Auxiliary measuring device and measuring method for automobile ABS adhesion coefficient utilization rate

Abstract

The invention belongs to the technical field of ABS adhesion coefficient utilization rate measurement, and particularly relates to an auxiliary measuring device and method for the ABS adhesion coefficient utilization rate of an automobile, the auxiliary measuring device comprises a brake pipeline, the input end is connected with a brake medium storage tank, and the output end is connected with a brake on a wheel through a brake cylinder; the delivery pump is arranged between the brake medium storage tank and the brake cylinder and is used for pumping the brake medium and transmitting the brake medium to the brake through the brake cylinder; the pressure sensor is used for monitoring the pressure of the brake pipeline; the main controller is connected with the pressure sensor and used for receiving a pressure signal, the main controller outputs a control signal and controls operation of the conveying pump, and the vehicle speed sensor transmits a vehicle speed signal; the conveying pump is controlled through the pressure feedback main controller, the braking state can be rapidly adjusted, and therefore the ABS adhesion coefficient utilization rate measuring device is used for measuring the ABS adhesion coefficient utilization rate.

Description

Technical Field

[0001] The invention belongs to the technical field of ABS adhesion coefficient utilization rate measurement, and in particular relates to an auxiliary measurement device and a measurement method for automobile ABS adhesion coefficient utilization rate. Background Art

[0002] The existing measurement of ABS adhesion coefficient utilization requires the following steps: Step 1, obtain the maximum braking intensity of the vehicle, control the automobile ABS to disengage and not work, and the vehicle is in single-axis braking, the driver steps on the brake pedal, so that the vehicle speed starts single-axis braking when the initial speed is 50km / h, and observes the braking time when the vehicle speed drops from 40km / h to 20km / h. When the vehicle speed drops from 40km / h to 20km / h, it is necessary to ensure that the wheels do not lock, and ensure that the vehicle is just in a state of being about to lock at 20km / h, which is the maximum braking intensity; Step 2, obtain the maximum braking intensity of the vehicle when the ABS is working, the initial speed of the vehicle is at 55km / h, and record the time when the vehicle drops from 45km / h to 15km / h, thereby obtaining the maximum braking intensity when the ABS is working.

[0003] The problem with the prior art is that in the above step 1, the ABS does not work. In the process of obtaining the maximum braking strength of the vehicle, the driver can only rely on experience to step on the brake pedal to brake. It is not only necessary to ensure that the wheels will not lock when the speed drops from 40km / h to 20km / h, but also the best state is that the wheels are just about to lock at 20km / h. In this way, the driver can only collect data through repeated experiments based on experience, resulting in extremely low efficiency of the ABS adhesion coefficient test. In addition, the ABS anti-lock braking system is in a disengaged state during the process, which is prone to safety accidents. Summary of the invention

[0004] In view of the above problems, the purpose of the present invention is to provide an auxiliary measurement device and method for automobile ABS adhesion coefficient utilization, which controls the delivery pump through a main controller to provide braking medium for the brake, avoids manual braking using the brake pedal, and sets a pressure sensor to feedback the braking pressure of the brake line. The speed information of both is fed back by a vehicle speed sensor and a wheel speed sensor, so as to quickly adjust the braking state.

[0005] The technical solution of the present invention is as follows: an auxiliary measurement device for automobile ABS adhesion coefficient utilization, comprising:

[0006] A brake pipeline, wherein an input end of the brake pipeline is connected to a brake medium storage tank, and an output end of the brake pipeline is connected to a brake on a wheel through a brake cylinder;

[0007] The ABS controller has an input end connected to the wheel speed sensor to receive the signal from the wheel speed sensor, and an output end connected to the ABS solenoid valve to control the on / off state of the ABS solenoid valve;

[0008] The ABS solenoid valve is arranged on the brake pipeline and connected to the ABS controller;

[0009] A delivery pump is arranged on the brake pipeline between the brake medium storage tank and the brake cylinder, and is controlled by the main controller to extract the brake medium in the brake medium storage tank and transfer it to the brake;

[0010] A pressure sensor is arranged on the brake pipeline, connected to the main controller, and feeds back the pressure of the brake pipeline;

[0011] The main controller has an input end connected to the pressure sensor to receive the pressure signal obtained by the pressure sensor, and an output end outputs a control signal to control the operation of the delivery pump.

[0012] Preferably: it also includes a vehicle speed sensor connected to the input end of the main controller, and the vehicle speed sensor feeds back the vehicle speed to the main controller; the wheel speed sensor is also connected to the input end of the main controller, and feeds back the wheel speed to the main controller.

[0013] Preferably, it also includes a three-way valve, the three-way valve having two input ends and one output end, the output end of the three-way valve is connected to the brake cylinder, the first input end of the three-way valve is connected to the output end of the delivery pump, and the second input end of the three-way valve is connected to the brake medium storage tank;

[0014] In this case, the brake medium storage tank is connected not only to the delivery pump but also to the brake pedal.

[0015] Preferably, the ABS solenoid valve is arranged between the second input end of the three-way valve and the output end of the brake medium storage tank.

[0016] In this case, during the target braking state adjustment process, the ABS anti-lock braking system does not participate in the work, and the ABS solenoid valve and / or the ABS controller are connected to the input end of the main controller.

[0017] Or preferably: the ABS solenoid valve is arranged between the output end of the three-way valve and the brake cylinder.

[0018] In this case, during the target braking state adjustment process, the ABS anti-lock braking system participates in the operation, and the ABS solenoid valve and / or the ABS controller are connected to the input end of the main controller.

[0019] The present invention also provides a method for auxiliary measurement of automobile ABS adhesion coefficient utilization, which is implemented based on the automobile ABS adhesion coefficient utilization auxiliary measurement device and comprises the following steps:

[0020] The first step is to adjust the target braking state. The main controller controls the delivery pump to adjust the pressure of the brake line so that the vehicle reaches the target braking state. During this process, the ABS anti-lock braking system does not work.

[0021] The second step is to measure the average braking intensity Zm, front axle adhesion coefficient Kf and rear axle adhesion coefficient Kr of the vehicle when the ABS anti-lock braking system is not working under the target braking state;

[0022] The third step is to measure the vehicle's maximum braking intensity ZAL, front axle dynamic load Ff and rear axle dynamic load Fr when the ABS anti-lock braking system is working, thereby deriving the ABS adhesion coefficient utilization ε.

[0023] Preferably, the target braking state adjustment process is: the vehicle starts single-axle braking when the initial speed is 50 km / h, and the ABS anti-lock braking system does not work during the process of the vehicle speed decreasing from 40 km / h to 20 km / h. When the vehicle speed is 20 km / h, the wheel (4) is just in a locked state, and this state is the target braking state;

[0024] During the adjustment process, the shortest time t1 required for the vehicle speed to drop from 40km / h to 20km / h was measured and recorded multiple times. From the multiple measured times, three times t1, t2, and t3 were selected from t1 to 1.05t1 to calculate the average value t m , t1≤t2≤t3<1.05t1, thus the average braking intensity of the vehicle when the ABS anti-lock braking system is not working is Zm=0.566 / t m .

[0025] Optimum: The maximum braking intensity ZAL when the ABS anti-lock braking system is involved in the work is obtained, the initial speed of the vehicle is 55km / h, the time t when the vehicle drops from 45km / h to 15km / h is recorded, and the average time t of three tests is calculated m , ZAL=0.849 / t m .

[0026] The beneficial effects of the present invention are as follows: by controlling the delivery pump through the main controller and providing a pressure sensor to feedback the brake pressure of the brake line, the braking state can be quickly adjusted to reach the target braking state. At the same time, during the process of adjusting the target braking state, the ABS anti-lock braking system can also not be separated from the braking system, making the test process safer. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Figure 1 It is a schematic diagram of the braking principle of a vehicle in the prior art;

[0028] Figure 2It is a structural schematic diagram of the first embodiment of the present invention;

[0029] Figure 3 is a schematic structural diagram of a second embodiment of the present invention;

[0030] Figure 4 is a schematic structural diagram of a third embodiment of the present invention;

[0031] Figure 5 FIG. 4 is a schematic structural diagram of a fourth embodiment of the present invention.

[0032] In the figure: 1. Brake pedal; 2. Brake medium storage tank; 3. Brake cylinder; 4. Wheel; 5. Brake; 6. Wheel speed sensor; 7. ABS controller; 8. ABS solenoid valve; 9. Delivery pump; 10. Pressure sensor; 11. Three-way valve; 12. Main controller; 13. Vehicle speed sensor. DETAILED DESCRIPTION

[0033] In order to enable those skilled in the art to better understand the technical solution of the present invention, the present invention is described in detail below in conjunction with the accompanying drawings. The description of the embodiments in this part is only exemplary and explanatory and does not have any limiting effect on the protection scope of the present invention.

[0034] Figure 1 The figure shows a schematic diagram of the braking principle of the prior art, which mainly brakes the wheel 4 by the driver stepping on the brake pedal 1. The brake pedal 1 pushes the brake medium to flow into the brake line. The input end of the brake line is connected to the brake medium storage tank 2. The brake line conveys the brake medium, and the output end is connected to the brake 5 on the wheel 4 through the brake cylinder 3. During the braking process, the driver steps on the brake pedal 1, so that the brake medium in the brake medium storage tank 2 flows into the brake 5 on the wheel 4 through the brake cylinder 3 to achieve braking. The brake cylinder 3 is also called a brake chamber, which is used to evenly transmit the brake pressure to the wheels 4 on both sides. An ABS solenoid valve 8 is arranged on the brake line and is controlled by an ABS controller 7; a wheel speed sensor 6 is arranged on the side of the wheel 4, and the wheel speed sensor 6 transmits a signal to the ABS controller 7; the ABS controller 7 detects the rotation speed of the wheel 4 at all times through the wheel speed sensor 6, so that when the wheel 4 is locked or about to be locked, the ABS solenoid valve 8 is intermittently controlled to be in a conducting state, thereby achieving the effect of anti-locking. When the ABS solenoid valve 8 is turned on, braking is performed. When the ABS solenoid valve 8 is turned off, the brake medium storage tank 2 is disconnected from the brake cylinder 3, and the vehicle is in a non-braking state. The brake medium can be hydraulic brake or pneumatic brake, which are all prior arts and will not be elaborated in detail here.

[0035] The automobile ABS adhesion coefficient utilization auxiliary measuring device provided by the present invention is modified by means of the brake pipeline, such as Figure 2-Figure 5 As shown, the first embodiment is Figure 2 As shown, including:

[0036] A brake line, wherein the input end of the brake line is connected to a brake medium storage tank 2, and the output end of the brake line is connected to a brake 5 on a wheel 4 via a brake cylinder 3;

[0037] A delivery pump 9 is arranged on the brake pipeline between the brake medium storage tank 2 and the brake cylinder 3, and is used to extract the brake medium in the brake medium storage tank 2 and transfer it to the brake 5 through the brake cylinder 3 to achieve braking;

[0038] A pressure sensor 10 is installed on the brake pipeline and is used to monitor the pressure of the brake pipeline;

[0039] The main controller 12 has an input end connected to the pressure sensor 10 for receiving a pressure signal acquired by the pressure sensor 10 ; and an output end for outputting a control signal, wherein the control signal is used to control the operation of the delivery pump 9 .

[0040] The present invention mainly replaces the brake pedal 1 by setting a delivery pump 9 and a main controller 12 to drive the brake medium in the brake medium storage tank 2 to flow to the brake cylinder 3, and sets a pressure sensor 10 to detect the brake pressure in the brake line, thereby enabling precise control and adjustment according to the brake pressure.

[0041] It can be seen that the present invention can replace the driver's depressing the brake pedal 1 for braking by setting the main controller 12, the delivery pump 9 and the pressure sensor 10, and can quickly adjust the auxiliary vehicle to the target braking state when performing the ABS adhesion coefficient utilization test. The main controller 12 cooperates with the delivery pump 9 and the pressure sensor 10 to replace the driver's depressing the brake pedal 1, which can achieve more precise adjustment.

[0042] In the first embodiment, a vehicle speed sensor 13 connected to the input end of the main controller 12 is specifically included, and the vehicle speed sensor 13 is used to detect the speed of the vehicle; in addition, a wheel speed sensor 6 is also installed on the wheel 4, and the output end of the wheel speed sensor 6 is connected to the input end of the main controller 12, and is used to monitor the rotation speed of the wheel 4. The ABS solenoid valve 8 set on the brake pipeline is controlled by the ABS controller 7; the signal transmitted by the wheel speed sensor 6 is also transmitted to the ABS controller 7; the ABS controller 7 detects the rotation speed of the wheel 4 at all times through the wheel speed sensor 6, so that when the wheel 4 is locked or about to be locked, the ABS solenoid valve 8 is intermittently controlled to be in a conducting state, thereby achieving an anti-lock effect. When the ABS solenoid valve 8 is turned on, braking is performed, and when the ABS solenoid valve 8 is closed, the brake medium storage tank 2 and the brake cylinder 3 are disconnected, and it is in a non-braking state at this time.

[0043] Under the modification of the first embodiment, the specific test steps of the ABS adhesion coefficient utilization are as follows:

[0044] In the first step, the main controller 12 controls the delivery pump 9 to control the pressure of the brake line to reach the target braking state. During this process, the ABS anti-lock braking system does not work, and only one axle of the vehicle participates in braking, and the single axle is the front axle or the rear axle.

[0045] The adjustment process is as follows: the vehicle is running steadily at a first speed, wherein the first speed is 50 km / h, and braking begins at this time. During the braking process, the main controller 12 controls the delivery pump 9 to deliver the brake medium in the brake medium storage tank 2 to the brake cylinder 3 to achieve braking of the wheel 4; the braking state when the vehicle speed drops from the second speed 40 km / h to the third speed 20 km / h is recorded, that is, whether the wheel 4 is in a locked state during the process of the vehicle speed dropping from 40 km / h to 20 km / h is recorded. The main controller 12 detects the vehicle speed at all times through the vehicle speed sensor 13, and Sensor 6 can detect the wheel speed in real time. When the wheel speed sensor 6 feeds back that the rotation speed of wheel 4 is 0, wheel 4 is in a locked state; the main controller 12 determines the vehicle speed when wheel 4 is in a locked state. If the vehicle speed is greater than 20km / h when wheel 4 is in a locked state, the braking pressure needs to be reduced at the next braking; if the vehicle speed is less than 20km / h when wheel 4 is in a locked state, the braking pressure needs to be increased at the next braking; the vehicle braking pressure is adjusted through repeated experiments so that wheel 4 is just in a locked state when the speed drops to 20km / h. This state is the target braking state.

[0046] The second step is to measure the average braking intensity Zm, front axle adhesion coefficient Kf and rear axle adhesion coefficient Kr of the vehicle when the ABS anti-lock braking system is not working under the target braking state.

[0047] The process is as follows: Under the target braking state, the vehicle is braked multiple times, and the vehicle is recorded to brake on one axle starting from an initial speed of 50km / h. The ABS anti-lock braking system does not work when the vehicle speed drops from 40km / h to 20km / h. When the vehicle speed is 20km / h, the wheels are just in a locked state. The shortest time t1 required for the vehicle speed to drop from 40km / h to 20km / h is measured and recorded multiple times. Among the multiple measured times, three times t1, t2, and t3 (t1≤t2≤t3<1.05t1) are selected from t1 to 1.05t1, and the average value t is calculated. m , thus the average braking intensity of the vehicle when the ABS anti-lock braking system is not working is Zm=0.566 / t m .

[0048] The braking force should be calculated based on the measured braking intensity and the rolling resistance of the drive shaft. The rolling resistance of the drive shaft is 0.015 times its static load, and the non-drive shaft is 0.010 times its static load. The front axle adhesion coefficient Kf can be calculated using Zm, vehicle weight p, front axle vertical force F1, rear axle vertical force F2, center of gravity height h, gravity acceleration g, and wheelbase E to obtain the front axle adhesion coefficient, that is:

[0049]

[0050] Similarly, the adhesion coefficient of the rear axle is:

[0051] The third step is to measure the vehicle's maximum braking intensity ZAL, front axle dynamic load Ff and rear axle dynamic load Fr when the ABS anti-lock braking system is turned on, thereby deriving the ABS adhesion coefficient utilization ε.

[0052] The test process is as follows: the initial speed of the vehicle is 55km / h, and then the vehicle is braked multiple times. The time t required for the vehicle to slow down from 45km / h to 15km / h is recorded, and the average time t of the three tests is calculated. m , the maximum braking intensity ZAL when ABS is working is calculated, that is, ZAL = 0.849 / t m When the maximum braking intensity ZAL of the ABS anti-lock braking system is in working state, the dynamic load Ff of the front axle and the dynamic load Fr of the rear axle can be calculated:

[0053]

[0054] At this time, the adhesion coefficient of the whole vehicle can be calculated At this time, the ABS adhesion coefficient utilization rate can be calculated

[0055] Figure 3 The second embodiment of the present invention is shown. Figure 1 On the basis of the braking structure shown, a three-way valve 11 is added to the brake pipeline; at the same time, the structure of the main brake 12 and the delivery pump 9 in the first embodiment is also applied to the second embodiment, and the signals of the wheel speed sensor 6 and the vehicle speed sensor 13 are also transmitted to the main controller 12; it also includes an ABS controller 7 and an ABS solenoid valve 8, and the ABS controller 7 is used to detect the rotation speed of the wheel 4, and control the on and off of the ABS solenoid valve 8 when the wheel 4 is locked or about to be locked.

[0056] The three-way valve 11 has two input ends and one output end, and the output end of the three-way valve 11 is connected to the brake cylinder 3; the first input end of the three-way valve 11 is connected to the output end of the delivery pump 9, and is used to receive the brake medium in the brake medium storage tank 2 extracted by the delivery pump 9; the second input end of the three-way valve 11 is connected to the brake medium storage tank 2, and is used to receive the brake medium delivered by the brake medium storage tank 2 driven by the brake pedal 1. Therefore, the brake medium in the brake medium storage tank 2 has two driving states, one is to brake by delivering the brake medium through the delivery pump 9, and the other is to brake by pressing the brake pedal 1 to drive the brake medium.

[0057] The advantage of this design is that the two input ends of the three-way valve 11 can be selectively opened and closed, so that the original braking system of the vehicle can be maintained. During the process of adjusting the target braking state, the input end of the three-way valve 11 connected to the brake medium storage tank 2 is in a closed state, so that the brake pedal 1 is in an open circuit state and cannot drive the release of the brake medium for braking. At this time, it can only be controlled by the delivery pump 9; after the vehicle test is completed, the input end of the three-way valve 11 connected to the delivery pump 9 can be closed, and the input end connected to the brake medium storage tank 2 can be opened. At this time, the original braking system of the vehicle works, and the brake medium is driven by the brake pedal 1.

[0058] Figure 4 The third embodiment of the present invention is shown. Figure 3 The braking structure of the second embodiment shown is basically the same. Figure 3 and Figure 4 The difference between the embodiments lies in the setting of the three-way valve 11:

[0059] Figure 3 In the embodiment of the present invention, the three-way valve 11 is installed between the ABS solenoid valve 8 and the brake cylinder 3, the ABS solenoid valve 8 is installed between the three-way valve 11 and the brake medium storage tank 2, and the second input end of the three-way valve 11 is connected to the ABS solenoid valve 8;

[0060] Figure 4 In the embodiment, the three-way valve 11 is installed between the ABS solenoid valve 8 and the brake medium storage tank 2, the ABS solenoid valve 8 is installed between the three-way valve 11 and the brake cylinder 3, and the output end of the three-way valve 11 is connected to the ABS solenoid valve 8.

[0061] When the three-way valve 11 is installed between the ABS solenoid valve 8 and the brake cylinder 3, as shown in FIG. Figure 3 When adjusting the target braking state, the ABS solenoid valve 8 is closed, the branch of the three-way valve 11 controlled by the brake pedal 1 is closed, and the ABS system does not participate in braking. The target braking state adjustment relies on the main brake 12 and the delivery pump 9 to provide the brake cylinder 3 with braking pressure through the three-way valve 11.

[0062] When the ABS solenoid valve 8 is installed between the three-way valve 11 and the brake cylinder 3, as shown in Figure 4 state, no matter the braking demand comes from the main controller 12 or the brake pedal 1, the ABS solenoid valve 8 can participate in the anti-lock braking work of the braking system. The first output end of the ABS controller 7 is connected to the main controller 12. When the ABS controller 7 controls the solenoid valve to act, the main controller 12 can monitor the action time of the ABS controller 7. The main controller 12 determines the corresponding vehicle speed when the ABS participates in the work of the braking system. If the vehicle speed is greater than 20km / h when the ABS controller 7 is working, the braking pressure will be reduced the next time the brake is applied. If the vehicle speed is less than 20km / h when the ABS controller 7 is working, the braking pressure will be increased the next time the brake is applied. After multiple adjustments, the braking system can be adjusted to the target braking state, so that when the vehicle speed is 20km / h, the wheel 4 is locked. At this time, the ABS controller 7 controls the ABS solenoid valve 8 to act to ensure safety. Therefore, the following method is adopted: Figure 4 The structure can further ensure the safety of the adjustment process.

[0063] Further, such as Figure 5 As shown in the fourth embodiment of the present invention, Figure 5 and Figure 4 The difference between the embodiments is that Figure 4 In the embodiment, the ABS controller 7 is connected to the main controller 12, and the ABS controller 7 feeds back the control signal to the main controller 12; Figure 5 In the embodiment, the ABS solenoid valve 8 feeds back the working signal to the main controller 12 , and the ABS controller 7 is not connected to the main controller 12 .

[0064] Figure 5 In the embodiment, the three-way valve 11 is installed between the ABS solenoid valve 8 and the brake medium storage tank 2. At this time, the output end of the ABS solenoid valve 8 is connected to the main controller 12. The main controller 12 detects the working state of the ABS solenoid valve 8 to determine the vehicle speed when the anti-lock braking system participates in braking. When the ABS solenoid valve 8 is controlled by the ABS controller 7, the main controller 12 determines whether the vehicle speed at that time is 20km / h. If it is greater than 20km / h, the braking pressure will be reduced the next time braking. If the vehicle speed is less than 20km / h when the ABS solenoid valve 8 is actuated, the braking pressure will be increased the next time braking. This can also ensure the normal use of ABS during the adjustment process and ensure the safety of the test.

[0065] The present invention also discloses a method for measuring the utilization rate of automobile ABS adhesion coefficient, which specifically comprises the following steps:

[0066] S1, adjustment of target braking state. Combining the last braking state and the signal fed back by the pressure sensor 10, the main controller 12 gradually controls the operation of the delivery pump 9 to adjust the braking pressure so that the vehicle reaches the target braking state;

[0067] S2, braking under target conditions, obtaining the vehicle's maximum braking intensity Z and average braking intensity Zm, front axle adhesion coefficient Kf and rear axle adhesion coefficient Kr;

[0068] S3, obtaining the maximum braking intensity ZAL, the front axle dynamic load Ff and the rear axle dynamic load Fr when the ABS anti-lock braking system is in operation, thereby measuring the ABS adhesion coefficient utilization ε.

[0069] Among them, vehicle weight p, front axle vertical force F1, rear axle vertical force F2, center of gravity height h, gravity acceleration g, wheelbase E are all known quantities. According to the above calculation method, the ABS anti-lock braking system can be measured and the ABS adhesion coefficient utilization rate ε can be obtained at the maximum braking intensity ZAL when the ABS anti-lock braking system is working.

[0070] The target braking state is that the vehicle starts single-axle braking from an initial speed of 50 km / h, and the ABS anti-lock braking system does not work when the vehicle speed drops from 40 km / h to 20 km / h. At the same time, when the vehicle speed is 20 km / h, wheel 4 is in a state of being about to lock.

[0071] In a specific test, when the ABS anti-lock braking system is not required to work during the target state adjustment process, the structure of the first embodiment or the second embodiment should be adopted. Figure 2 and Figure 3 shown.

[0072] In a specific test, when the ABS anti-lock braking system needs to be involved in the target state adjustment process, the structure of the third embodiment or the fourth embodiment should be adopted. Figure 4 and Figure 5 shown.

[0073] It should be noted that, in this article, the terms "comprises", "includes" or any other variations thereof are intended to cover non-exclusive inclusion, so that a process, method, article or apparatus that includes a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or apparatus.

[0074] This article uses specific embodiments to illustrate the principles and implementation methods of the present invention. The description of the above embodiments is only used to help understand the method and its core idea of ​​the present invention. The above is only a preferred implementation method of the present invention. It should be pointed out that due to the limitations of textual expression, there are objectively infinite specific structures. For ordinary technicians in this technical field, without departing from the principles of the present invention, they can also make several improvements, modifications or changes, and can also combine the above technical features in an appropriate manner; these improvements, modifications, changes or combinations, or the direct application of the inventive concept and technical solution to other occasions without improvement, should be regarded as the protection scope of the present invention.

Claims

1. An auxiliary measuring device for automobile ABS adhesion coefficient utilization, characterized in that: include: A brake pipeline, wherein an input end of the brake pipeline is connected to a brake medium storage tank (2), and an output end of the brake pipeline is connected to a brake (5) on a wheel (4) via a brake cylinder (3); An ABS controller (7), the input end of which is connected to the wheel speed sensor (6) to receive the signal of the wheel speed sensor (6), and the output end of which is connected to the ABS solenoid valve (8) to control the on / off state of the ABS solenoid valve (8); An ABS solenoid valve (8) is arranged on a brake pipeline and is connected to an ABS controller (7); A delivery pump (9) is arranged on a brake pipeline between the brake medium storage tank (2) and the brake cylinder (3), and is controlled by a main controller (12) to extract the brake medium in the brake medium storage tank (2) and deliver it to the brake (5); A pressure sensor (10) is arranged on the brake pipeline and connected to the main controller (12) to feed back the pressure of the brake pipeline; The main controller (12) has an input end connected to the pressure sensor (10) to receive a pressure signal acquired by the pressure sensor (10), and an output end to output a control signal to control the operation of the delivery pump (9).

2. The automobile ABS adhesion coefficient utilization auxiliary measurement device according to claim 1, characterized in that: It also includes a vehicle speed sensor (13) connected to the input end of the main controller (12), and the vehicle speed sensor (13) feeds back the vehicle speed to the main controller (12); the wheel speed sensor (6) is also connected to the input end of the main controller (12), and feeds back the rotation speed of the wheel (4) to the main controller (12).

3. The automobile ABS adhesion coefficient utilization auxiliary measurement device according to claim 1, characterized in that: It also includes a three-way valve (11), the three-way valve (11) having two input ends and one output end, the output end of the three-way valve (11) being connected to the brake cylinder (3), the first input end of the three-way valve (11) being connected to the output end of the delivery pump (9), and the second input end of the three-way valve (11) being connected to the brake medium storage tank (2); At this time, the brake medium storage tank (2) is not only connected to the delivery pump (9), but also connected to the brake pedal (1).

4. The automobile ABS adhesion coefficient utilization auxiliary measurement device according to claim 3, characterized in that: The ABS solenoid valve (8) is arranged between the second input end of the three-way valve (11) and the output end of the brake medium storage tank (2).

5. The automobile ABS adhesion coefficient utilization auxiliary measurement device according to claim 3, characterized in that: The ABS solenoid valve (8) is arranged between the output end of the three-way valve (11) and the brake cylinder (3).

6. The automobile ABS adhesion coefficient utilization auxiliary measurement device according to claim 4, characterized in that: During the target braking state adjustment process, the ABS anti-lock braking system does not participate in the operation, and the ABS solenoid valve (8) and / or the ABS controller (7) are connected to the input end of the main controller (12).

7. The automobile ABS adhesion coefficient utilization auxiliary measurement device according to claim 5, characterized in that: During the target braking state adjustment process, the ABS anti-lock braking system participates in the operation, and the ABS solenoid valve (8) and / or the ABS controller (7) are connected to the input end of the main controller (12).

8. An auxiliary measurement method for automobile ABS adhesion coefficient utilization, characterized in that: The method is based on the auxiliary measurement device for automobile ABS adhesion coefficient utilization as claimed in any one of claims 1 to 7, and comprises the following steps: The first step is to adjust the target braking state, by controlling the delivery pump (9) through the main controller (12) to adjust the pressure of the brake pipeline so that the vehicle reaches the target braking state, during which the ABS anti-lock braking system does not work; The second step is to measure the average braking intensity Zm, front axle adhesion coefficient Kf and rear axle adhesion coefficient Kr of the vehicle when the ABS anti-lock braking system is not working under the target braking state; The third step is to measure the vehicle's maximum braking intensity ZAL, front axle dynamic load Ff and rear axle dynamic load Fr when the ABS anti-lock braking system is working, thereby deriving the ABS adhesion coefficient utilization ε.

9. The method for measuring the utilization rate of automobile ABS adhesion coefficient according to claim 8, characterized in that: The target braking state adjustment process is as follows: the vehicle starts single-axle braking when the initial speed is 50 km / h, and the ABS anti-lock braking system does not work when the vehicle speed decreases from 40 km / h to 20 km / h. When the vehicle speed is 20 km / h, the wheel (4) is just in a locked state, which is the target braking state. During the adjustment process, the shortest time t1 required for the vehicle speed to drop from 40km / h to 20km / h was measured and recorded multiple times. From the multiple measured times, three times t1, t2, and t3 were selected from t1 to 1.05t1 to calculate the average value t m , t1≤t2≤t3<1.05t1, thus the average braking intensity of the vehicle when the ABS anti-lock braking system is not working is Zm=0.566 / t m .

10. The method for measuring the utilization rate of automobile ABS adhesion coefficient according to claim 8, characterized in that: Get the maximum braking intensity ZAL when the ABS anti-lock braking system is working. The initial speed of the vehicle is 55 km / h. Record the time t when the vehicle drops from 45 km / h to 15 km / h. Calculate the average time t of three tests. m , ZAL=0.849 / t m .

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