CN110608895B - Simulation dynamic performance test system for finished automobile brake system - Google Patents
Simulation dynamic performance test system for finished automobile brake system Download PDFInfo
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- CN110608895B CN110608895B CN201910865375.7A CN201910865375A CN110608895B CN 110608895 B CN110608895 B CN 110608895B CN 201910865375 A CN201910865375 A CN 201910865375A CN 110608895 B CN110608895 B CN 110608895B
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- G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
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Abstract
The application discloses a system for testing simulated dynamic performance of a whole vehicle brake system, and belongs to the technical field of vehicle testing. The test system for simulating the dynamic performance of the whole vehicle brake system comprises a main driving subsystem, an inertia simulating subsystem, a parking brake subsystem, a noise detection subsystem, a pedal simulating subsystem, a brake energy recovery detection subsystem and a computer control subsystem, and the method comprises the following steps: based on the main driving subsystem, the computer control subsystem and the inertia simulation subsystem, simulating the inertia of the whole vehicle through mechanical inertia and electric inertia together, performing inertia simulation on the whole vehicle, and determining an inertia simulation result; based on the parking braking subsystem, the whole vehicle is subjected to braking calibration; based on a noise detection subsystem, carrying out noise data acquisition on the whole vehicle; the accuracy of the brake sensor is determined by simulating braking based on the main drive subsystem, the computer control subsystem, and the pedal simulation subsystem. By the aid of the method and the device, testing efficiency can be improved.
Description
Technical Field
The application relates to the technical field of automobile testing, in particular to a system for testing simulated dynamic performance of a whole automobile braking system.
Background
With the development of science and technology and the improvement of the living standard of people, the automobile manufacturing industry is also developed. After the automobile is manufactured, a series of tests are required to be performed on the whole automobile so as to determine whether the quality of the produced automobile reaches the standard, and the tests can include a brake system simulation dynamic performance test, a brake energy recovery test, a performance test of parts of the brake system and the like. At present, when the whole vehicle is tested, technicians are required to convey the whole vehicle to test places for various tests, test items are manually started, more manpower is required, more time is spent in manual testing, and the testing efficiency is low.
Disclosure of Invention
The system simulates each subsystem in the dynamic performance test system through the whole vehicle brake system, realizes automatic control of the whole vehicle to carry out each test, and reduces the problem of low test efficiency caused by manually starting each test in the prior art.
In order to solve the problems in the prior art, the embodiment of the application provides a system for testing the simulated dynamic performance of a finished automobile braking system. The technical scheme is as follows:
the system for testing the simulated dynamic performance of the whole vehicle braking system is characterized by comprising a main driving subsystem, an inertia simulation subsystem, a parking braking subsystem, a noise detection subsystem, a pedal simulation subsystem, a braking energy recovery detection subsystem and a computer control subsystem, wherein the method comprises the following steps:
Based on the main driving subsystem, the computer control subsystem and the inertia simulation subsystem, simulating the inertia of the whole vehicle through mechanical inertia and electric inertia together, simulating the inertia of the whole vehicle, and determining an inertia simulation result;
based on the main driving subsystem, the computer control subsystem and the parking braking subsystem, performing braking calibration on the whole vehicle;
acquiring noise data of the whole vehicle based on the main driving subsystem, the computer control subsystem and the noise detection subsystem;
determining the precision of a brake sensor through simulating braking based on the main driving subsystem, the computer control subsystem and the pedal simulation subsystem so as to determine whether the brake sensor of the whole vehicle is qualified;
based on the main driving subsystem, the computer control subsystem and the braking energy recovery detection subsystem, the braking torque born by the brake is automatically adjusted according to the given load torque condition of the motor of the whole vehicle, the power output condition of the motor in the braking process is detected and monitored, and the energy generated in the braking process is determined.
Optionally, the complete vehicle braking system simulated dynamic performance test system is composed of four sets of motors and an inertia flywheel system, and comprises two sets of front wheel brakes, two sets of rear wheel brakes, a motor, a battery and a control strategy.
Optionally, the noise detection subsystem is used for measuring brake noise through a noise sensor, or measuring vibration of the motor and the transmission system through transmission system noise and an acceleration sensor.
Optionally, the pedal simulation subsystem constantly acquires pedal travel, pedal force, pipeline pressure, brake noise, brake torque and rotation speed in the braking process through sensors such as a pedal displacement sensor, a pedal force sensor, a pipeline pressure sensor, a brake force sensor, a noise sensor and a torque and rotation speed sensor, and a simulation application program included in the computer control subsystem, and calibrates an Electronic Stability Program (ESP) of the vehicle body and an ibooster of a brake-by-wire system.
Optionally, the braking energy recovery detection subsystem regulates braking torque according to a braking torque distribution relation provided by the vehicle controller by calibrating a function of the electric control booster and verifying a braking energy recovery strategy of the coordinated motor, collects and records braking energy conversion electric energy of the motor, and detects and calculates a numerical value of energy generated in a braking process.
Optionally, the system for testing the simulated dynamic performance of the whole vehicle braking system further comprises a temperature test, a braking torque test, an electric control booster calibration and a brake disc thickness difference DTV test.
Optionally, the braking process in the whole vehicle braking system simulated dynamic performance testing system includes hydraulic brake braking and electric braking.
Optionally, the computer control subsystem comprises the functions of recording and calculating the main shaft rotating speed, the brake pipeline pressure, the brake torque, the brake deceleration, the brake distance, the brake temperature, the noise value and the wind speed in the braking process in real time.
The beneficial effects that technical scheme that this application embodiment brought include at least:
in the embodiment of the application, the system for testing the simulated dynamic performance of the whole vehicle braking system comprises a main driving subsystem, an inertia simulation subsystem, a parking braking subsystem, a noise detection subsystem, a pedal simulation subsystem, a braking energy recovery detection subsystem and a computer control subsystem, and can be used for testing the whole vehicle in the system for testing the simulated dynamic performance of the whole vehicle braking system, automatically controlling the whole vehicle to carry out various tests and solving the problem of low testing efficiency caused by manually starting each test in the prior art.
Drawings
In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required to be used in the description of the embodiments are briefly introduced below, and it is obvious that the drawings in the description below are only some embodiments of the present application, and it is obvious for those skilled in the art to obtain other drawings without creative efforts.
FIG. 1 is a flowchart of a system for testing simulated dynamic performance of a vehicle braking system according to an embodiment of the present application;
FIG. 2 is a schematic view of a scenario of a system for testing simulated dynamic performance of a vehicle braking system according to an embodiment of the present application;
fig. 3 is a schematic view of a scenario of a system for testing simulated dynamic performance of a vehicle braking system according to an embodiment of the present application.
Detailed Description
To make the objects, technical solutions and advantages of the present application more clear, the following detailed description of the embodiments of the present application will be made with reference to the accompanying drawings.
As shown in fig. 1, the present application provides a system for testing simulated dynamic performance of a vehicle braking system, the system for testing simulated dynamic performance of a vehicle braking system comprises a main driving subsystem, an inertia simulation subsystem, a parking braking subsystem, a noise detection subsystem, a pedal simulation subsystem, a braking energy recovery detection subsystem and a computer control subsystem, and the method may comprise:
101, on the basis of a main driving subsystem, a computer control subsystem and an inertia simulation subsystem, simulating the inertia of the whole vehicle through mechanical inertia and electric inertia together, performing inertia simulation on the whole vehicle, and determining an inertia simulation result;
102, performing brake calibration on the whole vehicle based on the main driving subsystem, the computer control subsystem and the parking brake subsystem;
103, acquiring noise data of the whole vehicle based on the main driving subsystem, the computer control subsystem and the noise detection subsystem;
104, determining the precision of a brake sensor through simulated braking based on the main driving subsystem, the computer control subsystem and the pedal simulation subsystem so as to determine whether the brake sensor of the whole vehicle is qualified;
and 105, automatically adjusting the braking torque born by the brake according to the given load torque condition of the motor of the whole vehicle, detecting and monitoring the power output condition of the motor in the braking process and determining the energy generated in the braking process based on the main driving subsystem, the computer control subsystem and the braking energy recovery detection subsystem.
Optionally, the complete vehicle braking system simulated dynamic performance test system is composed of four sets of motors and an inertia flywheel system, and comprises two sets of front wheel brakes, two sets of rear wheel brakes, a motor, a battery and a control strategy.
Optionally, the noise detection subsystem is used to measure braking noise via a noise sensor, or driveline noise, and acceleration sensors to measure motor and driveline vibrations.
Optionally, the pedal simulation subsystem constantly acquires pedal travel, pedal force, line pressure, brake noise, brake torque and rotation speed in the braking process through sensors such as a pedal displacement sensor, a pedal force sensor, a line pressure sensor, a brake force sensor, a noise sensor and a torque rotation speed sensor, and a simulation application program included in the computer control subsystem calibrates the vehicle body Electronic Stability Program (ESP) and the brake-by-wire system (ibooster).
Optionally, the braking energy recovery detection subsystem regulates braking torque according to a braking torque distribution relation provided by the vehicle control unit by calibrating a function of the electric control booster and verifying a coordinated motor braking energy recovery strategy, collects and records the electric energy converted from the motor braking energy, and detects and calculates a numerical value of energy generated in the braking process.
Optionally, the system for testing the simulated dynamic performance of the whole vehicle braking system further comprises a temperature test, a braking torque test, an electric control booster calibration and a brake disc thickness difference DTV test.
Optionally, the braking process in the vehicle braking system simulated dynamic performance testing system includes hydraulic brake braking and electric braking.
Optionally, the computer control subsystem comprises the functions of recording and calculating the main shaft rotating speed, the brake pipeline pressure, the brake torque, the brake deceleration, the brake distance, the brake temperature, the noise value and the wind speed in the braking process in real time.
In the embodiment of the application, the system for testing the simulated dynamic performance of the whole vehicle braking system comprises a main driving subsystem, an inertia simulating subsystem, a parking braking subsystem, a noise detecting subsystem, a pedal simulating subsystem, a braking energy recovery detecting subsystem and a computer control subsystem, and can test the whole vehicle in the system for testing the simulated dynamic performance of the whole vehicle braking system, realize automatic control of the whole vehicle to carry out various tests and reduce the problem of low test efficiency caused by manually starting each test in the prior art.
Based on the same conception, the application also provides a system for testing the simulated dynamic performance of the whole vehicle brake system, and the corresponding technical scheme can be as follows:
dynamic testing of a whole vehicle braking system (brake performance, boost rack calibration, Electronic Stability Program (ESP) calibration, brake pedal feeling detection and calibration), braking energy recovery function verification and calibration, and performance testing and verification of parts of the braking system are realized; the rack can realize performance test and calibration of a three-electric system (normal-temperature battery endurance mileage calibration, motor calibration and performance detection, and verification of an electric control system) of the whole vehicle, and realize a road load simulation function; the bench can satisfy new energy automobile braking performance development verification test and braking energy recovery function test verification and the like.
As shown in fig. 2, the main machine part of the system for testing the simulated dynamic performance of the braking system of the whole vehicle comprises four sets of motors and an inertia flywheel system, and simultaneously comprises a noise system for testing noise, a DTV testing system, an environmental chamber system, a control system and a software system, and introduces a booster (or Ibooster), two sets of front wheel brakes, two sets of rear wheel brakes, a motor, a battery and a control strategy of the original vehicle. The rack adopts split type structure, and split type structure is convenient for carry out NVH (Noise, Vibration, Harshness, Noise, Vibration and sound Vibration roughness) test. The main shaft is connected with the brake through a universal transmission shaft, and the length of the main shaft can be adjusted according to different test pieces. Effectively separate the motor and the tested piece through the soundproof room, satisfy NVH test environment's requirement.
The power output of the motor of the whole electric vehicle is not carried out any more in the braking process of the pure electric vehicle, the wheels drag the motor reversely in the braking and sliding process to enable the motor to become a generator, and the generator consumes partial energy in the power generation process, participates in braking and shares part of braking energy required to be borne by the brake. Therefore, during braking, the hydraulic brake brakes and the electric brake brakes simultaneously.
The whole vehicle braking system simulation dynamic performance test system has the functions of testing the coordinated hydraulic brake and recovering the braking energy of the motor, automatically adjusts the braking torque born by the brake according to the given load torque condition of the whole vehicle motor, thereby completely simulating the braking state of the real vehicle, and simulates the braking energy recovery process by detecting and monitoring the power output condition of the motor in the braking process. The whole vehicle braking system simulated dynamic performance testing system has the function of calibrating the electric control booster, has the function of verifying a coordinated motor braking energy recovery strategy, can adjust the braking torque according to the braking torque distribution relation provided by a whole vehicle controller, has the functions of collecting and recording the motor braking energy conversion electric energy, and can detect and calculate the numerical value of the energy generated in the braking process.
The whole vehicle braking system simulation dynamic performance test system is suitable for dynamic simulation of the braking process of a pure electric passenger vehicle which is lower than 3 tons and adopts hydraulic braking, so that the pedal force, the pedal stroke, the pipeline pressure and the performance of a brake in the braking process are detected and verified, meanwhile, part of functional strategies of three electric systems can be detected, and strategy verification and calibration are carried out on the coordinated braking energy recovery condition.
The whole vehicle braking system simulated dynamic performance test system is also suitable for the simulation of the braking process of a passenger vehicle which is less than 3 tons and adopts hydraulic braking, so that the pedal force, the pedal stroke, the pipeline pressure and the performance of a brake in the braking process are detected and verified.
The installation of the complete vehicle brake system simulation dynamic performance test system has environmental conditions, and one feasible environmental condition is listed as follows:
1) and (4) working room conditions: requiring the equipment to be stored in an indoor environment prior to shipment installation.
Permissible footprint size of cargo: the area is less than or equal to 103 square meters (8.6m multiplied by 12m), the height is less than or equal to 4.8m, and the maximum monomer size is as follows: 4.0m 3.0m 3.5m (length, width and height)
Ground load: the material and the equipment are light materials, and the maximum monomer weight is 2000kg/m 2.
2) Environmental condition use site:
Ambient temperature: +10 ℃ to +45 DEG C
Ambient humidity: no dew formation of less than or equal to 90 percent
3) Supplying energy: 380V/220V three-phase five-wire, 50Hz commercial power; allowed power: 640kW, the power distribution of the parts of the components which can be touched by human bodies is less than or equal to 24V.
The test environment of the complete vehicle brake system simulation dynamic performance test system can be a sound insulation room, as shown in fig. 3. The sound insulation house structure adopts a step-in type and double-layer wall structure and is made of sound insulation materials. The sound insulation room is designed according to acoustic requirements, and the sound absorption board on the inner wall is a stainless steel plate with holes. The sound-proof room inner size may be 3800 × 4800 × 2700 (length × width × height). Two groups of lighting systems are required to be installed in the sound insulation room, and a power socket and a lighting switch are arranged in the sound insulation room. The color camera monitoring system is arranged in the sound insulation bin, video display is clear and smooth, videos are stored in the computer, and the videos can be displayed during playback.
The system for testing the simulated dynamic performance of the whole vehicle braking system comprises a main driving subsystem, an inertia simulation subsystem, a parking braking subsystem, a noise detection subsystem, a pedal simulation subsystem, a braking energy recovery detection subsystem and a computer control subsystem, wherein each subsystem is introduced below.
1. Main drive subsystem
The motor can drive the whole vehicle brake system to simulate the dynamic operation of the dynamic performance test system, the motor can adopt an ABB product, the simulated vehicle speed is not lower than 180Km/h, the maximum test torque is 5000 N.m, the forward/reverse rotation function is realized, the power source part can consider the safety, and the motor has corresponding protection measures so as to ensure the safety of field personnel and materials.
The main drive system main parameters may be: the main motor is of a split structure, the main machine body is separated from the test platform, the power of the motor is less than or equal to 600kW, the speed range is 0-2000 rpm, the constant power range is 991-2000 rpm, the speed control precision is not lower than +/-0.2% FS, the speed measurement precision is not lower than +/-0.1% FS, and the overload capacity is not lower than 120%.
Alternatively, the main shaft can be 40Cr, the bearing can be made of Swiss SKF, and the bearing seat can be lubricated by high-speed lubricating grease. The output end of the main shaft and the test piece can adopt a high-strength universal coupling joint with a noise reduction function.
The parameter requirements for the low speed drive/static friction torque system are: the power of the alternating current motor is less than or equal to 15kW, the rotating speed range of a main shaft of the whole vehicle braking system simulation dynamic performance testing system is 0-30 rpm speed (can be set randomly in the range), the maximum torque is 2400 N.m/0-30 rpm, the rotating speed control precision is not lower than +/-1% FS, and the rotating speed measurement precision is not lower than +/-0.25% FS.
The low-speed driving/static friction moment testing system is used for testing static friction moment, parking braking friction moment and low-speed creeping.
The speed regulating system should adopt digital setting parameters, and should have the functions of forward and reverse rotation, overload and short circuit protection.
2. Inertia simulation subsystem
And (3) simulating the inertia of the whole vehicle by adopting mixed inertia, namely mechanical inertia and electric inertia. The mechanical inertia flywheel is made of 45# hot rolled steel and is plated with hard chromium on the surface after the treatments of quenching and tempering, static balance, dynamic balance and the like; the resistance moment of the bearing is small, and the dynamic balance is not lower than G2.5 grade. The simulation inertia is stepless adjustment, and the control precision is not lower than +/-1.5 kgm 2.
3. Parking brake subsystem
The closed-loop control test of the parking brake can be carried out on the inertia brake whole vehicle braking system simulation dynamic performance test system, and an interface which can be connected with a computer control system is provided for automatic operation. The electronic parking brake system has the function of testing and detecting the EPB.
4. Noise detection subsystem
The noise measurement range is 60-120 decibels, and the noise measurement frequency range is 20-20000 Hz. The dynamic data of the noise measurement system is stored in the measurement and control software in real time and is analyzed synchronously with the test process, so that the timeliness of the noise data result is ensured, and the screen display result comprises data and curves. The data acquisition has the function of setting the length of the acquisition time signal. Multiple analyses can be performed simultaneously. Such as: real-time data, peak preservation, linear averaging, etc. can all be simultaneously implemented on a single channel. Can meet the test requirement of SAEJ 2521. The position of the microphone is freely movable.
5. Pedal simulation subsystem
The pedal travel, the pedal force, the pipeline pressure, the brake noise, the brake torque and the rotating speed in the braking process are collected from time to time through sensors such as a pedal displacement sensor, a pedal force sensor, a pipeline pressure sensor, a brake force sensor, a noise sensor and a torque rotating speed sensor, required related data and curves are obtained through a software algorithm, pedal feeling can be subjectively sensed, calibration can be carried out on ESP and ibooster calibration, and necessary data support is provided for the development process.
The pedal simulation subsystem can simulate the working process of a pedal in an actual vehicle state to complete braking action. The pedal simulation system provides two working modes, one mode is that an experimenter directly tramples the pedal system and subjective feeling is used for evaluating the brake system; the other is to drive the pedal through a driving structure so as to obtain accurate objective test data. The measurement range and precision requirement of the pedal displacement sensor are as follows: the stroke is 0-200mm, and the precision is 0.3% FS. Pedal force sensor range and accuracy requirements: the measurement range is 0-1000N, and the precision is 0.5% FS.
6. Braking energy recovery detection subsystem
The power output of the motor of the whole electric vehicle is not carried out any more in the braking process of the pure electric vehicle, the wheels drag the motor reversely in the braking and sliding process to enable the motor to become a generator, and the generator consumes partial energy in the power generation process, participates in braking and shares part of braking energy required to be borne by the brake. Therefore, during braking, the hydraulic brake brakes and the electric brake brakes simultaneously.
The whole vehicle braking system simulation dynamic performance test system has the functions of testing the coordinated hydraulic brake and recovering the braking energy of the motor, automatically adjusts the braking torque born by the brake according to the given load torque condition of the whole vehicle motor, thereby completely simulating the braking state of the real vehicle, and simulates the braking energy recovery process by detecting and monitoring the power output condition of the motor in the braking process. The whole vehicle braking system simulated dynamic performance testing system has the function of calibrating the electric control booster, has the function of verifying a coordinated motor braking energy recovery strategy, can adjust the braking torque according to the braking torque distribution relation provided by a whole vehicle controller, has the functions of collecting and recording the motor braking energy conversion electric energy, and can detect and calculate the numerical value of the energy generated in the braking process.
For the two-wheel drive vehicle, since the brake of the driven wheel cannot be installed in the system on the driving wheel side, the inertia of the simulated flywheel required for the driving wheel is calculated based on the inertia of the entire vehicle and the axial load distribution ratio of the front and rear wheels, and the inertial flywheel is installed based on this inertia. When the three-electric system of the whole vehicle starts to work, namely in the process of accelerating the vehicle, the inertia of a flywheel driven by a motor of the vehicle is only the inertia of a driving wheel and is not the inertia of a driven wheel, which is inconsistent with the actual situation, the inertia of the driven wheel is simulated through an alternating current motor at the inertia flywheel side (namely, a resistance moment which is equivalent to a resistance moment which is used for driving the driven wheel to accelerate is provided for the motor of the vehicle), and meanwhile, the wind resistance calculated according to the wind resistance coefficient and the vehicle speed can also be simulated, and the road friction resistance is added, so that the effect same as the actual working condition is achieved. When the brake pedal is pressed down for braking, the brake is arranged on the driving wheel side, but the brake on the driven wheel side is not arranged, but the simulated inertia is only that of the driving wheel, so that the alternating current simulation motor on the driving wheel side does not need to work at this time (or only the inertia on the driving wheel side can be simulated in an electric simulation inertia mode), and the braking deceleration, the braking distance, the braking time and the like accord with the actual working condition during braking. The working conditions are accordant, and the power generation process of the automobile motor in the braking process is also accordant with the actual working conditions, so that the actual driving working conditions can be completely simulated.
On the basis of completely simulating the actual driving condition, a uniform speed simulation experiment (such as driving on a highway), frequent acceleration and deceleration experiments (such as driving in an urban area) according to a fixed frequency, an experiment according to a certain road spectrum and the like can be performed. These tests may be performed simultaneously with the test for energy recovery detection during braking. Brake noise or transmission system noise is measured through a noise sensor, and vibration of a motor and a transmission system is measured through an acceleration sensor.
7. Computer control subsystem
The computer control subsystem adopts closed-loop control on pedal stroke, pedal force, booster vacuum degree, brake pressure, parking brake pulling force, friction torque and spindle rotation speed, and the electromagnetic directional valve adopts logic control; all the control can adopt two modes of manual control and computer automatic control.
The whole vehicle brake system simulation dynamic performance test system can record and calculate the main shaft rotating speed, brake pipeline pressure, brake torque, brake deceleration, brake distance, brake temperature (a brake drum and a brake shoe, a brake disc or a brake block), noise value and wind speed in the brake process in real time, can display or reproduce on a screen, and can output or store the values through output equipment when needed. Control section-the electronic control section provides the necessary control for the running of the test. From the safety perspective and the energy-saving perspective, strong and weak electric control and zone control are considered. The control part is provided with an emergency stop switch, and all parts stop operating when being triggered in emergency.
Alternatively, one possible computer configuration is listed below:
a host computer: the industrial personal computer is configured: the CPU main frequency is more than 2.6G, the hard disk is more than 2TG, the memory is more than 4G, the display card is not lower than 2G, and the DVD recording optical drive.
A display: a 22 inch flat panel display.
The single-channel sampling frequency of the multifunctional board card is not lower than 10 KHz.
A software system: the Chinese WINDOWS operating system comprises the following modules: the test standard program module (including the test standards listed in the protocol), the data acquisition and whole vehicle brake system simulation dynamic performance test system control module, the data observation and analysis module and the visual program compiling module can directly access data and the like, and a standard report format is generated after the test is finished. The report name can be self-defined, and the storage position can be freely selected. The system has a fault alarm display function and rich self-diagnosis detection functions of various systems, the system cannot be started when the starting condition is not met, and the system is stopped and alarms immediately once a fault occurs, so that the fault part is displayed. The software can be flexibly programmed to meet various test standards, and the data and physical parameters defined by the customer can be input by a keyboard or selected in a test menu. The user can program the test standard program module according to the test standard. The system has corresponding software supporting function realization, wherein the software for man-machine interaction has the advantages of simple sentence, easy operation, good stability and good openness, so that other functions can be conveniently expanded. More than two curves in the same test interface can be selected with different colors, and the characteristic point values on the curves are displayed in the data table. And the curve is dynamically displayed on the interface in real time. Each real-time control interface adopts a display mode of an analog meter to observe parameters such as rotating speed, braking pressure, torque, temperature, displacement and the like at any time. The report is stored in a text form, the file name can be defined by self, the storage position can be selected by self, and the report can be printed off-line. The measurement units in the report adopt international measurement units.
The system for testing the simulated dynamic performance of the finished automobile braking system can realize the following functions: a constant torque test function; a constant pressure test function; a cooling wind speed simulation function; brake performance testing (including tests for efficacy, heat fade and recovery, wear, durability, drag torque, etc.); a static moment test function; a hand brake test function; the pressure failure test function and the emergency braking function are realized; a noise test function; the thickness dynamic measurement function of the DTV brake disc; a braking energy recovery detection function; a brake pedal simulation function; performing function test and verification of the three-electric system according to the given road spectrum; simulating the functions of road resistance and wind resistance; the test chamber has a camera monitoring function; the electronic control booster calibration device has the functions of calibrating an electronic control booster, calibrating the stroke and pedal feel of a brake pedal and calibrating and testing; the intelligent driving monitoring system has the advantages that the intelligent driving monitoring system supports the development of the requirements of testing and calibrating the components of the braking system, the monitoring function is realized, for example, after an upper computer sends instructions to a Booster Controller and an ESP Controller through a CAN (Controller Area Network) line, the rack CAN record, track, detect and analyze the execution results of the Controller, and the detection function of the rack CAN be expanded; the system has CAN communication and diagnosis functions, CAN realize the message receiving and sending through the bus, carry out fault diagnosis test and calibration work of the brake control device, CAN display fault codes and names, CAN automatically alarm, and reserves signals for multiple channels for subsequent function expansion; the system has complete safety protection and safety interlocking functions.
The signal acquisition characteristics of the finished automobile brake system simulation dynamic performance test system can comprise:
1. the sensor:
the sensitive element refers to a part which can be directly (or in response) measured in the sensor.
② a conversion element refers to the more sensitive response in the sensor and converts the measured quantity into the electrical signal part which is transmitted and/or measured.
And thirdly, when the output is a specified standard signal, the transmitter is called.
2. Measurement range: the range of values measured within the allowable error limits.
3. Measuring range: and (4) measuring the algebraic difference between the upper limit value and the lower limit value of the range.
4. Precision: the degree of agreement between the measured measurement and the true value.
5. Repeatability: the degree of correspondence between the results of a plurality of successive measurements of the same measured quantity is determined under all the following conditions:
6. resolution: the smallest amount of change in the measured quantity that the sensor is likely to detect over the specified circle of measurement.
7. Threshold value: the minimum measured change in the measurable change at the sensor output can be made.
8. Zero position: a state in which the absolute value of the output is minimized, such as an equilibrium state.
9. Excitation: external energy (voltage or current) applied for proper operation of the sensor.
10. Maximum excitation: the maximum value of the excitation voltage or current that can be applied to the sensor.
11. Input impedance: impedance measured at the input of the sensor when the output is short circuited.
12. And (3) outputting: there is an electrical quantity generated by the sensor as a function of the applied measured quantity.
13. Output impedance: impedance measured at the output of the sensor when the input is short circuited.
14. Zero output: the output of the sensor when the measured value is zero.
15. Hysteresis: within a specified range, the largest difference in output occurs when the measured value increases and decreases.
16. After a delay: the time delay of the output signal change relative to the input signal change.
17. Drifting: at certain time intervals, the sensor output is free of unwanted variations that are not related to the measured quantities.
18. Zero drift: change in zero output at predetermined time intervals and under indoor conditions.
19. Sensitivity: the ratio of the increase in sensor output to the corresponding increase in input.
20. Sensitivity drift: a change in the slope of the calibration curve due to a change in sensitivity.
21. Thermal sensitivity drift: sensitivity drift due to a change in sensitivity.
22. Thermal zero drift: zero drift due to ambient temperature variations.
23. Linearity: the extent to which the calibration curve conforms to a certain specified limit.
24. The non-linearity is as follows: the degree to which the calibration curve deviates from a specified straight line.
25. Long-term stability: the sensor can still maintain the capability of not exceeding the allowable error within the specified time.
26. Natural frequency: in the absence of resistance, the free (no external force applied) oscillation frequency of the sensor.
27. Responding: the characteristic of the measured change in output.
28. Compensation of temperature range: the sensor is maintained in a temperature range compensated by a zero balance within the specified limits.
29. Creep deformation: the change in output over a given period of time when the environmental conditions of the machine being measured are more constant.
30. Insulation resistance: unless otherwise specified, the resistance value measured between the specified insulating portions of the sensor when a specified direct current voltage is applied at room temperature is referred to.
The brake pressure acquisition of the complete vehicle brake system simulation dynamic performance test system is described below.
The brake pressure is divided into the outlet pressure of a master brake pump and the pressure of 4 slave cylinders, a pressure sensor adopts the German Yifumen brand, and the pressure sensor has the transmitting function. The working principle of the pressure sensor is as follows: the hydraulic pressure sensor works on the principle that pressure directly acts on a diaphragm of the sensor to enable the diaphragm to generate micro displacement in direct proportion to the pressure of a medium, so that the resistance of the sensor changes, the change is detected through an internal electronic circuit, and a standard signal corresponding to the pressure is converted and output.
The pressure sensor model may be: the model of the brake master pump pressure sensor is PU5401, and the brand is German Yifu; or the model of the cylinder pressure sensor is PA9021 and the brand is German Yifu.
In the embodiment of the application, the system for testing the simulated dynamic performance of the whole vehicle braking system comprises a main driving subsystem, an inertia simulating subsystem, a parking braking subsystem, a noise detecting subsystem, a pedal simulating subsystem, a braking energy recovery detecting subsystem and a computer control subsystem, and can test the whole vehicle in the system for testing the simulated dynamic performance of the whole vehicle braking system, realize automatic control of the whole vehicle to carry out various tests and reduce the problem of low test efficiency caused by manually starting each test in the prior art.
It should be noted that: the system configuration and the environmental conditions provided in the above embodiments are exemplary and feasible, and besides the data mentioned in the above examples, a skilled person may adopt other system configurations and environmental conditions as long as the same functions are achieved, and details are not described here.
The above description is only exemplary of the present application and should not be taken as limiting the present application, as any modification, equivalent replacement, or improvement made within the spirit and principle of the present application should be included in the protection scope of the present application.
Claims (1)
1. The utility model provides a whole car braking system simulation dynamic behavior test system, its characterized in that, whole car braking system simulation dynamic behavior test system includes main drive subsystem, inertia simulation subsystem, parking braking subsystem, noise detection subsystem, footboard simulation subsystem, braking energy recovery detection subsystem, computer control subsystem, the system includes:
the main motor of the main driving subsystem drives the whole vehicle braking system to simulate the dynamic operation of a dynamic performance testing system, the main motor is of a split structure, a main machine body is separated from a testing platform and has a positive and negative rotation function, a main shaft is connected with a brake and connected through a universal transmission shaft, and the length of the universal transmission shaft is adjusted according to different test pieces;
based on the main driving subsystem, the computer control subsystem and the inertia simulation subsystem, simulating the inertia of the whole vehicle through mechanical inertia and electric inertia together, simulating the inertia of the whole vehicle, and determining an inertia simulation result;
based on the main driving subsystem, the computer control subsystem and the parking braking subsystem, performing braking calibration on the whole vehicle;
acquiring noise data of the whole vehicle based on the main driving subsystem, the computer control subsystem and the noise detection subsystem;
Determining the precision of a brake sensor through simulating braking based on the main driving subsystem, the computer control subsystem and the pedal simulation subsystem so as to determine whether the brake sensor of the whole vehicle is qualified;
based on the main driving subsystem, the computer control subsystem and the braking energy recovery detection subsystem, automatically adjusting the braking torque born by the brake according to the given load torque condition of the motor of the whole vehicle, detecting and monitoring the power output condition of the motor in the braking process, and determining the energy generated in the braking process;
the whole vehicle braking system simulated dynamic performance testing system consists of four sets of motors and an inertia flywheel system, and comprises two sets of front wheel brakes, two sets of rear wheel brakes, a motor, a battery and a control strategy; the motor of the whole electric vehicle does not output power any more in the braking process of the pure electric vehicle, the wheels drag the motor reversely in the braking and sliding process to enable the motor to become a generator, the generator consumes partial energy in the power generation process, participates in braking and shares part of braking energy required to be borne by the brake, and therefore in the braking process, the hydraulic brake and the electric brake are available;
the noise detection subsystem is used for measuring brake noise through a noise sensor, or measuring vibration of a motor and a transmission system through transmission system noise and an acceleration sensor;
The system comprises a pedal simulation subsystem, a computer control subsystem and a vehicle body Electronic Stability Program (ESP) and a brake-by-wire system ibooster, wherein the pedal simulation subsystem constantly acquires pedal travel, pedal force, pipeline pressure, brake noise, brake torque and rotation speed in a braking process through a pedal displacement sensor, a pedal force sensor, a pipeline pressure sensor, a brake force sensor, a noise sensor and a torque rotation speed sensor, and a simulation application program included by the computer control subsystem is used for calibrating an ESP and an ibooster of a vehicle body electronic stability system;
the braking energy recovery detection subsystem regulates braking torque according to a braking torque distribution relation provided by a vehicle controller by calibrating a function of the electric control booster and verifying a function of a coordinated motor braking energy recovery strategy, collects and records braking energy conversion electric energy of the motor, and detects and calculates a numerical value of energy generated in a braking process;
the system for testing the simulated dynamic performance of the whole vehicle braking system further comprises a temperature test, a braking torque test, an electric control booster calibration and a brake disc thickness difference DTV test;
the braking process in the finished automobile braking system simulation dynamic performance testing system comprises hydraulic brake braking and electric braking; the whole vehicle braking system simulation dynamic performance test system is suitable for dynamic simulation of the braking process of a pure electric passenger vehicle which is less than 3 tons and adopts hydraulic braking, so that the pedal force, the pedal stroke, the pipeline pressure and the performance of a brake in the braking process can be detected and verified, part of functional strategies of three electric systems can be detected, and strategy verification and calibration are carried out on the coordinated braking energy recovery condition;
The computer control subsystem has the functions of recording and calculating the main shaft rotating speed, brake pipeline pressure, brake torque, brake deceleration, brake distance, brake temperature, noise value and wind speed in the braking process in real time;
after the three-electric system of the whole vehicle starts to work, the inertia of the driven wheel is simulated through the alternating current motor on the inertial flywheel side, and meanwhile, the wind resistance and the road surface friction resistance calculated according to the wind resistance coefficient and the vehicle speed are simulated, so that the effect the same as that of the actual working condition is achieved; when a user presses a brake pedal to brake, since the brake is installed on the driving wheel side and the brake on the driven wheel side is not installed, the simulated inertia is only of the driving wheel, so that the braking deceleration, the braking distance, the braking time and the actual working condition during braking are consistent.
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| CN111795830A (en) * | 2020-05-25 | 2020-10-20 | 中国第一汽车股份有限公司 | Brake efficiency testing method |
| CN113092131B (en) * | 2021-03-31 | 2023-10-27 | 泰明顿摩擦材料技术(上海)有限公司 | Brake system bench test system and method based on whole vehicle brake working condition |
| CN113295442B (en) * | 2021-05-25 | 2022-07-05 | 中车齐齐哈尔车辆有限公司 | Reliability test equipment and reliability test method for brake component |
| CN113514262B (en) * | 2021-07-15 | 2024-05-24 | 中车青岛四方机车车辆股份有限公司 | Braking function test method, system, storage medium and equipment |
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