CN210665077U - Double-station function verification testing device for electric booster brake - Google Patents
Double-station function verification testing device for electric booster brake Download PDFInfo
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- CN210665077U CN210665077U CN201921429364.6U CN201921429364U CN210665077U CN 210665077 U CN210665077 U CN 210665077U CN 201921429364 U CN201921429364 U CN 201921429364U CN 210665077 U CN210665077 U CN 210665077U
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Abstract
The utility model discloses a double-station electric power-assisted brake function verification testing device, which comprises a brake pedal connected with an electric power-assisted brake, an electric propulsion device, and a brake master cylinder corresponding to the brake pedal and the electric propulsion device respectively; the two brake master cylinders are respectively connected with a hydraulic transmission controller through pipelines, the hydraulic transmission controller is connected with an ABS system, and the ABS system is connected with a group of brake actuators; the information acquisition device is provided with a group of sensors for acquiring the brake fluid pressure and the displacement and thrust of the propulsion device; the sensor, the electric propulsion device and the hydraulic conveying controller are all connected with the control device. One set of duplex position test platform has been built to this scheme, and the manual test can effectively satisfy the test needs of driver to the debugging of brake pedal feel, and the automatic test has satisfied the accurate control and the monitoring to brake input force and stroke of braking test process, and hydraulic circuit reasonable in design, the station switches the convenience, and the tube coupling is simple and convenient, and whole device integrated level is high.
Description
Technical Field
The utility model belongs to the technical field of the car and specifically relates to electronic booster brake functional verification testing arrangement in duplex position.
Background
The electric power-assisted brake is used for providing braking force for the new energy automobile. A conventional electric power-assisted brake, such as chinese patent No. 201710540139.9, is an electromechanical servo mechanism that can be operated by wire using its own servo motor without relying on an engine vacuum source.
Currently, only a few large outsource companies have released mature products, but the related functional testing techniques and testing equipment are closed to the outside. Most related products of domestic enterprises are still in a development stage, most product function test equipment is immature and incomplete, computer simulation is mainly used at present, a brake system is an important part related to vehicle safety in an automobile, if various problems in design and development are discovered only through simulation or simple test but not through full functional verification tests on a laboratory test bench, real-vehicle test is conducted in a hasty mode, and great safety risk is achieved.
On the basis of the original traditional vacuum booster brake test equipment, some simple improvements are made, and then the test is carried out.
The traditional vacuum power-assisted brake and the electric power-assisted brake have great functional difference, such as the control of brake power-assisted pedal feeling, the automatic and active establishment of brake pressure, the network communication with a driver assistance system and other functions, and the aim of comprehensively testing various functions of the electric power-assisted brake cannot be achieved by simply modifying the traditional equipment.
SUMMERY OF THE UTILITY MODEL
The utility model aims at providing a double-station electric power-assisted brake function verification testing device in order to solve the above problems in the prior art.
The purpose of the utility model is realized through the following technical scheme:
the double-station electric power-assisted brake function verification testing device comprises
The brake pedal is used for connecting and driving the electric power-assisted brake;
the electric propulsion device is used for connecting and driving the electric power-assisted brake;
the two brake master cylinders are respectively connected with an electric power-assisted brake, one brake master cylinder is matched with the brake pedal, and the other brake master cylinder is matched with the electric propulsion device;
the hydraulic transmission controller is provided with a hydraulic transmission pipeline which can be switched on and off, and the input end of the hydraulic transmission pipeline is connected with the brake master cylinder through a first pipeline and a second pipeline which can be switched on and off;
the ABS system is connected with the output end of the hydraulic conveying pipeline;
the group of brake actuators are respectively connected with the output end of the ABS system;
the information acquisition device is provided with a group of sensors for acquiring the propelling stroke and the thrust of the electric propelling device, acquiring the hydraulic flow and the hydraulic pressure of the hydraulic transmission controller and acquiring the hydraulic pressure of the brake execution end;
and the control device is connected with a power source of the electric propulsion device, an on-off valve of the hydraulic transmission controller and a group of sensors.
Preferably, the electric propulsion device comprises a servo motor and an electric push rod driven by the servo motor.
Preferably, the hydraulic conveying pipeline comprises a first branch and a second branch which are connected in parallel, the first branch is connected with the input end of the three-position four-way electromagnetic valve through a pipeline, the output end of the three-position four-way electromagnetic valve is connected with the first output branch and the second output branch which are connected in parallel, and the second output branch is provided with a brake output hydraulic pressure sensor and a brake output flow sensor.
Preferably, a normally open electromagnetic valve is arranged on the second output branch, the second output branch is connected with an exhaust branch of which the on-off is controlled by the normally closed electromagnetic valve, a connection point of an output end of the exhaust branch and the second output branch is located behind the brake output flow sensor, and a connection point of an input end of the exhaust branch and the second output branch is located in front of the normally open electromagnetic valve.
Preferably, the three-position four-way electromagnetic valve, the normally open electromagnetic valve, the brake output hydraulic pressure sensor, the brake output flow sensor and the normally closed electromagnetic valve are arranged outside the valve plate.
Preferably, the control device comprises an upper computer, a signal acquisition and transmission circuit board connected with the upper computer and a programmable logic controller communicated with the signal acquisition and transmission circuit board, the signal acquisition and transmission circuit board is connected with the programmable logic controller and the information acquisition device through signal lines, and the programmable logic controller is connected with the three-position four-way electromagnetic valve, the normally open electromagnetic valve, the normally closed electromagnetic valve and the servo motor through signal lines.
Preferably, the electric power-assisted brake system further comprises a CAN network capable of connecting the upper computer and the electric power-assisted brake.
The utility model discloses technical scheme's advantage mainly embodies:
this scheme design is exquisite, has constructed one set of duplex position test platform that possesses artifical test and automatic test, and artifical test can effectively satisfy the test needs of driver to the debugging of brake pedal feel, and the automatic test has satisfied the accurate control and the monitoring to brake input power and stroke of braking test process, and hydraulic circuit reasonable in design, the station switches conveniently, and the pipe connection is simple and convenient, and whole device integrated level is high, and application flexibility is good, is suitable for popularization and application.
The hydraulic valve plate is used for integrating the hydraulic pressure sensor, the flow sensor, the three-position four-way electromagnetic valve, the normally open two-way electromagnetic valve and the normally closed two-way electromagnetic valve, the structure is compact, the space is saved, and the connection of pipelines is simplified.
The oil circuit is switched by the three-position four-way electromagnetic valve, so that the two-way output pressure and flow of the electric power-assisted brake are respectively tested, two sets of hydraulic pressure and flow sensors are not required to be installed, the cost is saved, and the complexity of the system is simplified.
Through 2 two solenoid valve switch combinations, effectively solve the exhaust in-process, because the residual air that flow sensor self inner structure reason leads to is arranged unclean, and influences the problem of measuring accuracy.
The upper computer and the CAN network communication card are utilized to simulate the CAN signal interaction with the electric power-assisted brake in the vehicle braking process, and the requirement of the electric power-assisted brake on the automatic active braking function test CAN be met.
The scheme adopts the adjustable direct-current power supply to supply power for the electric power-assisted brake, so that the power supply can be adjusted according to different brakes, and the electric power-assisted brake has wide application range and flexible application.
Drawings
Fig. 1 is a schematic structural diagram of the present invention;
fig. 2 is a perspective view of the hydraulic transfer controller of the present invention;
FIG. 3 is a schematic diagram of the internal piping of the hydraulic transfer controller of the present invention;
fig. 4 is a schematic diagram of the electrical mechanism of the present invention.
Detailed Description
Objects, advantages and features of the present invention will be illustrated and explained by the following non-limiting description of preferred embodiments. These embodiments are merely exemplary embodiments for applying the technical solutions of the present invention, and all technical solutions formed by adopting equivalent substitutions or equivalent transformations fall within the scope of the present invention.
In the description of the embodiments, it should be noted that the terms "center", "upper", "lower", "left", "right", "front", "rear", "vertical", "horizontal", "inner", "outer", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and simplicity of description, but do not indicate or imply that the devices or elements referred to must have a specific orientation, be constructed in a specific orientation, and be operated, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance. In the description of the embodiment, the operator is used as a reference, and the direction close to the operator is a proximal end, and the direction away from the operator is a distal end.
The following describes the double-station electric power-assisted brake function verification testing device disclosed in the present invention with reference to the accompanying drawings, as shown in fig. 1 and fig. 4, which include
The brake pedal 1 is used for connecting and driving the electric power-assisted brake 2;
the electric propulsion device 3 is used for connecting and driving the electric power-assisted brake 2;
the two brake master cylinders 4 are respectively connected with an electric power-assisted brake 2, one brake master cylinder 4 is matched with the brake pedal 1, and the other brake master cylinder 4 is matched with the electric propulsion device 3;
the hydraulic transmission controller 5 is provided with a switchable hydraulic transmission pipeline 51, and the input end of the hydraulic transmission pipeline 51 is connected with the brake master cylinder 4 through a switchable first pipeline 6 and a switchable second pipeline 7;
the ABS system 8 is connected with the output end of the hydraulic conveying pipeline 51;
a group of brake actuators 9 respectively connected with the output end of the ABS system;
the information acquisition device is provided with a group of sensors for acquiring the propelling stroke and the thrust of the electric propelling device, acquiring the hydraulic flow and the hydraulic pressure of the hydraulic transmission controller 5 and acquiring the hydraulic pressure of the brake execution end;
and the control device is connected with a power source of the electric propulsion device, an on-off valve of the hydraulic transmission controller and a group of sensors.
During testing, manual or automatic testing can be performed by connecting the electric power-assisted brake to be tested with the brake pedal 1 and the brake master cylinder or connecting the electric propulsion device with the master cylinder, and a specific testing process will be described below and will not be described here.
The brake pedal 1 may be various existing known brake pedals, and the specific structure thereof is known technology, which is not the design point of the present solution, and is not described herein.
The electric propulsion device 3 may be any known device or mechanism capable of applying a thrust force to an electric power brake connected thereto, and may be, for example, a push rod connected to an extension shaft of an oil cylinder or a push rod connected to a slide block of an electric cylinder, and preferably includes a servo motor 31 and an electric push rod 32 driven by the servo motor 31, as shown in fig. 1, and the electric push rod 32 is provided with a stroke sensor 33 and a thrust sensor 34.
In actual use, the brake pedal 1 and the electric propulsion device 3 are respectively arranged opposite to a brake master cylinder 4, and a space for installing the electric power-assisted brake 2 to be tested is reserved between the brake pedal 1, the electric propulsion device 3 and the brake master cylinder 4.
As shown in fig. 1, the first pipeline 6 and the second pipeline 7 connecting the master cylinder 4 and the hydraulic delivery controller 5 have the same structure, the first pipeline 6 includes two parallel infusion tubes 61, 62, the second pipeline 7 includes two parallel infusion tubes 71, 72, the four infusion tubes may be hard plastic tubes or metal tubes, and each infusion tube 61, 62, 71, 72 is provided with a manual valve 63, 64, 73, 74, which is a gate valve or other feasible valve body, and at this time, the opening and closing of the manual valve is required.
Of course, in other embodiments, the manual valve may be replaced by an automatic valve such as a solenoid valve, and each solenoid valve is connected to the control device, so that the opening and closing of each solenoid valve can be automatically controlled by the control device to further improve automation efficiency.
As shown in fig. 1, the hydraulic transmission controller 5 is configured to control the transmission of brake oil to perform corresponding hydraulic data measurement, a hydraulic transmission pipeline 51 thereon includes a first branch 511 and a second branch 512 connected in parallel, the first branch 511 is connected to an output end of one infusion tube 61 of the first pipeline 6 and an output end of one infusion tube 71 of the second pipeline 7, the second branch 512 is connected to an output end of the other infusion tube 62 of the first pipeline 6 and an output end of one infusion tube 72 of the second pipeline 7, the first branch 511 and the first branch 512 are respectively connected to an input end of a three-position four-way solenoid valve 515 through pipelines 513 and 514, an output end of the three-position four-way solenoid valve 515 is connected to a first output branch 516 and a second output branch 517 connected in parallel, an output end of the first output branch 516 is connected to the ABS system 8, and a brake output hydraulic pressure sensor 52 and a brake output flow sensor 53 are disposed on the second output branch 517 to measure the hydraulic pressure and the flow of And the output end of the second output branch 517 is connected to the ABS system 8.
Further, in order to avoid the influence of residual gas in the brake oil delivery pipeline on the hydraulic pressure value, the gas in the pipeline needs to be removed, and in order to avoid the problem that residual air cannot be completely discharged due to the internal gear structure of the brake output flow sensor 53, a pipeline for short-circuiting the brake output flow sensor 53 to exhaust air is further arranged on the hydraulic delivery controller 5.
As shown in fig. 1, namely, a normally open solenoid valve 518 is arranged on the second output branch 517, the second output branch 517 is connected to an exhaust branch 54 whose on-off is controlled by a normally closed solenoid valve 55, and a connection point of an output end of the exhaust branch 54 and the second output branch 517 is located behind the brake output flow sensor 53; the connection point of the input end of the exhaust branch 54 and the second output branch 517 is located in front of the normally open solenoid valve 518, so that when exhausting, the normally open solenoid valve 518 is turned off, and the normally closed solenoid valve 55 is turned on, so that brake oil does not pass through the brake output flow sensor 53.
As shown in fig. 2, the hydraulic delivery controller 5 specifically includes a valve plate 56, the valve plate 56 is preferably rectangular, but may also have other shapes, and conduits for delivering brake oil and connecting valves and sensors are formed inside the valve plate 56, wherein, as shown in fig. 3, the first branch 511 includes two input conduits 561, 562, the second branch 512 includes two input conduits 563, 564, and one end of each of the four input conduits extends to the same side surface of the valve plate 56, so as to be connected to the output ends of the first conduit 6 and the second conduit 7; while the other ends of the input pipes 561, 563 are connected to the pipe 513 and the other ends of the input pipes 562, 564 are connected to the pipe 514.
As shown in fig. 3, the pipes 513 and 514 are connected to one ends of valve connection pipes 565 and 566 respectively, the other ends of the valve connecting pipes 565,566 are extended to the same side surface of the valve plate 56, so as to be connected with the input end of a three-position four-way solenoid valve 515 fixed to the outside of the valve plate 56, the three-position four-way solenoid valve 515 is fixed to the outside of the valve plate 56 by a screw, two output ends of the first output branch 516 are respectively connected with the input end of the second output branch 517 through valve output pipes 567 and 568, the output end of the first output branch 516 extends to one side surface of the valve plate 56, so as to facilitate subsequent connection of an external pipeline, the second output branch 517 is connected with a hydraulic sensor connection pipe 569, a normally open valve connection pipe 5610 located behind the hydraulic sensor connection pipe 569, and a flow sensor connection pipe 5611 located behind the normally open valve connection pipe 5610; one end of an exhaust pipe 5612 is connected to the second output branch 517 at a position between the hydraulic sensor connection pipe 569 and the normally-open valve connection pipe 5610, the other end of the exhaust pipe 5612 is connected to the rear of the flow sensor connection pipe 5611, and a normally-closed valve connection pipe 5613 is provided to the exhaust pipe 5612.
As shown in fig. 2 and 3, the hydraulic sensor connecting pipe 569 is connected to a brake output hydraulic pressure sensor 52 located outside the valve plate 56, and the brake output hydraulic pressure sensor 52 is connected to the outside of the valve plate through a thread provided on a housing thereof; the normally open valve connecting pipe 5610 is connected with a normally open solenoid valve 518 outside the valve plate 56; the flow sensor connecting pipe 5611 is connected to the brake output flow sensor 53, and the brake output flow sensor 53 is fixed to the valve plate 56 by a screw; the normally closed valve connecting pipe 5613 is connected to a normally closed solenoid valve 55 screwed to the outside of the valve plate 56. And each technical hole on the valve plate 56 is plugged by a sealing plug.
As shown in fig. 1, the hydraulic transmission controller 5 is connected to the ABS system 8 through two infusion tubes 10, the ABS system 8 is a known technology, and is not a key point of the present solution, and is not described herein again; the ABS system 8 is respectively connected with a brake actuator 9 through four infusion pipes 20, and each infusion pipe 20 is connected with a brake fluid pressure sensor 90.
And all pipelines of the whole oil circuit are connected by oil pipe joints.
The control device is used for collecting data of various sensors to process and display and control electronic components such as various valves and motors, and as shown in fig. 4, the control device comprises an upper computer 30, a signal collecting and sending circuit board 40 connected with the upper computer 30 and a programmable logic controller 50 communicated with the signal collecting and sending circuit board 40, the upper computer 30 can be various industrial computers, the signal collecting circuit board 40 is connected with the upper computer 30 through a clamping groove in the upper computer mainboard to communicate, meanwhile, the signal collecting and sending circuit board 40 is connected with the programmable logic controller 50 through a signal line, and the programmable logic controller 50 is connected with a three-position four-way electromagnetic valve 515, a normally open electromagnetic valve 518, a normally closed electromagnetic valve 55 and a servo motor 31 through signal lines.
In addition, in order to facilitate the realization of the test in the autonomous braking mode, the double-station function verification test device for the electric power brake further comprises a CAN network which CAN be connected with an upper computer and the electric power brake, the CAN network comprises a CAN communication card, the CAN communication card is connected with the upper computer 30 and the electric power brake to be tested through a network cable, and a sensor on the electric power brake is connected with the signal acquisition and transmission circuit board 40.
Furthermore, the double-station electric power-assisted brake function verification testing device further comprises
An adjustable low voltage dc power supply 60 for powering the electric booster brake, which is connected to the electric booster brake via a power line,
a switching power supply 70 connected to and supplying power to the various sensors through power lines;
and the linear power supply 80 is connected with various electromagnetic valves through power lines for power supply.
Here, the specific structures of the adjustable low-voltage dc power supply, the switching power supply, and the linear power supply are known in the art, and are not described herein.
When the double-station electric power-assisted brake function verification testing device is used for testing, the double-station electric power-assisted brake function verification testing device comprises a plurality of testing modes, specifically, a manual mode, an automatic mode and an automatic active braking testing mode.
The operation in each test mode is described in detail below
And S1, providing the double-station electric power-assisted brake function verification testing device and the electric power-assisted brake.
S2, in manual mode, comprising the steps of:
s21, connecting the electric booster brake with the brake pedal 1,
s22, the first pipeline 6 is conducted, the second pipeline 7 is cut off, the normally open electromagnetic valve is kept in an open state through the upper computer, the normally closed electromagnetic valve is kept in a cut-off state, and the three-position four-way electromagnetic valve is controlled to be kept in a conducting state;
s23, the experimenter steps on the brake pedal 1 to test;
specifically, the manual valves 63 and 64 on the first pipeline 6 connected with the brake pedal 1 are manually opened, the manual valve on the second pipeline 7 is kept in a closed state, the normally open electromagnetic valve 518 is kept in an open state, the normally closed electromagnetic valve 55 is in an off state, a computer instruction is sent to the signal acquisition and transmission circuit board 40 through the upper computer 30, the signal is sent to the programmable logic controller 50 through the circuit board, and the three-position four-way electromagnetic valve 515 on the hydraulic transmission controller 5 is driven to be in left-position or right-position conduction.
When the test is started, a tester steps on the brake pedal 1, the electric power-assisted brake 2 feeds back the brake pedal feeling to the tester through the brake pedal 1, meanwhile, brake fluid output by the electric power-assisted brake enters the hydraulic transmission controller 5 through the first pipeline 6, flows through the three-position four-way electromagnetic valve 515, the brake output hydraulic sensor 52 and the flow sensor 53, passes through the ABS system 8, flows into the brake actuator 9, and establishes the brake force. The brake output pressure sensor 52 in the hydraulic transmission controller 5 collects hydraulic pressure signals, the flow sensor 53 collects flow signals of brake oil, the brake pressure sensors 90 at the front ends of the 4 brake actuators collect hydraulic pressure signals at the ends of the brake actuators, and the signals are finally transmitted to the upper computer 30 through the signal collecting and sending circuit board 40 to be recorded and displayed.
During the test, the tester can step on the brake pedal force with different speeds and forces, and test the response condition of the output flow and the pressure of the brake. The signal acquisition and sending circuit board CAN also acquire and monitor the working current of the motor on the electric power-assisted brake in real time, in addition, the host computer simulates the signal of the vehicle braking process and transmits the signal to the brake through the CAN network communication card, and meanwhile, the brake also transmits the state information of the brake to the host computer through the network.
The electric brake booster is provided with two paths of brake oil output channels, if the output hydraulic pressure and flow data of the other path need to be tested, a computer instruction can be sent to a signal acquisition and sending circuit board through an upper computer, and then the signal is sent to a programmable logic controller through the circuit board, a three-position four-way electromagnetic valve in the hydraulic transmission controller 5 is driven, and the two-position four-way electromagnetic valve is switched to a right position or a left position to be conducted.
S3, in the automatic mode, includes the following steps.
S31, the electric booster brake 2 is connected to the electric propulsion device 3.
S32, the first pipeline 6 is turned off, the second pipeline 7 is turned on, the normally open electromagnetic valve is kept in an open state through the upper computer, the normally closed electromagnetic valve is kept in a turn-off state, and the three-position four-way electromagnetic valve is controlled to be kept in a turn-on state;
s33, controlling a servo motor to start and drive an electric push cylinder to apply thrust to the electric power-assisted brake through an upper computer;
specifically, the two manual valves of the second pipeline 7 are manually opened, the manual valve on the first pipeline 6 is closed, the normally open electromagnetic valve 518 is kept in an open state, the normally closed electromagnetic valve 55 is in a closed state, a computer instruction is sent to the signal acquisition and transmission circuit board through the upper computer, and then the signal is sent to the programmable logic controller through the circuit board, so that the three-position four-way electromagnetic valve in the hydraulic transmission controller 5 is driven to be in a left-position or right-position conduction state.
When the test is started, the upper computer sends a computer instruction to the signal acquisition and transmission circuit board, the circuit board sends a signal to the programmable logic controller to drive the servo motor 31 and the electric push cylinder 32 to push the electric power-assisted brake, the output brake fluid enters the valve plate through the brake pipeline, flows through the three-position four-way electromagnetic valve, the brake output fluid pressure sensor and the flow sensor, passes through the ABS and flows into the brake actuator to establish the braking force.
In the process, a stroke sensor and a thrust sensor which are positioned on the electric push cylinder respectively acquire the stroke and the thrust of the electric push cylinder, a brake output pressure sensor positioned in the hydraulic transmission controller 5 acquires hydraulic pressure signals, a flow sensor acquires flow signals, pressure sensors at the front ends of 4 brake actuators acquire brake pressure signals, and the signals are finally transmitted to an upper computer for recording and displaying through a signal acquisition and sending circuit board. Similarly, like manual test, the current magnitude signal of the electric power brake is monitored and collected, and the simulated vehicle signal and the brake state signal are also transmitted and received by the CAN network communication card.
S4, in automatic active braking mode.
S41, connecting the electric booster brake with the electric propulsion device 2;
s42, turning off the first pipeline 6 and turning on the second pipeline 7; the normally open electromagnetic valve is kept in an open state through the upper computer, the normally closed electromagnetic valve is kept in a closed state, and the three-position four-way electromagnetic valve is controlled to be kept in a conducting state;
and S43, controlling the self-contained motor of the electric power-assisted brake to start and provide brake pressure through the upper computer.
The upper computer sends an active braking demand instruction to the simulated automobile driver auxiliary system, the active braking demand instruction is sent to the brake through the CAN network communication card, and the controller integrated in the brake drives the internal motor and the transmission mechanism of the brake to work after receiving the braking demand instruction, so that the braking pressure required by the automobile system is output.
In the process, a hydraulic pressure sensor in the hydraulic transmission controller 5 acquires pressure signals, a flow sensor acquires flow signals, pressure sensors at the front ends of 4 brake actuators acquire brake pressure signals, and the signals are finally transmitted to an upper computer through a signal acquisition and transmission circuit board to be recorded and displayed.
Furthermore, in order to avoid the influence of the gas in the pipeline on the detection value, the gas in the pipeline needs to be removed after the first test is carried out or the test sample is replaced, so the method also comprises a step S5 before the step S22, the step S32 or the step S42 is carried out after the electric power brake is connected with the double-station electric power brake function verification test device,
s51, opening the first or second pipe connected to the master cylinder 4 connected to the electric booster brake;
s52, keeping the normally open solenoid valve in a turn-off state, keeping the normally closed solenoid valve in a conduction state and keeping the three-position four-way solenoid valve in a conduction state through the upper computer;
s53, stepping on the pedal or starting the servo motor through the upper computer to exhaust;
and S54, finishing air exhaust until the brake fluid flowing out from the liquid outlet hole of the brake actuator does not generate bubbles any more.
Specifically, if the brake pedal operation is adopted, at the moment, the two manual valves of the first channel 6 are conducted, and the two manual valves of the second channel 7 are kept in a closed state; the upper computer sends computer instructions to the signal acquisition and transmission circuit board, the circuit board sends signals to the programmable logic controller to drive the normally open two-way electromagnetic valve in the hydraulic transmission controller 5 to be closed, the normally closed two-way electromagnetic valve is switched on, and the three-position four-way electromagnetic valve works in a switching-on position, so that the short-circuit brake outputs the flow sensor, and the problem that residual air cannot be exhausted cleanly due to the internal gear structure of the flow sensor is solved.
Then, the tester repeatedly treads the brake pedal to input the brake oil in the brake into the hydraulic circuit, and the brake oil output by the modulator has higher pressure, so that the residual air in the hydraulic circuit can be gradually pressed out through the exhaust hole of the brake actuator. When the air bubbles do not appear in the brake oil flowing out of the air vent, the air exhaust is considered to be finished.
If automatic exhaust is carried out, the two manual valves of the second pipeline 7 are manually opened, the manual valve of the first pipeline is closed, the normally open two-way electromagnetic valve is kept closed, the normally closed two-way electromagnetic valve is conducted, when exhaust is started, a computer instruction is sent to the signal acquisition and transmission circuit board through the upper computer, then the signal is sent to the programmable logic controller through the circuit board, the servo motor and the electric push cylinder are driven, the electric power-assisted brake is pushed, brake oil is extruded, and the rest process is the same as that of manual exhaust.
The utility model has a plurality of implementation modes, and all technical schemes formed by adopting equivalent transformation or equivalent transformation all fall within the protection scope of the utility model.
Claims (8)
1. Electronic booster brake function of duplex position verifies testing arrangement, its characterized in that: comprises that
The brake pedal (1) is used for connecting and driving the electric power-assisted brake (2);
the electric propulsion device (3) is used for connecting and driving the electric power-assisted brake (2);
the two brake master cylinders (4) are respectively connected with an electric power-assisted brake (2), one brake master cylinder (4) is matched with the brake pedal (1), and the other brake master cylinder (4) is matched with the electric propulsion device (3);
the hydraulic transmission controller (5) is provided with a hydraulic transmission pipeline (51) which can be switched on and off, and the input end of the hydraulic transmission pipeline (51) is connected with the brake master cylinder (4) through a first pipeline (6) and a second pipeline (7) which can be switched on and off;
the ABS system (8) is connected with the output end of the hydraulic conveying pipeline (51);
a group of brake actuators (9) which are respectively connected with the output end of the ABS system;
the information acquisition device is provided with a group of sensors for acquiring the propelling stroke and the thrust of the electric propelling device, acquiring the hydraulic flow and the hydraulic pressure of the hydraulic transmission controller (5) and acquiring the hydraulic pressure of the brake execution end;
and the control device is connected with a power source of the electric propulsion device, an on-off valve of the hydraulic transmission controller and a group of sensors.
2. The double-station electric power-assisted brake function verification testing device of claim 1, characterized in that: the electric propulsion device (3) comprises a servo motor (31) and an electric push rod (32) driven by the servo motor.
3. The double-station electric power-assisted brake function verification testing device of claim 1, characterized in that: the hydraulic pressure conveying pipeline (51) comprises a first branch (511) and a second branch (512) which are connected in parallel, the first branch (511) and the second branch (512) are respectively connected with the input end of a three-position four-way electromagnetic valve (515) through pipelines, the output end of the three-position four-way electromagnetic valve (515) is connected with a first output branch (516) and a second output branch (517) which are connected in parallel, and a brake output hydraulic pressure sensor (52) and a brake output flow sensor (53) are arranged on the second output branch (517).
4. The double-station electric power-assisted brake function verification testing device of claim 3, characterized in that: the brake is characterized in that a normally open electromagnetic valve is arranged on the second output branch, the second output branch is connected with an exhaust branch of which the on-off is controlled by the normally closed electromagnetic valve, the connection point of the input end of the exhaust branch and the second output branch is positioned in front of the normally open electromagnetic valve, and the connection point of the output end of the exhaust branch and the second output branch is positioned behind the brake output flow sensor.
5. The double-station electric power-assisted brake function verification testing device of claim 4, characterized in that: the three-position four-way electromagnetic valve, the normally open electromagnetic valve, the brake output hydraulic pressure sensor, the brake output flow sensor and the normally closed electromagnetic valve are arranged outside the valve plate.
6. The double-station electric power-assisted brake function verification testing device of claim 4, characterized in that: the control device comprises an upper computer, a signal acquisition and transmission circuit board connected with the upper computer and a programmable logic controller communicated with the signal acquisition and transmission circuit board, wherein the signal acquisition and transmission circuit board is connected with the programmable logic controller and the information acquisition device through signal lines, and the programmable logic controller is connected with the three-position four-way electromagnetic valve, the normally open electromagnetic valve, the normally closed electromagnetic valve and the servo motor through signal lines.
7. The double-station electric power-assisted brake function verification testing device of claim 6, characterized in that: the electric power-assisted brake system further comprises a CAN network which CAN be connected with an upper computer and the electric power-assisted brake.
8. The double-station electric power-assisted brake function verification testing device of claim 6, characterized in that: the brake system also comprises an adjustable low-voltage direct-current power supply for supplying power to the electric power-assisted brake.
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| Application Number | Priority Date | Filing Date | Title |
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| CN201921429364.6U CN210665077U (en) | 2019-08-30 | 2019-08-30 | Double-station function verification testing device for electric booster brake |
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| CN201921429364.6U CN210665077U (en) | 2019-08-30 | 2019-08-30 | Double-station function verification testing device for electric booster brake |
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| CN210665077U true CN210665077U (en) | 2020-06-02 |
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| CN201921429364.6U Active CN210665077U (en) | 2019-08-30 | 2019-08-30 | Double-station function verification testing device for electric booster brake |
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| CN110567732A (en) * | 2019-08-30 | 2019-12-13 | 泰牛汽车技术(苏州)有限公司 | Double-station electric power-assisted brake function verification testing device and testing method thereof |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN110567732A (en) * | 2019-08-30 | 2019-12-13 | 泰牛汽车技术(苏州)有限公司 | Double-station electric power-assisted brake function verification testing device and testing method thereof |
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Effective date of registration: 20210618 Address after: No.368 Longjin Road, Changzhou City, Jiangsu Province 213000 Patentee after: KUNTYE VEHICLE SYSTEM (CHANGZHOU) Co.,Ltd. Address before: 215123 building G1, Suzhou 2.5 Industrial Park, 88 Dongchang Road, Suzhou Industrial Park, Jiangsu Province Patentee before: TAI NIU AUTOMOTIVE TECHNOLOGY (SUZHOU) Co.,Ltd. |
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Address after: No.368 Longjin Road, Changzhou City, Jiangsu Province 213000 Patentee after: Kuntai vehicle system (Changzhou) Co.,Ltd. Address before: No.368 Longjin Road, Changzhou City, Jiangsu Province 213000 Patentee before: KUNTYE VEHICLE SYSTEM (CHANGZHOU) Co.,Ltd. |