CN111521416B - Device and method for testing utilization rate of adhesion coefficient of automobile air braking system - Google Patents
Device and method for testing utilization rate of adhesion coefficient of automobile air braking system Download PDFInfo
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- CN111521416B CN111521416B CN202010641601.6A CN202010641601A CN111521416B CN 111521416 B CN111521416 B CN 111521416B CN 202010641601 A CN202010641601 A CN 202010641601A CN 111521416 B CN111521416 B CN 111521416B
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Abstract
The invention relates to the technical field of automobile test devices, and discloses an automobile air braking system adhesion coefficient utilization rate test device and method, wherein the test device comprises: the air inlet selection valve is provided with a first air inlet, a second air inlet and a first air outlet; the first air inlet can be used for being connected with an original vehicle pipeline of the automobile braking system, and the second air inlet can be used for being connected with an air tank; the pipeline cut-off valve is provided with a third air inlet, a second air outlet and a third air outlet; the third air inlet is communicated with the first air outlet; an electromagnetic switch valve and an electric pressure regulating valve; the air outlet selection valve is provided with a fourth air inlet, a fifth air inlet and a fourth air outlet; the fourth air inlet is communicated with the first pressure release valve, the fifth air inlet is communicated with the second pressure release valve, and the fourth air outlet can be used for being connected with the air chamber. The invention has the advantages of simple test device, multiple functions and high test efficiency; the electric pressure regulating valve can be manually and electrically regulated, is convenient to regulate and has high regulating precision.
Description
Technical Field
The invention relates to the technical field of automobile test devices, in particular to a device and a method for testing the utilization rate of an adhesion coefficient of an automobile air braking system.
Background
An anti-lock braking system (ABS) for a vehicle is an effective safety device for a vehicle, which can greatly improve steering ability and direction stability during braking of the vehicle by automatically adjusting pressure during braking to make wheels in a stable state. The adhesion coefficient utilization rate is one of important evaluation indexes of an anti-lock brake system of an automobile, and the adhesion coefficient utilization rate test needs to find out a critical point between locking and non-locking of each wheel of the automobile, so that the adhesion coefficient utilization rate is obtained by substituting braking data measured in the state into a formula.
In the adhesion coefficient utilization test, the original method is as follows: the pedal stroke is controlled by stepping on the brake pedal, the pedal force is gradually increased, and the critical point is searched. The disadvantages of this method are: the data repeatability is poor, so the improvement is also realized by placing a limiting device below the brake pedal. The other improved method is as follows: in the method, after the critical point is adjusted, the data repeatability is good, but the defects are as follows: the time for searching the critical point is long, a tester needs to stop for many times and drill into the bottom of the vehicle for adjustment, and because different test fields have different requirements for entering and exiting the field, and some vehicles do not have the condition of drilling into the vehicle, the vehicle needs to be discharged to a trench or a lifter for adjustment; in addition, the pressure regulating method also exists, the pressure of the brake air chamber can not be completely released easily, and the vehicle needs to be stopped to manually release the residual pressure; the existing pressure regulating device also generally regulates pressure manually by testers, and the structure of the existing pressure regulating device is difficult to meet the high-requirement test process. Therefore, the existing air brake system adhesion coefficient utilization rate testing device is unreasonable in arrangement, single in function, high in requirements for technology and experience of testing personnel, complex in testing process and low in testing efficiency and testing accuracy.
Disclosure of Invention
Aiming at the defects in the prior art, the invention aims to provide the test device and the method for the utilization rate of the adhesion coefficient of the automobile air braking system, which are convenient to test, high in test efficiency, high in precision, multifunctional and convenient to adjust.
The invention solves the technical problem and adopts the technical scheme that a test device for the utilization rate of the adhesion coefficient of an automobile air braking system is provided, and comprises the following components:
the air inlet selection valve is provided with a first air inlet, a second air inlet and a first air outlet; the first air inlet can be used for being connected with an original vehicle pipeline of an automobile braking system, and the second air inlet can be used for being connected with an air tank;
the pipeline cut-off valve is provided with a third air inlet, a second air outlet and a third air outlet; the third air inlet is communicated with the first air outlet;
the electromagnetic switch valve is communicated with the second air outlet; the electric pressure regulating valve is communicated with the third air outlet;
the first pressure relief valve is communicated with the electromagnetic switch valve; the second pressure relief valve is communicated with the electric pressure regulating valve;
the air outlet selection valve is provided with a fourth air inlet, a fifth air inlet and a fourth air outlet; the fourth air inlet is communicated with the first pressure release valve, the fifth air inlet is communicated with the second pressure release valve, and the fourth air outlet can be used for being connected with an air chamber of an automobile braking system.
Further, the first pressure release valve and the second pressure release valve can both release pressure of an air chamber of the automobile brake system.
Further, the electric pressure regulating valve comprises: the filter comprises a speed reduction assembly, a pressure regulating assembly, a primary filter assembly and a secondary filter assembly; the speed reduction assembly is used for transmitting the rotation of the motor to the pressure regulating assembly;
the pressure regulating assembly comprises a valve seat, a pressure regulating screw rod and a regulating gear; the pressure regulating screw is used for regulating the air outlet pressure of the electric pressure regulating valve, and an adjusting part for manually regulating the pressure is arranged at the end part of the pressure regulating screw close to the adjusting gear; the adjusting gear is sleeved on the pressure adjusting screw rod and can drive the pressure adjusting screw rod to move in a telescopic manner so as to carry out electric pressure adjustment; the valve seat is arranged on the side edge of the pressure regulating screw, a first air flow channel and a second air flow channel are arranged in the valve seat, the first air flow channel penetrates through the valve seat, an air inlet and an air outlet are formed in the valve seat, and a switching plug for switching an air flow path is movably arranged in the first air flow channel;
the primary filter assembly and the secondary filter assembly are communicated with the first air flow passage, and the primary filter assembly and the secondary filter assembly are communicated through the second air flow passage.
Further, the speed reduction assembly comprises a shell, a speed reducer and a transmission gear;
the shell is provided with a first mounting cavity and a second mounting cavity; the speed reducer is arranged in the first mounting cavity, and an output shaft of the speed reducer penetrates through the first mounting cavity and extends out of the shell; the transmission gear is sleeved on the output shaft and is meshed with the adjusting gear; the pressure regulating screw rod penetrates through the second installation cavity.
Further, the adjusting part is a hexagonal groove; the detachable cover body is detachably mounted on the shell body, a through hole is formed in the cover body and is located at a position opposite to the groove, and a blocking cover is detachably arranged in the through hole.
Further, the switching plug is provided with an air flow hole; and the switching plug is rotated to control the air flow hole to be communicated with the first air flow channel or the valve seat to block the air flow hole; the end of the switching plug is provided with a hexagonal concave hole.
The invention solves the technical problem and adopts the technical scheme that a method for testing the utilization rate of the adhesion coefficient of the automobile air brake system is also provided, wherein a first air inlet is connected with an original automobile pipeline of the automobile brake system, a second air inlet is connected with an air tank, and a fourth air outlet is connected with an air chamber of the automobile brake system; comprises the following steps:
carrying out a first pipeline test: opening an electromagnetic switch valve, and enabling air flow to enter an air chamber of an automobile braking system from an original automobile pipeline, a first air inlet, a first air outlet, a third air inlet, a second air outlet, the electromagnetic switch valve, a first pressure release valve, a fourth air inlet and a fourth air outlet in sequence;
and (3) carrying out a second pipeline test: closing the electromagnetic switch valve, and enabling the air flow to be cut off at the electromagnetic switch valve from the original vehicle pipeline, the first air inlet, the first air outlet, the third air inlet and the second air outlet in sequence to enable the original vehicle pipeline to be invalid;
carrying out a third pipeline test: enabling the airflow to enter an air chamber of an automobile braking system from an original automobile pipeline, a first air inlet, a first air outlet, a third air inlet, a third air outlet, an electric pressure regulating valve, a second pressure relief valve, a fifth air inlet and a fourth air outlet in sequence;
performing a fourth pipeline test: opening an electromagnetic switch valve, and enabling airflow to enter an air chamber of an automobile braking system from an air tank, a second air inlet, a first air outlet, a third air inlet, a second air outlet, the electromagnetic switch valve, a first pressure release valve, a fourth air inlet and a fourth air outlet in sequence;
and (3) carrying out a fifth pipeline test: and enabling the air flow to enter an air chamber of the automobile braking system from the air tank, the second air inlet, the first air outlet, the third air inlet, the third air outlet, the electric pressure regulating valve, the second pressure relief valve, the fifth air inlet and the fourth air outlet in sequence.
Further, in the first pipeline test, the second pipeline test and the third pipeline test, the automobile tire is braked through an automobile brake pedal; in the fourth pipeline test and the fifth pipeline test, the automobile tires are braked by electrically adjusting or manually adjusting the electric pressure adjusting valve.
Further, in the third pipeline test and the fifth pipeline test:
adjusting the electric pressure regulating valve to a maximum pressure value, and locking an automobile tire by an automobile brake; gradually reducing the pressure value of the electric pressure regulating valve until the automobile brake releases the tire; acquiring the first pressure critical value;
or the electric pressure regulating valve is regulated to the minimum pressure value, and the automobile tire rotates; gradually increasing the pressure value of the electric pressure regulating valve until an automobile brake locks an automobile tire; the second pressure threshold is obtained.
Further, before a first pipeline test, a second pipeline test, a third pipeline test, a fourth pipeline test or a fifth pipeline test is carried out, the first pressure release valve and/or the second pressure release valve are/is opened, and the residual pressure in the air chamber of the automobile braking system is completely released.
Compared with the prior art, the invention has at least the following beneficial effects:
in the invention, the test device comprises five pipelines, and in the first pipeline test, the arrangement of the original vehicle pipeline is kept, so that the test device meets the national standard, not only can meet the requirements of the test, but also can perform other tests on the vehicle; in the second pipeline test, the original vehicle pipeline can be failed, when the front axle and the rear axle of the vehicle are tested, the electromagnetic switch valve is adjusted through one key, the brake pipeline of the original vehicle for braking the front axle or the rear axle is controlled to fail, the other vehicle is ensured to work, the operation is not required to be carried out at the bottom of the vehicle, the operation is convenient, and the test efficiency is high; through the third pipeline test or the fifth pipeline test and the use of the electric pressure regulating valve, the pressure critical value of the automobile tire in a locking state and a non-locking state can be accurately and quickly found, and a tester does not need to stop for many times and drill into the bottom of the automobile for regulation, so that the operation of the tester is reduced, and the test efficiency is improved; the rotation turns of the motor are controlled through the adjustment of the electric pressure regulating valve, the pressure value is adjusted step by step, and the output air pressure value is accurately controlled, rather than manually controlling the air pressure by a tester, so that the adjustment precision is high, and the problems of inaccurate manual adjustment and repeated data are solved; the operation of the tester is simple, and the dependence on experience is low; in the fourth pipeline experiment, the vehicle is forcibly braked by supplying air through the air tank, and in the test process, when the problems of brake system failure and the like occur, the safety of testing personnel and the vehicle can be ensured through the forcible braking, and the safety is high; and no matter which group of pipeline is tested, all can release the residual air pressure in the air chamber of automobile braking system completely through first relief valve and second relief valve, guarantee that the test result can not receive the influence of air chamber residual air pressure, no longer need park manual release residual pressure, test efficiency is high, the precision is high.
According to the invention, the electric pressure regulating valve comprehensively improves the traditional pressure regulating valve, the motor rotates, the electric pressure regulating valve outputs the pressure to the transmission gear after multi-stage speed reduction of the speed reducer, the transmission gear is meshed with the transmission regulating gear to drive the pressure regulating screw to do telescopic motion, so that the electric regulation of the test air pressure is realized, the rotation range of the transmission gear and the rotation range of the regulating gear are accurately controlled by controlling the rotation number of the motor, the telescopic amount of the pressure regulating screw is accurately controlled, the size of the air pressure is accurately controlled, and the air inlet pressure sensor and the air outlet pressure sensor are arranged on the valve seat, so that the test pressure. The transmission gear and the adjusting gear are isolated in an independent space formed by the shell and the cover body, so that the meshing of the transmission gear and the adjusting gear is not influenced by the outside and many parts inside the shell; when the motor or the speed reducer is in failure, the blocking cover on the cover body can be taken down under the condition that the failure cannot be solved for a while, an inner hexagonal wrench is inserted into the hexagonal groove of the adjusting part of the pressure adjusting screw rod, the pressure adjusting screw rod is manually rotated to temporarily and manually adjust air pressure, and the progress and the efficiency of a test are ensured, namely, the electric pressure adjusting valve can realize manual and electric adjustment and is convenient to adjust; the pressure regulating assembly and the speed reducing assembly are arranged in the shell side by side in an integrated mode, the structure is compact, and the occupied space is small.
In the invention, a first airflow channel and a second airflow channel are arranged on a valve seat, a primary filter assembly and a secondary filter assembly are integrally arranged on the valve seat, the primary filter assembly and the secondary filter assembly are communicated through the second airflow channel, and when the gas in a gas tank is directly used for testing, a switching plug is rotated to enable an airflow hole on the switching plug to be communicated with the first airflow channel, so that the gas in the gas tank can directly pass through the first airflow channel without passing through the primary filter assembly and the secondary filter assembly and enter a testing pipeline; when the gas that needs high purification degree is tested (gets rid of the external factor that influences the experiment), insert the interior hexagonal shrinkage pool that switches stopper tip through the hexagonal spanner rotation, make the air current hole on the switching stopper by the disk seat shutoff, switch the stopper promptly and block up the first airflow channel of air inlet department, make gas get into one-level filter assembly in proper order, the second airflow channel, behind the second grade filter assembly, export to the test pipeline in through the latter half section of first airflow channel, realize a tractor serves several purposes of electronic air-vent valve, reduce the test cost, and save test space, and the switching process is simple, high-efficient.
Drawings
FIG. 1 is a schematic view of the overall structure of the test apparatus of the present invention;
FIG. 2 is a schematic diagram of the overall structure of the electric pressure regulating valve;
FIG. 3 is a schematic view of the structure of FIG. 2 from another perspective (with the housing and the cover removed);
FIG. 4 is an exploded view of an electrically operated pressure regulating valve;
FIG. 5 is a schematic view of the assembly of the speed reducer and the transmission gear;
FIG. 6 is a schematic view of the assembly of the housing and cover;
FIG. 7 is a schematic diagram of the internal structure of the modulated pressure regulating valve;
FIG. 8 is a schematic structural view of an air guide block;
FIG. 9 is a schematic view of the primary and secondary filter assemblies and the first and second airflow channels in the valve seat and the switching plug;
FIG. 10 is a schematic view of the primary and secondary filter assembly of FIG. 9 with the cover removed;
FIG. 11 is a schematic diagram of the adhesion coefficient utilization testing method of the present invention.
In the figure, the position of the upper end of the main shaft,
A. an intake selector valve; B. a pipeline shut-off valve; C. an electromagnetic on-off valve; D. an electric pressure regulating valve; E. a first pressure relief valve; F. a second pressure relief valve; G. an air outlet selection valve;
a1, a first air inlet; a2, a second air inlet; a3, a first air outlet; b1, a third air inlet; b2 and a second air outlet; b3 and a third air outlet; g1, fourth inlet; g2, fifth air inlet; g3, a fourth air outlet;
1. a speed reduction assembly; 10. a housing; 11. a speed reducer; 12. a transmission gear; 13. a cover body; 14. a blocking cover; 15. a gear shaft; 101. a first mounting cavity; 102. a second mounting cavity; 130. a through hole;
2. a voltage regulating component; 20. a valve seat; 201. a first air flow passage; 202. a second airflow channel; 203. an air inlet; 204. an air outlet; 205. a switching plug; 2050. an airflow aperture; 2051. a hexagonal concave hole; 206. an intake air pressure sensor; 207. an outlet gas pressure sensor; 21. a pressure regulating screw; 210. an adjustment section; 22. an adjusting gear; 23. a nut; 24. a spring; 251. a front valve body; 252. a rear valve body; 26. a first diaphragm; 27. a second diaphragm; 28. a third diaphragm; 29. a gas guide block; 291. an air vent; 292. an air guide channel; 30. an airflow plug;
3. a primary filter assembly;
4. a secondary filter assembly; 40. a drain valve; 41. a throttling type filter element.
Detailed Description
The following are specific embodiments of the present invention and are further described with reference to the drawings, but the present invention is not limited to these embodiments.
As shown in fig. 1, an adhesion coefficient utilization rate testing device for an automobile air braking system comprises: the device comprises an air inlet selector valve A, a pipeline cut-off valve B, an electromagnetic switch valve C, an electric pressure regulating valve D, a first pressure relief valve E, a second pressure relief valve F and an air outlet selector valve G.
The air inlet selector valve A is provided with a first air inlet A1, a second air inlet A2 and a first air outlet A3; the first air inlet A1 can be used for being connected with an original vehicle pipeline of a vehicle brake system, and the second air inlet A2 can be used for being connected with an air tank; that is, the first air inlet A1 is used for air flow of the original vehicle pipeline, and the second air inlet A2 is used for air flow of the outside, and the original vehicle air source is cut off.
The pipeline shut-off valve B is provided with a third air inlet B1, a second air outlet B2 and a third air outlet B3; the third air inlet B1 is in communication with the first air outlet A3; the third air inlet B1 can be controlled to be communicated with the second air outlet B2 or the third air outlet B3, and different air passing pipelines can be controlled.
The electromagnetic switch valve C is communicated with the second air outlet B2; the electric pressure regulating valve D is communicated with the third air outlet B3; the electromagnetic switch valve C can be controlled to be communicated through a pipeline of the electromagnetic switch valve C, or the electromagnetic switch valve C can be controlled to be disconnected through the pipeline of the electromagnetic switch valve C, so that the pipeline is disabled; the electric pressure regulating valve D is used for accurately regulating the air pressure value of a pipeline, so that the air pressure critical value between locking and unlocking of an automobile tire is conveniently and quickly found out in an automobile air pressure braking system, a brake does not need to climb to the bottom of an automobile for regulation every time, and a tester does not need to manually regulate the pressure value of the pressure regulating valve according to actual experience.
The first pressure relief valve E is communicated with the electromagnetic switch valve C; the second pressure relief valve F is communicated with the electric pressure regulating valve D; specifically, first relief valve E with second relief valve F all can be right automobile brake system's air chamber carries out the pressure release, after experimental completion at every turn, the atmospheric pressure in the air chamber can not necessarily obtain fast, complete release, when carrying out the next experiment, if there is the remaining atmospheric pressure of test of the previous time still in the air chamber, then can cause the test influence result of this time of this test of last time, lead to the atmospheric pressure value that records to be inaccurate, so before carrying out the pipeline experiment at every turn, all can obtain complete release owing to the experimental residual atmospheric pressure of last time in with the air chamber through first relief valve E and second relief valve F, guarantee experimental degree of accuracy, also no longer need to stop manual to release residual pressure, high test efficiency, high accuracy.
The air outlet selection valve G is provided with a fourth air inlet G1, a fifth air inlet G2 and a fourth air outlet G3; the fourth air inlet G1 is communicated with the first pressure relief valve E, the fifth air inlet G2 is communicated with the second pressure relief valve F, and the fourth air outlet G3 can be used for being connected with an air chamber of an automobile brake system.
As shown in fig. 11, based on the testing apparatus of the present invention, the method for testing the adhesion coefficient utilization rate of the air braking system of the vehicle according to the present invention includes:
before the test, the first air inlet A1 is connected with an original vehicle pipeline of an automobile braking system, the second air inlet A2 is connected with an air tank, and the fourth air outlet G3 is connected with an air chamber of the automobile braking system;
carrying out a first pipeline test: opening an electromagnetic switch valve C, and enabling air flow to enter an air chamber of an automobile braking system from an original automobile pipeline, a first air inlet A1, a first air outlet A3, a third air inlet B1, a second air outlet B2, the electromagnetic switch valve C, a first pressure relief valve E, a fourth air inlet G1 and a fourth air outlet G3 in sequence; in the pipeline, the original automobile pipeline of the automobile is kept, the national standard regulation is met, and the requirement of the test can be met; and other automobile brake system tests can be carried out on the basis.
And (3) carrying out a second pipeline test: closing the electromagnetic switch valve C, and cutting off the air flow from the original vehicle pipeline, the first air inlet A1, the first air outlet A3, the third air inlet B1 and the second air outlet B2 in sequence at the electromagnetic switch valve C to disable the original vehicle pipeline; i.e. the second pipeline test is a failed pipeline test. For a further optimized application of the second pipeline test, the test devices are respectively installed on the front axle and the rear axle of the automobile, namely the brake system corresponding to the front axle and the brake system corresponding to the rear axle are respectively connected in series with one test device, when the pipeline test of the brake system corresponding to the front axle is carried out, the pipeline test of the brake system corresponding to the rear axle is enabled not to be influenced by the brake system corresponding to the rear axle by controlling the electromagnetic switch valve C connected in series in the brake system corresponding to the rear axle to be closed, and the pipeline test of the brake system corresponding to the front axle is enabled not to be influenced by the brake system corresponding to the rear axle; when the brake system pipeline corresponding to the rear axle is tested, the electromagnetic switch valve C connected in series in the brake system corresponding to the front axle is controlled to be closed, the brake system pipeline of the brake system corresponding to the front axle is disabled, the brake system pipeline test corresponding to the rear axle is not affected by the brake system corresponding to the front axle, the test result is high in accuracy, a tester is not required to go to the bottom of the automobile for operation, the original automobile pipeline is disabled, and the test efficiency is high.
Carrying out a third pipeline test: and enabling the air flow to enter an air chamber of the automobile braking system from an original automobile pipeline, a first air inlet A1, a first air outlet A3, a third air inlet B1, a third air outlet B3, an electric pressure regulating valve D, a second pressure relief valve F, a fifth air inlet G2 and a fourth air outlet G3 in sequence. In the process, the air flow passes through the electric pressure regulating valve C, and the air source enters the original automobile pipeline, so that the automobile can be braked by a brake pedal on the automobile, and the critical point of tire locking and non-locking is searched.
And (3) carrying out a fifth pipeline test: and enabling the air flow to enter an air chamber of the automobile brake system from the air tank, the second air inlet A2, the first air outlet A3, the third air inlet B1, the third air outlet B3, the electric pressure regulating valve D, the second pressure relief valve F, the fifth air inlet G2 and the fourth air outlet G3 in sequence. In the process, the air flow also passes through the electric pressure regulating valve C, but because the air source is provided by an external air tank instead of entering from an original vehicle pipeline, the critical point of tire locking and non-locking can be found by electrically or manually regulating the electric pressure regulating valve.
Specifically, in the third pipeline test and the fifth pipeline test, the method for finding the critical point includes:
one method is to adjust an electric pressure regulating valve D from large to small, adjust the electric pressure regulating valve D to the maximum pressure value, and lock an automobile tire by an automobile brake; and gradually reducing the pressure value of the electric pressure regulating valve D until the automobile brake releases the tire, and detecting whether the tire rotates or not through a sensor in the process to acquire the first pressure critical value. Or, another method is to regulate the electric pressure regulating valve D from small to large, regulate the electric pressure regulating valve D to the minimum pressure value, and rotate the automobile tire; gradually increasing the pressure value of the electric pressure regulating valve D until an automobile brake locks an automobile tire; the second pressure threshold is obtained.
Specifically, the following steps are respectively carried out: the time of DT45 is measured when the whole vehicle is in full-wheel braking (ABS retention); the time of DT40 is measured when the whole front wheel participates in braking (ABS failure, failure rear axle brake pipeline); the time of DT40 is measured when the rear wheel of the whole vehicle is involved in braking (ABS failure, failure front axle brake pipeline). Wherein DT45 is the braking of the vehicle at 55KM/H under sound condition, and the time of 45KM/H-15KM/H during the braking process is measured, and the tires thereof are between locking and non-locking. DT40 shows that when a single axle brakes at a speed of 50KM/h under the condition of ABS failure of a vehicle, the time of the speed of 40KM/h-20KM/h during the braking process is measured, and the tires are between locking and non-locking.
In the experiment process, through the third pipeline test or the fifth pipeline test and the use of the electric pressure regulating valve D, the pressure critical value of the automobile tire in a locking state and a non-locking state can be accurately and quickly found out, and a tester does not need to stop for many times and drill into the automobile bottom for regulation, so that the operation of the tester is reduced, and the test efficiency is improved; the electric pressure regulating valve D is used for regulating, the pressure value is regulated step by step, the output air pressure value is accurately controlled, the air pressure is not manually controlled by a tester, the regulating precision is high, and the problems of inaccurate manual regulation and repeated data can be avoided; the tester is simple to operate and has low dependence on experience.
Performing a fourth pipeline test: and opening the electromagnetic switch valve C, and enabling the air flow to enter an air chamber of the automobile braking system from the air tank, the second air inlet A2, the first air outlet A3, the third air inlet B1, the second air outlet B2, the electromagnetic switch valve C, the first pressure relief valve E, the fourth air inlet G1 and the fourth air outlet G3 in sequence. The vehicle can be forcibly braked by supplying air through the air tank, and in the test process, when emergency such as brake system failure occurs, the vehicle can be forcibly braked through the pipeline, so that the safety of test personnel and the vehicle is ensured, and the safety is high.
Preferably, in the first pipeline test, the second pipeline test and the third pipeline test, the automobile tire can be braked by the automobile brake pedal; in the fourth pipeline test and the fifth pipeline test, the automobile tires are braked by electrically adjusting or manually adjusting the electric pressure adjusting valve D; and selecting a braking mode according to actual conditions. And before a first pipeline test, a second pipeline test, a third pipeline test, a fourth pipeline test or a fifth pipeline test is carried out, the first pressure release valve E and/or the second pressure release valve F are/is opened, so that the residual pressure in the air chamber of the automobile braking system is completely released, the manual release of the residual pressure during parking is not needed, and the efficiency and the accuracy of a test result are ensured.
As shown in fig. 2 to 10, an electric pressure regulating valve D is an important improvement of the present invention, wherein the electric pressure regulating valve D includes: the filter comprises a speed reduction component 1, a pressure regulating component 2, a primary filter assembly 3 and a secondary filter assembly 4; the speed reducing assembly 2 is used for transmitting the rotation of the motor to the pressure regulating assembly 2.
The speed reducing assembly 1 includes a housing 10, a speed reducer 11, a transmission gear 12, a cover 13 and a cover 14. A first mounting cavity 101 and a second mounting cavity 102 are formed in the shell 10; the speed reducer 11 is installed in the first installation cavity 101, and the speed reducer 11 comprises an output shaft which is arranged in the first installation cavity 101 in a penetrating manner and extends out of the shell 10; the output shaft is connected with the transmission gear 12. As shown in fig. 5, the reducer includes a plurality of sets of gear shafts 15 arranged in parallel, the gear shafts 15 are arranged integrally or separately, each gear shaft 15 is provided with a large gear and a small gear, and the small gear of the previous stage is meshed with the large gear of the next stage to realize speed reduction, four gear shafts 15 are arranged in the scheme, so that the motor is output through an output shaft after multi-stage speed reduction, and two ends of each gear shaft 15 are sleeved with bearings to ensure smooth transmission; corresponding bearing bores are provided in the housing 10, in which the bearings are arranged.
As shown in fig. 2-4 and 7, the pressure regulating assembly 2 includes a valve seat 20, a pressure regulating screw 21 and a regulating gear 22; the pressure regulating screw 21 is used for regulating the air outlet pressure of the electric pressure regulating valve D, an adjusting part 210 for manual pressure regulation is arranged at the end part of the pressure regulating screw 21 close to the adjusting gear 22, and the adjusting gear 22 is sleeved on the pressure regulating screw 21 and can drive the pressure regulating screw 21 to move in a telescopic manner to perform electric pressure regulation; specifically, the adjusting gear 22 and the transmission gear 12 are both located on the side of the housing 10, a cover 13 covering the adjusting gear and the transmission gear is disposed on the housing 10, a through hole 130 is disposed at a position on the cover 13 corresponding to the adjusting portion 210, and a detachable blocking cover 14 is disposed in the through hole 130. The transmission gear 12 and the adjusting gear 22 are isolated in a single space formed by the housing 10 and the cover 13, so that the engagement between the transmission gear and the cover is not influenced by the outside and many parts inside the housing 10. Wherein, the adjusting part 210 is a hexagonal groove; when the motor or the reducer 11 fails, the blocking cover 14 on the cover body 13 can be taken down under the condition that the failure cannot be solved for a while, an inner hexagonal wrench is inserted into the hexagonal groove of the adjusting part 210 of the pressure adjusting screw 21, the pressure adjusting screw 21 is manually rotated to temporarily and manually adjust the air pressure, and the process and the efficiency of the test are ensured, namely, the electric pressure adjusting valve D can realize manual and electric adjustment and is convenient to adjust; the pressure regulating assembly 2 and the speed reducing assembly 1 are arranged in the shell 10 side by side in an integrated mode, and the pressure regulating assembly is compact in structure and small in occupied space.
In the course of the work, the motor rotates, export to drive gear 12 after the multistage speed reduction through reduction gear 11, drive gear 12 meshes transmission adjusting gear 22, and then drive pressure regulating screw 21 concertina movement, realize the electrical control of experimental atmospheric pressure, the number of turns through the rotation of control motor, the rotation range of accurate control drive gear 12 and adjusting gear 22, and then the flexible volume of accurate control pressure regulating screw 21, the size of accurate control atmospheric pressure, and set up pressure sensor 206 and the pressure sensor 207 of giving vent to anger on the disk seat 20, guarantee that experimental pressure is errorless, guarantee experimental accuracy.
As shown in fig. 2-4 and fig. 9-10, the valve seat 20 is disposed at a side of the pressure regulating screw 21, a first air flow channel 201 and a second air flow channel 202 are opened in the valve seat 20, the first air flow channel 201 penetrates through the valve seat 20, an air inlet 203 and an air outlet 204 are formed on the valve seat 20, a switching plug 205 for switching an air flow path is movably disposed in the first air flow channel 201, and specifically, an air flow hole 2050 is formed on the switching plug 205; and the switching plug 205 is rotated, the air flow hole 2050 can be controlled to be communicated with the first air flow channel 201 or the valve seat 20 can block the air flow hole 2050; the end of the switch plug 205 has a hexagonal socket 2051; the primary filter assembly 3 and the secondary filter assembly 4 are communicated with the first air flow channel 201, and the primary filter assembly 3 and the secondary filter assembly 4 are communicated through the second air flow channel 202; the diameter of the first gas flow channel 201 is larger than that of the second gas flow channel 202, so that when the switching plug 205 does not block the first gas flow channel 201, gas can preferentially flow from the first gas flow channel 201 with the larger diameter. Specifically, a throttling filter element 41 is arranged in the secondary filter assembly 4 to ensure the cleanliness of the purified gas, a drain valve 40 is arranged at the end of the secondary filter assembly 4, the cross section of the end of the secondary filter assembly 4 is gradually reduced from the side close to the first air flow passage 201 to the side far from the first air flow passage 201, when water is collected in the secondary filter assembly 4, the water is completely collected to the bottom of the secondary filter assembly 4 through the laterally arranged secondary filter assembly 4, the cross section is gradually changed, the collection of the water is facilitated, and the water is discharged at one time.
In the using process, when the gas in the gas tank is directly used for testing, the switching plug 205 is rotated to enable the gas flow hole 2050 on the switching plug 205 to be communicated with the first gas flow channel 201, so that the gas in the gas tank can directly pass through the first gas flow channel 201 and enter a testing pipeline without passing through the primary filter assembly 3 and the secondary filter assembly 4; when the gas with high purification degree is needed to be tested (external factors influencing the test are eliminated), the inner hexagonal concave hole 2051 at the end part of the switching plug 205 is inserted through the rotation of the inner hexagonal wrench, so that the airflow hole 2050 on the switching plug 205 is plugged by the valve seat 20, namely, the first airflow channel 201 at the air inlet 203 is plugged by the switching plug 205, so that the gas sequentially enters the primary filter assembly 3, the second airflow channel 202 and the secondary filter assembly 4 and is output to a test pipeline through the rear half section of the first airflow channel 201, the electric pressure regulating valve D has multiple purposes, the test cost is reduced, the test space is saved, and the switching process is simple and efficient.
Preferably, as shown in fig. 4 and 6-8, the electric pressure regulating valve D further comprises a valve body (wherein the valve body comprises a front valve body 251 and a rear valve body 252), an air guide block 29, and a first diaphragm 26, a second diaphragm 27 and a third diaphragm 28 which are arranged in parallel; the valve body is arranged between the shell 10 and the valve seat 20, specifically, the air guide block 29 is arranged between the second diaphragm 27 and the third diaphragm 28, the first diaphragm 26, the second diaphragm 27 and the third diaphragm 28 are arranged in the valve body side by side in sequence at intervals, and the first diaphragm 26 can move back and forth in the valve body, so as to change the magnitude of the output air pressure; the pressure regulating screw 21 is sleeved with a nut 23 and a spring 24, and the pressure regulating screw 21 can move telescopically along the nut 23, namely the nut 23 is fixedly arranged relative to the valve seat 20; one end of the spring 24 abuts against the nut 23, and the other end of the spring 23 abuts against the first diaphragm 26. When the pressure adjusting screw 21 is turned, the pressure adjusting screw 21 extends and contracts relative to the nut 23, and if the pressure adjusting screw 21 compresses the spring, the first diaphragm 26 is pushed to move relative to the second diaphragm 27, and the output air pressure is increased. Further, the valve body comprises a front valve body 251 and a rear valve body 252 which are arranged side by side, the front valve body 251 is arranged at the side close to the valve seat 20, and the rear valve body 252 is arranged at the side close to the shell 10; the first diaphragm 26 is movably disposed in the rear valve body 252, and the second and third diaphragms 26, 27 are disposed in the front valve body 251.
As shown in fig. 4 and 7, an airflow plug 30 is disposed on the back side of the air guide block 29, an air receiving cavity communicated with the first air flow channel 201 is formed on the valve seat 20, the airflow plug 30 is disposed in the air receiving cavity, the airflow plug 30 has a hemispherical protruding head, the air guide block 29 is disposed in a columnar shape, an air guide hole 291 matched with the hemispherical protruding head is formed in the middle of the air guide block 29, air guide channels 292 which are mutually communicated and perpendicular are formed on the cylindrical surface of the air guide block 29, and the air guide channels 292 are communicated with the air guide hole 291; the hemispherical raised head is arranged at the air guide hole 291, the air output can be controlled by controlling the position of the hemispherical raised head relative to the air guide hole, the output air pressure of the electric pressure regulating valve D is controlled, and the end part of the air guide hole 291 is an inwards concave surface, so that the air guide hole 291 can be stably matched with the hemispherical raised head. The airflow plug 90 is arranged, when the input air pressure is increased, the large air pressure causes the trend that the positions of the air guide hole 291 and the hemispherical raised head are changed due to the telescopic motion of the pressure regulating screw 21, and finally, the whole body tends to be stable and the output air pressure tends to be unchanged due to the fact that the first membrane 26 can move back and forth. In the working process, the transmission gear 12 drives the adjusting gear 22 to rotate, so that the pressure adjusting screw 21 can stretch and retract, the pressure adjusting screw 21 drives the spring 24 to stretch or compress, and the first diaphragm 26 can move back and forth to change the air pressure.
The test device of the scheme is simple, multifunctional and high in test efficiency; the electric pressure regulating valve can be manually and electrically regulated, is convenient and fast to regulate, has high regulating precision and occupies small space.
The specific embodiments described herein are merely illustrative of the spirit of the invention. Various modifications or additions may be made to the described embodiments or alternatives may be employed by those skilled in the art without departing from the spirit or ambit of the invention as defined in the appended claims.
Claims (9)
1. The utility model provides an automobile air braking system adhesion coefficient utilization ratio test device which characterized in that, including:
the air inlet selection valve is provided with a first air inlet, a second air inlet and a first air outlet; the first air inlet is used for being connected with an original vehicle pipeline of an automobile braking system, and the second air inlet is used for being connected with an air tank;
the pipeline cut-off valve is provided with a third air inlet, a second air outlet and a third air outlet; the third air inlet is communicated with the first air outlet;
the electromagnetic switch valve is communicated with the second air outlet; the electric pressure regulating valve is communicated with the third air outlet;
the first pressure relief valve is communicated with the electromagnetic switch valve; the second pressure relief valve is communicated with the electric pressure regulating valve;
the air outlet selection valve is provided with a fourth air inlet, a fifth air inlet and a fourth air outlet; the fourth air inlet is communicated with the first pressure release valve, the fifth air inlet is communicated with the second pressure release valve, and the fourth air outlet is used for being connected with an air chamber of an automobile braking system;
wherein, electric pressure regulating valve includes: the filter comprises a speed reduction assembly, a pressure regulating assembly, a primary filter assembly and a secondary filter assembly; the speed reduction assembly is used for transmitting the rotation of the motor to the pressure regulating assembly; the pressure regulating assembly comprises a valve seat, a pressure regulating screw rod and a regulating gear; the pressure regulating screw is used for regulating the air outlet pressure of the electric pressure regulating valve, and an adjusting part for manually regulating the pressure is arranged at the end part of the pressure regulating screw close to the adjusting gear; the adjusting gear is sleeved on the pressure adjusting screw rod and can drive the pressure adjusting screw rod to move in a telescopic manner so as to carry out electric pressure adjustment; the valve seat is arranged on the side edge of the pressure regulating screw, a first air flow channel and a second air flow channel are arranged in the valve seat, the first air flow channel penetrates through the valve seat, an air inlet and an air outlet are formed in the valve seat, and a switching plug for switching an air flow path is movably arranged in the first air flow channel;
the primary filter assembly and the secondary filter assembly are communicated with the first air flow passage, and the primary filter assembly and the secondary filter assembly are communicated through the second air flow passage.
2. The device for testing the utilization rate of the adhesion coefficient of the automobile air braking system according to claim 1, wherein the first pressure release valve and the second pressure release valve can both release pressure of an air chamber of the automobile braking system.
3. The device for testing the adhesion coefficient utilization rate of the automobile air braking system according to claim 1, wherein the speed reducing assembly comprises a shell, a speed reducer and a transmission gear;
the shell is provided with a first mounting cavity and a second mounting cavity; the speed reducer is arranged in the first mounting cavity, and an output shaft of the speed reducer penetrates through the first mounting cavity and extends out of the shell; the transmission gear is sleeved on the output shaft and is meshed with the adjusting gear; the pressure regulating screw rod penetrates through the second installation cavity.
4. The device for testing the utilization rate of the adhesion coefficient of the automobile air braking system according to claim 3, wherein the adjusting part is a hexagonal groove; the detachable cover body is detachably mounted on the shell body, a through hole is formed in the cover body and is located at a position opposite to the groove, and a blocking cover is detachably arranged in the through hole.
5. The adhesion coefficient utilization test device for the automobile air brake system as claimed in claim 1, wherein the switch plug is provided with an air flow hole; and the switching plug is rotated to control the air flow hole to be communicated with the first air flow channel or the valve seat to block the air flow hole; the end of the switching plug is provided with a hexagonal concave hole.
6. A method for testing the utilization rate of the adhesion coefficient of an automobile air brake system is characterized in that a test device according to any one of claims 1 to 5 is used for testing, a first air inlet is connected with an original automobile pipeline of the automobile brake system, a second air inlet is connected with an air tank, and a fourth air outlet is connected with an air chamber of the automobile brake system; it is characterized by comprising the following steps:
carrying out a first pipeline test: opening an electromagnetic switch valve, and enabling air flow to enter an air chamber of an automobile braking system from an original automobile pipeline, a first air inlet, a first air outlet, a third air inlet, a second air outlet, the electromagnetic switch valve, a first pressure release valve, a fourth air inlet and a fourth air outlet in sequence;
and (3) carrying out a second pipeline test: closing the electromagnetic switch valve, and enabling the air flow to be cut off at the electromagnetic switch valve from the original vehicle pipeline, the first air inlet, the first air outlet, the third air inlet and the second air outlet in sequence to enable the original vehicle pipeline to be invalid;
carrying out a third pipeline test: enabling the airflow to enter an air chamber of an automobile braking system from an original automobile pipeline, a first air inlet, a first air outlet, a third air inlet, a third air outlet, an electric pressure regulating valve, a second pressure relief valve, a fifth air inlet and a fourth air outlet in sequence;
performing a fourth pipeline test: opening an electromagnetic switch valve, and enabling airflow to enter an air chamber of an automobile braking system from an air tank, a second air inlet, a first air outlet, a third air inlet, a second air outlet, the electromagnetic switch valve, a first pressure release valve, a fourth air inlet and a fourth air outlet in sequence;
and (3) carrying out a fifth pipeline test: and enabling the air flow to enter an air chamber of the automobile braking system from the air tank, the second air inlet, the first air outlet, the third air inlet, the third air outlet, the electric pressure regulating valve, the second pressure relief valve, the fifth air inlet and the fourth air outlet in sequence.
7. The method for testing the utilization rate of the adhesion coefficient of the automobile air braking system according to claim 6, wherein in the first pipeline test, the second pipeline test and the third pipeline test, the automobile tires are braked by the automobile brake pedal; in the fourth pipeline test and the fifth pipeline test, the automobile tires are braked by electrically adjusting or manually adjusting the electric pressure adjusting valve.
8. The method for testing the utilization rate of the adhesion coefficient of the automobile air brake system according to claim 7, wherein in the third pipeline test and the fifth pipeline test:
adjusting the electric pressure regulating valve to a maximum pressure value, and locking an automobile tire by an automobile brake; gradually reducing the pressure value of the electric pressure regulating valve until the automobile brake releases the tire; acquiring a first pressure critical value;
or the electric pressure regulating valve is regulated to the minimum pressure value, and the automobile tire rotates; gradually increasing the pressure value of the electric pressure regulating valve until an automobile brake locks an automobile tire; acquiring a second pressure critical value;
when the pressure is the first pressure critical value or the second pressure critical value, the automobile tire is between locking and non-locking.
9. The method for testing the utilization rate of the adhesion coefficient of the automobile air brake system according to claim 6, wherein before a first pipeline test, a second pipeline test, a third pipeline test, a fourth pipeline test or a fifth pipeline test, the first pressure release valve and/or the second pressure release valve are/is opened to release all residual pressure in an air chamber of the automobile brake system.
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| CN202010641601.6A CN111521416B (en) | 2020-07-06 | 2020-07-06 | Device and method for testing utilization rate of adhesion coefficient of automobile air braking system |
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| CN202010641601.6A CN111521416B (en) | 2020-07-06 | 2020-07-06 | Device and method for testing utilization rate of adhesion coefficient of automobile air braking system |
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| CN111521416B true CN111521416B (en) | 2020-09-22 |
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| CN113358374B (en) * | 2021-08-06 | 2021-11-02 | 中汽研汽车检验中心(宁波)有限公司 | Multifunctional brake test device and method for commercial vehicle |
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| CN1355423A (en) * | 2001-12-13 | 2002-06-26 | 万向钱潮股份有限公司 | Method for testing utilization rate of ground adhesion coefficient for anti-block braking system of car |
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