon screw head on the front side for actuation, which can be operated using a tool wrench or a cordless screwdriver, for example.
  • the position of the carriage is fixed on the shaft bridge 20 using locking screws 39 (Fig. 7). In this way, the track width can be adjusted manually in a short time with just a few simple steps.
  • an electrical adjustment device can of course also be provided for the displacement of the second intermediate bearing 12.
  • the first shaft part 23 and the second shaft part 24 can be equipped with homokinetic joints on both sides, as indicated in Fig. 1 to Fig. 4 with reference number 16.
  • the first shaft part 23 and the second shaft part 24 are advantageously designed as constant velocity joint shafts. These have a high torsional rigidity and can simultaneously compensate for axial and angular offsets caused by assembly.
  • a torque measuring flange 28 possibly together with a speed sensor, which is connected in a rotationally fixed manner to the rotor of the electric machine 8 can be arranged (Fig. 1 to Fig. 4 and Fig. 7).
  • At least one damping element 17, 18 - formed, for example, by an all-metal damper (“stop-chock element”) - is arranged between each intermediate bearing 11, 12 and the shaft support 10, whereby the intermediate bearings 11, 12 are decoupled from the shaft bridge 20. Operating vibrations from the intermediate bearings 11, 12 and the homokinetic joints 16 are therefore only transmitted to the structure of the shaft bridge 20 in a strongly damped manner.
  • the shaft bridge 20 is designed as a truss structure made of welded steel tubes 26, whereby the steel tubes have the shape of an upside-down delta in a cross-section on the longitudinal axis 2a of the shaft train 2.
  • the basic shape of the upside-down delta is the result of optimizing the installation space requirements, manufacturing effort and the simulated dynamic behavior.
  • the truss structure has a good ratio between dead weight and rigidity.
  • the open areas of the truss structure can be used for assembly and maintenance work.
  • the tubes in the axial direction each have an inner tube which can be used to guide cables.
  • the hollow spaces in the tubes are filled with insulating material - for example compressed rock wool - and closed with lids.
  • the cross braces of the truss can be filled with sand.
  • the base 9 is connected to the floor 5a of the machine room 5 via at least one acoustically decoupled - in particular elastic - support 31.
  • the support 31 can be formed by an air spring, for example.
  • the base 9 thus supports the electrical machine 8 and causes a vibrational decoupling of the electrical machine 8 from the floor 5a of the machine room 5. Because the supports 31 of the electrical machine 8 and the base 9 are formed by air bearings arranged in the machine room 5, the transmission of operating vibrations to the floor 5a and further to the building structure can be prevented.
  • the mass of the base 9 and the characteristic curve of the air springs can be designed such that the reaction forces resulting from the introduced torques cause only minimal relative movements.
  • a torque support 33 is attached to the base 9, as can be seen from Fig. 5.
  • the first shaft part 23 of the shaft train 2 is connected on one side to the vibration-decoupled first intermediate bearing 11 and on the other side to the electric machine 8.
  • the first shaft part 23 runs in a shaft tube 30, which is ideally designed as a silencer and which is closed at one end by the first intermediate bearing 11.
  • An elastic seal is provided between the shaft tube 30 and the first intermediate bearing 11 for acoustic insulation.
  • the shaft bridge 20 is mounted in a wall base 6b of the wall 6 via the bearing 14 in addition to the base 9 of the electrical machine 8 - as described.
  • This wall base 6b is firmly connected to the substrate, but not to the adjacent wall areas.
  • Hollow spaces between the wall base 6b, the outer contour of the shaft bridge 20 and the rectangular wall cutout of the wall duct 13 are filled with insulating material 35, in particular alternating layers of rock wool and neoprene as barrier layers, in order to reduce as much sound energy as possible via the impedance changes at the transition between the materials and thus achieve an optimal insulation result.
  • the inner contour of the shaft bridges 20 must be optimally sealed.
  • the key point here is the bearing 14, which is located, for example, directly in the center plane 6b of the wall 6.
  • the shaft bridge 20 can be closed around this without leaving a gap.
  • the intermediate bearings 11, 12, which are designed as radial bearings, are closed so that there is no airborne sound bridge here either.
  • the cavities in the framework structure on the side of the test room 4 and the machine room 5 are filled with an acoustic adsorber - for example made of melamine resin foam - in a form-fitting manner. In this case, only the areas closest to rotating parts are advantageously left out in order to achieve the highest possible absorption.
  • the surface of the shaft bridge 20 inside the test chamber 4 is closed again by a neoprene cover made of two layers of neoprene.
  • the upper layer is placed close to the outer contour and also serves as protection against dirt for the internal components. Painted perforated sheets can also be used as contact protection, which are fixed in a floating manner on the neoprene cover.
  • test bench arrangement 1 in addition to purely electric drives, axles driven by internal combustion engines and all types of hybrid drive trains can be examined as test objects 7.
  • the test room 4 advantageously has a lower limit frequency of about 125 Hz, the necessary fuel supply, exhaust gas extraction and appropriate room ventilation.
  • test bench arrangement 1 can have several drive train test benches 3, each with self-supporting shaft trains 2 of the type described, which are connected to a wheel of the vehicle, wherein the electrical machines 8 are arranged in one or more machine rooms 5 adjacent to the test room 4.
  • Self-supporting shaft trains 2 of drive train test benches 3 according to the invention with self-supporting shaft bridges 20 within the fully low-reflection test chamber 4 prevent possible transmission of structure-borne noise between the electrical machines 8 stored separately outside the test chamber 4 and the foundation of the test object 7.
  • the manually movable bearing blocks of the second intermediate bearings 12 make it possible to cover track widths starting from small cars up to light commercial vehicles without having to compromise on the quality of the airborne noise measurement.

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  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Acoustics & Sound (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Testing Of Devices, Machine Parts, Or Other Structures Thereof (AREA)

Abstract

L'invention concerne un ensemble banc d'essai (1) comprenant un espace d'essai (4), qui est conçu pour recevoir un objet à tester (7), et au moins un banc d'essai de chaîne cinématique (3), qui comprend au moins une machine électrique (8) et une ligne d'arbres (2) présentant une première extrémité (21) et une deuxième extrémité (22), la première extrémité (21) étant reliée ou pouvant être reliée de manière solidaire en rotation à la machine électrique (8), et la deuxième extrémité (22) étant conçue pour raccorder l'objet à tester (7) par l'intermédiaire d'une liaison solidaire en rotation (25), et la ligne d'arbres (2) étant montée de manière rotative dans un support d'arbre (10) par l'intermédiaire d'au moins un palier intermédiaire (11, 12). L'objectif de cette invention est d'obtenir un large découplage des bruits aériens et des bruits de structure entre le banc d'essai de la chaîne cinématique et l'objet à tester. À cet effet, la machine électrique (8) et la première extrémité (21) de la ligne d'arbres (2) sont disposées à l'extérieur de l'espace d'essai (4) et la deuxième extrémité (22) de la ligne d'arbres (2) est disposée à l'intérieur de l'espace d'essai (4), la ligne d'arbres (2) étant guidée à travers une traversée de paroi (13) d'une paroi (6) de l'espace d'essai (4), et le support d'arbre (10) forme un pont d'arbre (20) recevant au moins par endroits la ligne d'arbres (2), ce pont d'arbre (20) étant réalisé en porte-à-faux dans l'espace d'essai (4).
PCT/AT2024/060224 2023-06-12 2024-06-11 Ensemble banc d'essai Ceased WO2024254628A2 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP24733848.6A EP4724784A2 (fr) 2023-06-12 2024-06-11 Ensemble banc d'essai

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
ATA50458/2023 2023-06-12
ATA50458/2023A AT527143B1 (de) 2023-06-12 2023-06-12 Prüfstandsanordnung

Publications (2)

Publication Number Publication Date
WO2024254628A2 true WO2024254628A2 (fr) 2024-12-19
WO2024254628A3 WO2024254628A3 (fr) 2025-03-20

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Family Applications (1)

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PCT/AT2024/060224 Ceased WO2024254628A2 (fr) 2023-06-12 2024-06-11 Ensemble banc d'essai

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EP (1) EP4724784A2 (fr)
AT (1) AT527143B1 (fr)
WO (1) WO2024254628A2 (fr)

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DE102024109887A1 (de) 2024-04-09 2025-10-09 Jw Froehlich Maschinenfabrik Gmbh Prüfvorrichtung für elektrische Antriebseinheiten
CN119574709B (zh) * 2024-12-02 2025-06-20 佩尔哲汽车内饰系统(太仓)有限公司 一种汽车内前围隔音垫用隔声测试装置及其测试方法

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Publication number Priority date Publication date Assignee Title
AT512006A1 (de) 2011-10-11 2013-04-15 Seibt Kristl & Co Gmbh Vorrichtung für ein prüfrad zum prüfen des antriebsstrangs eines fahrzeugs und prüfrad
WO2017140443A1 (fr) 2016-02-16 2017-08-24 Zf Friedrichshafen Ag Sous-module pour unité d'entraînement de sortie, unité d'entraînement de sortie, banc d'essai de chaîne cinématique et système modulaire
WO2022200216A1 (fr) 2021-03-23 2022-09-29 Zf Friedrichshafen Ag Banc d'essai du groupe motopropulseur d'un véhicule à moteur
WO2022214582A1 (fr) 2021-04-08 2022-10-13 Zf Friedrichshafen Ag Banc d'essai pour une chaîne cinématique d'un véhicule automobile
WO2022218858A1 (fr) 2021-04-15 2022-10-20 Zf Friedrichshafen Ag Banc d'essai pour une chaîne cinématique d'un véhicule automobile

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