Sealing performance test system, method and device of brake booster solenoid valve and medium
By controlling the opening and closing of the solenoid valve in the decoupled brake booster assembly, the fluid space distribution is changed, hydraulic pressure is established, and pressure changes are measured. This solves the problem of solenoid valve sealing test, reduces test errors, and ensures the reliability of ABS and braking functions.
Patent Information
- Application Number
- CN202511554522.0
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-10-28
- Publication Date
- 2026-01-13
AI Technical Summary
In the existing technology, it is difficult to test the sealing performance of the solenoid valve in the decoupled electronic booster assembly, which affects the ABS and braking functions.
A sealing performance testing system for a brake booster solenoid valve was designed. By controlling the opening and closing of the solenoid valves in the first and second brake valve pipelines, the internal liquid space distribution is changed, hydraulic pressure is established, and pressure changes are measured to determine the sealing status of the solenoid valve.
It enables the testing of the sealing performance of solenoid valves in decoupled brake booster assemblies, reducing errors caused by structural complexity and differences in testing environments.
Smart Images
Figure CN121323892A_ABST
Abstract
Description
TECHNICAL FIELD
[0001] The present application relates to the technical field of vehicles, in particular to a sealing test system, method, device and medium for a brake booster electromagnetic valve. BACKGROUND
[0002] In the prior art, the ABS normally open electromagnetic valve in the decoupling type electronic booster assembly is a key component for the anti-lock braking system (ABS), and its main function is to close when powered during ABS hydraulic pressure adjustment, and to play a pressure maintaining role for the system. The sealing property of the electromagnetic valve will directly affect the ABS function of the entire assembly. The isolation electromagnetic valve in the decoupling type electronic booster assembly mainly functions to isolate the mechanical master cylinder hydraulic pressure from the motor hydraulic pressure, that is, to isolate the hydraulic pressure of the backup system from the hydraulic pressure of the main braking system, and to play an isolation role for the two systems. The sealing property of the isolation electromagnetic valve will directly affect the braking function of the entire assembly. Based on the structural characteristics of the electromagnetic valve, the limitations of the test method, and the complexity of the electronic booster assembly, it is difficult to test the sealing performance of the internal electromagnetic valve on the electronic booster assembly product. SUMMARY
[0003] The main purpose of the embodiments of the present application is to provide a sealing test system, method, device and medium for a brake booster electromagnetic valve, to solve one or more technical problems existing in the prior art, and at least provide a beneficial choice or create conditions.
[0004] To achieve the above-mentioned purpose, one aspect of the embodiments of the present application provides a sealing test system for a brake booster electromagnetic valve, which comprises: a first wheel load end, wherein a first monitor is arranged on the first wheel load end, and the first monitor is used to acquire a first brake pressure on the first wheel load end; a second wheel load end, wherein a second monitor is arranged on the second wheel load end, and the second monitor is used to acquire a second brake pressure on the second wheel load end; a pedal simulation module, wherein the pedal simulation module is used to output a brake test displacement according to a pedal instruction in response to the pedal instruction; a motor pressure building module, wherein the motor pressure building module is used to build a corresponding brake pressure in a main pressure building system pipeline according to the brake test displacement; a mechanical pressure building module, wherein the mechanical pressure building module is used to build a corresponding brake pressure in a backup system pipeline according to the brake test displacement; a first brake valve pipeline, wherein the first brake valve pipeline is in communication with the first wheel load end and the mechanical pressure building module, respectively; A second brake valve pipe, which is in communication with the second wheel load end and the motor pressure building module respectively, and is also in communication with the first brake valve pipe; A control module, which is used to adjust the opening and closing of corresponding electromagnetic valves in the first brake valve pipe and the second brake valve pipe, and determine the sealing state of corresponding electromagnetic valves according to the first brake pressure and the second brake pressure.
[0005] Further, the first brake valve pipe comprises: A first isolation valve, one end of which is in communication with the mechanical pressure building module, and the other end of which is in communication with the second brake valve pipe; A first brake normally open valve, one end of which is in communication with the first wheel load end, and the other end of which is in communication with the other end of the first isolation valve and the second brake valve pipe respectively.
[0006] Further, the second brake valve pipe comprises: A first regulating valve, one end of which is in communication with the motor pressure building module, and the other end of which is in communication with the first brake valve pipe; A second brake normally open valve, one end of which is in communication with the second wheel load end, and the other end of which is in communication with the other end of the first regulating valve and the first brake valve pipe respectively.
[0007] Further, the mechanical pressure building module comprises: A liquid storage tank; A mechanical master cylinder pressure builder, which is in communication with the liquid storage tank and the first brake valve pipe respectively, and is connected with the pedal simulation module.
[0008] To achieve the above-mentioned purpose, another aspect of the embodiment of the present application proposes a sealing test method of a brake booster electromagnetic valve, which is applied to the sealing test system of the brake booster electromagnetic valve, and the method comprises: In response to an initialization instruction sent by a control module, according to the initialization instruction, a first isolation valve in a first brake valve pipe is controlled to enter a closed valve state and a first regulating valve in a second brake valve pipe is controlled to enter an open valve state; In response to a first test instruction sent by the control module, according to the first test instruction, a first brake normally open valve in the first brake valve pipe and a second brake normally open valve in the second brake valve pipe are controlled to enter a closed valve state; In response to the stepping instruction, the pedal simulation module outputs a brake test displacement according to the stepping instruction, and a corresponding brake pressure is established in the main pressure building system pipeline according to the brake test displacement; The first brake pressure at the first wheel load end and the second brake pressure at the second wheel load end are obtained, and it is determined whether the first brake pressure and / or the second brake pressure rises; When it is determined that neither the first brake pressure nor the second brake pressure rises, it is considered that the sealing state of the first brake normally open valve and the second brake normally open valve is normal.
[0009] Further, the method further comprises: In response to the second test instruction sent by the control module, the pedal simulation module and the motor pressure building module enter an off state according to the second test instruction; In response to the stepping instruction, the pedal simulation module outputs a brake test displacement according to the stepping instruction, and a corresponding brake pressure is established in the backup system pipeline according to the brake test displacement; The first brake pressure and the second brake pressure are obtained, and it is determined whether the first brake pressure and / or the second brake pressure rises; When it is determined that neither the first brake pressure nor the second brake pressure rises, it is considered that the sealing state of the first brake valve pipeline first isolation valve is normal.
[0010] Further, after the corresponding brake pressure is established in the main pressure building system pipeline, the method further comprises: The pressure change rate of the corresponding brake pressure in the main pressure building system pipeline is obtained, and it is determined whether the corresponding brake pressure established in the main pressure building system pipeline is stable according to the pressure change rate; When it is determined that the corresponding brake pressure established in the main pressure building system pipeline is stable, the first brake pressure and the second brake pressure are obtained.
[0011] Further, after the corresponding brake pressure is established in the backup system pipeline, the method further comprises: The pressure change rate of the corresponding brake pressure in the backup system pipeline is obtained, and it is determined whether the corresponding brake pressure established in the backup system pipeline is stable according to the pressure change rate; When it is determined that the corresponding brake pressure established in the backup system pipeline is stable, the first brake pressure and the second brake pressure are obtained.
[0012] To achieve the above object, another aspect of the embodiment of the present application provides a vehicle control device, comprising a memory, a processor and a program stored in the memory and executable on the processor, and the program is executed by the processor to implement the sealing test method of the brake booster solenoid valve.
[0013] To achieve the above object, another aspect of the embodiment of the present application provides a computer readable storage medium, which stores a computer program, and the computer program is executed by a processor to implement the sealing test method of the brake booster solenoid valve.
[0014] The embodiment of the present application at least has the following beneficial effects: the present application provides a sealing test system, method, device and medium of a brake booster solenoid valve, which changes the on-off of a specific solenoid valve in a decoupling brake booster assembly product by controlling the opening and closing of the corresponding solenoid valve in the first brake valve pipeline and the second brake valve pipeline, changes the space distribution of the liquid in the internal brake pipeline, establishes hydraulic pressure at one end of the solenoid valve in the brake pipeline, measures the pressure change at the other end of the solenoid valve, i.e. the liquid pressure at the wheel load end, thereby determining the sealing state of the corresponding solenoid valve, realizing the sealing test of the solenoid valve in the decoupling brake booster assembly product, and reducing the test error caused by the complex structure, high assembly integration and the difference between the test environment and the actual working condition in the prior art. BRIEF DESCRIPTION OF DRAWINGS
[0015] Figure 1 is a structural schematic diagram of the sealing test system of the brake booster solenoid valve provided by the embodiment of the present application; Figure 2 is a flowchart of the sealing test method of the brake booster solenoid valve provided by the embodiment of the present application; Figure 3 is a hardware structure framework schematic diagram of the vehicle control device provided by the embodiment of the present application.
[0016] Reference signs: first wheel load end 101, second wheel load end 102, third wheel load end 103, fourth wheel load end 104, pedal simulation module 200, motor pressure building module 300, mechanical pressure building module 400, first isolation valve 501, first brake normally open valve 601, first regulating valve 610, second brake normally open valve 602, third brake normally open valve 603, second isolation valve 502, fourth brake normally open valve 604, second regulating valve 620, first brake normally closed valve 701, second brake normally closed valve 702, third brake normally closed valve 703, fourth brake normally closed valve 704. DETAILED DESCRIPTION
[0017] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of this application and are not intended to limit it. In the following description, when referring to the accompanying drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with those of this application; they are merely examples of apparatuses and methods consistent with some aspects of the embodiments of this application as detailed in the appended claims.
[0018] It is understood that the terms "first," "second," etc., used in this application may be used to describe various concepts herein, but unless otherwise specified, these concepts are not limited by these terms. These terms are only used to distinguish one concept from another. For example, without departing from the scope of embodiments of this application, Ethernet signaling information may also be referred to as interface signaling information, and similarly, interface signaling information may also be referred to as Ethernet signaling information. Depending on the context, the words "if" or "when" as used herein may be interpreted as "when," "in response to a determination," or "in the event of a determination."
[0019] As used in this application, the terms "at least one", "multiple", "each", "any", etc., "at least one" includes one, two or more, "multiple" includes two or more, "each" refers to each of the corresponding multiples, and "any" refers to any one of the multiples.
[0020] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein is for the purpose of describing embodiments of this application only and is not intended to limit this application.
[0021] The main pressure-building system is the primary operating mode of the decoupled electronic booster assembly, which is usually dominated by the motor's pressure-building function.
[0022] Motor-driven pressure build-up is the core function of the decoupled electronic power steering assembly. It provides assistance through a built-in motor, establishing hydraulic pressure independently of the driver's pedal force.
[0023] The backup system is a crucial component of the decoupled electronic power steering assembly, providing redundancy in the event of a main pressure-building system failure. This ensures that even if the electric motor pressure-building system fails, the driver can still apply pressure through the mechanical master cylinder to maintain braking capability, thus guaranteeing the vehicle's basic braking ability.
[0024] Mechanical master cylinder pressure build-up is a fundamental function of the braking system. Its role is to directly push the master cylinder piston using the mechanical force generated by the driver pressing the brake pedal, thus establishing hydraulic pressure. This pressure build-up method is a traditional braking method that does not rely on electronic systems, and therefore can still provide basic braking capability even if the electronic systems fail.
[0025] In some embodiments of one aspect of the present invention Figure 1 This is an optional structural schematic diagram of the brake booster solenoid valve sealing performance testing system provided in this application embodiment, referring to... Figure 1 The sealing test system includes: a first wheel load end 101, a second wheel load end 102, a pedal simulation module 200, a motor pressure building module 300, a mechanical pressure building module 400, a first brake valve pipeline, a second brake valve pipeline, and a control module.
[0026] A monitor is installed on both the first wheel load end 101 and the second wheel load end 102, which are respectively a first monitor and a second monitor. The first monitor can monitor the pressure change on the first wheel load end 101 to obtain the first braking pressure. The second monitor can monitor the pressure change on the second wheel load end 102 to obtain the second braking pressure.
[0027] In one embodiment, on the same vehicle, the third wheel load end 103 and the fourth wheel load end 104 are also equipped with monitors to monitor the third braking pressure and the fourth braking pressure of the two wheel load ends.
[0028] The pedal simulation module 200 is connected to the mechanical pressure building module 400. The pedal simulation module 200 can respond to the pedal command and output the pedal displacement, that is, the braking test displacement, to simulate the pedal pedaling situation in reality.
[0029] In one embodiment, the pedal simulation module 200 includes an input push rod, a pedal simulator, and a pedal simulator switching valve. The pedal simulator can be connected to the mechanical pressure building module 400 via the pedal simulator switching valve. The input push rod is connected to the pedal simulator and is also mechanically connected to the mechanical pressure building module 400.
[0030] The pedal simulation module 200 directly sends the braking test displacement to the mechanical pressure building module 400. The mechanical pressure building module 400 can build up the corresponding braking pressure in the backup system pipeline through the braking test displacement. Through the corresponding braking pipeline, the corresponding braking pressure can be generated on the corresponding wheel load to achieve wheel braking.
[0031] The pedal simulation module 200 can send the braking test displacement to the motor pressure building module 300 through the control module. The motor pressure building module 300 can build up the corresponding braking pressure in the main pressure building system pipeline through the braking test displacement. Through the corresponding braking pipeline, the corresponding braking pressure can be generated on the corresponding wheel load to achieve wheel braking.
[0032] One end of the first brake valve pipeline is connected to the first wheel load end 101, and the other end of the first brake valve pipeline is connected to the mechanical pressure building module 400. The first brake valve pipeline can change the spatial distribution of the liquid in the internal pipeline, so as to establish hydraulic pressure at one end of the valve pipeline and measure the liquid pressure change at the other end.
[0033] One end of the second brake valve pipeline is connected to the load end 102 of the second wheel, and the other end is connected to the motor pressure-building module 300. The second brake valve pipeline can change the spatial distribution of the liquid in the internal pipeline, thereby establishing hydraulic pressure at one end of the valve pipeline and measuring the liquid pressure change at the other end. The first brake valve pipeline and the second brake valve pipeline are interconnected.
[0034] In one embodiment, on the same vehicle, the third wheel load end 103 is also connected to the first brake valve line, and the fourth wheel load end 104 is also connected to the second brake valve line. The first brake valve line and the second brake valve line connected to the third wheel load end 103 and the fourth wheel load end 104 are also interconnected.
[0035] The control module is connected to the first brake valve pipeline and the second brake valve pipeline respectively. The control module can control the opening and closing of the corresponding solenoid valve in the first brake valve pipeline and the corresponding solenoid valve in the second brake valve pipeline, thereby changing the spatial distribution of the liquid in the internal pipeline. Based on the opening and closing of the solenoid valve, the sealing state of the solenoid valve is determined by the first braking pressure and the second braking force.
[0036] In one embodiment, on the same vehicle, the control module can also control the opening and closing of the corresponding solenoid valve in the first brake valve pipeline connected to the third wheel load end 103 and the fourth wheel load end 104, and the opening and closing of the corresponding solenoid valve in the second brake valve pipeline. The sealing state of the solenoid valve in the brake valve pipeline connected to the third wheel load end 103 and the fourth wheel load end 104 is determined by the third brake pressure and the fourth brake pressure.
[0037] This testing system controls the opening and closing of corresponding solenoid valves in the first and second brake valve lines, altering the on / off state of specific solenoid valves within the decoupled brake booster assembly. This changes the spatial distribution of fluid in the internal brake lines, establishing hydraulic pressure at one end of the solenoid valve in the brake line. The pressure change at the other end of the solenoid valve, i.e., the fluid pressure at the wheel load end, is measured, thereby determining the sealing state of the corresponding solenoid valve. This allows for sealing tests on the solenoid valves in the decoupled brake booster assembly, reducing testing errors caused by the complexity of the structure, high integration of the assembly, and differences between the testing environment and actual working conditions in existing technologies.
[0038] Reference Figure 1 In some embodiments of this invention, the first brake valve pipeline includes: a first isolation valve 501 and a first brake normally open valve 601.
[0039] One end of the first isolation valve 501 is connected to the mechanical pressure building module 400, and the other end of the first isolation valve 501 is connected to the second brake valve pipeline.
[0040] One end of the first normally open brake valve 601 is connected to the first wheel load end 101, the other end of the first normally open brake valve 601 is connected to the other end of the first isolation valve 501, and the other end of the first normally open brake valve 601 is also connected to the second brake valve pipeline.
[0041] In other words, the first wheel load end 101 is connected to the mechanical pressure building module 400 in sequence through the first brake normally open valve 601 and the first isolation valve 501.
[0042] In one embodiment, the third wheel load end 103 is connected to the mechanical pressure building module 400 sequentially through a normally open brake valve and an isolation valve. The normally open brake valve connected to the third wheel load end 103 is designated as the third normally open brake valve 603, and the isolation valve connected to the third wheel load end 103 is designated as the second isolation valve 502. That is, the third wheel load end 103 is connected to the mechanical pressure building module 400 sequentially through the third normally open brake valve 603 and the second isolation valve 502.
[0043] Reference Figure 1 In some embodiments of this invention, the second brake valve pipeline includes: a first regulating valve 610 and a second normally open brake valve 602.
[0044] One end of the first regulating valve 610 is connected to the motor pressure building module 300, and the other end of the first regulating valve 610 is connected to the first brake valve pipeline. One end of the second brake normally open valve 602 is connected to the second wheel load end 102, and the other end of the second brake normally open valve 602 is connected to the other end of the first regulating valve 610. The other end of the second brake normally open valve 602 is also connected to the first brake valve pipeline.
[0045] In other words, the load end 102 of the second wheel is connected to the motor pressure building module 300 through the second brake normally open valve 602 and the first regulating valve 610 in sequence.
[0046] In one embodiment, the fourth wheel load end 104 is connected to the motor pressure building module 300 sequentially through a brake normally open valve and a regulating valve. The brake normally open valve connected to the fourth wheel load end 104 is designated as the fourth brake normally open valve 604, and the regulating valve connected to the fourth wheel load end 104 is designated as the second regulating valve 620. That is, the fourth wheel load end 104 is connected to the motor pressure building module 300 sequentially through the fourth brake normally open valve 604 and the second regulating valve 620.
[0047] Reference Figure 1 In some embodiments of this invention, the mechanical pressure building module 400 includes a liquid storage tank and a mechanical master cylinder pressure builder.
[0048] The reservoir is connected to the mechanical master cylinder pressure builder, which has a first chamber and a second chamber. The first wheel load end 101 is connected to the second chamber through the first brake valve pipeline, and the third wheel load end 103 is connected to the first chamber through the first brake valve pipeline. This allows hydraulic pressure to be established at one end of the solenoid valve in the brake pipeline, and the pressure change, i.e. the liquid pressure at the wheel load end, is measured at the other end of the solenoid valve. This determines the sealing status of the corresponding solenoid valve and enables a sealing test of the solenoid valve in the decoupled brake booster assembly.
[0049] The mechanical master cylinder pressure build-up unit is also connected to the pedal simulator switching valve and the input push rod in the pedal simulation module 200.
[0050] The mechanical pressure-building module 400 can be equipped with a third monitor to monitor the hydraulic pressure output from the mechanical pressure-building module 400 in order to obtain the corresponding braking pressure in the backup system pipeline. Correspondingly, a fourth monitor can be installed at the output of the motor pressure-building module 300 to obtain the corresponding braking pressure in the main pressure-building system pipeline.
[0051] Reference Figure 1 In some embodiments of this invention, the testing system further includes: a first normally closed braking valve 701, a second normally closed braking valve 702, a third normally closed braking valve 703, and a fourth normally closed braking valve 704.
[0052] The first wheel load end 101 is connected to the mechanical pressure building module 400 through the first brake normally closed valve 701, the second wheel load end 102 is connected to the mechanical pressure building module 400 through the second brake normally closed valve 702, the third wheel load end 103 is connected to the mechanical pressure building module 400 through the third brake normally closed valve 703, and the fourth wheel load end 104 is connected to the mechanical pressure building module 400 through the fourth brake normally closed valve 704.
[0053] In some embodiments of another aspect of the present invention Figure 2 This is an optional flowchart of the method for testing the sealing performance of the brake booster solenoid valve provided in the embodiments of this application. Figure 2 The method may include, but is not limited to, steps S100 to S500.
[0054] In step S100, in response to the initialization command sent by the control module, the first isolation valve in the first brake valve pipeline is controlled to enter the closed valve state and the first regulating valve in the second brake valve pipeline is controlled to enter the open valve state according to the initialization command.
[0055] In step S200, in response to the first test command sent by the control module, the first normally open brake valve in the first brake valve pipeline and the second normally open brake valve in the second brake valve pipeline are controlled to enter the closed valve state according to the first test command.
[0056] In step S300, in response to the pedal command, the pedal simulation module outputs a braking test displacement according to the pedal command, and establishes a corresponding braking pressure in the main pressure building system pipeline according to the braking test displacement.
[0057] Step S400: Obtain the first braking pressure at the load end of the first wheel and the second braking pressure at the load end of the second wheel, and confirm whether the first braking pressure and / or the second braking pressure have increased.
[0058] In step S500, if it is confirmed that neither the first braking pressure nor the second braking pressure increases, then the sealing status of the first and second normally open braking valves is considered to be normal.
[0059] Steps S100 to S500, as illustrated in the embodiments of this application, control the opening and closing of corresponding solenoid valves in the first and second brake valve pipelines to change the on / off state of specific solenoid valves inside the decoupled brake booster assembly, thereby altering the spatial distribution of fluid in the internal brake pipeline. This establishes hydraulic pressure at one end of the solenoid valve in the brake pipeline, while the other end measures the pressure change, i.e., the fluid pressure at the wheel load end, thus determining the sealing state of the corresponding solenoid valve. This enables a sealing test of the solenoid valves in the decoupled brake booster assembly, reducing test errors caused by the complexity of its structure, high integration, and differences between the test environment and actual working conditions in the prior art.
[0060] In some embodiments of S100, the initialization command sent to the control module controls the pedal simulator switch valve in the pedal simulation module to be energized and turned on, controls the first isolation valve connected to the first wheel load to be energized and enter the closed valve state, and controls the first regulating valve connected to the second wheel load to be energized and enter the open valve state.
[0061] It should be noted that the initialization command also energizes the second isolation valve connected to the third wheel load, putting it into a closed state, and energizes the second regulating valve connected to the fourth wheel load, putting it into an open state, so that the solenoid valves connected to the third wheel load and the fourth wheel load can be tested later.
[0062] In this embodiment, an initialization command is used to power on the corresponding solenoid valve and pedal simulation module, thereby powering on the electronic booster.
[0063] In some embodiments of S200, a first test command sent by the control module is responded to, and a branch solenoid valve is closed by means of the first test command. That is, by means of the first test command, the first normally open brake valve connected to the first wheel load end is controlled to enter the closed valve state, and the second normally open brake valve connected to the second wheel load end is controlled to enter the closed valve state, so as to perform testing on the normally open valves on the first wheel load end and the second wheel load end.
[0064] In another embodiment, a third test command sent by the control module is responded to, and the other branch solenoid valve is closed by the third test command. That is, the third test command controls the third normally open brake valve connected to the load end of the third wheel to enter the closed state, and controls the fourth normally open brake valve connected to the load end of the fourth wheel to enter the closed state, so as to perform testing on the normally open valves on the load ends of the third and fourth wheels.
[0065] In some embodiments of S300, in response to a pedal command, the pedal simulation module outputs a braking test displacement, which causes the booster to build up corresponding hydraulic pressure in the main pressure building system pipeline, thereby forming the corresponding braking pressure.
[0066] Specifically, the user pushes the input lever to generate a pedal command. Based on the pedal command, the pedal simulator outputs a braking test displacement. The control module sends the braking test displacement to the motor pressure building module. The motor pressure building module builds up the corresponding hydraulic pressure in the main pressure building system pipeline through the braking test displacement, forming the corresponding braking pressure. The braking pressure is then provided to the corresponding wheel load end through the braking pipeline.
[0067] Among them, the braking test displacement enables the booster to build up hydraulic pressure of more than 6MPa in the main pressure building system pipeline.
[0068] In some embodiments of S400, based on the opening and closing of the solenoid valve in S200 and the provision of braking pressure in S300, the first braking pressure and the second braking pressure are obtained by the first monitor and the second detector, respectively.
[0069] Based on the changing trends of the first braking pressure and the second braking pressure, it is determined whether the first braking pressure and / or the second braking pressure have increased, so as to determine the sealing performance of the first and second normally open braking valves.
[0070] In some embodiments of S500, when the first braking pressure does not show an upward trend, the sealing state of the first normally open braking valve is considered to be normal.
[0071] If the second braking pressure does not show an upward trend, the sealing condition of the normally open second braking valve is considered to be normal.
[0072] If the first braking pressure shows an upward trend, it is considered that the sealing condition of the first braking normally open valve is abnormal.
[0073] If the second braking pressure shows an upward trend, it is considered that the sealing condition of the normally open second braking valve is abnormal.
[0074] By judging the upward trend of S400, the sealing performance of the corresponding brake normally open valve can be determined.
[0075] In another embodiment, a third test command sent by the control module is responded to, and this third test command closes another branch solenoid valve. That is, the third test command controls the third normally open brake valve connected to the load end of the third wheel to enter a closed state, and also controls the fourth normally open brake valve connected to the load end of the fourth wheel to enter a closed state, in order to test the normally open valves on the load ends of the third and fourth wheels. Based on the opening and closing of the solenoid valves and the braking pressure provided in S300, the sealing state of the corresponding normally open brake valve is determined by the rising trends of the third and fourth braking pressures.
[0076] In some embodiments of another aspect of the present invention, the sealing test method further includes: In step S210, in response to the second test command sent by the control module, the control pedal simulation module and the motor pressure building module are put into the off state according to the second test command.
[0077] In step S310, in response to the pedal command, the pedal simulation module outputs a braking test displacement according to the pedal command, and establishes a corresponding braking pressure in the backup system pipeline according to the braking test displacement.
[0078] Step S410: Obtain the first braking pressure and the second braking pressure, and confirm whether the first braking pressure and / or the second braking pressure have increased.
[0079] Step S510: When it is confirmed that neither the first braking pressure nor the second braking pressure increases, it is considered that the sealing state of the first isolation valve in the first braking valve pipeline is normal.
[0080] In some embodiments of S210, a second test command sent by the control module is responded to, and the state of the system hydraulic lines is adjusted by the second test command. That is, the second test command controls the pedal simulation module to enter the off state and the motor pressure-building module to enter the off state.
[0081] Specifically, the pedal simulator switch valve in the pedal simulation module is closed, and the pressure-building motor in the motor pressure-building module is locked.
[0082] In some embodiments of S300, in response to a pedal command, the pedal simulation module outputs a braking test displacement. Based on the closed pedal simulator switch valve in S210, this means the pedal simulator is bypassed or isolated. The force applied by the driver when pressing the pedal is no longer used to simulate pedal feel, but is entirely transmitted to the pressure-building mechanism to switch to a purely mechanical-hydraulic circuit. The thrust displacement generated by the input push rod, i.e., the braking test displacement, acts directly on the master cylinder piston through a mechanical structure, just like a traditional vacuum booster.
[0083] By testing the displacement during braking, the booster establishes corresponding hydraulic pressure in the backup system pipeline, thereby generating the corresponding braking pressure.
[0084] Specifically, the user pushes the input push rod to generate a pedal command. Based on the pedal command and the pedal simulator switch valve closed in S210, the pedal simulator is bypassed or isolated. The braking test displacement generated by the input push rod is directly applied to the mechanical master cylinder pressure build-up device through the mechanical structure. The mechanical master cylinder pressure build-up device establishes corresponding hydraulic pressure in the backup system pipeline through the braking test displacement, forming the corresponding braking pressure, and provides braking pressure to the corresponding wheel load end through the braking pipeline.
[0085] Among them, the braking test displacement enables the booster to establish a hydraulic pressure of more than 6MPa in the backup system pipeline.
[0086] In some embodiments of S400, based on the valve closing in S210 and the provision of braking pressure in S310, the first braking pressure and the second braking pressure are obtained by the first monitor and the second detector, respectively.
[0087] Based on the changing trends of the first braking pressure and the second braking pressure, it is determined whether the first braking pressure and / or the second braking pressure have increased, so as to determine the sealing performance of the first and second normally open braking valves.
[0088] In some embodiments of S510, when the first braking pressure does not show an upward trend, the sealing state of the first isolation valve is considered to be normal.
[0089] If the second braking pressure does not show an upward trend, the sealing condition of the first isolation valve is considered to be normal.
[0090] If the first braking pressure shows an upward trend, it is considered that the sealing condition of the first isolation valve is abnormal.
[0091] If the second braking pressure shows an upward trend, it is considered that the sealing condition of the first isolation valve is abnormal.
[0092] In another embodiment, the sealing state of the second isolation valve is determined by the rising trend of the third and fourth braking pressures. This will not be described in detail in this embodiment.
[0093] In some embodiments of another aspect of the present invention, in S300, the sealing test method further includes: S301, obtain the pressure change rate of the corresponding braking pressure in the main pressure building system pipeline, and determine whether the corresponding braking pressure established in the main pressure building system pipeline is stable based on the pressure change rate. S302, when it is determined that the corresponding braking pressure established in the main pressure building system pipeline is stable, the first braking pressure and the second braking pressure are obtained.
[0094] In this embodiment, when pressure is established in the main pressure building system pipeline, the corresponding braking pressure in the main pressure building system pipeline can be obtained through the fourth monitor. The pressure change rate can be determined by the corresponding braking pressure, and the corresponding braking pressure established in the main pressure building system pipeline can be determined by the pressure change rate.
[0095] If so, then enter S400 to obtain the first braking pressure and the second braking pressure.
[0096] If not, the first braking pressure and the second braking pressure will be obtained after the set time interval.
[0097] In some embodiments of another aspect of the present invention, in S310, the sealing test method further includes: S311, obtain the pressure change rate of the corresponding braking pressure in the backup system pipeline, and determine whether the corresponding braking pressure established in the backup system pipeline is stable based on the pressure change rate. S312, when it is determined that the corresponding braking pressure established in the backup system pipeline is stable, the first braking pressure and the second braking pressure are obtained.
[0098] In this embodiment, when pressure is established in the backup system pipeline, the corresponding braking pressure in the backup system pipeline can be obtained through a third monitor. The pressure change rate can be determined by the corresponding braking pressure, and the stability of the corresponding braking pressure established in the backup system pipeline can be determined by the pressure change rate.
[0099] If so, then proceed to S410 to obtain the first braking pressure and the second braking pressure.
[0100] If not, the first braking pressure and the second braking pressure will be obtained after the set time interval.
[0101] In some embodiments of another aspect of the present invention, in the electronic power booster, the normal power booster mode is as follows: the pedal simulator switch valve is energized and turned on, the first isolation valve and the second isolation valve are energized and turned off, the first regulating valve and the second regulating valve are energized and turned on, and the remaining normally open brake valves and normally closed brake valves are not energized. According to the ABS operating conditions, the remaining normally open brake valves and normally closed brake valves are energized and turned on and off.
[0102] In the electronic power booster, the backup mode is as follows: the pedal simulator switch valve is de-energized and closed, the first isolation valve and the second isolation valve are energized, the first regulating valve and the second regulating valve are closed, and the remaining normally open brake valve and normally closed brake valve are not energized.
[0103] Another embodiment of this application provides a vehicle control device, which includes a memory and a processor. The memory stores a computer program, and the processor executes the computer program to implement the aforementioned method for testing the sealing performance of the brake booster solenoid valve. This vehicle control device can be any smart terminal, including a tablet computer or an in-vehicle computer.
[0104] It is understood that the content of the above method embodiments is applicable to this device embodiment. The specific functions implemented by this device embodiment are the same as those of the above method embodiments, and the beneficial effects achieved are also the same as those achieved by the above method embodiments.
[0105] Please see Figure 3 , Figure 3 The hardware structure of a vehicle control device according to another embodiment is illustrated. The vehicle control device includes: The processor can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to achieve the technical solutions provided in the embodiments of this application. The memory can be implemented in the form of read-only memory (ROM), static storage device, dynamic storage device, or random access memory (RAM). The memory can store the operating system and other applications. When the technical solutions provided in the embodiments of this specification are implemented through software or firmware, the relevant program code is stored in the memory and called by the processor to execute the sealing test method for the brake booster solenoid valve of the embodiments of this application. Input / output interfaces are used to implement information input and output; The communication interface is used to enable communication and interaction between this device and other devices. Communication can be achieved through wired means (such as USB, Ethernet cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.). A bus is used to transfer information between various components of a device, such as processors, memory, input / output interfaces, and communication interfaces. The processor, memory, input / output interfaces, and communication interfaces communicate with each other within the device via a bus.
[0106] This invention also provides a vehicle, including a method for testing the sealing performance of the brake booster solenoid valve described in the above embodiments.
[0107] The vehicle can be a private car, such as a sedan, SUV, MPV, or pickup truck. It can also be a commercial vehicle, such as a van, bus, small truck, or large semi-trailer. The vehicle must have an electric motor capable of outputting power or acting as a generator to store mechanical energy. When the vehicle is a new energy vehicle, it can be a hybrid or a pure electric vehicle.
[0108] Since the vehicle applies all the technical solutions of the above-described vehicle control device, it has at least all the beneficial effects brought about by the technical solutions of the above embodiments, which will not be repeated here.
[0109] Another embodiment of the present invention provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the above-described method for testing the sealing performance of a brake booster solenoid valve.
[0110] It is understood that the content of the above method embodiments is applicable to this storage medium embodiment. The specific functions implemented in this storage medium embodiment are the same as those in the above method embodiments, and the beneficial effects achieved are also the same as those achieved in the above method embodiments.
[0111] Memory, as a non-transitory computer-readable storage medium, can be used to store non-transitory software programs and non-transitory computer-executable programs. Furthermore, memory may include high-speed random access memory, and may also include non-transitory memory, such as at least one disk storage device, flash memory device, or other non-transitory solid-state storage device. In some embodiments, memory may optionally include memory remotely located relative to the processor, and these remote memories can be connected to the processor via a network. Examples of such networks include, but are not limited to, the Internet, intranets, local area networks, mobile communication networks, and combinations thereof.
[0112] The embodiments described in this application are for the purpose of more clearly illustrating the technical solutions of the embodiments of this application, and do not constitute a limitation on the technical solutions provided by the embodiments of this application. As those skilled in the art will know, with the evolution of technology and the emergence of new application scenarios, the technical solutions provided by the embodiments of this application are also applicable to similar technical problems.
[0113] Those skilled in the art will understand that the technical solutions shown in the figures do not constitute a limitation on the embodiments of this application, and may include more or fewer steps than shown, or combine certain steps, or different steps.
[0114] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs.
[0115] Those skilled in the art will understand that all or some of the steps in the methods disclosed above, as well as the functional modules / units in the systems and devices, can be implemented as software, firmware, hardware, or suitable combinations thereof.
[0116] The terms “first,” “second,” “third,” “fourth,” etc. (if present) in the specification and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms “comprising” and “having,” and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.
[0117] It should be understood that in this application, "at least one (item)" means one or more, and "more than" means two or more. "And / or" is used to describe the relationship between related objects, indicating that three relationships can exist. For example, "A and / or B" can represent three cases: only A exists, only B exists, and both A and B exist simultaneously, where A and B can be singular or plural. The character " / " generally indicates that the preceding and following related objects are in an "or" relationship. "At least one (item) of the following" or similar expressions refer to any combination of these items, including any combination of single or plural items. For example, at least one (item) of a, b, or c can represent: a, b, c, "a and b", "a and c", "b and c", or "a and b and c", where a, b, and c can be single or multiple.
[0118] The units described above as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.
[0119] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.
[0120] The preferred embodiments of the present application have been described above with reference to the accompanying drawings, but this does not limit the scope of the claims of the present application. Any modifications, equivalent substitutions, and improvements made by those skilled in the art without departing from the scope and substance of the embodiments of the present application shall be within the scope of the claims of the present application.
Claims
1. A sealing performance testing system for a brake booster solenoid valve, characterized in that, The system includes: A first wheel load end is provided with a first monitor, which is used to obtain the first braking pressure on the first wheel load end. The second wheel load end is provided with a second monitor, which is used to obtain the second braking pressure on the second wheel load end; A pedal simulation module is used to respond to a pedaling command and output a braking test displacement according to the pedaling command. The motor pressure building module is used to build up a corresponding braking pressure in the main pressure building system pipeline according to the braking test displacement; A mechanical pressure-building module is used to establish a corresponding braking pressure in the backup system pipeline based on the braking test displacement. The first brake valve pipeline is connected to the first wheel load end and the mechanical pressure building module respectively; The second brake valve pipeline is connected to the second wheel load end and the motor pressure building module respectively, and the second brake valve pipeline is also connected to the first brake valve pipeline; The control module is used to adjust the opening and closing of the corresponding solenoid valves in the first brake valve pipeline and the second brake valve pipeline, and to determine the sealing state of the corresponding solenoid valves according to the first brake pressure and the second brake pressure.
2. The sealing performance testing system for the brake booster solenoid valve according to claim 1, characterized in that, The first brake valve pipeline includes: A first isolation valve, one end of which is connected to the mechanical pressure building module, and the other end of which is connected to the second brake valve pipeline; The first brake normally open valve has one end connected to the load end of the first wheel, and the other end connected to the other end of the first isolation valve and the second brake valve pipeline.
3. The sealing performance testing system for the brake booster solenoid valve according to claim 1, characterized in that, The second brake valve pipeline includes: A first regulating valve, one end of which is connected to the motor pressure building module, and the other end of which is connected to the first brake valve pipeline; The second normally open brake valve has one end connected to the load end of the second wheel, and the other end connected to the other end of the first regulating valve and the first brake valve pipeline.
4. The sealing performance testing system for the brake booster solenoid valve according to claim 1, characterized in that, The mechanical pressure-building module includes: Storage tank; The mechanical master cylinder pressure builder is connected to the reservoir and the first brake valve pipeline, and is also connected to the pedal simulation module.
5. A method for testing the sealing performance of a brake booster solenoid valve, characterized in that, The method, applied to the sealing test system according to any one of claims 1 to 4, comprises: In response to the initialization command sent by the control module, the first isolation valve in the first brake valve pipeline is controlled to enter the closed valve state and the first regulating valve in the second brake valve pipeline is controlled to enter the open valve state according to the initialization command. In response to the first test command sent by the control module, the first normally open brake valve in the first brake valve pipeline and the second normally open brake valve in the second brake valve pipeline are controlled to enter the closed valve state according to the first test command. In response to the pedal command, the pedal simulation module outputs a braking test displacement according to the pedal command, and establishes a corresponding braking pressure in the main pressure building system pipeline according to the braking test displacement; Obtain the first braking pressure at the load end of the first wheel and the second braking pressure at the load end of the second wheel, and confirm whether the first braking pressure and / or the second braking pressure have increased; If it is confirmed that neither the first braking pressure nor the second braking pressure increases, then the sealing status of the first normally open braking valve and the second normally open braking valve is considered to be normal.
6. The method for testing the sealing performance of the brake booster solenoid valve according to claim 5, characterized in that, The method further includes: In response to the second test command sent by the control module, the pedal simulation module and the motor pressure building module are controlled to enter the off state according to the second test command; In response to the pedal command, the pedal simulation module outputs a braking test displacement according to the pedal command, and establishes a corresponding braking pressure in the backup system pipeline according to the braking test displacement; Obtain the first braking pressure and the second braking pressure, and confirm whether the first braking pressure and / or the second braking pressure have increased; When it is confirmed that neither the first braking pressure nor the second braking pressure increases, it is considered that the sealing condition of the first isolation valve in the first braking valve pipeline is normal.
7. The method for testing the sealing performance of the brake booster solenoid valve according to claim 5, characterized in that, After establishing the corresponding braking pressure in the main pressurization system pipeline, the method further includes: Obtain the pressure change rate of the corresponding braking pressure in the main pressure building system pipeline, and determine whether the corresponding braking pressure established in the main pressure building system pipeline is stable based on the pressure change rate. When it is determined that the corresponding braking pressure established in the main pressure building system pipeline is stable, the first braking pressure and the second braking pressure are obtained.
8. The method for testing the sealing performance of the brake booster solenoid valve according to claim 6, characterized in that, After establishing the corresponding braking pressure in the backup system pipeline, the method further includes: Obtain the pressure change rate of the corresponding braking pressure in the backup system pipeline, and determine whether the corresponding braking pressure established in the backup system pipeline is stable based on the pressure change rate. When it is determined that the corresponding braking pressure established in the backup system pipeline is stable, the first braking pressure and the second braking pressure are obtained.
9. A vehicle control device, characterized in that, The device includes a memory, a processor, and a program stored in the memory and executable on the processor, wherein the program, when executed by the processor, implements the sealing test method for the brake booster solenoid valve according to any one of claims 5 to 8.
10. A computer-readable storage medium storing a computer program, characterized in that, When the computer program is executed by the processor, it implements the method for testing the sealing performance of the brake booster solenoid valve as described in any one of claims 5 to 8.