Double-station electric booster brake function verification test device and test method

Abstract

The present invention discloses a dual-station electric power-assisted brake function verification test device and a test method thereof. The test device includes a brake pedal and an electric propulsion device connected to the electric power-assisted brake, and brake master cylinders corresponding to the brake pedal and the electric propulsion device respectively; the two brake master cylinders are respectively connected to the hydraulic delivery controller through pipelines, the hydraulic delivery controller is connected to the ABS system, and the ABS system is connected to a group of brake actuators; the information acquisition device has a group of sensors for collecting brake fluid pressure and displacement and thrust of the propulsion device; the sensors, electric propulsion device and hydraulic delivery controller are all connected to the control device. This scheme constructs a dual-station test platform. Manual testing can effectively meet the driver's test needs for brake pedal feel adjustment, and automatic testing meets the precise control and monitoring of brake input force and stroke during the brake test process. The hydraulic circuit design is reasonable, the station switching is convenient, the pipeline connection is simple, and the whole device has a high degree of integration.

Description

Technical Field

[0001] The invention relates to the field of automobiles, in particular to a double-station electric booster brake function verification test device and a test method thereof. Background Art

[0002] Electric power brakes are used to provide braking force for new energy vehicles. Conventional electric power brakes, such as the Chinese patent application number 201710540139.9, are electromechanical servo mechanisms that use their own servo motors instead of relying on the engine vacuum source to achieve wire-controlled operation.

[0003] At present, only a few large foreign companies have launched mature products, but the relevant functional testing technology and testing equipment are closed to the outside world. Most of the relevant products of domestic enterprises are still in the development stage, and the product functional testing equipment is mostly immature and imperfect. At present, computer simulation is mainly used. The braking system is an important part of the car that involves vehicle safety. If only simulation or simple testing is performed without sufficient functional verification tests on the laboratory test bench, and various problems in the design and development are found, and real vehicle testing is rashly carried out, there will be great safety risks.

[0004] There are also some simple modifications made to the original traditional vacuum assisted brake testing equipment before conducting tests.

[0005] However, there are great functional differences between traditional vacuum-assisted brakes and electric-assisted brakes. For example, the control of the brake pedal feel, automatic and proactive build-up of brake pressure, and network communication with the driver assistance system are functions that make it impossible to achieve the goal of comprehensive testing of the various functions of the electric-assisted brake by simply modifying traditional equipment. Summary of the invention

[0006] The purpose of the present invention is to solve the above problems existing in the prior art and to provide a double-station electric power-assisted brake function verification test device and a test method thereof.

[0007] The purpose of the present invention is achieved through the following technical solutions:

[0008] Double-station electric booster brake function verification test device, including

[0009] a brake pedal for connecting and actuating the electric power-assisted brakes;

[0010] an electric propulsion device for connecting to and actuating the electric power-assisted brake;

[0011] Two brake master cylinders, used to connect to an electric power brake respectively, one brake master cylinder matches the brake pedal, and the other brake master cylinder matches the electric propulsion device;

[0012] A hydraulic delivery controller, which has a hydraulic delivery pipeline that can be switched on and off, wherein the input end of the hydraulic delivery pipeline is connected to the brake master cylinder via a first pipeline and a second pipeline that can be switched on and off;

[0013] An ABS system connected to the output end of the hydraulic delivery pipeline;

[0014] a group of brake actuators, respectively connected to the output ends of the ABS system;

[0015] An information collection device, comprising a group of sensors for collecting the propulsion stroke and thrust of the electric propulsion device, the hydraulic flow and hydraulic pressure of the hydraulic transmission control device, and the hydraulic pressure of the brake execution end;

[0016] A control device is connected to the power source of the electric propulsion device, the on-off valve of the hydraulic delivery controller and a group of the above sensors.

[0017] Preferably, the electric propulsion device includes a servo motor and an electric push rod driven by the servo motor.

[0018] Preferably, the hydraulic delivery pipeline includes a first branch and a second branch in parallel, the first branch is connected to the input end of the three-position four-way solenoid valve through a pipeline, the output end of the three-position four-way solenoid valve is connected to the first output branch and the second output branch in parallel, and the second output branch is provided with a brake output fluid pressure sensor and a brake output flow sensor.

[0019] Preferably, a normally open solenoid valve is provided on the second output branch, and the second output branch is connected to an exhaust branch whose on and off is controlled by a normally closed solenoid valve, and the connection point between the output end of the exhaust branch and the second output branch is located behind the brake output flow sensor, and the connection point between the input end of the exhaust branch and the second output branch is located in front of the normally open solenoid valve.

[0020] Preferably, the three-position four-way solenoid valve, the normally open solenoid valve, the brake output fluid pressure sensor, the brake output flow sensor and the normally closed solenoid valve are arranged outside the valve plate.

[0021] Preferably, the control device includes a host computer, a signal acquisition and transmission circuit board connected to the host computer, and a programmable logic controller communicating with the signal acquisition and transmission circuit board. The signal acquisition and transmission circuit board is connected to the programmable logic controller and the information acquisition device through a signal line, and the programmable logic controller is connected to a three-position four-way solenoid valve, a normally open solenoid valve, a normally closed solenoid valve and a servo motor through a signal line.

[0022] Preferably, it also includes a CAN network that can connect the host computer and the electric power brake.

[0023] Preferably, it also includes an adjustable low-voltage DC power supply for supplying power to the electric power-assisted brake.

[0024] The double-station electric booster brake function verification test method includes the following steps:

[0025] S1, provide any of the above-mentioned double-station electric power-assisted brake function verification test devices;

[0026] S2, when using manual mode,

[0027] S21, connect the electric power brake to the brake pedal,

[0028] S22, connect the first pipeline, close the second pipeline, keep the normally open solenoid valve in the open state, keep the normally closed solenoid valve in the closed state, and control the three-position four-way solenoid valve to keep in the conducting state through the upper computer;

[0029] S23, the experimenter stepped on the brake pedal to perform the test;

[0030] S3, when automatic mode is adopted;

[0031] S31, connecting the electric power brake to the electric propulsion device,

[0032] S32, shut off the first pipeline, connect the second pipeline, keep the normally open solenoid valve in the open state, keep the normally closed solenoid valve in the closed state, and control the three-position four-way solenoid valve to keep in the conducting state through the upper computer;

[0033] S33, controlling the servo motor through the host computer to start driving the electric push cylinder to apply thrust to the electric power-assisted brake;

[0034] S4, when automatic active braking mode is used;

[0035] S41, connecting the electric power-assisted brake to the electric propulsion device;

[0036] S42, shut off the first pipeline and connect the second pipeline; keep the normally open solenoid valve in the open state, keep the normally closed solenoid valve in the closed state, and control the three-position four-way solenoid valve to keep in the conducting state through the upper computer;

[0037] S43, the upper computer controls the electric power brake's built-in motor to start and provide braking pressure.

[0038] Preferably, after the electric power-assisted brake is connected to the double-station electric power-assisted brake function verification test device, before performing step S22 or S32 or S42, step S5 is also included.

[0039] S51, opening a first pipe or a second pipe connected to a brake master cylinder connected to an electric power-assisted brake;

[0040] S52, through the upper computer, the normally open solenoid valve is kept in the closed state, the normally closed solenoid valve is kept in the conducting state, and the three-position four-way solenoid valve is kept in the conducting state;

[0041] S53, step on the pedal or start the servo motor through the host computer to exhaust;

[0042] S54: When there are no more bubbles in the brake fluid flowing out of the fluid outlet of the brake actuator, exhaust is completed.

[0043] The advantages of the technical solution of the present invention are mainly reflected in:

[0044] This solution is ingeniously designed and has built a dual-station test platform with manual testing and automatic testing. The manual test can effectively meet the driver's testing needs for brake pedal feel debugging, and the automatic test satisfies the precise control and monitoring of brake input force and stroke during the brake test process. The hydraulic circuit is reasonably designed, the station switching is convenient, the pipeline connection is simple, the entire device is highly integrated, and has good application flexibility, making it suitable for popularization and application.

[0045] The hydraulic valve plate is integrated with a hydraulic pressure sensor, a flow sensor, a three-position four-way solenoid valve, a normally open two-way solenoid valve and a normally closed two-way solenoid valve, which has a compact structure, saves space and simplifies the connection of pipelines.

[0046] By switching the oil circuit through a three-position four-way solenoid valve, the dual-channel output pressure and flow of the electric power-assisted brake can be tested separately without installing two sets of hydraulic pressure and flow sensors, saving costs and simplifying system complexity.

[0047] The combination of two two-way solenoid valve switches can effectively solve the problem of residual air not being exhausted completely during the exhaust process due to the internal structure of the flow sensor itself, thus affecting the test accuracy.

[0048] By using the host computer and the CAN network communication card to simulate the vehicle braking process, CAN signal interaction with the electric power brake can also meet the requirements for testing the automatic active braking function of the electric power brake.

[0049] This solution uses an adjustable DC power supply to power the electric power-assisted brake, so that the power supply can be adjusted according to different brakes, with a wide range of applications and flexible applications. BRIEF DESCRIPTION OF THE DRAWINGS

[0050] FIG1 is a schematic diagram of the structure of the present invention;

[0051] FIG2 is a perspective view of a hydraulic delivery controller of the present invention;

[0052] FIG3 is a schematic diagram of the internal piping of the hydraulic delivery controller of the present invention;

[0053] Figure 4 It is a schematic diagram of the electrical mechanism of the present invention. DETAILED DESCRIPTION

[0054] The purpose, advantages and features of the present invention will be illustrated and explained by the non-limiting description of the following preferred embodiments. These embodiments are only typical examples of the application of the technical solution of the present invention, and any technical solution formed by equivalent replacement or equivalent transformation falls within the scope of protection claimed by the present invention.

[0055] In the description of the scheme, it should be noted that the terms "center", "up", "down", "left", "right", "front", "back", "vertical", "horizontal", "inside", "outside" and the like indicate positions or positional relationships based on the positions or positional relationships shown in the drawings, and are only for the convenience of description and simplified description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation of the present invention. In addition, the terms "first", "second", and "third" are used for descriptive purposes only, and cannot be understood as indicating or implying relative importance. Moreover, in the description of the scheme, with the operator as a reference, the direction close to the operator is the proximal end, and the direction away from the operator is the distal end.

[0056] The double-station electric booster brake function verification test device disclosed by the present invention is described below in conjunction with the accompanying drawings. Figure 1 , Attachment Figure 4 As shown, as shown, it includes

[0057] A brake pedal 1, used for connecting and driving an electric power-assisted brake 2;

[0058] An electric propulsion device 3, used for connecting to and driving the electric power-assisted brake 2;

[0059] Two brake master cylinders 4, used to connect to an electric booster brake 2 respectively, one brake master cylinder 4 matches the brake pedal 1, and the other brake master cylinder 4 matches the electric propulsion device 3;

[0060] A hydraulic delivery controller 5, which has a switchable hydraulic delivery pipeline 51, wherein the input end of the hydraulic delivery pipeline 51 is connected to the brake master cylinder 4 via a switchable first pipeline 6 and a second pipeline 7;

[0061] An ABS system 8 connected to the output end of the hydraulic delivery pipeline 51;

[0062] a group of brake actuators 9, respectively connected to the output ends of the ABS system;

[0063] The information collection device has a set of sensors for collecting the propulsion stroke and thrust of the electric propulsion device, collecting the hydraulic flow and hydraulic pressure of the hydraulic delivery control device 5, and collecting the hydraulic pressure of the brake execution end;

[0064] A control device is connected to the power source of the electric propulsion device, the on-off valve of the hydraulic delivery controller and a group of the above sensors.

[0065] When testing, manual or automatic testing can be performed by simply connecting the electric power-assisted brake to be tested to the brake pedal 1 and the brake master cylinder or to the electric propulsion device and the master cylinder. The specific testing process will be explained below and will not be described here.

[0066] The brake pedal 1 may be any of the currently known brake pedals, and its specific structure is a known technology and is not a design point of this solution, so it will not be described in detail here.

[0067] The electric propulsion device 3 can be any known device or mechanism capable of applying thrust to the electric booster brake connected thereto, for example, it can be a push rod connected to the telescopic shaft of the oil cylinder or a push rod connected to the sliding block of the electric cylinder, as shown in the attached Figure 1 As shown, it preferably includes a servo motor 31 and an electric push rod 32 driven by the servo motor, and the electric push rod 32 is provided with a travel sensor 33 and a thrust sensor 34.

[0068] 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 and the electric propulsion device 3 and the brake master cylinder 4.

[0069] As attached Figure 1 As shown, the first pipeline 6 and the second pipeline 7 connecting the brake master cylinder 4 and the hydraulic delivery controller 5 have the same structure. The first pipeline 6 includes two parallel infusion tubes 61 and 62, and the second pipeline 7 includes two parallel infusion tubes 71 and 72. The four infusion tubes can be made of hard plastic tubes or metal tubes, and each of the infusion tubes 61, 62, 71, 72 is provided with a manual valve 63, 64, 73, 74. The manual valve is, for example, a gate valve or other feasible valve body. At this time, manual control of the valve opening and closing is required.

[0070] Of course, in other embodiments, the manual valve may also be replaced by an automatic valve such as a solenoid valve, and each solenoid valve is connected to a 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.

[0071] As attached Figure 1As shown, the hydraulic delivery controller 5 is used to control the delivery of brake oil to measure the corresponding hydraulic data. The hydraulic delivery pipeline 51 thereon includes a first branch 511 and a second branch 512 connected in parallel. The first branch 511 is connected to the output ends of a delivery pipe 61 of the first pipeline 6 and a delivery pipe 71 of the second pipeline 7. The second branch 512 is connected to the output ends of another delivery pipe 62 of the first pipeline 6 and a delivery pipe 72 of the second pipeline 7. The first branch 511 is connected to the output end of a three-position four-way solenoid valve 515 through a third pipeline 513. The input end and the second branch 512 are connected to the input end of a three-position four-way solenoid valve 515 through a fourth pipeline 514. The 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 in parallel. The output end of the first output branch 516 is connected to the ABS system 8. The second output branch 517 is provided with a brake output hydraulic pressure sensor 52 and a brake output flow sensor 53 to measure the hydraulic pressure and flow data of the brake oil, and the output end of the second output branch 517 is connected to the ABS system 8.

[0072] Furthermore, in order to prevent residual gas in the brake oil delivery pipeline from affecting the hydraulic pressure value, it is necessary to remove the gas in the pipeline. In addition, in order to avoid the problem of residual air not being discharged cleanly 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 achieve exhaust is also provided on the hydraulic delivery controller 5.

[0073] As attached Figure 1 As shown, a normally open solenoid valve 518 is provided on the second output branch 517, and the second output branch 517 is connected to the exhaust branch 54 whose on / off is controlled by the normally closed solenoid valve 55, and the connection point between the 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 between 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 can be closed and the normally closed solenoid valve 55 can be opened, so that the brake oil does not pass through the brake output flow sensor 53.

[0074] As attached Figure 3 As shown, the hydraulic delivery controller 5 includes a valve plate 56, which is preferably a rectangular parallelepiped, but may also be in other shapes. A pipeline for delivering brake oil and connecting various valves and sensors is formed inside the valve plate 56. Figure 3As shown, the first branch 511 includes a first input pipeline 561 and a second input pipeline 562, and the second branch 512 includes a third input pipeline 563 and a fourth input pipeline 564. One ends of the first input pipeline 561, the second input pipeline 562, the third input pipeline 563, and the fourth input pipeline 564 extend to the same side surface of the valve plate 56, respectively, so that they can be connected to the output ends of the first pipeline 6 and the second pipeline 7; and the other ends of the first input pipeline 561 and the second input pipeline 562 are connected to the third pipeline 513, and the other ends of the third input pipeline 563 and the fourth input pipeline 564 are connected to the fourth pipeline 514.

[0075] As attached Figure 3 As shown, the third pipeline 513 and the fourth pipeline 514 are respectively connected to one end of the first valve connecting pipe 565 and the second valve connecting pipe 566, and the other ends of the first valve connecting pipe 565 and the second valve connecting pipe 566 are extended to the same side surface of the valve plate 56 to be connected with the input end of the 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 screws, and its two output ends are respectively connected to the input end of the first output branch 516 and the input end of the second output branch 517 through the first valve output pipe 567 and the second valve output pipe 568. The output end of the first output branch 516 extends to the The side surface of the valve plate 56 is connected to the second output branch 517 to facilitate the subsequent connection of external pipelines. The second output branch 517 is connected to a hydraulic sensor connecting pipe 569, a normally open valve connecting pipe 5610 located behind the hydraulic sensor connecting pipe 569, and a flow sensor connecting pipe 5611 located behind the normally open valve connecting pipe 5610; one end of an exhaust pipe 5612 is connected to the second output branch 517 at a position between the hydraulic sensor connecting pipe 569 and the normally open valve connecting pipe 5610, the other end of the exhaust pipe 5612 is connected to the rear of the flow sensor connecting pipe 5611, and a normally closed valve connecting pipe 5613 is provided on the exhaust pipe 5612.

[0076] As attached Figure 2 , Attachment Figure 3As shown, the hydraulic sensor connecting pipe 569 is connected to the 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 the thread on its shell; the normally open valve connecting pipe 5610 is connected to the 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 screws; the normally closed valve connecting pipe 5613 is connected to the normally closed solenoid valve 55 screwed to the outside of the valve plate 56. Each process hole on the valve plate 56 is blocked by a sealing plug.

[0077] As attached Figure 1 As shown, the hydraulic delivery controller 5 is connected to the ABS system 8 through two-way infusion pipes 10. The ABS system 8 is a known technology and is not the focus of this solution, so it will not be described here. The ABS system 8 is connected to a brake actuator 9 through four-way infusion pipes 20, and each infusion pipe 20 is connected to a brake fluid pressure sensor 90.

[0078] The pipelines of the entire oil circuit are connected by oil pipe joints.

[0079] The control device is used to collect data from various sensors for processing and display, and to control various valves, motors and other electronic components, such as the attached Figure 4 As shown, it includes a host computer 30, a signal acquisition and transmission circuit board 40 connected to the host computer 30, and a programmable logic controller 50 communicating with the signal acquisition and transmission circuit board 40. The host computer 30 can be various industrial computers. The signal acquisition circuit board 40 is connected to the host computer 30 for communication through a card slot on the host computer mainboard. At the same time, the signal acquisition and transmission circuit board 40 is connected to the programmable logic controller 50 through a signal line. The programmable logic controller 50 is connected to a three-position four-way solenoid valve 515, a normally open solenoid valve 518, a normally closed solenoid valve 55 and a servo motor 31 through a signal line.

[0080] Furthermore, in order to facilitate the testing in autonomous braking mode, the dual-station electric power-assisted brake function verification test device also includes a CAN network that can be connected to the host computer and the electric power-assisted brake, and the CAN network includes a CAN communication card, and the CAN communication card is connected to the host computer 30 and the electric power-assisted brake to be tested via a network cable, and the sensor on the electric power-assisted brake is connected to the signal acquisition and transmission circuit board 40.

[0081] Furthermore, the dual-station electric booster brake function verification test device also includes

[0082] The adjustable low voltage DC power supply 60 is used to supply power to the electric power brake, and is connected to the electric power brake through a power line.

[0083] A switching power supply 70, which is connected to various sensors through power lines and supplies power to them;

[0084] The linear power supply 80 is connected to various solenoid valves through power lines to supply power.

[0085] Here, the specific structures of the adjustable low-voltage DC power supply, the switching power supply, and the linear power supply are known technologies and will not be described in detail here.

[0086] When the above-mentioned dual-station electric power-assisted brake function verification test device is used for testing, it includes multiple test modes, specifically, a manual mode, an automatic mode, and an automatic active braking test mode.

[0087] The following is a detailed description of the operation process in each test mode.

[0088] S1, provide the dual-station electric power-assisted brake function verification test device and the electric power-assisted brake.

[0089] S2, in manual mode, includes the following steps:

[0090] S21, connecting the electric power brake to the brake pedal 1,

[0091] S22, the first pipeline 6 is turned on, the second pipeline 7 is turned off, the normally open solenoid valve is kept in an open state, the normally closed solenoid valve is kept in a closed state, and the three-position four-way solenoid valve is controlled to remain in a turned-on state through the upper computer;

[0092] S23, the experimenter steps on the brake pedal 1 to perform the test;

[0093] Specifically, the manual valves 63 and 64 on the first pipe 6 connected to the brake pedal 1 are manually opened, the manual valve on the second pipe 7 is kept in a closed state, the normally open solenoid valve 518 is kept in an open state, and the normally closed solenoid valve 55 is kept in a closed state. The computer command is sent to the signal acquisition and transmission circuit board 40 through the upper computer 30, and the circuit board then sends a signal to the programmable logic controller 50, driving the three-position four-way solenoid valve 515 located on the hydraulic delivery controller 5 to be in the left position or the right position.

[0094] At the beginning of the test, the tester steps on the brake pedal 1, and the electric booster brake 2 will give the tester feedback on the brake pedal feel through the brake pedal 1. At the same time, the brake fluid output by the electric booster brake enters the hydraulic delivery controller 5 through the first pipeline 6, flows through the three-position four-way solenoid valve 515, and the brake output hydraulic sensor 52 and the flow sensor 53, and then flows through the ABS system 8 into the brake actuator 9 to establish the braking force. The brake output pressure sensor 52 located in the hydraulic delivery controller 5 collects the hydraulic pressure signal, the flow sensor 53 collects the flow signal of the brake oil, and the brake pressure sensors 90 at the front ends of the four brake actuators collect the hydraulic pressure signal at the brake actuator end. These signals are finally transmitted to the host computer 30 through the signal acquisition and transmission circuit board 40 for recording and display.

[0095] During the test, the tester can step on the brake pedal at different speeds and forces to test the response of the brake output flow and pressure. The signal acquisition and transmission circuit board can also collect and monitor the working current of the motor on the electric power brake in real time. In addition, the host computer simulates the signal of the vehicle braking process and transmits it to the brake through the CAN network communication card. At the same time, the brake also transmits its own status information to the host computer through the network.

[0096] The electric brake booster has two brake oil output channels. If you need to test the output fluid pressure and flow data of the other channel, you can send a computer command to the signal acquisition and transmission circuit board through the host computer, and then the circuit board will send a signal to the programmable logic controller to drive the three-position four-way solenoid valve located in the hydraulic delivery controller 5 to switch to the right or left position for conduction.

[0097] S3, in automatic mode, includes the following steps.

[0098] S31 , connecting the electric power-assisted brake 2 to the electric propulsion device 3 .

[0099] S32, the first pipeline 6 is closed, the second pipeline 7 is connected, the normally open solenoid valve is kept in the open state, the normally closed solenoid valve is kept in the closed state, and the three-position four-way solenoid valve is controlled to remain in the conducting state;

[0100] S33, controlling the servo motor through the host computer to start driving the electric push cylinder to apply thrust to the electric power-assisted brake;

[0101] Specifically, manually open the two-way manual valves on the second pipeline 7, close the manual valve on the first pipeline 6, keep the normally open solenoid valve 518 in an open state, and the normally closed solenoid valve 55 in a closed state, send computer instructions to the signal acquisition and transmission circuit board through the host computer, and then the circuit board sends a signal to the programmable logic controller to drive the three-position four-way solenoid valve located in the hydraulic delivery controller 5 to be in the left position or the right position.

[0102] At the beginning of the test, the host computer sends computer instructions to the signal acquisition and transmission circuit board, and then 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 brake. The output brake fluid enters the valve plate through the brake pipeline, and then flows through the three-position four-way solenoid valve, as well as the brake output fluid pressure sensor and flow sensor, and then passes through the ABS and flows into the brake actuator to establish braking force.

[0103] During this process, the stroke sensor and thrust sensor on the electric push cylinder collect the stroke and thrust of the electric push cylinder respectively, the brake output pressure sensor in the hydraulic delivery controller 5 collects the hydraulic pressure signal, the flow sensor collects the flow signal, and the pressure sensors at the front end of the four brake actuators collect the brake pressure signal. These signals are finally transmitted to the host computer for recording and display through the signal acquisition and transmission circuit board. Similarly, like the manual test, the current size signal of the electric power brake will also be monitored and collected, and the simulated vehicle signal and brake status signal are also sent and received by the CAN network communication card.

[0104] S4, in automatic active braking mode.

[0105] S41, connecting the electric power-assisted brake to the electric propulsion device 2;

[0106] S42, shut off the first pipeline 6 and connect the second pipeline 7; keep the normally open solenoid valve in the open state, keep the normally closed solenoid valve in the closed state, and control the three-position four-way solenoid valve to keep in the conducting state through the upper computer;

[0107] S43, the upper computer controls the electric power brake's built-in motor to start and provide braking pressure.

[0108] The host computer will simulate the automobile driver assistance system to send an active braking demand command, which will be sent to the brake via the CAN network communication card. After receiving the braking demand command, the controller integrated inside the brake will drive its own internal motor and transmission mechanism to work and output the braking pressure required by the vehicle system.

[0109] During this process, the hydraulic pressure sensor located in the hydraulic delivery controller 5 collects pressure signals, the flow sensor collects flow signals, and the pressure sensors at the front ends of the four brake actuators collect brake pressure signals. These signals are finally transmitted to the host computer for recording and display through the signal acquisition and transmission circuit board.

[0110] 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 purged after the first test or after the test sample is replaced. Therefore, after the electric power-assisted brake is connected to the double-station electric power-assisted brake function verification test device, before performing step S22 or S32 or S42, step S5 is also included.

[0111] S51, opening the first pipe or the second pipe connected to the brake master cylinder 4 connected to the electric power-assisted brake;

[0112] S52, through the upper computer, the normally open solenoid valve is kept in the closed state, the normally closed solenoid valve is kept in the conducting state, and the three-position four-way solenoid valve is kept in the conducting state;

[0113] S53, step on the pedal or start the servo motor through the host computer to exhaust;

[0114] S54: When there are no more bubbles in the brake fluid flowing out of the fluid outlet of the brake actuator, exhaust is completed.

[0115] Specifically, if the brake pedal is used for operation, at this time, the two-way manual valves of the first channel 6 are turned on, and the two-way manual valves of the second channel 7 are kept closed; the computer instructions are sent to the signal acquisition and transmission circuit board through the upper computer, and then the circuit board sends a signal to the programmable logic controller, driving the normally open two-way solenoid valve located in the hydraulic delivery controller 5 to close, the normally closed two-way solenoid valve to turn on, and the three-position four-way solenoid valve to work in the conduction position, thereby short-circuiting the brake output flow sensor to prevent the problem of residual air not being discharged cleanly due to the internal gear structure of the flow sensor.

[0116] Then the tester stepped on the brake pedal repeatedly to input the brake oil in the brake into the hydraulic circuit. Since the brake oil output by the actuator has a high pressure, the residual air in the hydraulic circuit can be gradually pressed out through the exhaust hole of the brake actuator. When the brake oil flowing out of the exhaust hole no longer has bubbles, it can be considered that the exhaust is complete.

[0117] If it is automatic exhaust, manually open the two-way manual valve of the second pipeline 7, close the manual valve of the first pipeline, keep the normally open two-way solenoid valve closed, and keep the normally closed two-way solenoid valve turned on. When exhaust starts, the host computer sends a computer command to the signal acquisition and transmission circuit board, and then the circuit board sends a signal to the programmable logic controller to drive the servo motor and the electric push cylinder to push the electric power brake to squeeze out the brake oil. The remaining process is the same as manual exhaust.

[0118] There are many implementation methods of the present invention, and all technical solutions formed by equivalent transformation or equivalent transformation fall within the protection scope of the present invention.

Claims

1. Double-station electric booster brake function verification test device, characterized by: include A brake pedal (1) for connecting to and driving an electric power-assisted brake (2); An electric propulsion device (3) used to connect to and drive the electric power-assisted brake (2); Two brake master cylinders (4) are used to be connected to an electric power-assisted brake (2) respectively, one brake master cylinder (4) is matched with a brake pedal (1), and the other brake master cylinder (4) is matched with an electric propulsion device (3); A hydraulic delivery controller (5) having a switchable hydraulic delivery pipeline (51), wherein an input end of the hydraulic delivery pipeline (51) is connected to a brake master cylinder (4) via a switchable first pipeline (6) and a second pipeline (7); An ABS system (8) connected to the output end of the hydraulic delivery pipeline (51); A group of brake actuators (9), respectively connected to the output ends of the ABS system; The information collection device comprises a set of sensors for collecting the propulsion stroke and thrust of the electric propulsion device, collecting the hydraulic flow and hydraulic pressure of the hydraulic delivery controller (5), and collecting the hydraulic pressure of the brake execution end; a control device connected to the power source of the electric propulsion device, the on-off valve of the hydraulic delivery controller and a set of the aforementioned sensors; The electric propulsion device (3) comprises a servo motor (31) and an electric push rod (32) driven by the servo motor (31); the hydraulic delivery pipeline (51) comprises a first branch (511) and a second branch (512) connected in parallel; the first branch (511) and the second branch (512) are respectively connected to the input end of a three-position four-way solenoid valve (515) through pipelines; the 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; the second output branch (517) is provided with a brake output fluid pressure sensor (52) and a brake output fluid pressure sensor (52). a flow sensor (53); a normally open solenoid valve is arranged on the second output branch, and the second output branch is connected to an exhaust branch whose on / off is controlled by a normally closed solenoid valve, a connection point between an input end of the exhaust branch and the second output branch is located in front of the normally open solenoid valve, and a connection point between an output end of the exhaust branch and the second output branch is located behind the brake output flow sensor; the hydraulic delivery controller (5) specifically comprises a valve plate, and the three-position four-way solenoid valve, the normally open solenoid valve, the brake output hydraulic pressure sensor, the brake output flow sensor and the normally closed solenoid valve are arranged outside the valve plate; The first branch (511) comprises a first input pipeline (561) and a second input pipeline (562), and the second branch (512) comprises a third input pipeline (563) and a fourth input pipeline (564). One end of the four input pipelines respectively extends to the same side surface of the valve plate (56), so as to be connected to the output ends of the first pipeline (6) and the second pipeline (7); the other ends of the first input pipeline (561) and the second input pipeline (562) are connected to the third pipeline (513), and the third input pipeline (563) and the fourth input pipeline (564) are connected to the third pipeline (513). The third pipe (513) and the fourth pipe (514) are connected to one end of the first valve connecting pipe (565) and one end of the second valve connecting pipe (566) respectively. The other ends of the first valve connecting pipe (565) and the second valve connecting pipe (566) extend to the same side surface of the valve plate (56) to be connected to the input end of the 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 connected to the valve plate (56). The valve plate (56) is fixed to the outside of the valve plate (56) by screws, and its two output ends are connected to the input end of the first output branch (516) and the input end of the second output branch (517) through the first valve output pipe (567) and the second valve output pipe (568), respectively. The output end of the first output branch (516) extends to a side surface of the valve plate (56) to facilitate subsequent connection with an external pipeline. The second output branch (517) is connected to a hydraulic sensor connecting pipe (569) and a hydraulic sensor connecting pipe (569) located behind the hydraulic sensor connecting pipe (569). A normally open valve connecting pipe (5610) and a flow sensor connecting pipe (5611) located behind the normally open valve connecting pipe (5610); one end of an exhaust pipe (5612) is connected to a position between the hydraulic sensor connecting pipe (569) and the normally open valve connecting pipe (5610) on the second output branch (517), the other end of the exhaust pipe (5612) is connected to the rear of the flow sensor connecting pipe (5611), and a normally closed valve connecting pipe (5613) is provided on the exhaust pipe (5612).

2. The double-station electric booster brake function verification test device according to claim 1 is characterized in that: The control device includes a host computer, a signal acquisition and transmission circuit board connected to the host computer, and a programmable logic controller that communicates with the signal acquisition and transmission circuit board. The signal acquisition and transmission circuit board is connected to the programmable logic controller and the information acquisition device through a signal line, and the programmable logic controller is connected to a three-position four-way solenoid valve, a normally open solenoid valve, a normally closed solenoid valve and a servo motor through a signal line.

3. The double-station electric booster brake function verification test device according to claim 2 is characterized in that: It also includes a CAN network that can connect to the host computer and the electric power brake.

4. The double-station electric booster brake function verification test device according to claim 2 is characterized in that: Also included is an adjustable low voltage DC power supply to power the electric power brakes.

5. Double-station electric booster brake function verification test method, characterized by: The steps include: S1, providing a double-station electric power-assisted brake function verification test device as described in any one of claims 1 to 4; S2, when using manual mode, S21, connecting the electric power brake to the brake pedal (1), S22, connecting the first pipeline (6) and closing the second pipeline (7), and controlling the normally open solenoid valve to remain in an open state, the normally closed solenoid valve to remain in a closed state, and controlling the three-position four-way solenoid valve to remain in a conducting state through the upper computer; S23, the experimenter steps on the brake pedal (1) to perform a test; S3, when automatic mode is adopted; S31, connecting the electric power-assisted brake to the electric propulsion device (3), S32, closing the first pipeline (6) and connecting the second pipeline (7), and controlling the normally open solenoid valve to remain in an open state, the normally closed solenoid valve to remain in a closed state, and controlling the three-position four-way solenoid valve to remain in a conducting state through the upper computer; S33, controlling the servo motor through the host computer to start driving the electric push cylinder to apply thrust to the electric power-assisted brake; S4, when automatic active braking mode is used; S41, connecting the electric power-assisted brake to the electric propulsion device (3); S42, closing the first pipeline (6) and connecting the second pipeline (7); controlling the normally open solenoid valve to remain in an open state, the normally closed solenoid valve to remain in a closed state, and controlling the three-position four-way solenoid valve to remain in a conducting state through the upper computer; S43, the upper computer controls the electric power brake's built-in motor to start and provide braking pressure.

6. The double-station electric booster brake function verification test method according to claim 5, characterized in that: After the electric power-assisted brake is connected to the double-station electric power-assisted brake function verification test device, before performing step S22 or S32 or S42, the step S5 is also included. S51, opening a first pipe or a second pipe connected to a brake master cylinder (4) connected to an electric power-assisted brake; S52, through the upper computer, the normally open solenoid valve is kept in the closed state, the normally closed solenoid valve is kept in the conducting state, and the three-position four-way solenoid valve is kept in the conducting state; S53, step on the pedal or start the servo motor through the host computer to exhaust; S54: When there are no more bubbles in the brake fluid flowing out of the fluid outlet of the brake actuator, exhaust is completed.

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