Method and system for detecting high and low temperature resistance of vehicle braking system

Abstract

The invention relates to a high and low temperature resistance detection system of a vehicle braking system, and relates to the field of vehicle braking system detection devices. The device comprises a test box and a test seat for installing a vehicle braking system, the test box comprises a thermal insulation box shell and a sealing cover which is opened in a sliding mode, a first electric cylinder which drives the sealing cover to ascend and descend is installed on the rear end face of the thermal insulation box shell, and the test seat comprises a box seat, a hub support and a brake support. The box base is fixedly installed on the inner side of the bottom face of the thermal insulation box shell. Through the cooperation of the heating assembly and the cooling assembly and the action of the turbulent flow fan and the turbulent flow blade wheel, different high and low temperature environments can be accurately simulated, and the uniformity of the temperature of the test environment is ensured, so that the detection result is more accurate. The detection assembly can monitor the wheel speed, the temperature, the brake hydraulic pressure and other parameters of the vehicle brake system in real time, the possible problems of the brake system in the high and low temperature environment can be found in time, and reliable data support is provided for performance evaluation of the vehicle brake system.

Description

Technical Field

[0001] This application relates to the technical field of vehicle braking system testing devices, and in particular to a method and system for testing the high and low temperature resistance of vehicle braking systems. Background Technology

[0002] As a critical component for safe vehicle operation, the performance of the vehicle braking system directly impacts driving safety under varying ambient temperatures. In extreme high and low temperature environments, the performance of the braking system can change significantly. For example, at high temperatures, brake fluid may experience vapor lock, leading to decreased braking efficiency; while at low temperatures, the materials used in braking components may become brittle, affecting the reliability and stability of the braking system. Therefore, accurate testing and evaluation of the performance of the vehicle braking system under high and low temperature conditions is of paramount importance.

[0003] Traditional testing equipment typically operates only at ambient temperatures, failing to simulate the extreme high and low temperatures vehicles encounter in real-world use. This limits the accuracy of test results, preventing a true reflection of braking system performance under extreme temperature conditions. Furthermore, these devices often employ a single heating or cooling method, lacking effective airflow control, leading to significant temperature variations across different areas within the test chamber. This uneven temperature environment causes inconsistent temperature conditions across braking system components, impacting the accuracy of test results and hindering reliable data support for braking system performance evaluation. Summary of the Invention

[0004] To address the problem that traditional testing equipment cannot uniformly and efficiently regulate temperature, this application provides a high and low temperature resistance testing system for vehicle braking systems.

[0005] The high and low temperature resistance testing method and system for vehicle braking systems provided in this application adopts the following technical solution: The method for testing the high and low temperature resistance of vehicle braking systems includes the following steps: S1: Install the vehicle braking system. After opening the test box, install the wheel hub on the wheel hub bracket, install the brake on the brake bracket, connect the brake master cylinder oil supply line, and set the test parameters. S2: When simulating high temperature, start the external motor to adjust the movable frame, turn on the ceramic heating element and the turbulence fan to raise the temperature, monitor the temperature sensor, and adjust the heating power with the controller; S3: When simulating low temperature, start the liquid nitrogen tank, open the valve, and spray liquid nitrogen through the diversion nozzle to cool down. The spray is intermittent through the nozzle, monitored by the temperature sensor, and the controller adjusts the spray volume. S4: The speed measuring motor is started to simulate driving under high and low temperature conditions. The brake master cylinder applies pressure. The pressure and wheel speed sensors monitor the hydraulic pressure and speed respectively. The controller collects data and transmits it to the computer for analysis. S5: Turn off the equipment, open the test box, and remove the braking system.

[0006] A high and low temperature resistance testing system for vehicle braking systems used to perform testing methods includes a test chamber and a test mount for mounting the vehicle braking system. The test chamber includes an insulated shell and a slidingly opening cover. An electric cylinder for driving the cover to lift and lower is installed on the rear end face of the insulated shell. The test mount includes a base, a wheel hub bracket, and a brake bracket. The base is fixedly installed on the inner side of the bottom surface of the insulated shell. The wheel hub bracket is rotatably installed on the base, and a speed measuring motor for driving the wheel hub bracket to rotate is also installed in the base. The brake bracket is vertically fixed on the upper end face of the base. A detachable inner test frame is also fixedly installed in the insulated shell. Two sets of movable frames are installed on the inner test frame, and a drive component for driving the movable frames to rotate is fixedly installed on the rear end face of the insulated shell. A heating component is fixedly installed in the movable frame, and a cooling component is fixedly installed at the outer end of the movable frame.

[0007] By adopting the above technical solution, and by setting up a test chamber and test stand, a relatively closed and temperature-controllable environment is provided for the high and low temperature resistance testing of vehicle braking systems. The insulated chamber shell effectively reduces heat loss and ensures the stability of the test environment. The sliding cover facilitates the installation and removal of the vehicle braking system. The electric cylinder makes the opening and closing of the cover more automated, improving operational convenience. The wheel hub bracket and brake bracket on the test stand can accurately install the relevant components of the vehicle braking system. The wheel hub to be tested is fixed on the wheel hub bracket, then the brake is clamped on the wheel hub bracket and fixedly connected to the wheel hub bracket. Finally, the brake is connected to the external brake master cylinder for oil supply control. The tachometer motor can drive the wheel hub bracket to rotate, simulating the state of the vehicle during driving, providing the necessary conditions for braking system testing. The movable frame, heating components, and cooling components on the inner test frame can achieve precise control of the test environment temperature, simulating different high and low temperature environments, thereby more accurately testing the performance of the vehicle braking system at different temperatures.

[0008] Optionally, the insulated chamber shell includes a bottom plate, a back plate, and side plates. The back plate is fixedly installed on the rear end face of the bottom plate, and the side plates are fixedly installed on both sides of the bottom plate, with the rear end face of the side plates fixedly connected to the back plate. A support is fixedly installed on the rear end face of the back plate, and protective covers are fixedly installed at both ends of the support. The cover includes a top cover and a sealing front cover. The sealing front cover is vertically installed on the front end face of the top cover, and the head of the sealing front cover is fixedly connected to the top cover. An observation window is installed on the sealing front cover, and the sealing front cover is slidably connected to the side plates.

[0009] By adopting the above technical solution, the insulated chamber shell uses a combined structure of a bottom plate, back plate, and side plates, resulting in a stable structure that effectively supports the entire testing system. The support platform and protective cover provide installation and protection space for the electric cylinder driving the cover lifting and lowering mechanism, as well as other related components. The top cover plate and sealed front cover design ensure the test chamber's airtightness and reduce heat loss. The observation window allows operators to observe the test chamber's interior in real time and promptly understand the vehicle's braking system testing status.

[0010] Optionally, the housing includes a base and a vertical plate. The base is embedded in the back plate, and the lower end face of the base is fixed to the upper end face of the base plate. The vertical plate is vertically fixed to the upper end face of the base. The hub bracket includes a test shaft, a limiting plate, and a positioning screw for mounting the hub to be tested. The test shaft is rotatably mounted on the vertical plate via a bearing. The center of the limiting plate is fixedly mounted on the front end of the test shaft. The positioning screw is evenly fixed on the outer side of the limiting plate along the circumferential direction. The brake bracket includes an arc-shaped seat and a long screw for mounting the brake. The arc-shaped seat is fixedly mounted on the head of the vertical plate, and the long screw is fixedly mounted on the front end face of the arc-shaped seat. A master cylinder connected to the brake is also fixedly mounted in the base.

[0011] By adopting the above technical solutions, the test chamber is designed with a base box and a vertical plate that fit together. The base box is embedded in the back plate and fixed to the bottom plate, ensuring the stability of the test chamber. The test shaft, limiting plate, and positioning screw of the wheel hub bracket can accurately install the wheel hub to be tested, and it is rotated on the vertical plate through bearings, ensuring smooth rotation of the wheel hub. The arc-shaped seat and long screw of the brake bracket facilitate the installation of the brake, and the brake master cylinder provides brake hydraulic pressure to the brake, simulating the actual braking process of the vehicle.

[0012] Optionally, a detection assembly is installed on the inner side of the back plate. The detection assembly includes a detection bracket, a wheel speed sensor, a temperature sensor, and a pressure sensor. One end of the detection bracket is fixedly installed on the inner side of the back plate, and the wheel speed sensor and temperature sensor are both fixedly installed on the other end of the detection bracket. A signal disk that cooperates with the wheel speed sensor is sleeved and fixed on the test shaft. The pressure sensor is installed on the oil supply line of the brake master cylinder for measuring brake hydraulic pressure.

[0013] By adopting the above technical solution, the detection components on the inner side of the backplate can monitor various parameters of the vehicle's braking system in real time. The wheel speed sensor, in conjunction with the signal disc on the test shaft, can accurately measure the wheel hub rotation speed, reflecting the vehicle's speed. The temperature sensor can monitor the ambient temperature in real time, ensuring accurate temperature control. The pressure sensor, installed on the brake master cylinder's oil supply line, can measure brake fluid pressure and promptly detect any faults or abnormalities in the braking system.

[0014] Optionally, the test inner frame includes a flow equalization seat, a vertical frame seat, and a rotating shaft seat for the movable frame to be rotatably mounted. The flow equalization seat is non-contactly positioned above the bottom plate of the test chamber. The vertical frame seat is vertically fixed to the rear end face of the flow equalization seat and is bolted to the back plate. A rubber plate is fixedly installed between the vertical frame seat and the back plate. The rotating shaft seat is fixedly installed on both sides of the vertical frame seat, and a large gear disk is fixedly fitted onto the head of a connecting shaft rod rotatably mounted in the rotating shaft seat. The driving component includes an external motor and a small gear meshing with the large gear disk. The external motor is fixedly installed on the upper end face of the support platform, and the small gear is fitted onto the output end of the external motor.

[0015] By adopting the above technical solution, the design of the flow equalization seat, upright frame seat, and rotating shaft seat of the test frame is reasonable. The flow equalization seat is positioned above the bottom plate of the chamber without direct contact, avoiding direct contact with the bottom plate and reducing heat transfer. The upright frame seat is fixed to the back plate with bolts, and a rubber plate is installed between the upright frame seat and the back plate, which serves to absorb shock and seal the surface. The rotating shaft seat has a rotatably mounted connecting shaft and a large gear disk, which, together with the external motor and small gear of the drive component, enables the rotation of the movable frame, thereby adjusting the position of the heating and cooling components and making the temperature of the test environment more uniform.

[0016] Optionally, the flow equalization seat includes a seat plate, a turbulence fan, and an air outlet shell. The turbulence fan is vertically fixed on the upper surface of the seat plate. Both the turbulence fan and the air outlet shell are fixedly installed on the upper surface of the flow equalization seat, and the air outlet of the turbulence fan is sealed to one side of the air outlet shell. Several sets of inclined air outlet slots are provided on the air outlet shell.

[0017] By adopting the above technical solutions, the seat plate, turbulence fan, and air outlet shell structure of the flow equalization seat can make the airflow inside the test chamber more uniform. The turbulence fan blows air into the air outlet shell, and the air is blown out at a certain angle through the inclined air outlet slots on the air outlet shell, forming turbulence, avoiding dead zones of air inside the test chamber, and ensuring the uniformity of the test environment temperature.

[0018] Optionally, the movable frame includes an arc-shaped top, a support column, and an arc-shaped bottom. The arc-shaped top and bottom are installed at the upper and lower ends of the support column. The inner ends of the arc-shaped top and bottom are both sleeved and fixed on the connecting shaft, and the outer ends of the arc-shaped top and bottom are both fixedly connected to the support column.

[0019] By adopting the above technical solution, the design of the arc-shaped top, support column, and arc-shaped bottom of the movable frame ensures both structural strength and facilitates the installation of the heating and cooling components. The arc-shaped top and bottom are fixed to the connecting shaft and can rotate with it, enabling flexible adjustment of the movable frame. During installation, the movable frames at both ends can be flipped open, allowing the heating and cooling components to rotate synchronously, facilitating quick and easy installation of the wheel hub and brake. During heating, the movable frames can rotate the heating components at both ends to symmetrical positions, achieving simultaneous and stable heating of both ends of the central braking system. During low-temperature operation, the movable frames can drive the cooling components to swing, ensuring more uniform liquid nitrogen vaporization and cooling, preventing sudden temperature drops at certain points. The coordinated operation of the movable frame, heating components, and cooling components allows for different functions to be implemented for various testing needs, making it highly flexible and convenient to use.

[0020] Optionally, the heating component includes a ceramic heating element and a uniform temperature metal mesh. The ceramic heating element is arc-shaped and is fixedly installed between the top and bottom of the arc. The uniform temperature metal mesh is installed on one side of the ceramic heating element, and its upper and lower ends are fixedly connected to the top and bottom of the arc, respectively.

[0021] By adopting the above technical solutions, the ceramic heating element and the uniform temperature metal mesh design of the heating component can achieve efficient heating and uniform temperature distribution. The ceramic heating element has the characteristics of fast heating speed and high efficiency, while the uniform temperature metal mesh can evenly dissipate the heat generated by the ceramic heating element into the test environment, avoiding localized excessively high or low temperatures.

[0022] Optionally, the cooling assembly includes a mounting plate, a flow-diverting nozzle, and a liquid nitrogen tank located outside the test chamber. The mounting plate is fixedly installed on the outer end of the movable frame, and the flow-diverting nozzle is fixedly installed on the mounting plate. The front end of the flow-diverting nozzle has several sets of nozzles, and the lower end of the flow-diverting nozzle is fixedly installed with a connecting pipe. The connecting pipe is connected to the liquid nitrogen tank through a nitrogen supply hose. A control plate is inserted into the flow-diverting nozzle, and the control plate has a guide groove corresponding to the nozzle. An electric cylinder II for driving the flow-diverting nozzle to reciprocate and move up and down is also fixedly installed on the mounting plate. A synchronous shaft is rotatably installed on the front end of the vertical frame base. The head of the synchronous shaft is fixedly equipped with a driven gear that meshes with a large gear disk, and the lower end of the synchronous shaft is fixedly connected with a turbulence-disrupting impeller. The lower end of the turbulence-disrupting impeller is rotatably installed on a flow equalization base.

[0023] By adopting the above technical solution, the installation of the cooling component's vertical plate, the diversion nozzle, and the liquid nitrogen tank enables rapid cooling. The nozzle and control slide design of the diversion nozzle allows for precise control of the liquid nitrogen injection volume and range. The electric cylinder II drives the diversion nozzle to reciprocate up and down. During this movement, liquid nitrogen is injected when the nozzle aligns with the guide slot, and temporarily shut off when they are misaligned, thus achieving intermittent injection. This intermittent injection method effectively controls the injection frequency and volume of liquid nitrogen, preventing a sudden drop in temperature due to excessive injection. Intermittent injection allows sufficient time for the liquid nitrogen to vaporize and diffuse within the chamber, resulting in a more uniform temperature reduction and further improving the uniformity of cooling. The synchronous shaft and driven gear enable linkage between the movable frame and the turbulence impeller, allowing the turbulence impeller to rotate with the movable frame, enhancing airflow within the test chamber and improving the uniform cooling effect.

[0024] In summary, this application includes at least one of the following beneficial technical effects: By combining heating and cooling components, along with the functions of a turbulent fan and turbulent impeller, this invention can accurately simulate different high and low temperature environments and ensure the uniformity of the test environment temperature, making the test results more accurate. The testing component can monitor parameters such as wheel speed, temperature, and brake hydraulic pressure of the vehicle braking system in real time, promptly identifying potential problems in the braking system under high and low temperature environments, providing reliable data support for the performance evaluation of the vehicle braking system. During use, the coordinated operation of the movable frame, heating component, and cooling component facilitates different functions for different testing needs, making it highly flexible and convenient to use. Simultaneously, the synchronous shaft and driven gear configuration enables the linkage between the movable frame and the turbulent impeller, allowing the turbulent impeller to rotate with the movable frame, enhancing airflow within the test chamber and improving uniform cooling. Furthermore, the equipment, through the configuration of electric cylinder one, electric cylinder two, and an external motor, automates operations such as opening and closing the cover, raising and lowering the diverter nozzle, and rotating the movable frame, reducing manual intervention and improving the accuracy and stability of the test. Attached Figure Description

[0025] Figure 1 This is a perspective view of the overall structure in the embodiments of this application.

[0026] Figure 2 yes Figure 1 Side view of the device shown.

[0027] Figure 3 yes Figure 1 The diagram shows the device without the cover installed.

[0028] Figure 4 yes Figure 3Front view of the device shown.

[0029] Figure 5 yes Figure 3 Top view of the device shown.

[0030] Figure 6 This is a perspective view of the test box and test socket in the embodiments of this application.

[0031] Figure 7 yes Figure 6 Top view of the device shown.

[0032] Figure 8 yes Figure 6 Rear view of the device shown.

[0033] Figure 9 yes Figure 6 Front view of the device shown.

[0034] Figure 10 yes Figure 9 The diagram shows the structure of the device when the test hub and brake are installed.

[0035] Figure 11 This is a perspective view of the test inner frame, movable frame, and heating component in the embodiments of this application.

[0036] Figure 12 yes Figure 11 Front view of the device shown.

[0037] Figure 13 yes Figure 11 Top view of the device shown.

[0038] Figure 14 This is a perspective view of the cooling component in the embodiments of this application.

[0039] Figure 15 yes Figure 14 Front view of the device shown.

[0040] Explanation of reference numerals in the attached drawings: 1. Test chamber; 10. Electric cylinder one; 101. Detection bracket; 102. Wheel speed sensor; 103. Temperature sensor; 104. Pressure sensor; 105. Signal disk; 11. Insulation chamber shell; 111. Bottom plate; 112. Back plate; 113. Side plate; 114. Support platform; 115. Protective cover; 12. Cover; 121. Top cover plate; 122. Sealed front cover; 123. Observation window; 13. Drive component; 131. External motor; 132. Pinion; 2. Test base; 20. Speed ​​measuring motor; 21. Chamber base; 211. Bottom chamber; 212. Vertical plate; 22. Wheel hub bracket; 221. Test shaft; 222. Limiting plate; 223. Positioning screw; 23. Brake support Frame; 231, Arc-shaped seat; 232, Long screw; 3, Test inner frame; 31, Flow equalization seat; 311, Seat plate; 312, Turbulence fan; 313, Air outlet shell; 314, Air outlet slot; 32, Vertical frame seat; 320, Rubber plate; 321, Synchronous shaft; 322, Driven gear; 323, Turbulence impeller; 33, Rotary shaft seat; 331, Connecting shaft; 332, Large gear disc; 4, Movable frame; 41, Arc top; 42, Support column; 43, Arc bottom; 5, Heating component; 51, Ceramic heating element; 52, Temperature equalization metal mesh; 6, Cooling component; 61, Mounting vertical plate; 611, Electric cylinder two; 62, Flow splitting nozzle; 620, Nozzle; 621, Connecting pipe; 63, Control slide plate; 631, Guide groove. Detailed Implementation

[0041] The present application will be further described in detail below with reference to the accompanying drawings.

[0042] This application discloses a method and system for testing the high and low temperature resistance of vehicle braking systems.

[0043] The method for testing the high and low temperature resistance of a vehicle braking system includes the following steps: S1: Install the vehicle braking system. After opening the test chamber, mount the wheel hub to the wheel hub bracket, mount the brake to the brake bracket, connect the brake master cylinder supply line, and set the test parameters. S2: Simulate high temperature by starting the external motor to adjust the movable frame, turning on the ceramic heating element and the turbulence fan to raise the temperature, monitoring with the temperature sensor, and adjusting the heating power with the controller. S3: Simulate low temperature by starting the liquid nitrogen tank, opening the valve, and spraying liquid nitrogen through the shunting nozzle for cooling. The spray is intermittent, monitored by the temperature sensor, and the spray volume is adjusted by the controller. S4: Simulate driving by starting the speed measuring motor under high and low temperature conditions. The brake master cylinder applies pressure, and the pressure and wheel speed sensors monitor the hydraulic pressure and rotational speed respectively. The controller collects data and transmits it to the computer for analysis. S5: Turn off the equipment, open the test chamber, and remove the braking system.

[0044] Reference Figure 1 , Figure 2 , Figure 3 , Figure 4 and Figure 5 A high and low temperature resistance testing system for vehicle braking systems, used to perform testing methods, includes a test chamber 1 and a test mount 2 for mounting the vehicle braking system. The test chamber 1 includes an insulated chamber shell 11 and a slidingly opening cover 12. An electric cylinder 10 for driving the cover 12 to rise and fall is installed on the rear end face of the insulated chamber shell 11. The test mount 2 includes a base 21, a wheel hub bracket 22, and a brake bracket 23. The base 21 is fixedly installed on the inner side of the bottom surface of the insulated chamber shell 11, and the wheel hub bracket 22 is rotatably mounted on... A speed measuring motor 20, which drives the wheel hub bracket 22 to rotate, is installed on the test chamber 21. A brake bracket 23 is vertically fixed to the upper surface of the test chamber 21. A detachable inner test frame 3 is fixedly installed inside the heat-insulating chamber shell 11. Two sets of movable frames 4 are installed on the inner test frame 3. A drive component 13, which drives the movable frames 4 to rotate, is fixedly installed on the rear end face of the heat-insulating chamber shell 11. A heating component 5 is fixedly installed in the movable frame 4, and a cooling component 6 is fixedly installed at the outer end of the movable frame 4. By setting up the test chamber 1 and the test base 2, a relatively closed and temperature-controllable environment is provided for the high and low temperature resistance testing of the vehicle braking system. The heat-insulating chamber shell 11 can effectively reduce heat loss and ensure the stability of the test environment. The sliding cover 12 facilitates the installation and removal of the vehicle braking system. The electric cylinder 10 makes the opening and closing of the cover 12 more automated, improving the convenience of operation. The wheel hub bracket 22 and brake bracket 23 on the test stand 2 can accurately install relevant components of the vehicle braking system. The wheel hub to be tested is fixed to the wheel hub bracket 22, then the brake is clamped onto the wheel hub bracket 22 and fixedly connected to it. Finally, the brake is connected to an external brake master cylinder for oil supply control. The tachometer motor 20 can drive the wheel hub bracket 22 to rotate, simulating the state of the vehicle during driving, providing the necessary conditions for braking system testing. The movable frame 4, heating component 5, and cooling component 6 on the inner test frame 3 can achieve precise control of the test environment temperature, simulating different high and low temperature environments, thereby more accurately testing the performance of the vehicle braking system at different temperatures.

[0045] Reference Figure 3 , Figure 6 and Figure 8The insulated chamber shell 11 includes a bottom plate 111, a back plate 112, and side plates 113. The back plate 112 is fixedly installed on the rear end face of the bottom plate 111, and the side plates 113 are fixedly installed on both sides of the bottom plate 111, with the rear end face of the side plates 113 fixedly connected to the back plate 112. A support platform 114 is fixedly installed on the rear end face of the back plate 112, and protective covers 115 are fixedly installed at both ends of the support platform 114. The cover 12 includes a top cover plate 121 and a sealing front cover 122. The sealing front cover 122 is vertically installed on the front end face of the top cover plate 121, and the head of the sealing front cover 122 is fixedly connected to the top cover plate 121. An observation window 123 is installed on the sealing front cover 122, and the sealing front cover 122 is slidably connected to the side plates 113. The insulated chamber shell 11 adopts a combined structure of the bottom plate 111, back plate 112, and side plates 113, which is structurally stable and can effectively support the entire testing system. The support platform 114 and protective cover 115 provide space for the installation and protection of the electric cylinder 10 that drives the lifting and lowering of the cover 12, as well as other related components. The design of the top cover plate 121 and the sealing front cover 122 of the cover 12 ensures the airtightness of the test chamber 1 and reduces heat loss. The observation window 123 allows operators to observe the situation inside the test chamber 1 in real time and promptly understand the testing status of the vehicle braking system.

[0046] Reference Figure 5 , Figure 6 , Figure 7 , Figure 8 and Figure 9The housing 21 includes a base 211 and a vertical plate 212. The base 211 is embedded in the back plate 112, and the lower end face of the base 211 is fixed to the upper end face of the base plate 111. The vertical plate 212 is vertically fixed to the upper end face of the base 211. The hub bracket 22 includes a test shaft 221, a limiting plate 222, and a positioning screw 223 for mounting the hub to be tested. The test shaft 221 is rotatably mounted on the vertical plate 212 via bearings. The center of the test shaft 222 is fixedly installed at the front end of the test shaft 221. The positioning screw 223 is evenly fixed on the outer surface of the limiting plate 222 along the circumferential direction. The brake bracket 23 includes an arc-shaped seat 231 and a long screw 232 for brake installation. The arc-shaped seat 231 is fixedly installed at the head of the upright plate 212, and the long screw 232 is fixedly installed on the front end face of the arc-shaped seat 231. The brake master cylinder connected to the brake is also fixedly installed in the base box 211. The base box 21 is designed with a structure in which the base box 211 and the upright plate 212 cooperate. The base box 211 is embedded in the back plate 112 and fixed on the bottom plate 111, ensuring the stability of the base box 21. The test shaft 221, the limiting plate 222, and the positioning screw 223 of the hub bracket 22 can accurately install the hub to be tested, and are rotatably installed on the upright plate 212 through bearings, ensuring smooth rotation of the hub. The arc-shaped seat 231 and long screw 232 of the brake bracket 23 facilitate the installation of the brake, and the brake master cylinder provides braking hydraulic pressure to the brake, simulating the actual braking process of the vehicle.

[0047] Reference Figure 6 , Figure 7 and Figure 10 A detection assembly is mounted on the inner side of the backplate 112. This assembly includes a detection bracket 101, a wheel speed sensor 102, a temperature sensor 103, and a pressure sensor 104. One end of the detection bracket 101 is fixedly mounted on the inner side of the backplate 112, while the wheel speed sensor 102 and temperature sensor 103 are both fixedly mounted on the other end. A signal disk 105, which cooperates with the wheel speed sensor 102, is sleeved and fixed on the test shaft 221. The pressure sensor 104 is installed on the brake master cylinder's oil supply line to measure brake fluid pressure. The detection assembly on the inner side of the backplate 112 can monitor various parameters of the vehicle's braking system in real time. The wheel speed sensor 102, in cooperation with the signal disk 105 on the test shaft 221, can accurately measure the wheel hub rotation speed, reflecting the vehicle's speed. The temperature sensor 103 can monitor the ambient temperature in real time, ensuring accurate temperature control. The pressure sensor 104, installed on the brake master cylinder's oil supply line, can measure brake fluid pressure and promptly detect any faults or abnormalities in the braking system.

[0048] Reference Figure 5 , Figure 11 , Figure 12 and Figure 13The test inner frame 3 includes a flow equalization seat 31, a vertical frame seat 32, and a rotating shaft seat 33 for the movable frame 4 to be rotatably mounted. The flow equalization seat 31 is non-contactly set above the bottom plate 111 of the box. The vertical frame seat 32 is vertically fixed to the rear end face of the flow equalization seat 31 and is fixed to the back plate 112 by bolts. A rubber plate 320 is fixedly installed between the vertical frame seat 32 and the back plate 112. The rotating shaft seat 33 is fixedly installed on both sides of the vertical frame seat 32, and a large gear disk 332 is fixedly sleeved on the head of the connecting shaft rod 331 rotatably mounted in the rotating shaft seat 33. The driving component 13 includes an external motor 131 and a small gear 132 that meshes with the large gear disk 332. The external motor 131 is fixedly installed on the upper end face of the support platform 114, and the small gear 132 is sleeved and fixed on the output end of the external motor 131. The flow equalization seat 31, upright frame seat 32, and rotating shaft seat 33 of the test inner frame 3 have a reasonable structural design. The flow equalization seat 31 is non-contactly positioned above the bottom plate 111, avoiding direct contact with the bottom plate 111 and reducing heat transfer. The upright frame seat 32 is fixed to the back plate 112 with bolts, and a rubber plate 320 is installed between it and the back plate 112, which serves to dampen vibration and provide a seal. The connecting shaft 331 and the large gear disk 332 rotatably mounted in the rotating shaft seat 33, together with the external motor 131 and the small gear 132 of the drive component 13, enable the rotation of the movable frame 4, thereby adjusting the position of the heating component 5 and the cooling component 6, making the temperature of the test environment more uniform. The flow equalization seat 31 includes a seat plate 311, a turbulence fan 312, and an air outlet shell 313. The turbulence fan 312 is vertically fixed to the upper surface of the seat plate 311. Both the turbulence fan 312 and the air outlet shell 313 are fixedly installed on the upper surface of the flow equalization seat 31, and the air outlet of the turbulence fan 312 is sealed to one side of the air outlet shell 313. Several sets of inclined air outlet slots 314 are provided on the air outlet shell 313. The structure of the seat plate 311, turbulence fan 312, and air outlet shell 313 of the flow equalization seat 31 enables more uniform airflow within the test chamber 1. The turbulence fan 312 blows air into the air outlet shell 313, and the air is blown out at a certain angle through the inclined air outlet slots 314 on the air outlet shell 313, forming turbulence and avoiding dead zones in the air within the test chamber 1, thus ensuring the uniformity of the test environment temperature.

[0049] Reference Figure 5 and Figure 11The movable frame 4 includes an arc-shaped top 41, a support column 42, and an arc-shaped bottom 43. The arc-shaped top 41 and the arc-shaped bottom 43 are installed at the upper and lower ends of the support column 42. The inner ends of the arc-shaped top 41 and the arc-shaped bottom 43 are both sleeved and fixed on the connecting shaft 331, and the outer ends of the arc-shaped top 41 and the arc-shaped bottom 43 are both fixedly connected to the support column 42. The structural design of the arc-shaped top 41, the support column 42, and the arc-shaped bottom 43 of the movable frame 4 ensures the structural strength of the movable frame 4 and facilitates the installation of the heating component 5 and the cooling component 6. The arc-shaped top 41 and the arc-shaped bottom 43 are sleeved and fixed on the connecting shaft 331 and can rotate with the rotation of the connecting shaft 331, realizing the flexible adjustment of the movable frame 4. Thus, during installation, the movable frame 4 at both ends can be flipped open, and the heating component 5 and the cooling component 6 can be flipped synchronously through the movable frame 4, which facilitates the quick installation of the wheel hub and the brake. During heating, the movable frame 4 can rotate the heating components 5 at both ends to symmetrical positions, thus achieving synchronous and stable heating of both ends of the central braking system. During low-temperature operation, the movable frame 4 can drive the cooling component 6 to swing, ensuring more uniform liquid nitrogen vaporization and cooling through reciprocating swing, and preventing sudden temperature drops at certain points. The coordinated operation of the movable frame 4, heating components 5, and cooling components 6 allows for different functions to be achieved for various testing needs, making it highly flexible and convenient to use.

[0050] Reference Figure 5 and Figure 11 The heating assembly 5 includes a ceramic heating element 51 and a uniform temperature metal mesh 52. The ceramic heating element 51 is arc-shaped and fixedly installed between the top 41 and bottom 43 of the arc. The uniform temperature metal mesh 52 is installed on one side of the ceramic heating element 51, and its upper and lower ends are fixedly connected to the top 41 and bottom 43 of the arc, respectively. The design of the ceramic heating element 51 and the uniform temperature metal mesh 52 in the heating assembly 5 enables efficient heating and uniform temperature distribution. The ceramic heating element 51 features fast heating speed and high efficiency, while the uniform temperature metal mesh 52 can evenly dissipate the heat generated by the ceramic heating element 51 into the test environment, avoiding localized excessively high or low temperatures.

[0051] Reference Figure 3 , Figure 14 and Figure 15The cooling assembly 6 includes a mounting plate 61, a diversion nozzle 62, and a liquid nitrogen tank located outside the test chamber 1. The mounting plate 61 is fixedly mounted on the outer end of the movable frame 4. The diversion nozzle 62 is fixed on the mounting plate 61. The front end of the diversion nozzle 62 has several sets of nozzles 620, and a connecting pipe 621 is fixedly mounted on the lower end of the diversion nozzle 62. The connecting pipe 621 is connected to the liquid nitrogen tank through a nitrogen supply hose. A control slide plate 63 is inserted into the diversion nozzle 62. The plate 63 has a guide groove 631 corresponding to the nozzle 620. An electric cylinder 611 for driving the diverting nozzle 62 to reciprocate is also fixedly mounted on the mounting plate 61. A synchronous shaft 321 is rotatably mounted on the front end of the frame base 32. A driven gear 322 meshing with a large gear disk 332 is fixed to the head of the synchronous shaft 321, and a turbulence-inducing impeller 323 is fixedly connected to the lower end of the synchronous shaft 321. The lower end of the turbulence-inducing impeller 323 is rotatably mounted on the flow equalization base 31. The mounting plate 61, the diverting nozzle 62, and the liquid nitrogen tank of the cooling assembly 6 enable rapid cooling. The nozzle 620 and control slide plate 63 of the diverting nozzle 62 are designed to precisely control the injection volume and range of the liquid nitrogen. The electric cylinder 611 drives the diverter nozzle 62 to reciprocate up and down. During this movement, liquid nitrogen is sprayed when the nozzle 620 aligns with the guide groove 631, and temporarily shuts off when they are misaligned, thus achieving intermittent spraying. This intermittent spraying effectively controls the spraying frequency and amount of liquid nitrogen, preventing a sudden drop in temperature caused by excessive liquid nitrogen spraying at once. The intermittent spraying allows sufficient time for the liquid nitrogen to vaporize and diffuse within the chamber, resulting in a more uniform temperature reduction and improved cooling uniformity. The synchronous shaft 321 and driven gear 322 enable linkage between the movable frame 4 and the turbulence vane 323, allowing the vane 323 to rotate with the movable frame 4, enhancing airflow within the test chamber 1 and improving the uniform cooling effect.

[0052] The implementation principle of the vehicle braking system high and low temperature resistance testing system in this application embodiment is as follows: During actual testing, the vehicle braking system is first installed. The electric cylinder 10 is opened, causing the cover 12 to rise. The external motor 131 is then activated to rotate and open the movable brackets 4 at both ends, facilitating installation. The wheel hub of the vehicle braking system to be tested is installed on the positioning screw 223 of the wheel hub bracket 22, and the brake is installed on the long screw 232 of the brake bracket 23. The oil supply pipe of the brake master cylinder is then connected. The required high and low temperature ambient temperature, wheel hub rotation speed, and other parameters are set through the controller.

[0053] When simulating a high-temperature environment, the external motor 131 is started, driving the movable frame 4 to rotate to a suitable position. The ceramic heating element 51 of the heating component 5 is then turned on, and the turbulence fan 312 is simultaneously activated, causing the temperature inside the test chamber 1 to gradually rise to the set high-temperature value. During the heating process, the temperature sensor 103 monitors the temperature of the test environment in real time. Based on the signal fed back by the temperature sensor 103, the controller adjusts the power of the ceramic heating element 51 to ensure temperature stability.

[0054] When simulating a low-temperature environment, the liquid nitrogen tank is started, and the valve on the connecting pipe 621 is opened. Liquid nitrogen enters the distributing nozzle 62 through the nitrogen supply hose. The controller controls the electric cylinder 611 to drive the distributing nozzle 62 to reciprocate up and down, while simultaneously adjusting the position of the control slide plate 63, so that liquid nitrogen is sprayed into the test chamber 1 through the nozzle 620, achieving rapid cooling. During the cooling process, the temperature sensor 103 monitors the temperature of the test environment in real time. The controller adjusts the liquid nitrogen injection volume based on the signal fed back by the temperature sensor 103 to ensure temperature stability.

[0055] Braking tests were conducted under high and low temperature conditions. The speed measuring motor 20 was activated, driving the wheel hub bracket 22 to rotate, simulating vehicle driving conditions. Braking pressure was applied through the master cylinder, with pressure sensor 104 monitoring the brake hydraulic pressure in real time and wheel speed sensor 102 monitoring the wheel hub rotation speed in real time. Braking performance parameters of the braking system at different temperatures were recorded. During the test, the controller collected data from wheel speed sensor 102, temperature sensor 103, and pressure sensor 104 in real time and transmitted the data to a computer for analysis. Based on the analysis results, the performance of the vehicle braking system under high and low temperature conditions was evaluated.

[0056] After the test is completed, turn off the speed measuring motor 20, heating component 5, cooling component 6 and liquid nitrogen tank, open the electric cylinder 10 to raise the cover 12, and take out the tested vehicle braking system.

[0057] The above are all preferred embodiments of this application, and are not intended to limit the scope of protection of this application. Therefore, all equivalent changes made in accordance with the structure, shape and principle of this application should be covered within the scope of protection of this application.

Claims

1. A method for testing the high and low temperature resistance of a vehicle braking system, characterized in that, Includes the following steps: S1: Install the vehicle braking system. After opening the test box, install the wheel hub on the wheel hub bracket, install the brake on the brake bracket, connect the brake master cylinder oil supply line, and set the test parameters. S2: When simulating high temperature, start the external motor to adjust the movable frame, turn on the ceramic heating element and the turbulence fan to raise the temperature, monitor the temperature sensor, and adjust the heating power with the controller; S3: When simulating low temperature, start the liquid nitrogen tank, open the valve, and spray liquid nitrogen through the diversion nozzle to cool down. The spray is intermittent through the nozzle, monitored by the temperature sensor, and the controller adjusts the spray volume. S4: The speed measuring motor is started to simulate driving under high and low temperature conditions. The brake master cylinder applies pressure. The pressure and wheel speed sensors monitor the hydraulic pressure and speed respectively. The controller collects data and transmits it to the computer for analysis. S5: Turn off the equipment, open the test box, and remove the braking system.

2. A vehicle braking system high and low temperature resistance testing system for performing the testing method as described in claim 1, characterized in that: The test chamber (1) includes a test box (1) and a test mount (2) for installing the vehicle braking system. The test box (1) includes an insulated chamber shell (11) and a sliding cover (12). An electric cylinder (10) for driving the cover (12) to lift is installed on the rear end face of the insulated chamber shell (11). The test mount (2) includes a base (21), a wheel hub bracket (22), and a brake bracket (23). The base (21) is fixedly installed on the inner side of the bottom surface of the insulated chamber shell (11). The wheel hub bracket (22) is rotatably installed on the base (21). The chamber is also equipped with a speed measuring motor (20) that drives the hub bracket (22) to rotate. The brake bracket (23) is vertically fixed on the upper surface of the chamber base (21). The heat insulation chamber shell (11) is also fixedly equipped with a detachable test inner frame (3). The test inner frame (3) is equipped with two sets of movable frames (4). The rear end face of the heat insulation chamber shell (11) is fixedly equipped with a drive component (13) that drives the movable frame (4) to rotate. The movable frame (4) is fixedly equipped with a heating component (5). The outer end of the movable frame (4) is fixedly equipped with a cooling component (6).

3. The vehicle braking system high and low temperature resistance testing system according to claim 2, characterized in that: The insulated enclosure (11) includes a bottom plate (111), a back plate (112), and side plates (113). The back plate (112) is fixedly installed on the rear end face of the bottom plate (111), and the side plates (113) are fixedly installed on both sides of the bottom plate (111), with the rear end face of the side plates (113) fixedly connected to the back plate (112). A support platform (114) is fixedly installed on the rear end face of the back plate (112). 4) Protective covers (115) are fixedly installed at both ends. The cover (12) includes a top cover plate (121) and a sealing front cover (122). The sealing front cover (122) is vertically installed on the front end face of the top cover plate (121), and the head of the sealing front cover (122) is fixedly connected to the top cover plate (121). An observation window (123) is installed on the sealing front cover (122), and the sealing front cover (122) is slidably connected to the side plate (113).

4. The vehicle braking system high and low temperature resistance testing system according to claim 3, characterized in that: The housing (21) includes a base (211) and a vertical plate (212). The base (211) is embedded in the back plate (112), and the lower end face of the base (211) is fixed to the upper end face of the base plate (111). The vertical plate (212) is vertically fixed to the upper end face of the base (211). The wheel hub bracket (22) includes a test shaft (221), a limiting plate (222), and a positioning screw (223) for mounting the wheel hub to be tested. The test shaft (221) is rotatably mounted on the vertical plate (212) via bearings. The center of the limiting plate (222) is fixedly installed at the front end of the test shaft (221). The positioning screw (223) is evenly fixed on the outer side of the limiting plate (222) along the circumferential direction. The brake bracket (23) includes an arc-shaped seat (231) and a long screw (232) for brake installation. The arc-shaped seat (231) is fixedly installed at the head of the upright plate (212). The long screw (232) is fixedly installed on the front end face of the arc-shaped seat (231). The base box (211) is also fixedly installed with a brake master cylinder connected to the brake.

5. The vehicle braking system high and low temperature resistance testing system according to claim 4, characterized in that: A detection assembly is installed on the inner side of the back plate (112). The detection assembly includes a detection bracket (101), a wheel speed sensor (102), a temperature sensor (103), and a pressure sensor (104). One end of the detection bracket (101) is fixedly installed on the inner side of the back plate (112). The wheel speed sensor (102) and the temperature sensor (103) are both fixedly installed on the other end of the detection bracket (101). A signal disk (105) that cooperates with the wheel speed sensor (102) is sleeved and fixed on the test shaft (221). The pressure sensor (104) is installed on the oil supply line of the brake master cylinder and is used to measure the brake hydraulic pressure.

6. The vehicle braking system high and low temperature resistance testing system according to claim 5, characterized in that: The test inner frame (3) includes a flow equalization seat (31), a vertical frame seat (32), and a rotating shaft seat (33) for the movable frame (4) to be rotatably mounted. The flow equalization seat (31) is non-contactly positioned above the bottom plate (111) of the test chamber. The vertical frame seat (32) is vertically fixed to the rear end face of the flow equalization seat (31) and is bolted to the back plate (112). A rubber plate (320) is fixedly installed between the vertical frame seat (32) and the back plate (112). The rotating shaft seat... (33) is fixedly installed on both sides of the upright frame (32), and the head of the connecting shaft (331) is rotatably installed in the rotating shaft seat (33) and a large gear disk (332) is fixedly sleeved. The driving component (13) includes an external motor (131) and a small gear (132) that meshes with the large gear disk (332). The external motor (131) is fixedly installed on the upper end face of the support (114), and the small gear (132) is sleeved and fixed on the output end of the external motor (131).

7. The vehicle braking system high and low temperature resistance testing system according to claim 6, characterized in that: The flow equalization seat (31) includes a seat plate (311), a turbulence fan (312), and an air outlet shell (313). The turbulence fan (312) is vertically fixed on the upper surface of the seat plate (311). The turbulence fan (312) and the air outlet shell (313) are both fixedly installed on the upper surface of the flow equalization seat (31). The air outlet of the turbulence fan (312) is sealed to one side of the air outlet shell (313). The air outlet shell (313) is provided with several sets of inclined air outlet slots (314).

8. The vehicle braking system high and low temperature resistance testing system according to claim 7, characterized in that: The movable frame (4) includes an arc top (41), a support column (42) and an arc bottom (43). The arc top (41) and the arc bottom (43) are installed at the upper and lower ends of the support column (42). The inner ends of the arc top (41) and the arc bottom (43) are both sleeved and fixed on the connecting shaft (331), and the outer ends of the arc top (41) and the arc bottom (43) are both fixedly connected to the support column (42).

9. The vehicle braking system high and low temperature resistance testing system according to claim 6, characterized in that: The heating component (5) includes a ceramic heating element (51) and a uniform temperature metal mesh (52). The ceramic heating element (51) is set in an arc shape and is fixedly installed between the top (41) and bottom (43) of the arc. The uniform temperature metal mesh (52) is installed on one side of the ceramic heating element (51) and the upper and lower ends of the uniform temperature metal mesh (52) are fixedly connected to the top (41) and bottom (43) of the arc, respectively.

10. The vehicle braking system high and low temperature resistance testing system according to claim 7, characterized in that: The cooling assembly (6) includes a mounting plate (61), a diversion nozzle (62), and a liquid nitrogen tank located outside the test chamber (1). The mounting plate (61) is fixedly mounted on the outer end of the movable frame (4). The diversion nozzle (62) is fixed on the mounting plate (61). The front end of the diversion nozzle (62) is provided with several sets of nozzles (620), and a connecting pipe (621) is fixedly mounted on the lower end of the diversion nozzle (62). The connecting pipe (621) is connected to the liquid nitrogen tank through a nitrogen supply hose. A control slide plate (63) is inserted into the diversion nozzle (62). The control slide (63) has a guide groove (631) corresponding to the nozzle (620). The mounting vertical plate (61) is also fixedly mounted with an electric cylinder (611) that drives the flow splitting nozzle (62) to reciprocate and lift. The front end of the frame base (32) is also rotatably mounted with a synchronous shaft (321). The head of the synchronous shaft (321) is fixed with a driven gear (322) that meshes with the large gear disk (332). The lower end of the synchronous shaft (321) is fixedly connected with a turbulence vane (323). The lower end of the turbulence vane (323) is rotatably mounted on the flow equalization seat (31).

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