CN221224215U - Multifunctional brake system test bench - Google Patents

Abstract

The utility model discloses a multifunctional brake system test bench, which relates to the technical field of brake system test and comprises: the device comprises a test frame body, a vacuum booster brake, an electronic booster brake, a hydraulic control unit, an electromagnetic valve assembly, a brake cylinder group and a brake group; the vacuum booster brake and the electronic booster brake are both arranged in the middle of the test frame body and are arranged at intervals; the vacuum booster brake is connected with a first brake pedal and a first brake master cylinder; the electronic power-assisted brake is connected with a second brake pedal and a second brake master cylinder; the electromagnetic valve assembly is communicated with the first brake master cylinder, the second brake master cylinder and the hydraulic control unit so as to control and switch the on-off states of the first brake master cylinder, the second brake master cylinder and the hydraulic control unit; the hydraulic control unit is communicated with the brake cylinder group; the brake cylinder group is connected with the brake group; the utility model can be compatible with a vacuum booster brake and an electronic booster brake to realize booster characteristic test of two different brake systems and reduce test cost.

Description

Multifunctional brake system test bench

Technical Field

The utility model relates to the technical field of brake system testing, in particular to a multifunctional brake system testing bench.

Background

The braking system is used as an important component of the automobile chassis, and the performance of the braking system determines the running safety of the automobile. With the development of intelligent automobiles, a brake system needs to provide a powerful basic power-assisted function for a driver under an emergency braking condition, so that driving safety is improved. Therefore, a brake system combining a hydraulic control unit is widely developed by taking a vacuum booster and an electronic booster brake with good booster functions as cores, so that the development of a multifunctional brake system test bench for performing booster characteristic standard test and satisfying ABS/ESP test on the brake system becomes particularly important.

At present, the existing braking system rack has low integration degree and limited application range of test working conditions. Most of the brake system test bench schemes only aim at developing and verifying a certain single brake system, for example, a test bench developed for a vacuum booster can only be used for boosting characteristic test under the type, and cannot meet the test requirement of an electronic boosting brake; when the power-assisting characteristic test is carried out on the electronic power-assisting brake, a set of test stand suitable for the vacuum booster needs to be independently developed again. In addition, two kinds of braking system test bench compatibility based on vacuum booster and electronic booster brake are poor, and adaptability to different test demands is relatively poor, and single test bench repeatedly usable nature is low, reforms transform into the test bench degree of difficulty that is applicable to different braking systems and is big, and every test all needs to build new test bench, and development cost is high and build the cycle length.

Therefore, how to provide a multifunctional brake system test bench, can compatible vacuum booster and electronic booster brake, realize the helping hand characteristic test of two kinds of different braking systems, reduce the cost of building of test bench, improve test efficiency is the problem that the technicians in this field need to solve urgently.

Disclosure of utility model

In view of the above, the utility model provides a multifunctional brake system test bench, which aims to solve the technical problems that the existing brake system test bench cannot be compatible with a vacuum booster, an electronic booster brake and the test bench is high in construction cost.

In order to achieve the above purpose, the present utility model adopts the following technical scheme:

The utility model provides a multifunctional brake system test bench, comprising: the device comprises a test frame body, a vacuum booster brake, an electronic booster brake, a hydraulic control unit, an electromagnetic valve assembly, a brake cylinder group and a brake group;

the vacuum booster brake and the electronic booster brake are detachably arranged in the middle of the test frame body and are arranged at intervals along the width direction of the test frame body; the input end of the vacuum booster brake is in transmission connection with a first brake pedal, and the output end of the vacuum booster brake is in transmission connection with a first brake master cylinder; the input end of the electronic power-assisted brake is in transmission connection with a second brake pedal, and the output end of the electronic power-assisted brake is in transmission connection with a second brake master cylinder;

An oil inlet of the electromagnetic valve assembly is communicated with an oil supply port of the first brake master cylinder through an oil pipe, an oil inlet of the electromagnetic valve assembly is communicated with an oil supply port of the second brake master cylinder through an oil pipe, and an oil outlet of the electromagnetic valve assembly is communicated with an oil inlet of the hydraulic control unit through an oil pipe so as to control switching of on-off states of the first brake master cylinder, the second brake master cylinder and the hydraulic control unit;

An oil outlet of the hydraulic control unit is communicated with the brake wheel cylinder group through a brake oil pipe; the brake cylinder group is in transmission connection with the brake group so as to drive the brake group to brake wheels.

Compared with the prior art, the multifunctional brake system test bench provided by the utility model has the advantages that the electromagnetic valve assembly is used for controlling the oil way communication between the first brake master cylinder and the hydraulic control unit during test, and the oil way between the second brake master cylinder and the hydraulic control unit is closed so as to be set into a vacuum booster brake mode; the test personnel presses the first brake pedal to drive the vacuum booster brake to work, so that the first brake master cylinder is driven to supply brake oil to the hydraulic control unit, the brake oil is distributed to the brake cylinder group through the oil outlet of the hydraulic control unit, and the brake cylinder group drives the brake group to brake wheels so as to perform a brake test. When the electromagnetic valve assembly controls the oil paths of the first brake master cylinder and the hydraulic control unit to be closed and the second brake master cylinder is communicated with the oil paths of the hydraulic control unit, the electronic power-assisted brake is switched to an electronic power-assisted brake mode, a tester presses the second brake pedal to drive the electronic power-assisted brake to work, so that the second brake master cylinder is driven to supply brake oil to the hydraulic control unit, the brake oil is distributed to the brake wheel cylinder group through the oil outlet of the hydraulic control unit, and the brake wheel cylinder group drives the brake group to brake wheels so as to perform a brake test. According to the utility model, the vacuum booster brake and the electronic booster brake are fused to the same test rack body, so that the booster characteristic test of two different brake systems is realized, the construction cost of the test rack is reduced, and the test efficiency is improved.

As a further improvement of the technical scheme, the first brake master cylinder and the second brake master cylinder are both serially connected double-cavity brake master cylinders; the electromagnetic valve assembly comprises an electromagnetic valve I and an electromagnetic valve II; the brake wheel cylinder group comprises a first brake wheel cylinder, a second brake wheel cylinder, a third brake wheel cylinder and a fourth brake wheel cylinder; the brake group comprises a left front wheel brake, a left rear wheel brake, a right front wheel brake and a right rear wheel brake which are fixed at the front part of the test frame body; the first brake wheel cylinder, the second brake wheel cylinder, the third brake wheel cylinder and the fourth brake wheel cylinder are arranged on the left front wheel brake, the left rear wheel brake, the right front wheel brake and the right rear wheel brake in a one-to-one correspondence manner;

an oil supply port I of the first brake master cylinder is communicated with an oil inlet I of the electromagnetic valve I through a brake oil pipe I, and an oil supply port II of the first brake master cylinder is communicated with an oil inlet I of the electromagnetic valve II through a brake oil pipe II;

The oil supply port I of the second brake master cylinder is communicated with the oil inlet II of the first electromagnetic valve through a brake oil pipe III, and the oil supply port II of the second brake master cylinder is communicated with the oil inlet II of the second electromagnetic valve through a brake oil pipe IV;

An oil outlet of the first electromagnetic valve is communicated with an oil inlet I of the hydraulic control unit through a brake oil pipe five; an oil outlet of the second electromagnetic valve is communicated with an oil inlet II of the hydraulic control unit through a brake oil pipe III; an oil outlet of the hydraulic control unit is communicated with the first brake wheel cylinder through a brake oil pipe seven, an oil outlet of the hydraulic control unit is communicated with the second brake wheel cylinder through a brake oil pipe eight, an oil outlet of the hydraulic control unit is communicated with the third brake wheel cylinder through a brake oil pipe nine, and an oil outlet of the hydraulic control unit is communicated with the fourth brake wheel cylinder through a brake oil pipe ten.

The first brake master cylinder and the second brake master cylinder are respectively connected with the two oil supply ports of the hydraulic control unit in series, so that the effective supply of brake oil is ensured, and the reliability of braking can be improved; the switching of the communication states of the first brake master cylinder, the second brake master cylinder and the hydraulic control unit is realized through the combination of two electromagnetic valves; four oil outlets of the hydraulic control unit are respectively communicated with four brake wheel cylinders through brake oil pipes so as to realize synchronous braking of four brakes.

As a further improvement of the technical scheme, the first electromagnetic valve and the second electromagnetic valve are two-position three-way electromagnetic valves.

As a further improvement of the above-described technical solution, the left front wheel brake, the left rear wheel brake, the right front wheel brake, and the right rear wheel brake are all caliper disc brakes.

As a further improvement of the above technical solution, the hydraulic control system further comprises a control assembly, wherein the control assembly comprises a pedal force sensor, a master cylinder oil hydraulic force sensor, a wheel cylinder oil hydraulic force sensor and a controller;

The pedal force sensor comprises a first pedal force sensor and a second pedal force sensor, and the first pedal force sensor and the second pedal force sensor are arranged on the first brake pedal and the second brake pedal in a one-to-one correspondence manner so as to monitor pedal force signals;

The master cylinder oil hydraulic pressure sensor comprises a first master cylinder oil hydraulic pressure sensor and a second master cylinder oil hydraulic pressure sensor, and the first master cylinder oil hydraulic pressure sensor and the second master cylinder oil hydraulic pressure sensor are correspondingly arranged on the brake oil pipe five and the brake oil pipe six one by one so as to monitor the brake oil pressure state;

The wheel cylinder oil hydraulic pressure sensor comprises a first wheel cylinder oil hydraulic pressure sensor, a second wheel cylinder oil hydraulic pressure sensor, a third wheel cylinder oil hydraulic pressure sensor and a fourth wheel cylinder oil hydraulic pressure sensor; the first wheel cylinder oil hydraulic pressure sensor, the second wheel cylinder oil hydraulic pressure sensor, the third wheel cylinder oil hydraulic pressure sensor and the fourth wheel cylinder oil hydraulic pressure sensor are correspondingly arranged on the brake oil pipe seven, the brake oil pipe eight, the brake oil pipe nine and the brake oil pipe ten one by one so as to monitor the oil pressure state of each wheel cylinder oil;

The controller is electrically connected with the first pedal force sensor, the second pedal force sensor, the first master cylinder oil hydraulic force sensor, the second master cylinder oil hydraulic force sensor, the first wheel cylinder oil hydraulic force sensor, the second wheel cylinder oil hydraulic force sensor, the third wheel cylinder oil hydraulic force sensor and the fourth wheel cylinder oil hydraulic force sensor to collect pedal force signals, master cylinder hydraulic force signals, wheel cylinder hydraulic force signals and send solenoid valve control PWM signals.

As a further improvement of the technical scheme, the control assembly further comprises a real-time simulation machine and an upper computer;

The controller and the real-time simulation machine are electrically connected with the upper computer; the controller is electrically connected with the real-time simulation machine; the real-time simulation machine is electrically connected with the first master cylinder oil hydraulic pressure sensor, the second master cylinder oil hydraulic pressure sensor, the first wheel cylinder oil hydraulic pressure sensor, the second wheel cylinder oil hydraulic pressure sensor, the third wheel cylinder oil hydraulic pressure sensor, the fourth wheel cylinder oil hydraulic pressure sensor and the hydraulic control unit.

MATLAB/Simulink, carsim and dSPACE ControlDesk software are installed and run in the upper computer; MATLAB/Simulink is used for developing an electromagnetic valve access control algorithm; carsim is used to build a simplified automobile dynamics model; dSPACE ControlDesk is used for observing the change effect of the sensor signal and adjusting the control algorithm parameters on line;

The real-time simulator is used for receiving the wheel speed information of the automobile dynamic model of Carsim and sending the wheel speed information to the hydraulic control unit through the input/output board card.

As a further improvement of the above technical solution, a seat is mounted at the rear of the test frame body corresponding to the rear of the first brake pedal and the rear of the second brake pedal.

Compared with the prior art, the multifunctional brake system test bench provided by the utility model has the following advantages and beneficial effects:

1. The multifunctional brake system test bench is combined with a hydraulic pipeline, a caliper disc brake and other real vehicle hardware systems, and adopts an input mode of a manual brake pedal, so that the test is closer to a real vehicle environment, and the test accuracy is high.

2. The utility model integrates different braking systems to a high degree, can be compatible with the testing requirements of two different braking systems of a vacuum booster and an electronic booster brake, reduces the space of a test bed and also reduces the cost of test development and testing to a certain extent.

3. The utility model applies the electromagnetic valve group aiming at the connection mode of two different power-assisted brakes, realizes the smooth switching of different braking systems under the same hydraulic load, improves the test efficiency in the mode, and is convenient and efficient to operate.

4. The multifunctional brake system test bench is connected with the upper computer, the controller and the real-time simulator, can accurately observe and collect signals such as input pedal force, output brake oil pressure, response pressure building time and the like in real time, avoids errors of manual reading, and can characterize the boosting characteristics of different brake systems.

5. The utility model adopts the CarSim vehicle dynamics simulation software to simulate various vehicle running environments, combines a real-time simulator, improves the execution efficiency and the real-time performance of hardware-in-loop test, has higher simulation degree and real-time performance, and can carry out the ABS/ESP test of the vehicle braking system under different test working conditions.

Drawings

In order to more clearly illustrate the embodiments of the present utility model or the technical solutions in the prior art, the drawings that are required to be used in the embodiments or the description of the prior art will be briefly described below, and it is obvious that the drawings in the following description are only embodiments of the present utility model, and that other drawings can be obtained according to the provided drawings without inventive effort for a person skilled in the art.

FIG. 1 is a perspective view of the overall structure of a test bench for a multi-functional brake system according to the present utility model;

FIG. 2 is a perspective view of the overall structure of a test bench for a multi-functional brake system according to another aspect of the present utility model;

FIG. 3 is a schematic diagram of a test bench for a multi-functional brake system according to the present utility model;

FIG. 4 is a schematic diagram showing the communication state of the oil circuit of the hydraulic control unit of the test bench of the multifunctional brake system;

FIG. 5 is a test flow chart of a multi-functional brake system test bench of the present utility model;

In the figure: 1. testing the frame body; 2. a vacuum-assisted brake; 21. a first brake pedal; 22. a first master cylinder; 221. a brake oil pipe I; 222. a second brake oil pipe; 23. a vacuum tank; 24. an electric vacuum pump; 3. an electronic power-assisted brake; 31. a second brake pedal; 32. a second master cylinder; 321. a brake oil pipe III; 322. a brake oil pipe IV; 4. a hydraulic control unit; 41. a brake oil pipe seven; 411. an oil outlet I; 42. a brake oil pipe eight; 421. an oil outlet II; 43. a brake oil pipe nine; 431. an oil outlet III; 44. a brake oil pipe ten; 441. an oil outlet is formed; 45. an oil inlet I; 46. an oil inlet II; 5. a solenoid valve assembly; 51. a first electromagnetic valve; 511. a brake oil pipe V; 52. a second electromagnetic valve; 521. a brake oil pipe six; 6. a brake cylinder group; 61. a first brake cylinder; 62. a second brake cylinder; 63. a third brake cylinder; 64. a fourth brake cylinder; 7. a brake set; 71. a left front wheel brake; 72. a left rear wheel brake; 73. a right front wheel brake; 74. a right rear wheel brake; 8. a control assembly; 81. a pedal force sensor; 811. a first pedal force sensor; 812. a second pedal force sensor; 82. a master cylinder oil hydraulic pressure sensor; 821. a first master cylinder oil hydraulic pressure sensor; 822. a second master cylinder oil hydraulic pressure sensor; 83. wheel cylinder oil hydraulic pressure sensor; 831. a first wheel cylinder oil pressure sensor; 832. a second wheel cylinder oil hydraulic pressure sensor; 833. a third cylinder oil hydraulic pressure sensor; 834. a fourth cylinder oil hydraulic pressure sensor; 84. a controller; 85. a real-time simulation machine; 86. an upper computer; 9. a seat support.

Detailed Description

Embodiments of the present utility model are described in detail below, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to like or similar elements or elements having like or similar functions throughout. The embodiments described below by referring to the drawings are illustrative and intended to explain the present utility model and should not be construed as limiting the utility model.

In the description of the present utility model, it should be understood that the terms "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. indicate orientations or positional relationships based on the drawings, are merely for convenience in describing the present utility model and simplifying the description, and do not indicate or imply that the devices or elements referred to must have a specific orientation, be configured and operated in a specific orientation, and thus should not be construed as limiting the present utility model.

Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include one or more such feature. In the description of the present utility model, the meaning of "a plurality" is two or more, unless explicitly defined otherwise.

In the present utility model, unless explicitly specified and limited otherwise, the terms "mounted," "connected," "secured," and the like are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communicated with the inside of two elements or the interaction relationship of the two elements. The specific meaning of the above terms in the present utility model can be understood by those of ordinary skill in the art according to the specific circumstances.

As shown in fig. 1 to 5, the present embodiment provides a multifunctional brake system test bench, including: the test frame 1, the vacuum booster brake 2, the electronic booster brake 3, the hydraulic control unit 4, the electromagnetic valve assembly 5, the brake cylinder group 6 and the brake group 7.

The vacuum booster brake 2 is communicated with a vacuum tank 23, and the vacuum tank 23 is vacuumized by an electric vacuum pump 24. The hydraulic control unit is also referred to as a Hydraulic Control Unit (HCU).

The vacuum booster brake 2 and the electronic booster brake 3 are detachably mounted in the middle of the test frame body 1 through bolts and are arranged at intervals along the width direction of the test frame body 1; the input end of the vacuum booster brake 2 is in transmission connection with a first brake pedal 21, and the output end of the vacuum booster brake 2 is in transmission connection with a first brake master cylinder 22; the input end of the electronic power-assisted brake 3 is in transmission connection with a second first brake pedal 211, and the output end of the electronic power-assisted brake 3 is in transmission connection with a second brake master cylinder 32;

the first oil inlet of the electromagnetic valve assembly 5 is communicated with the oil supply port of the first brake master cylinder 22 through a brake oil pipe, the second oil inlet of the electromagnetic valve assembly is communicated with the oil supply port of the second brake master cylinder 32 through a brake oil pipe, and the oil supply port of the electromagnetic valve assembly is communicated with the oil inlet port of the hydraulic control unit 4 through a brake oil pipe so as to control and switch the on-off states of the first brake master cylinder 22, the second brake master cylinder 32 and the hydraulic control unit 4;

The oil outlet of the hydraulic control unit 4 is communicated with the brake cylinder group 6 through a brake oil pipe; the wheel cylinder group 6 is in driving connection with the brake group 7 to drive the brake group 7 to brake the brake disc rotating together with the wheels.

In the test bench for the multifunctional braking system provided by the embodiment, during the test, the electromagnetic valve assembly 5 is used for controlling the oil way communication between the first braking main cylinder 22 and the hydraulic control unit 4, and the oil way between the second braking main cylinder 32 and the hydraulic control unit 4 is closed so as to be set into a vacuum booster brake mode; the tester presses the first brake pedal 21 to drive the vacuum booster brake 2 to work, so that the first brake master cylinder 22 is driven to supply brake oil to the hydraulic control unit 4, the brake oil is distributed to the brake cylinder group 6 through the oil outlet of the hydraulic control unit 4, and the brake cylinder group 6 drives the brake group 7 to brake wheels, so that a brake test is performed. When the electromagnetic valve assembly 5 controls the oil paths of the first brake master cylinder 22 and the hydraulic control unit 4 to be closed and the second brake master cylinder 32 is communicated with the oil paths of the hydraulic control unit 4, the electronic power-assisted brake mode is switched to, and a tester presses the second first brake pedal 211 to drive the electronic power-assisted brake 3 to work, so that the second brake master cylinder 32 is driven to supply brake oil to the hydraulic control unit 4, the brake oil is distributed to the brake wheel cylinder group 6 through the oil outlet of the hydraulic control unit 4, and the brake wheel cylinder group 6 drives the brake group 7 to brake wheels so as to perform a brake test. According to the utility model, the vacuum booster brake 2 and the electronic booster brake 3 are fused to the same test frame body, so that the booster characteristic test of two different brake systems is realized, the construction cost of the test frame is reduced, and the test efficiency is improved.

In some embodiments, the first master cylinder 22 and the second master cylinder 32 are each tandem dual-chamber master cylinders; the solenoid valve assembly 5 comprises a solenoid valve I51 and a solenoid valve II 52; the wheel cylinder group 6 includes a first wheel cylinder 61, a second wheel cylinder 62, a third wheel cylinder 63, and a fourth wheel cylinder 64; the brake group 7 includes a left front wheel brake 71, a left rear wheel brake 72, a right front wheel brake 73, and a right rear wheel brake 74 fixed to the front of the test frame 1; the first, second, third and fourth wheel cylinders 61, 62, 63 and 64 are mounted on the left front wheel brake 71, the left rear wheel brake 72, the right front wheel brake 73 and the right rear wheel brake 74 in one-to-one correspondence;

The first oil supply port of the first brake master cylinder 22 is communicated with the first oil inlet of the first electromagnetic valve 51 through a first brake oil pipe 221, and the second oil supply port of the first brake master cylinder is communicated with the first oil inlet of the second electromagnetic valve 52 through a second brake oil pipe 222;

The first oil supply port of the second brake master cylinder 32 is communicated with the second oil inlet of the first electromagnetic valve 51 through a third brake oil pipe 321, and the second oil supply port of the second brake master cylinder is communicated with the second oil inlet of the second electromagnetic valve 52 through a fourth brake oil pipe 322;

An oil outlet of the first electromagnetic valve 51 is communicated with an oil inlet 45 of the hydraulic control unit 4 through a brake oil pipe five 511; the oil outlet of the second electromagnetic valve 52 is communicated with the second oil inlet 46 of the hydraulic control unit 4 through a sixth brake oil pipe 521; the first oil outlet 411 of the hydraulic control unit 4 is communicated with the first brake wheel cylinder 61 through a brake oil pipe seven 41, the second oil outlet 421 is communicated with the second brake wheel cylinder 62 through a brake oil pipe eight 42, the third oil outlet 431 is communicated with the third brake wheel cylinder 63 through a brake oil pipe nine 43, and the fourth oil outlet 441 is communicated with the fourth brake wheel cylinder 64 through a brake oil pipe ten 44.

The first brake master cylinder 22 and the second brake master cylinder 32 are respectively connected with two oil supply ports of the hydraulic control unit 4 respectively, so that the effective supply of brake oil is ensured, and the reliability of braking can be improved; the switching of the communication states of the first master cylinder 22, the second master cylinder 32 and the hydraulic control unit 4 is realized by the combination of two electromagnetic valves; the four oil outlets of the hydraulic control unit 4 are respectively communicated with four brake wheel cylinders through brake oil pipes so as to realize synchronous braking of four brakes.

Specifically, the first oil inlet 45 of the hydraulic control unit 4 is communicated with the second oil outlet 421 and the third oil outlet 431 of the hydraulic control unit 4 through an internal pipeline, so as to control the second brake wheel cylinder 62 and the third brake wheel cylinder 63, thereby forming a control loop of 'right front-left back'; the second oil inlet 46 of the hydraulic control unit 4 is communicated with the first oil outlet 411 and the fourth oil outlet 441 of the hydraulic control unit 4 through an internal pipeline, so that the first brake wheel cylinder 61 and the fourth brake wheel cylinder 64 are controlled, and a left front-right back control loop is formed; ; thus, the overall hydraulic control circuit of the present embodiment employs an X-type arrangement, and a "front-right-left" circuit or a "front-left-right" circuit may be selected when determining the flow characteristics of the system; a flow sensor is installed on a brake oil pipe nine 43 between the third brake wheel cylinder 63 and the third wheel cylinder oil hydraulic pressure sensor 833, and a flow sensor is installed on a brake oil pipe eight 42 between the second brake wheel cylinder 62 and the second wheel cylinder oil hydraulic pressure sensor 832; a flow sensor is provided in a brake oil pipe seven 41 between the first wheel cylinder 61 and the first wheel cylinder oil hydraulic pressure sensor 831, a flow sensor is provided in a brake oil pipe ten 44 between the fourth wheel cylinder 64 and the fourth wheel cylinder oil hydraulic pressure sensor 834, and flow sensors are provided in a brake oil pipe five 511 and a brake oil pipe six 521 between the pressure sensor corresponding to the circuit and the hydraulic control unit 4. The P-V characteristic of the wheel cylinder and the response characteristic of the braking system can be obtained by comprehensively utilizing the pressure sensor and the flow sensor.

In some embodiments, solenoid one 51 and solenoid two 52 are two-in-one-out two-position three-way solenoid valves.

In some embodiments, the left front wheel brake 71, the left rear wheel brake 72, the right front wheel brake 73, and the right rear wheel brake 74 are all caliper disc brakes.

In some embodiments, the control assembly 8 is further included, the control assembly 8 including a pedal force sensor 81, a master cylinder oil hydraulic force sensor 82, a wheel cylinder oil hydraulic force sensor 83, and a controller 84;

the pedal force sensor 81 includes a first pedal force sensor 811 and a second pedal force sensor 812, the first pedal force sensor 811 and the second pedal force sensor 812 being mounted on the first brake pedal 21 and the second first brake pedal 211 in one-to-one correspondence to monitor pedal force signals;

The master cylinder oil pressure sensor 82 includes a first master cylinder oil pressure sensor 821 and a second master cylinder oil pressure sensor 822, and the first master cylinder oil pressure sensor 821 and the second master cylinder oil pressure sensor 822 are installed on the brake oil pipe five 511 and the brake oil pipe six 521 in one-to-one correspondence to monitor a brake oil pressure state;

The wheel cylinder oil hydraulic pressure sensor 83 includes a first wheel cylinder oil hydraulic pressure sensor 831, a second wheel cylinder oil hydraulic pressure sensor 832, a third wheel cylinder oil hydraulic pressure sensor 833, and a fourth wheel cylinder oil hydraulic pressure sensor 834; the first wheel cylinder oil hydraulic pressure sensor 831, the second wheel cylinder oil hydraulic pressure sensor 832, the third wheel cylinder oil hydraulic pressure sensor 833 and the fourth wheel cylinder oil hydraulic pressure sensor 834 are respectively arranged on a brake oil pipe seven 41, a brake oil pipe eight 42, a brake oil pipe nine 43 and a brake oil pipe ten 44 in a one-to-one correspondence manner so as to monitor the oil pressure states of the wheel cylinders;

The controller 84 is electrically connected to the first pedal force sensor 811, the second pedal force sensor 812, the first master cylinder oil hydraulic pressure sensor 821, the second master cylinder oil hydraulic pressure sensor 822, the first wheel cylinder oil hydraulic pressure sensor 831, the second wheel cylinder oil hydraulic pressure sensor 832, the third wheel cylinder oil hydraulic pressure sensor 833, and the fourth wheel cylinder oil hydraulic pressure sensor 834 to collect pedal force signals, master cylinder hydraulic pressure signals, wheel cylinder hydraulic pressure signals, and transmit solenoid valve control PWM signals.

In some embodiments, the control assembly 8 further includes a real-time simulator 85 and a host computer 86;

The controller 84 and the real-time simulator 85 are electrically connected with the upper computer 86; the controller 84 is electrically connected with the real-time simulator 85; the real-time simulator 85 is electrically connected to the first master cylinder oil hydraulic pressure sensor 821, the second master cylinder oil hydraulic pressure sensor 822, the first wheel cylinder oil hydraulic pressure sensor 831, the second wheel cylinder oil hydraulic pressure sensor 832, the third wheel cylinder oil hydraulic pressure sensor 833, the fourth wheel cylinder oil hydraulic pressure sensor 834, and the hydraulic control unit 4.

In some embodiments, MATLAB/Simulink, carsim and dSPACE ControlDesk software are installed and run in the upper computer 86; MATLAB/Simulink is used for developing an electromagnetic valve access control algorithm; carsim is used to build a simplified automobile dynamics model; dSPACE ControlDesk is used for observing the change effect of the sensor signal and adjusting the control algorithm parameters on line;

The real-time simulator 85 is used for receiving the wheel speed information of the automobile dynamics model of Carsim, and sending the wheel speed information to the hydraulic control unit 4 through the input/output board card.

In some embodiments, seats are fixedly mounted on the rear seat support 9 of the test frame 1 in correspondence of the rear of the first and second brake pedals 21 and 211. The test frame body 1 is a main body aluminum profile frame, and the seat is an adjustable automobile seat.

Specifically, the controller is MicroAutoBox based on dsace; the real-time simulator 85 is a dsace real-time simulator.

Referring to FIG. 3, a test schematic diagram of a multi-function brake system test bench is shown; the utility model provides a test principle of a multifunctional brake system test bench, which comprises the following steps:

First, the driver depresses the second first brake pedal 211 of the corresponding electric power brake 3 to apply an input force, at this time, the electric power brake 3, under the assistance of the motor, completes pushing the piston of the second master cylinder 32 together with the input rod to generate braking pressure, and the solenoid valve one 51 and the solenoid valve two 52 are controlled by the program in the MATLAB/Simulink 24 to open the hydraulic passage of the electric power brake 3 and close the hydraulic passage of the vacuum power brake 2. The brake pressure causes the brake oil to be transmitted to the hydraulic control unit 4 through the first solenoid valve 51 and the second solenoid valve 52, and then the brake pressure is transmitted to the corresponding first brake wheel cylinder 61, second brake wheel cylinder 62, third brake wheel cylinder 63 and fourth brake wheel cylinder 64 through the brake oil pipe seven 41, the brake oil pipe eight 42, the brake oil pipe nine 43 and the brake oil pipe ten 44, respectively, to generate braking force. The first wheel cylinder oil hydraulic pressure sensor 831, the second wheel cylinder oil hydraulic pressure sensor 832, the third wheel cylinder oil hydraulic pressure sensor 833 and the fourth wheel cylinder oil hydraulic pressure sensor 834 can collect the wheel cylinder oil pressure change in the brake oil pipe in real time and send the wheel cylinder oil pressure change to a dynamics model CarSim of the automobile through a real-time interface ADC module, and after four paths of wheel cylinder oil pressure signals are received, brake oil pressure can be rapidly generated according to braking requirements to reduce the speed of wheels of the automobile. In this process, the four-way wheel speed information and the current vehicle speed information are output through the vehicle dynamics model CarSim according to the defined output quantity. The software will send the digital wheel speed information to the real-time simulator 85 through the real-time interface, and the external board DS207 will send the vehicle speed information to the ABS/ESP through the input/output interface in the form of current analog quantity. The ABS/ESP calculates a new wheel according to the change of the vehicle speed and the wheel speed information, and then distributes the new wheel to each wheel cylinder of the wheel cylinder group 6, and performs the pressure-reducing and pressure-increasing actions.

In addition, in the vacuum assist brake 2 mode, the driver depresses the first brake pedal 21 of the corresponding vacuum assist brake 2 to apply the input force, and at this time, the vacuum assist brake 2 opens the hydraulic passage of the vacuum assist brake 2 and closes the hydraulic circuit of the electric assist brake 3 by controlling the solenoid valve one 51 and the solenoid valve two 52 in accordance with the program in MATLAB/Simulink under the assistance of the electric vacuum pump 24. The test of the vacuum booster brake 2 is completed using the same test procedure.

During the test, the dsace upper computer software control desk can complete real-time detection control and record the continuous changes of the pedal force sensor 81, the master cylinder oil hydraulic force sensor 82 and the wheel cylinder oil hydraulic force sensor 83. And moreover, through the vacuum booster brake 2 of the standard test, the data of the vacuum booster brake 2 and the electronic booster brake 3 are recorded for data analysis, so that the control algorithm of the electronic control unit in the electronic booster brake 3 can be improved in real time, the electronic booster brake 3 can be updated conveniently, and a perfect following and matching hardware platform can be achieved.

Referring to fig. 5, a test flow chart of a test bench of a multifunctional brake system is provided, and the logic of the test technical scheme adopted by the utility model is as follows:

Firstly, initializing each hardware execution unit of a test platform, and initializing each software control unit: comprises the initialization of a vehicle dynamics model CarSim and the initialization of a control desk in an upper computer. Likewise, the real-time simulation unit is initialized: the method comprises the steps of initializing a dSPACE multiplexer and a controller Micro-AutoBox. And secondly, a control command is sent by using a dSPACE regulator and a controller Micro-AutoBox to finish real-time test, different vehicle driving environments and test working conditions are changed by operating Carsim, and data recording and online control are performed in a control desk. Again, the corresponding test mode is selected according to the test requirements of the different booster brake systems: firstly taking the vacuum booster brake 2 as a test object, and then controlling and switching the solenoid valve I51 and the solenoid valve II 52; the electronic booster brake 3 is replaced according to the above-described switching test pattern rule. And finally, performing standard test and analyzing by using test data, judging whether the test result meets the test requirement, if not, readjusting the test bench, and if so, closing the test system and related hardware to finish the test.

In the description of the present specification, a description referring to terms "one embodiment," "some embodiments," "examples," "specific examples," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present utility model. In this specification, schematic representations of the above terms are not necessarily directed to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Further, one skilled in the art can engage and combine the different embodiments or examples described in this specification.

While embodiments of the present utility model have been shown and described above, it will be understood that the above embodiments are illustrative and not to be construed as limiting the utility model, and that variations, modifications, alternatives and variations may be made to the above embodiments by one of ordinary skill in the art within the scope of the utility model.

Claims (7)

1. A multi-functional braking system test bench, comprising: the device comprises a test frame body (1), a vacuum booster brake (2), an electronic booster brake (3), a hydraulic control unit (4), a solenoid valve assembly (5), a brake cylinder group (6) and a brake group (7);

The vacuum booster brake (2) and the electronic booster brake (3) are detachably arranged in the middle of the test frame body (1) and are arranged at intervals along the width direction of the test frame body (1); the input end of the vacuum booster brake (2) is in transmission connection with a first brake pedal (21), and the output end of the vacuum booster brake is in transmission connection with a first brake master cylinder (22); the input end of the electronic power-assisted brake (3) is in transmission connection with a second brake pedal (31), and the output end of the electronic power-assisted brake is in transmission connection with a second brake master cylinder (32);

An oil inlet of the electromagnetic valve assembly (5) is communicated with an oil supply port of the first brake master cylinder (22) through an oil pipe, an oil inlet of the electromagnetic valve assembly is communicated with an oil supply port of the second brake master cylinder (32) through an oil pipe, and an oil outlet of the electromagnetic valve assembly is communicated with an oil inlet of the hydraulic control unit (4) through an oil pipe so as to control and switch the on-off states of the first brake master cylinder (22), the second brake master cylinder (32) and the hydraulic control unit (4);

An oil outlet of the hydraulic control unit (4) is communicated with the brake wheel cylinder group (6) through a brake oil pipe; the brake wheel cylinder group (6) is in transmission connection with the brake group (7) to drive the brake group (7) to brake wheels.

2. The multi-functional brake system testing stand according to claim 1, wherein the first brake master cylinder (22) and the second brake master cylinder (32) are both tandem dual-chamber brake master cylinders; the electromagnetic valve assembly (5) comprises an electromagnetic valve I (51) and an electromagnetic valve II (52); the brake wheel cylinder group (6) comprises a first brake wheel cylinder (61), a second brake wheel cylinder (62), a third brake wheel cylinder (63) and a fourth brake wheel cylinder (64); the brake group (7) comprises a left front wheel brake (71), a left rear wheel brake (72), a right front wheel brake (73) and a right rear wheel brake (74) which are fixed at the front part of the test frame body (1); the first brake wheel cylinder (61), the second brake wheel cylinder (62), the third brake wheel cylinder (63) and the fourth brake wheel cylinder (64) are arranged on the left front wheel brake (71), the left rear wheel brake (72), the right front wheel brake (73) and the right rear wheel brake (74) in a one-to-one correspondence manner;

An oil supply port I of the first brake master cylinder (22) is communicated with an oil inlet I of the first electromagnetic valve (51) through a brake oil pipe I (221), and an oil supply port II of the first brake master cylinder is communicated with an oil inlet I of the second electromagnetic valve (52) through a brake oil pipe II (222);

An oil supply port I of the second brake master cylinder (32) is communicated with an oil inlet II of the first electromagnetic valve (51) through a brake oil pipe III (321), and an oil supply port II of the second brake master cylinder is communicated with an oil inlet II of the second electromagnetic valve (52) through a brake oil pipe IV (322);

an oil outlet of the first electromagnetic valve (51) is communicated with an oil inlet I of the hydraulic control unit (4) through a brake oil pipe five (511); an oil outlet of the second electromagnetic valve (52) is communicated with an oil inlet II of the hydraulic control unit (4) through a brake oil pipe III (521); an oil outlet I of the hydraulic control unit (4) is communicated with the first brake wheel cylinder (61) through a brake oil pipe seven (41), an oil outlet II of the hydraulic control unit is communicated with the second brake wheel cylinder (62) through a brake oil pipe eight (42), an oil outlet III of the hydraulic control unit is communicated with the third brake wheel cylinder (63) through a brake oil pipe nine (43), and an oil outlet IV of the hydraulic control unit is communicated with the fourth brake wheel cylinder (64) through a brake oil pipe ten (44).

3. The multi-functional brake system testing stand of claim 2, wherein the solenoid valve one (51) and the solenoid valve two (52) are two-position three-way solenoid valves.

4. The multi-functional brake system testing stand of claim 2, wherein the left front wheel brake (71), the left rear wheel brake (72), the right front wheel brake (73), and the right rear wheel brake (74) are all caliper disc brakes.

5. A multi-function brake system testing stand according to claim 2, further comprising a control assembly (8), the control assembly (8) comprising a pedal force sensor (81), a master cylinder oil hydraulic force sensor (82), a wheel cylinder oil hydraulic force sensor (83) and a controller (84);

The pedal force sensor (81) comprises a first pedal force sensor (811) and a second pedal force sensor (812), and the first pedal force sensor (811) and the second pedal force sensor (812) are arranged on the first brake pedal (21) and the second brake pedal (31) in a one-to-one correspondence manner so as to monitor pedal force signals;

The master cylinder oil hydraulic pressure sensor (82) comprises a first master cylinder oil hydraulic pressure sensor (821) and a second master cylinder oil hydraulic pressure sensor (822), and the first master cylinder oil hydraulic pressure sensor (821) and the second master cylinder oil hydraulic pressure sensor (822) are correspondingly arranged on the brake oil pipe five (511) and the brake oil pipe six (521) one by one so as to monitor the brake oil pressure state;

The wheel cylinder oil hydraulic pressure sensor (83) comprises a first wheel cylinder oil hydraulic pressure sensor (831), a second wheel cylinder oil hydraulic pressure sensor (832), a third wheel cylinder oil hydraulic pressure sensor (833) and a fourth wheel cylinder oil hydraulic pressure sensor (834); the first wheel cylinder oil hydraulic pressure sensor (831), the second wheel cylinder oil hydraulic pressure sensor (832), the third wheel cylinder oil hydraulic pressure sensor (833) and the fourth wheel cylinder oil hydraulic pressure sensor (834) are arranged on the brake oil pipe seven (41), the brake oil pipe eight (42), the brake oil pipe nine (43) and the brake oil pipe ten (44) in a one-to-one correspondence manner so as to monitor the oil pressure states of the wheel cylinders;

The controller (84) is electrically connected to the first pedal force sensor (811), the second pedal force sensor (812), the first master cylinder oil hydraulic force sensor (821), the second master cylinder oil hydraulic force sensor (822), the first wheel cylinder oil hydraulic force sensor (831), the second wheel cylinder oil hydraulic force sensor (832), the third wheel cylinder oil hydraulic force sensor (833) and the fourth wheel cylinder oil hydraulic force sensor (834) to collect pedal force signals, master cylinder hydraulic force signals, wheel cylinder hydraulic force signals and transmit solenoid valve control PWM signals.

6. The multi-functional brake system testing stand of claim 5, wherein the control assembly (8) further comprises a real-time simulator (85) and an upper computer (86);

The controller (84) and the real-time simulation machine (85) are electrically connected with the upper computer (86); the controller (84) is electrically connected with the real-time simulator (85); the real-time simulator (85) is electrically connected with the first master cylinder oil hydraulic pressure sensor (821), the second master cylinder oil hydraulic pressure sensor (822), the first wheel cylinder oil hydraulic pressure sensor (831), the second wheel cylinder oil hydraulic pressure sensor (832), the third wheel cylinder oil hydraulic pressure sensor (833), the fourth wheel cylinder oil hydraulic pressure sensor (834) and the hydraulic control unit (4).

7. A multi-function brake system testing stand according to any of claims 1-6, characterized in that a seat is mounted at the rear of the testing stand (1) in correspondence of the rear of the first brake pedal (21) and the second brake pedal (31).