Automobile door lock unlocking performance detection device and detection method based on multi-working-condition simulation

Abstract

The invention relates to the technical field of automobile part detection, in particular to an automobile door lock unlocking performance detection device and method based on multi-working-condition simulation. The device comprises a rack, a clamping and positioning unit, a spring bolt state simulation unit, an unlocking driving unit, a telecommunication connection unit and a central control unit. The clamping unit is provided with a quick-change jig and a pneumatic clamping mechanism; the simulation unit realizes spring bolt state simulation through a cylinder and a spring; the unlocking unit drives the inhaul cable to act through the servo module. According to the invention, a flexible driving framework is integrated, full-dimension detection such as full / semi-lock unlocking, electric unlocking, self-absorption, power-off emergency and a Disenge pawl can be completed in a detection period, the problems of single function and incomplete working condition simulation of existing equipment are solved, and the detection efficiency and precision are improved.

Description

Technical Field

[0001] This invention relates to the field of automotive parts testing technology, and in particular to a device and method for testing the unlocking performance of automotive door locks based on multi-condition simulation. Background Technology

[0002] Automotive door locks are one of the core components of a vehicle's body control system. Their reliability directly affects vehicle driving safety, occupant safety, and vehicle property security. They are crucial devices for ensuring the normal locking and unlocking functions of car doors. With the rapid development of the automotive industry towards intelligence and safety, the market has placed higher demands on the functional stability, operational reliability, and safety redundancy of automotive door locks. Correspondingly, the testing of their key functions has become a core part of the manufacturing, quality control, and performance verification process, directly determining the product qualification rate and the safety of automotive door locks after installation.

[0003] Among the various functional tests of car door locks, the unlocking performance related to the locked state, the electric unlocking performance, the self-priming performance in the half-locked state, the emergency unlocking performance in the power failure state, and the unlocking performance in the half-locked rebound state (the pawl is the core mechanical structure in car door locks that realizes the switching between locking and unlocking) are key test items to ensure their normal operation and safety redundancy, and are also the focus and difficulty of testing in the existing technology.

[0004] Full lock and half lock are two core operating states of a car door lock, and their unlocking performance directly determines the reliability of the basic functions of the car door lock. The full lock state is the normal operating state of the door lock while the vehicle is in motion. It must reliably maintain the lock under limited external force and unlock smoothly upon receiving an unlock command, avoiding situations where unlocking is impossible or stalled, thus preventing obstruction of passenger entry / exit or emergency escape. The half lock state serves as a transitional state to the full lock state, and its unlocking performance testing is equally crucial. It needs to be tested whether the half lock state can unlock normally under limited force, preventing safety hazards caused by accidental unlocking in the half lock state and operational inconvenience caused by abnormal unlocking force.

[0005] Electric unlocking is a core electric control function of modern car door locks. Its testing mainly focuses on the reliability of unlocking under electric drive mode, including whether the car door lock can quickly and accurately complete the unlocking action after the electric unlocking command is issued under rated voltage and normal operating conditions, without jamming or abnormal noise during the unlocking process, and whether the bolt can fully return to its original position after unlocking, to ensure the effectiveness and stability of electric control and meet the needs of intelligent car operation.

[0006] The self-closing function in a half-lock state is an auxiliary locking feature found in some high-end car door locks. Its purpose is to automatically switch from a half-lock to a full-lock state after the door lock is in a half-lock position, ensuring the door is properly locked and preventing security issues such as loosening or accidental unlocking due to the half-lock state not switching to a full-lock state. Therefore, the self-closing test in a half-lock state is an important testing item for this type of car door lock. It is necessary to verify the reliability and smoothness of the self-closing action, ensuring that the self-closing function can be accurately triggered in a half-lock state without any jamming or failure during the self-closing process.

[0007] Manual unlocking after a power outage while the door is partially locked is a crucial test item for ensuring the safety redundancy of car door locks. Sudden power outages may occur while the car is in motion, causing the electric control function of the door locks to fail. Manual unlocking is necessary to open the locks, especially when partially locked, as the reliability of manual unlocking after a power outage directly affects the safety of occupants during emergency escape. Therefore, it is necessary to test whether the manual unlocking operation can be performed normally after a power outage while partially locked, whether the manual unlocking force is within a reasonable range, and whether there is any jamming or structural damage during the unlocking process, ensuring the effectiveness of the emergency unlocking function in power outage scenarios.

[0008] The disengage unlocking test in the half-lock rebound test is a key testing item for the reliability of the core mechanical structure of automotive door locks. As the core ratchet structure in automotive door locks that switches between locking and unlocking, the disengage's working state directly determines the locking and unlocking performance of the door lock. During the half-lock rebound process, the disengage must be able to unlock accurately and smoothly, ensuring the normal switching between the half-lock and unlocked states. This avoids the door lock being unable to lock or unlock properly due to the disengage getting stuck or unable to unlock, thus preventing safety hazards. Therefore, the half-lock rebound test is necessary to verify the unlocking reliability of the disengage during the half-lock rebound process, ensuring that it can unlock promptly and smoothly, and guaranteeing the mechanical structural stability of the automotive door lock.

[0009] The above descriptions are all functions that existing car door locks need to be tested. However, the testing equipment currently on the market is only capable of single-function testing and cannot fully cover the above testing functions. Therefore, the testing efficiency after the actual production process is low.

[0010] Currently, existing technologies for testing the aforementioned key functions of automotive door locks suffer from problems such as fragmented testing processes, inconsistent testing standards, and insufficient testing accuracy. Some testing items still rely on manual operation, resulting in low testing efficiency and difficulty in accurately capturing detailed performance aspects such as disengage function testing and self-priming action. This makes it impossible to comprehensively and efficiently verify the reliability of key automotive door lock functions, failing to meet the needs of large-scale production and high-precision quality control. A search revealed that patent document CN105571853B discloses a testing device for automotive door locks. This device uses a push-pull mechanism and a clamping mechanism to fix and test the automotive door lock, but it can only test the unlocking force required in half-lock and fully-lock states, and cannot be adapted to the diverse automotive door lock structures currently on the market. The core demand for door lock testing in the current market has evolved to verify whether the unlocking function of the door lock is functioning normally under different states within a specific range of force under normal working conditions. However, the existing equipment cannot meet this core demand. At the same time, it cannot be adapted to the cable testing of different models and sizes of car door locks, and it does not have other key functions such as self-priming, manual unlocking after power failure, and disengage function testing. This results in limited testing functions, low testing efficiency, and difficulty in covering the full-dimensional testing needs of car door locks.

[0011] Furthermore, patent document CN121364064A discloses a device for testing the function of a car's self-closing side door lock. This device focuses solely on testing the self-closing function of the door lock, offering extremely limited testing capabilities. It cannot test other crucial functions of the car door lock, such as unlocking performance, emergency unlocking during power outages, and disengage function testing. Similarly, it fails to meet the multi-dimensional and high-precision testing requirements of current mass production of car door locks. Therefore, a device is needed to test key functions of car door locks, including unlocking in full and half-lock states, electric unlocking, self-closing during half-lock operation, manual unlocking during power outages, and disengage function testing.

[0012] Therefore, it is necessary to design a vehicle door lock unlocking performance testing device based on multi-condition simulation to solve the above problems. Summary of the Invention

[0013] The purpose of this invention is to provide a vehicle door lock unlocking performance testing device based on multi-condition simulation, so as to overcome the above-mentioned shortcomings of the existing technology.

[0014] To achieve the above objectives, the present invention adopts the following technical solution: A vehicle door lock unlocking performance testing device based on multi-condition simulation includes an equipment frame, a door lock clamping and positioning unit mounted on the working platform of the equipment frame, a latch state simulation unit for driving the vehicle door lock latch state, an unlocking drive unit for driving the vehicle door lock cable to achieve manual unlocking, a telecommunications connection unit located outside the door lock clamping and positioning unit and connected to the vehicle door lock, a central control and data processing unit, and a barcode scanning unit; the door lock clamping and positioning unit is used to perform multi-degree-of-freedom spatial constraints and attitude restoration on the vehicle door lock under test; the latch state simulation unit is configured to simulate the physical engagement conditions of the vehicle door lock in a fully locked and half-locked state through the coupling of a multi-stage pneumatic drive and an elastic compensation mechanism; the latch state simulation unit is located behind the door lock clamping and positioning unit; the unlocking drive unit is configured to... To simulate the force applied to the cable by a human hand or actuator and to collect torque and stroke data during the unlocking process in real time; the unlocking drive unit is located above the door lock clamping and positioning unit; the telecommunications connection unit is used to establish a communication link and power supply circuit between the central control and data processing unit and the automotive door lock electronic control unit; the telecommunications connection unit is located around the door lock clamping and positioning unit; the barcode scanning unit is used to identify the identity information of the automotive door lock and capture the physical position characteristics of the latch in real time; the barcode scanning unit is located between the door lock clamping and positioning unit and the latch state simulation unit; the central control and data processing unit is electrically connected to the latch state simulation unit, the unlocking drive unit, the telecommunications connection unit, and the barcode scanning unit respectively, and is used to coordinate the action logic of each unit and perform data analysis and judgment.

[0015] Preferably, the door lock clamping and positioning unit includes a base platform, a quick-change fixture module disposed on the base platform, and a pneumatic clamping mechanism disposed on the quick-change fixture module for clamping the door lock housing. The quick-change fixture module includes a fixture base plate fixed on the base platform, a contour back plate disposed on the fixture base plate and arranged upwardly, a plurality of positioning pins disposed on the fixture base plate, and a contour support block for supporting the bottom contour of the door lock; the inclination angle between the contour back plate and the fixture base plate is set to 135° to simulate the installation posture of the door lock in a real vehicle environment; a groove is provided on the rear side of the contour back plate for the lock tongue state simulation unit to move and avoid.

[0016] Preferably, the pneumatic clamping mechanism includes a side limiting assembly disposed on the side of the fixture base plate and a pressing assembly disposed on one side of the fixture base plate and used to limit the area above the car door lock; the side limiting assembly includes a side mounting base, a side drive cylinder disposed on the side mounting base, a side mounting plate driven by the side drive cylinder, and a side limiting pin mounted on the side mounting plate by a fixing member, the side limiting pin being used to push the side of the door lock toward the reference inner wall of the contour support block; the pressing assembly includes a pressing base, a pressing cylinder disposed on the pressing base, a pressure plate driven by the pressing cylinder to rotate and move vertically downward, and a rubber pad placed at the bottom of the pressure plate.

[0017] Preferably, the latch state simulation unit includes an execution slide rail, an execution drive plate slidably mounted on the execution slide rail via a slider, a first drive cylinder that drives the execution drive plate to move, a second cylinder mounting plate disposed on the execution drive plate, second cylinders respectively disposed on the left and right sides of the front end face of the second cylinder mounting plate, a connecting plate connected to the drive end of the second cylinder, a guide module and compression spring disposed between the second cylinder mounting plate and the connecting plate, a latch simulation rod assembly disposed on the front end face of the connecting plate, and a push rod assembly drive cylinder that drives the latch simulation rod assembly to move up and down in the vertical direction. The guide module includes a guide post and a guide sleeve. The guide sleeve is embedded in the second cylinder mounting plate. One end of the guide post is fixed to the connecting plate, and the other end slides with the guide sleeve. The compression spring is used to release elastic energy when the second cylinder is depressurized, simulating the impact load when the latch is closed.

[0018] Preferably, the latch simulation rod assembly includes a latch fixing plate fixed to the front end face of the connecting plate, a latch slide rail disposed on the latch fixing plate, a latch simulation rod mounting bracket that slides up and down along the latch slide rail, and a latch simulation rod mounted on the front end of the latch simulation rod mounting bracket; The push rod assembly drives the cylinder to move the lock tongue simulation rod into or out of the door lock latch working path in the vertical direction via the lock tongue simulation rod mounting bracket.

[0019] Preferably, the unlocking drive unit includes an unlocking bracket disposed on the working platform of the equipment frame, a Z-axis servo drive module disposed on the unlocking bracket, an unlocking drive plate that is driven to move up and down by the Z-axis servo drive module, a cable preliminary positioning component disposed below the Z-axis servo drive module and placed on the unlocking bracket, and a cable unlocking component disposed on the unlocking drive plate. The cable initial positioning assembly includes an initial positioning axial slide rail mounted on the unlocking bracket, an initial positioning plate slidably mounted on the initial positioning axial slide rail via a slider, a cable buckle mounted on the initial positioning plate, and a sensor. The initial positioning plate has a positioning hole for height adjustment, configured to perform initial tensioning and position calibration of the door lock cable.

[0020] Preferably, the cable unlocking assembly includes an axial unlocking electric cylinder mounted on the unlocking drive plate, a linear slide rail disposed beside the axial unlocking electric cylinder, a movable plate mounted on the linear slide rail via a slider, and an unlocking rocker arm rotatably mounted on the unlocking drive plate via a shaft; the driving end of the axial unlocking electric cylinder is connected to one end of the movable plate, and one end of the unlocking rocker arm has an oblong hole, with a protrusion on the movable plate embedded in the oblong hole to form a linkage transmission mechanism for converting the linear motion of the axial unlocking electric cylinder into the swing motion of the unlocking rocker arm; a first cable fixing member is installed at the bottom of the movable plate, and a second cable fixing member is installed at the end of the unlocking rocker arm to drive the inward opening cable and the outward opening cable of the door lock respectively; a limiting plate is also provided at the bottom of the movable plate, and the limiting plate has limiting holes corresponding to the two sets of cable sheaths; a pressure sensor and an electric cylinder encoder are integrated inside the axial unlocking electric cylinder.

[0021] Preferably, the telecommunications connection unit includes a top electrical signal plug-in assembly and a side electrical signal plug-in assembly; the top electrical signal plug-in assembly includes a plug base plate mounted on the unlocking bracket, a top electrical signal drive cylinder, a connecting plate driven by the top electrical signal drive cylinder, a plug block mounted on the bottom of the connecting plate, and a plug socket; the plug socket adopts a floating installation structure, and guide blocks with guide angles are fixed around the plug socket; the side electrical signal plug-in assembly includes a shaft column set on the working platform, a limiting sleeve sleeved on the shaft column, and a side plug socket driven by an X-axis drive cylinder; the scanning unit includes a scanning linkage mounted on the shaft column, a barcode scanner fixedly mounted on the scanning linkage, and sensors respectively set on both sides of the barcode scanner, the sensors being used to align with the latch position of the car door lock to identify its fully locked, half-locked, and unlocked states.

[0022] A testing method for a vehicle door lock unlocking performance testing device based on multi-condition simulation, comprising the following steps: First step: clamping and positioning and system initialization; the door lock is restored to its original position and rigidly pressed by the door lock clamping and positioning unit, the product serial number is identified by the barcode scanning unit, and the telecommunications connection unit is controlled to complete the electrical circuit connection. The second step: full lock state simulation and static verification; the lock tongue state simulation unit embeds the lock tongue simulation rod into the door lock latch, the second cylinder depresses air and the elastic force of the compression spring pushes the latch into the full lock position, and the full lock physical state is verified by the reverse pulling action of the first drive cylinder and the feedback from the sensor of the scanning unit. Third step: Full lock manual unlocking performance test; In the fully locked state, the lock tongue simulation rod retracts to avoid, the axial unlocking electric cylinder drives the cable to perform the unlocking action, the central control and data processing unit collects the peak tension of the pressure sensor and the stroke data of the electric cylinder encoder, and combines them with the internal electrical signals of the door lock to determine the full lock manual unlocking performance; Fourth step: Half-lock state simulation and static verification; The lock tongue state simulation unit drives the lock tongue simulation rod to the preset half-lock stroke point, and verifies the half-lock physical state through reverse pulling action and sensor feedback; Step 5: Half-lock manual unlocking performance test; In the half-lock state, the axial unlocking electric cylinder drives the cable to perform unlocking. The system synchronously collects the maximum transient tension, effective stroke and half-lock switch signal status during the unlocking process to determine the half-lock manual unlocking performance. Step 6: Half-lock self-priming function test; After establishing the half-lock state, the telecommunications connection unit sends a self-priming trigger command to the door lock, monitors the response time of the door lock's internal switch signal from the half-lock state to the full-lock state, and determines the effectiveness of the self-priming function. Step 7: Electric unlocking performance test; In the fully locked state, the system sends an electric unlocking pulse, and at the same time, the lock tongue simulation rod cooperates with the first drive cylinder to attempt to perform a pull-back action. The electric unlocking performance is determined based on the pull-back resistance and internal signal feedback. Step 8: Disengage pawl function test; When the door lock performs the self-priming action to the preset intermediate stroke point, the system performs a simulated vehicle power failure operation through the telecommunications connection unit, and then immediately pulls the manual unlocking cable through the axial unlocking electric cylinder. If reliable unlocking can still be achieved under the condition of power failure and interruption of self-priming, the Disengage pawl function is deemed qualified. Step 9: Half-lock rebound and anti-disengagement performance test; In the half-lock state, the lock tongue simulation rod applies an axial impact force of preset frequency and amplitude to the latch to simulate vehicle vibration, and determines whether the latch has jumped out by monitoring the sensor signal; Step 10: Data archiving and system reset; each actuating unit returns to its physical origin, releases the pneumatic clamping mechanism, and the system binds and stores the collected tension curve, stroke, time, and judgment results with the serial number, and generates a test report.

[0023] Preferably, in the first step, the central control and data processing unit also automatically identifies the door lock type based on the proximity sensor signal on the door lock clamping and positioning unit, and calls the corresponding detection parameter template from the database. The parameter template includes upper and lower limit thresholds for unlocking pull force, stroke threshold, self-priming action time constant, and electric unlocking pulse width.

[0024] The beneficial effects of this invention are as follows: This technical solution integrates a full-condition integrated testing function. Through the dual-cylinder + spring drive structure of the lock tongue state simulation unit, the servo electric cylinder + rocker arm transmission structure of the unlocking drive unit, and the multi-directional electrical signal plug-in design of the telecommunications connection unit, it simultaneously realizes the unlocking performance of full lock / half lock states, electric unlocking performance, half lock self-priming performance, half lock power failure manual unlocking, disengage function testing, and half lock rebound anti-detachment testing. It completely solves the problem of low efficiency caused by the single testing function of existing equipment and the need for multiple equipment to conduct step-by-step testing, and realizes "one clamping, full-dimensional testing", which greatly improves the production testing efficiency and meets the quality control needs of large-scale production. Adopting a height-oriented vertical layout structure, the quick-change fixture module's contoured backplate and fixture base plate are tilted at 110°-150°, making the car door lock under test approximately vertical. The lock tongue state simulation unit is located behind the door lock mounting bracket, and the unlocking drive unit is located above the door lock mounting bracket. All functional units are compactly arranged along the vertical direction, significantly reducing the lateral footprint. This solves the problems of low space utilization and poor production line adaptability of traditional left-right layout equipment. It can flexibly adapt to the compact production line layout of large-scale production. At the same time, the vertical layout makes the action path of each detection unit more closely match the working posture of the actual door lock, improving the authenticity of the detection. An innovative dual-verification mechanism for the locking tongue state is used. Through the dual judgment logic of mechanical pushing of the locking tongue simulation rod + detection of the pullback of the drive cylinder + confirmation of the sensor position, the two core working states of full lock and half lock are accurately simulated. This solves the pain points of inaccurate locking state simulation and insufficient detection accuracy of existing equipment, ensures the reliability of the locking state establishment, and provides accurate initial state guarantee for subsequent unlocking performance testing under various working conditions, avoiding the distortion of test results caused by initial state deviation. The system adopts automated collaborative control, which coordinates the entire process of lock tongue state simulation, unlocking drive, electrical signal acquisition, barcode scanning and data archiving through a central control and data processing unit. This enables the automated completion of clamping, testing, judgment and recording, reducing manual intervention and solving problems such as inconsistent standards and large errors caused by manual operation in some existing technologies. At the same time, the barcode scanning unit enables accurate binding and traceability of individual door lock test data, improving the traceability of quality control and meeting the requirements of high-precision quality control. Attached Figure Description

[0025] Figure 1This is a schematic diagram of the overall skeleton structure of a car door lock unlocking performance testing device based on multi-condition simulation according to the present invention. Figure 2 This is a schematic diagram of the door lock clamping and positioning unit of a car door lock unlocking performance testing device based on multi-condition simulation according to the present invention. Figure 3 This is a schematic diagram of the door lock clamping and positioning unit and part of the telecommunications connection unit of a car door lock unlocking performance testing device based on multi-condition simulation according to the present invention. Figure 4 This is a partially enlarged view of the telecommunications connection unit of a vehicle door lock unlocking performance testing device based on multi-condition simulation according to the present invention. Figure 5 This is an enlarged schematic diagram of the lock tongue state simulation unit of a car door lock unlocking performance testing device based on multi-condition simulation according to the present invention; Figure 6 This is a schematic diagram of the unlocking drive unit of a car door lock unlocking performance testing device based on multi-condition simulation according to the present invention; Figure 7 This is a partially enlarged schematic diagram of the cable unlocking component of a car door lock unlocking performance testing device based on multi-condition simulation according to the present invention; Figure 8 This is a partially enlarged schematic diagram of the cable preliminary positioning component of a car door lock unlocking performance testing device based on multi-condition simulation according to the present invention; Figure 9 This is a flowchart of the testing steps for a car door lock unlocking performance testing device based on multi-condition simulation according to the present invention. In the diagram: 10 Door lock clamping and positioning unit, 11 Base platform, 12 Quick-change fixture module, 121 Fixture base plate, 14 Pneumatic clamping mechanism, 101 Side limit assembly, 1011 Side mounting base, 1012 Side drive cylinder, 1013 Side mounting plate, 1014 Side limit pin, 102 Press-fit assembly, 1021 Press-fit base, 1022 Press-fit cylinder, 1023 Pressure plate, 1024 Pad block; 20. Locking tongue state simulation unit, 201. Execution slide rail, 202. Execution drive plate, 203. First drive cylinder, 204. Second cylinder mounting plate, 205. Second cylinder, 206. Connecting plate, 207. Guide module, 208. Compression spring, 209. Locking tongue simulation rod assembly, 2091. Locking buckle fixing plate, 2092. Locking buckle slide rail, 2093. Locking tongue simulation rod mounting bracket, 2094. Locking tongue simulation rod, 210. Push rod assembly drive cylinder; 30 Unlocking drive unit, 301 Unlocking bracket, 302 Z-axis servo drive module, 303 Unlocking drive board, 304 Cable preliminary positioning assembly, 3041 Preliminary positioning axial slide rail, 3042 Preliminary positioning plate, 3043 Cable buckle, 305 Cable unlocking assembly, 3051 Axial unlocking electric cylinder, 3052 Slide rail, 3053 Moving plate, 3054 Shaft, 3055 Unlocking rocker arm, 3056 Waist-shaped hole, 3057 Protrusion, 3058 First cable fixing component, 3059 Second cable fixing component, 3060 Limiting plate, 3061 Limiting hole; 40 Telecommunications connection unit, 401 Top left electrical signal plug-in assembly, 4011 Base plate, 4012 Top electrical signal drive cylinder, 4013 Connecting plate, 4014 Plug block, 4015 Plug socket, 4016 Guide block, 402 Top right electrical signal plug-in assembly, 403 Left electrical signal plug-in assembly, 4031 Shaft column, 4032 Limit sleeve, 4033 X-axis drive cylinder, 4034 Side plug socket, 404 Right electrical signal plug-in assembly; 50 Central Control and Data Processing Units; 60 Scanning unit, 601 Linkage, 602 Scanner, 603 Sensor; 70 car door locks to be tested. Detailed Implementation

[0026] The car door lock in this embodiment includes a housing, a latch mechanism, an electric actuator, an inner / outer handle cable interface, a self-priming trigger mechanism, and a disengage pawl assembly. The above structure is a conventional structure of existing car door locks.

[0027] Referring to Figures 1 to 8, a vehicle door lock unlocking performance testing device based on multi-condition simulation includes an equipment frame, a door lock clamping and positioning unit 10 mounted on the working platform of the equipment frame, a lock tongue state simulation unit 20 for driving the vehicle door lock latch state, an unlocking drive unit 30 for driving the vehicle door lock cable to achieve manual unlocking, a telecommunications connection unit 40 located on the outside of the door lock mounting bracket and connected to the vehicle door lock, a central control and data processing unit 50, and a barcode scanning unit 60.

[0028] The door lock clamping and positioning unit 10 includes a base platform 11, a quick-change fixture module 12 disposed on the base platform 11, and a pneumatic clamping mechanism 14 disposed on the quick-change fixture module 12 for clamping the door lock housing 701. The quick-change fixture module 12 includes a fixture base plate 121, a contoured back plate 122 disposed on the fixture base plate 121 and arranged upwardly, a plurality of positioning pins 123 disposed on the fixture base plate 121, and a contoured support block 124 for supporting the bottom contour of the door lock.

[0029] The included angle between the contour back plate 122 and the fixture base plate 121 is 110° to 150°. A groove 125 is provided on the rear side of the contour back plate 122 to allow the lock tongue state simulation unit 20 to move and avoid obstacles. After the car door lock is installed on the contour back plate 122 and the contour support block 124, the whole is arranged in an approximately vertical manner, so that the functional units are arranged along the height direction. The overall device is compact in the longitudinal direction and occupies less space in the lateral direction, which significantly saves installation space while ensuring the integrity of the detection function.

[0030] The pneumatic clamping mechanism 14 includes a side limiting component 101 disposed on the side of the fixture base plate 121 and a press-fit component 102 disposed on one side of the fixture base plate 121 and used to limit the area above the car door lock. The side limiting assembly 101 includes a side mounting base 1011, a side drive cylinder 1012 mounted on the side mounting base 1011, a side mounting plate 1013 driven by the side drive cylinder 1012, and a side limiting pin 1014 fixedly mounted on the side mounting plate 1013 by a fastener 1015. The side limiting pin 1014, after being driven, abuts against the side of the car door lock, thereby limiting its movement. In actual testing, there are left and right car door locks. The contour groove 126 on the fixture base plate 121 accommodates both left and right door locks. Therefore, when the car door lock is inserted into the contour groove 126, a certain gap will remain. To ensure the positional accuracy of the door lock after installation, the side drive cylinder 1012 drives the side mounting plate 1013 horizontally towards the car door lock position, thereby driving the side limiting pin 1014. The end of the door contacts the side of the car door lock, thereby moving the car door lock so that one side of the car door lock is in close contact with the inner wall of the contour groove 126.

[0031] The pressing assembly 102 includes a pressing base 1021, a pressing cylinder 1022 disposed on the pressing base 1021, a pressing plate 1023 driven to move up and down by the pressing cylinder 1022, and a pad 1024 placed at the bottom of the pressing plate 1023. The pressing cylinder 1022 can also be a rotary pressing cylinder. The pressing plate 1023 is driven by the rotary pressing cylinder to first rotate and then press down. In practical applications, during the door lock assembly stage, the pressing plate 1023 is placed in the space above the fixture base plate 121. After the car door lock is installed, the side limiting assembly 101 drives the car door lock to be side-limited, and then the rotary pressing cylinder drives the pressing plate 1023 to rotate above the fixture base plate 121, that is, above the car door lock, and then press down. The pressure is applied to the upper surface of the car door lock to restrict its movement; the pad 1024 is made of rubber and serves a protective function to prevent damage to the surface of the car door lock when it is pressed down.

[0032] The latch state simulation unit 20 is located behind the door lock mounting bracket, saving lateral space and being compatible with both left and right door locks. The latch state simulation unit 20 includes an execution slide rail 201, an execution drive plate 202 slidably mounted on the execution slide rail 201 via a slider 211, a first drive cylinder 203 that drives the execution drive plate 202 to move, a second cylinder mounting plate 204 mounted on the execution drive plate 202, second cylinders 205 respectively located on the left and right sides of the front end face of the second cylinder mounting plate 204, a connecting plate 206 connected to the drive end of the second cylinders 205, a guide module 207 and a compression spring 208 located between the second cylinder mounting plate 204 and the connecting plate 206, a latch simulation rod assembly 209 located on the front end face of the connecting plate 206, and a push rod assembly drive cylinder 210 that drives the latch simulation rod assembly 209 to move up and down. The guide module 207 includes a guide post 2071 and a guide sleeve 2072. The guide sleeve 2072 is embedded in the second cylinder mounting plate 204. One end of the guide post 2071 is fixed to the panel of the connecting plate 206, and the other end is slidably engaged with the guide sleeve 2072. Limiting blocks 212 are provided on both outer walls of the actuating slide rail 201, and baffles 213 are provided on the actuating drive plate 202 to limit the travel of the first drive cylinder 203.

[0033] The latch simulation rod assembly 209 includes a latch fixing plate 2091 fixed to the front end face of the connecting plate 206, a latch slide rail 2092 disposed on the latch fixing plate 2091, a latch simulation rod mounting bracket 2093 that slides up and down along the latch slide rail 2092, and a latch simulation rod 2094 mounted on the front end of the latch simulation rod mounting bracket 2093. The driving end of the push rod assembly drive cylinder 210 is connected to the bottom of the latch simulation rod mounting bracket 2093, driving the latch simulation rod 2094 to move up and down.

[0034] In actual operation, the fully locked state is simulated as follows: Initially, the second cylinder 205 is in the retracted state, and the compression spring 208 is compressed; the first drive cylinder 203 drives the lock tongue simulation rod 2094 to move forward and embed into the U-shaped groove of the latch; after reaching the limit position, the second cylinder 205 depresses, the compression spring 208 releases its elasticity, and continues to push the lock tongue simulation rod 2094 to push the latch to the fully locked position; then the first drive cylinder 203 attempts to pull back, and if it cannot be pulled back, it is determined that it has entered the fully locked state, which is double-confirmed with the sensor 603; Simulation of half-lock state: The second cylinder 205 remains retracted, and the compression spring 208 is compressed; the first drive cylinder 203 drives the lock tongue simulation rod 2094 to move forward to the half-lock position and then stops; then the first drive cylinder 203 attempts to pull back, and if it cannot be pulled back, it is determined that it has entered the half-lock state, which is double-confirmed by the sensor 603.

[0035] Reset action: The push rod assembly drive cylinder 210 drives the lock tongue simulation rod 2094 to move downward out of the lock slot, the first drive cylinder 203 drives the whole to move backward to reset, and the push rod assembly drive cylinder 210 resets.

[0036] The unlocking drive unit 30 is located above the car door lock mounting bracket. The entire mechanism is arranged vertically, occupying only vertical space and reducing the use of horizontal space. The unlocking drive unit 30 includes an unlocking bracket 301 on the working platform of the equipment frame, a Z-axis servo drive module 302 on the unlocking bracket 301, an unlocking drive plate 303 driven to move up and down by the Z-axis servo drive module 302, a cable preliminary positioning component 304 located below the Z-axis servo drive module 302 and placed on the unlocking bracket 301, and a cable unlocking component 305 located on the unlocking drive plate 303. The cable preliminary positioning assembly 304 includes a preliminary positioning axial slide rail 3041 mounted on the unlocking bracket 301, a preliminary positioning plate 3042 slidably mounted on the preliminary positioning axial slide rail 3041 via a slider 3044 and capable of moving up and down along the preliminary positioning axial slide rail 3041, and a cable buckle 3043 mounted on the preliminary positioning plate 3042. A sensor 3045 is provided next to the cable buckle 3043 to initially detect the presence of a cable for preliminary detection. A positioning hole 3046 is provided on the preliminary positioning plate 3042, and a fastener 3047 is threadedly connected to the positioning hole 3046 to fix it to the preliminary positioning axial slide rail 3041. After preliminary adjustment according to the cable model and length, it is then fixed. The cable clip 3043 is mainly used for positioning, tensioning, fixing, and limiting the cable of the car door lock, preventing the cable from loosening, shifting, moving, or coming off during operation, and ensuring stable and reliable transmission of tension. The cable clip 3043 enables the connection and positioning of the cable to its corresponding mounting components, adjusts the cable tension, and ensures that the cable remains under appropriate tension throughout its working stroke, improving the overall mechanism's operational accuracy and stability.

[0037] Since car door locks typically have two cables, usually an inward-opening cable and a locking / closing cable, manual unlocking tests are performed on each of them separately.

[0038] The cable unlocking assembly 305 includes an axial unlocking electric cylinder 3051 mounted on the unlocking drive plate 303, a slide rail 3052 disposed beside the axial unlocking electric cylinder 3051, a movable plate 3053 slidably mounted on the slide rail 3052 via a slider 3050, a drive end of the axial unlocking electric cylinder 3051 connected to one end of the movable plate 3053, and an unlocking rocker arm 3055 rotatably mounted on the unlocking drive plate 303 via a shaft 3054; the axial unlocking electric cylinder 3051 integrates a pressure sensor and an electric cylinder encoder with a sampling frequency of not less than 1000Hz for real-time recording of the unlocking torque curve and stroke.

[0039] The unlocking rocker arm 3055 has a slotted hole 3056 at one end. A protrusion 3057 on the moving plate 3053 is embedded in the slotted hole 3056, forming a linkage transmission. The axial unlocking electric cylinder 3051 drives the moving plate 3053 to move up and down, causing the unlocking rocker arm 3055 to swing around the shaft 3054. A first cable fixing member 3058 is installed at the bottom of the moving plate 3053, and a second cable fixing member 3059 is installed at the end of the unlocking rocker arm 3055. The two are connected to two cables respectively.

[0040] To further restrict the cable and prevent loosening, deviation, shifting, or detachment, a limiting plate 3060 is provided at the bottom of the moving plate 3053. The limiting plate 3060 has limiting holes 3061. There are two sets of limiting holes 3061, which are respectively provided for the first cable fixing member 3058 and the second cable fixing member 3059, and are used to install the sheath of the car door lock cable.

[0041] The Z-axis servo drive module 302 drives the unlocking drive plate 303 to move up and down, thereby adjusting the position of the entire cable unlocking assembly 305 to adapt to different models and lengths of car door lock cables; similarly, by adjusting the position of the cable initial positioning assembly 304, it can be used with different models and lengths of car door lock cables.

[0042] The manual operator first positions the installed car door lock cable with the cable buckle 3043 of the cable initial positioning component 304, then inserts the cable sheath into the limiting hole 3061 of the limiting plate 3060 for fixation, and then fixes the end of the cable body to the first cable fixing component 3058 and the second cable fixing component 3059 respectively, waiting for testing requirements to realize the driving of different cables.

[0043] The telecommunications connection unit 40 includes a left top electrical signal plug-in assembly 401 and a right top electrical signal plug-in assembly 402 disposed on the unlocking bracket 301, and a left electrical signal plug-in assembly 403 and a right electrical signal plug-in assembly 404 respectively disposed on the left and right sides of the car door lock mounting bracket. The left top electrical signal plug-in component 401 and the right top electrical signal plug-in component 402 have the same structure and are arranged symmetrically on the left and right. The left electrical signal plug-in component 403 and the right electrical signal plug-in component 404 have the same structure and are arranged symmetrically on the left and right. The left top electrical signal plug-in component 401 and the left electrical signal plug-in component 403 are used to cooperate with the left side of the car door lock for detection. The right top electrical signal plug-in component 402 and the right electrical signal plug-in component 404 are used to cooperate with the right side of the car door lock for detection. The left top electrical signal plug-in assembly 401 includes a base plate 4011 mounted on the unlocking bracket 301, a top electrical signal drive cylinder 4012 mounted on the base plate 4011, a connecting plate 4013 driven by the top electrical signal drive cylinder 4012, a plug block 4014 mounted on the bottom of the connecting plate 4013, and a plug socket 4015 mounted on the plug block 4014. To facilitate the insertion of the plug socket 4015 into the car door lock, several sets of guide blocks 4016 are fixed around the plug socket 4015 by fasteners 4017. A guide angle 4018 is provided at the inner opening of the guide block 4016.

[0044] The base plate 4011 has an arc-shaped groove 4019, which can adjust the angle of the entire structure according to the position of the car door lock connector, so as to adapt to different models of car door locks.

[0045] The left electrical signal plug-in assembly 403 or the right electrical signal plug-in assembly 404 includes a shaft column 4031 mounted on the working platform of the equipment frame, several sets of limiting sleeves 4032 sleeved on the shaft column 4031, an X-axis drive cylinder 4033 mounted on the limiting sleeve 4032, and a side plug-in seat 4034 driven by the X-axis drive cylinder 4033; sensors 4035 are also provided on the other limiting sleeves 4032 to sense the position of the product, and the limiting sleeves 4032 can be height adjusted along the shaft column 4031 as needed to adapt to different models of car door locks.

[0046] In order to collect the detection data and accurately locate individual door locks, a barcode scanning unit 60 is provided on the rear side of the car door lock mounting bracket and in front of the latch state simulation unit 20. The barcode scanning unit 60 includes a connecting rod 601 mounted on the shaft 4031, a barcode scanner 602 fixedly mounted on the connecting rod 601 by a guide sleeve 604, and sensors 603 respectively set on both sides of the barcode scanner 602 and mounted on the connecting rod 601. The sensors 603 are aligned with the latch of the car door lock and are used to detect the position of the latch, thereby distinguishing the state of the car door lock, namely the unlocked state, the half-locked state, and the fully locked state.

[0047] To enable those skilled in the art to fully understand and implement this invention, the specific implementation principles of this invention are further supplemented below in conjunction with specific application scenarios.

[0048] refer to Figure 9 As shown, when testing the unlocking performance of the car door lock 70 under full lock status, the operator first places the door lock on the quick-change fixture module 12, so that the bottom contour of its housing fits with the contour groove 126, and the positioning hole is fitted into the positioning pin 123. First, the side mounting plate 1013 is driven horizontally towards the car door lock position by the side drive cylinder 1012, thereby causing the end of the side limit pin 1014 to contact the side of the car door lock, and then causing the car door lock to move so that one side of the car door lock is tightly against the inner wall of the contour groove 126, thus positioning one side of the car door lock. Then, the pressure plate 1023 is driven to rotate above the fixture base plate 121, that is, above the car door lock, by the rotating pressing cylinder, and then pressed down. The pressure plate 1023 presses down on the upper surface of the car door lock, thereby restricting it.

[0049] Subsequently, the first drive cylinder 203 drives the slider 211 to move forward along the execution slide rail 201, causing the lock tongue simulation rod 2094 to fully extend into the lock's latch hole until the displacement sensor 214 detects that its displacement corresponds to the fully locked position. At this time, the lock tongue mechanism is forcibly locked in the fully locked state. In order to further ensure the state of the latch, the second cylinder 205 pulls back. If it cannot be pulled, it indicates that the car door lock has reached the fully locked state. If it can be pulled, it indicates that it has not reached the fully locked state, and an alarm is issued. At the same time, the corresponding sensor 603 performs detection. After both are detected correctly, it is determined to be in the fully locked state.

[0050] Adjust the unlocking drive unit 30 and the telecommunications connection unit 40 according to the car door lock to be tested. After moving the position of the preliminary positioning plate 3042 to the appropriate height, fix it to the preliminary positioning axial slide rail 3041 by threading the positioning hole 3046 through the fastener 3047. The cable unlocking component 305 is adjusted by driving the Z-axis servo drive module 302 to adjust its height until a suitable height is reached. If the cable is long, it is adjusted upwards; if the cable is short, it is adjusted downwards. This is done to accommodate different models and lengths of car door lock cables. The cable of the car door lock to be tested is first initially positioned with the cable buckle 3043 of the cable initial positioning component 304. Then, the cable sheath is inserted into the limiting hole 3061 of the limiting plate 3060 for fixation. Finally, the ends of the two car door lock cable bodies are fixed to the first cable fixing component 3058 and the second cable fixing component 3059 respectively, completing the cable assembly. Depending on the location of the car door lock, the corresponding left top electrical signal plug-in component 401 / left electrical signal plug-in component 403, or right top electrical signal plug-in component 402 / right electrical signal plug-in component 404 of the telecommunications connection unit 40 are driven to be inserted into the corresponding socket of the car door lock to supply power to the car door lock and collect signals, etc., to establish initial conditions for subsequent testing. First, the door lock is initialized and unlocked by driving the axial unlocking electric cylinder 3051 to move downward, causing the unlocking rocker arm 3055 to rotate around the shaft 3054. The first cable fixing member 3058 moves downward and the second cable fixing member 3059 moves upward. The switch signal is collected to determine whether it is in the unlocked state. At the same time, the position of the door lock is sensed by the sensor 603 and detected synchronously.

[0051] First, a manual unlocking test was conducted. The manual unlocking test included: whether it could be manually unlocked normally within a set force range in the half-lock state; and whether it could be manually unlocked normally within a set force range in the full-lock state.

[0052] Specifically, the car door lock first needs to be adjusted to the fully locked state. The latch is adjusted to the fully locked state via the latch state simulation unit 20: In the initial state, the second cylinder 205 is in a compressed state, and the compression spring 208 between the second cylinder mounting plate 204 and the connecting plate 206 is in a compressed state. The first drive cylinder 203 drives the latch simulation rod 2094 forward, and the shaft of the latch simulation rod 2094 contacts the car door lock latch. Simultaneously, the shaft of the latch simulation rod 2094 is embedded in the U-shaped groove of the car door lock latch. The first drive cylinder 203 continues to move to the predetermined position, and the second cylinder 205 releases... When the air is released, the compression spring 208 loses its restraint and releases its elastic pressure, thereby continuing to drive the lock tongue simulation rod 2094 forward, pushing the car door lock latch to the fully locked state. Then, the second cylinder 205 pulls it back. If it cannot be pulled back, it indicates that the car door lock has reached the fully locked state. If it can be pulled back, it means that it has not reached the fully locked state, and an alarm is sounded. At the same time, the corresponding sensor 603 performs detection. If both detections are correct, it is determined to be in the fully locked state. Then, the lock tongue simulation rod 2094 is reset to facilitate unlocking detection and prevent the lock tongue simulation rod 2094 from affecting the unlocking effect internally.

[0053] The axial unlocking cylinder 3051 drives the cable to the unlock position. During the unlocking process, the pressure sensor 3062 monitors the unlocking force, and the cylinder encoder 3063 detects whether the unlocking stroke meets the requirements. The unlocking action must be completed within the set stroke range and the set force range (i.e., the range of movement of the axial unlocking cylinder 3051 of the cable unlocking assembly 305, which can be adjusted to set the required range and force). The system collects switch signals to determine if the car lock has reached the unlocked state. If so, the manual unlocking is considered successful; if the car lock has not reached the unlocked state, or the unlocking force or stroke exceeds the range, the manual unlocking is considered unsuccessful.

[0054] Next, perform the self-locking test: After the previous test is completed, the latch is in the unlocked state; according to the above description, adjust the car door lock to the half-lock state. After power is applied, the switch signal inside the car door lock automatically switches to the half-lock state, triggering the self-locking function of the car door lock. By collecting the switch signal inside the car door lock, it is determined whether the self-locking function of the car door lock is effective in self-locking the door lock to the fully locked state.

[0055] After the judgment is completed, the latch is in the fully locked state, so the electric unlocking test can be performed again: the car door lock is adjusted to the fully locked state, the ECU is powered on, and the ECU is started to unlock (under normal circumstances, after unlocking, the pawl in the car door lock will reset, the hook in the locking mechanism will be pushed to the half-lock position by the pawl, and the hook of the ramming mechanism can be directly withdrawn from the door lock). Therefore, whether the hook of the ramming mechanism can be pulled back from the half-lock position to the initial position can be used to determine whether the ECU has successfully unlocked. If it can be pulled back to the initial position, the unlocking is successful; otherwise, the unlocking is unsuccessful.

[0056] Next, perform the Disengage function test: At this time, the car door locks are in the unlocked state; Following the steps above, adjust the car door lock to the half-lock state and perform a self-priming test. Cut off the power midway through the self-priming process, and then manually unlock the door to determine whether it was successfully unlocked. Finally, a half-lock rebound test is performed: the second cylinder 205 is in a compressed state, the compression spring 208 is compressed, the first drive cylinder 203 drives the lock tongue simulation rod 2094 to move forward, the lock tongue simulation rod 2094 shaft contacts the car door lock latch, and at the same time the lock tongue simulation rod 2094 shaft is embedded in the U-shaped groove of the car door lock latch. The first drive cylinder 203 continues to move to the limited position, and rotates the latch to the half-lock state. In order to detect whether the latch is in the half-lock state, the first drive cylinder 203 drives the reset pull back. If it cannot be pulled back, it is determined that the car door lock latch is in the half-lock state. At the same time, the position of the latch is sensed by the sensor 603 to determine the state of the latch. If both are detected correctly, it is determined to be in the half-lock state. The axial unlocking electric cylinder 3051 drives the cable to the unlocking position. During the unlocking process, the pressure sensor 3062 monitors the unlocking force, and the electric cylinder encoder 3063 detects whether the unlocking stroke meets the requirements. The unlocking action must be completed within the set stroke range and the set force range. The switch signal is collected to determine whether the car lock has reached the unlocking state. If so, the manual unlocking of the half-lock is considered successful; if the car lock has not reached the unlocking state, or the unlocking force or the unlocking stroke exceeds the range, the manual unlocking is considered unsuccessful.

[0057] Finally, the ECU initialization settings are performed, and the origin signal detection is completed. The above detection data is collected and archived.

[0058] The detection steps of this invention are as follows: When performing unlocking performance testing on the car door lock 70 under test, the pre-test preparation and clamping positioning are first completed: The operator places the car door lock 70 under test on the contour support block 124 of the quick-change fixture module 12, so that the bottom contour of the door lock fits against the contour support block 124 and the door lock positioning hole is fitted with the positioning pin 123. The side limiting assembly 101 is activated, and the side drive cylinder 1012 extends to push the side mounting plate 1013 and the side limiting pin 1014 to move towards the door lock, so that the side of the door lock is tightly against the inner wall of the contour support block 124 to achieve lateral precision positioning. Then the pressing assembly is activated. Part 102, the rotating pressing cylinder drives the pressure plate 1023 to rotate above the door lock and press down, and the rubber pad 1024 presses the upper surface of the door lock to complete the vertical pressing; the barcode scanner 602 of the barcode scanning unit 60 scans the door lock to enter the product serial number and establishes a single door lock test file. The corresponding telecommunications connection unit 40 (left top electrical signal plug component 401 / left electrical signal plug component 403 or right top electrical signal plug component 402 / right electrical signal plug component 404) is automatically inserted into the door lock socket to complete the power supply, communication and signal acquisition connection.

[0059] After clamping, the latch state simulation unit 20 first resets to the initial state: the push rod assembly drive cylinder 210 drives the latch simulation rod 2094 to descend to the avoidance position, the first drive cylinder 203 drives the execution drive plate 202 to retreat to the initial position, the second cylinder 205 vents and retracts to put the compression spring 208 in the pre-compression state, the system reads the signal from the latch position sensor 603 to confirm that the door lock is in the unlocked initial state, if there is an abnormality, an alarm is triggered and the detection is interrupted.

[0060] Next, the following tests are performed sequentially: First, a fully locked state is established and double-verified. The first drive cylinder 203 drives the lock tongue simulation rod 2094 forward to embed into the door lock latch U-shaped groove. After continuing to advance to the preset fully locked preparatory position, the second cylinder 205 is de-energized and depressurized. The compression spring 208 releases its elasticity to push the connecting plate 206 and the lock tongue simulation rod 2094 forward, pushing the latch to the fully locked position. The first drive cylinder 203 attempts to pull back. If it cannot be pulled back and the latch position sensor 603 confirms that it is in the fully locked range, the fully locked state is determined to be successfully established. Subsequently, the push rod assembly drive cylinder 210 drives the lock tongue simulation rod. The lever 2094 is disengaged from the latch slot, and the first drive cylinder 203 is retracted and reset. The manual inward unlocking test is initiated in the fully locked state. The system presets the upper limit of the unlocking pull force and the upper limit of the stroke. The axial unlocking electric cylinder 3051 drives the moving plate 3053 to move downward, which in turn drives the inward opening cable through the unlocking rocker arm 3055. The unlocking pull force value of the pressure sensor 3062, the unlocking stroke of the electric cylinder encoder 3063, and the internal switch signal of the door lock are collected in real time. If both the pull force and stroke are within the set range and the switch signal changes from fully locked to unlocked, the manual unlocking of the fully locked state is deemed successful; otherwise, it is deemed unsuccessful and the fault type is recorded.

[0061] Subsequently, a semi-lock state is established and verified twice: After the latch state simulation unit 20 is reset, the second cylinder 205 is vented and retracted to pre-compress the compression spring 208. The first drive cylinder 203 drives the latch simulation rod 2094 to move forward and embed into the U-shaped groove of the latch, and then stops when it reaches the semi-lock set position. The first drive cylinder 203 attempts to pull back. If it cannot be pulled back and the latch position sensor 603 confirms that it is in the semi-lock range, then the semi-lock state is determined to be established successfully. The latch simulation rod 2094 descends, exits, and resets. The manual inward unlocking test in the semi-lock state is started. The axial unlocking electric cylinder 3051 drives the inward opening cable to perform unlocking. The pulling force, stroke, and door lock switch signals are collected simultaneously. If it can be unlocked normally in the semi-lock state, the pulling force and stroke are within the qualified range, and the signal jump is normal, then the manual unlocking of the semi-lock is determined to be qualified; otherwise, it is unqualified.

[0062] After the manual unlocking test of the half-lock is completed, the self-priming function test is performed: the half-lock state is re-established, the telecommunications connection unit 40 supplies power to the door lock ECU to trigger the self-priming function, the system monitors the internal switch signal of the door lock in real time, if the signal automatically changes from half-lock to full lock, the self-priming function is deemed qualified, if it does not change within the time limit, the self-priming function is deemed to be unqualified.

[0063] After the self-priming function test is completed, the system remains in a fully locked state and performs an electric unlocking test: The system sends an electric unlocking command to the door lock ECU, the lock tongue simulation rod 2094 of the lock tongue state simulation unit 20 re-enters the lock slot, and the first drive cylinder 203 attempts to pull back. If it can be successfully pulled back to the initial position, the electric unlocking is determined to be successful; otherwise, the electric unlocking is determined to be unsuccessful. The result is determined and recorded in conjunction with the internal switch signal of the door lock.

[0064] After the electric unlocking test, the Disengage function test is performed: First, the door lock is placed in the unlocked state, the half-locked state is re-established and the self-priming is started. During the self-priming process, the power is cut off to simulate an abnormal power failure. Then, manual inward unlocking is performed. The axial unlocking electric cylinder 3051 pulls the cable, and the pulling force, stroke and switch signals are collected. If it can still be reliably unlocked manually in the power failure state, the Disengage function is deemed qualified; otherwise, it is deemed unqualified.

[0065] Finally, a semi-lock rebound / anti-disengagement test is performed: a stable semi-lock state is established, the axial unlocking electric cylinder 3051 does not move to keep the cable free, the lock tongue state simulation unit 20 slightly pulls back to simulate vibration or impact, and it is detected whether the latch unexpectedly jumps to unlock. If it still remains semi-locked, the semi-lock rebound is deemed qualified; if it automatically disengages, the semi-lock anti-disengagement is deemed unqualified. For door locks equipped with locking / unlocking cables, the locking cable drive is switched to an additional lock cable drive, and locking and unlocking actions are performed in the fully locked, semi-locked, and unlocked states respectively. The internal signals of the door lock are checked to see if they switch normally, and the locking mechanism is deemed to function normally.

[0066] After all test items are completed, the lock tongue state simulation unit 20, unlocking drive unit 30 and telecommunications connection unit 40 all return to their original positions, the pneumatic clamping mechanism 14 is released, the side limit component 101 and the pressing component 102 are reset, the system performs a comprehensive judgment on all items such as full lock manual unlocking, half lock manual unlocking, self-priming, electric unlocking, disengage, half lock rebound, etc., and outputs OK or NG results. The test data and the scanned serial number are bound and saved to the database and a test report is generated. The door lock ECU performs initialization, the equipment returns to the waiting state, and the full process test of the single door lock unlocking performance is completed.

[0067] The beneficial effects of this invention are as follows: This technical solution integrates a full-condition integrated testing function. Through the dual-cylinder + spring drive structure of the lock tongue state simulation unit 20, the servo electric cylinder + rocker arm transmission structure of the unlocking drive unit 30, and the multi-directional electrical signal plug-in design of the telecommunications connection unit 40, it simultaneously realizes the unlocking performance of full lock / half lock states, electric unlocking performance, half lock self-priming performance, half lock power failure manual unlocking, disengage function testing, and half lock rebound anti-detachment testing. It completely solves the problem of low efficiency caused by the single testing function of existing equipment and the need for multiple equipment to conduct step-by-step testing, and realizes "one clamping, full-dimensional testing", which greatly improves the production testing efficiency and meets the quality control needs of large-scale production. Adopting a height-oriented vertical layout structure, the quick-change fixture module 12's contoured back plate 122 and fixture base plate 121 are designed to be tilted at 110°-150°, making the car door lock 70 under test approximately vertical. The lock tongue state simulation unit 20 is located behind the door lock mounting bracket, and the unlocking drive unit 30 is located above the door lock mounting bracket. The functional units are compactly arranged along the height direction, which greatly reduces the horizontal footprint and solves the problems of low space utilization and poor production line adaptability of traditional left-right layout equipment. It can flexibly adapt to the compact production line layout of large-scale production. At the same time, the vertical layout makes the action path of each detection unit more closely match the working posture of the actual door lock, improving the authenticity of the detection. An innovative dual-verification mechanism for the locking tongue state is used. Through the dual judgment logic of mechanical pushing of the locking tongue simulation rod 2094, pullback detection of the drive cylinder, and position confirmation of the sensor 603, the two core working states of full lock and half lock are accurately simulated. This solves the pain points of inaccurate locking state simulation and insufficient detection accuracy of existing equipment, ensures the reliability of locking state establishment, provides accurate initial state guarantee for subsequent unlocking performance testing under various working conditions, and avoids the distortion of test results caused by initial state deviation. The system employs automated collaborative control, with the central control and data processing unit 50 coordinating the entire process of lock tongue state simulation, unlocking drive, electrical signal acquisition, barcode scanning and data archiving. This enables automated completion of clamping, testing, judgment, and recording, reducing manual intervention and resolving issues such as inconsistent standards and large errors caused by manual operation in some existing technologies. At the same time, the barcode scanning unit 60 enables accurate binding and traceability of individual door lock test data, improving the traceability of quality control and meeting the requirements of high-precision quality control.

[0068] The above description is only a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any equivalent substitutions or modifications made by those skilled in the art within the scope of the technology disclosed in the present invention, based on the technical solution and inventive concept of the present invention, should be covered within the scope of protection of the present invention.

Claims

1. A device for testing the unlocking performance of automotive door locks based on multi-condition simulation, characterized in that: It includes an equipment frame, a door lock clamping and positioning unit mounted on the working platform of the equipment frame, a latch state simulation unit for driving the latch state of the car door lock, an unlocking drive unit for driving the car door lock cable to achieve manual unlocking, a telecommunications connection unit located outside the door lock clamping and positioning unit and connected to the car door lock, a central control and data processing unit, and a barcode scanning unit; the door lock clamping and positioning unit is used to perform multi-degree-of-freedom spatial constraints and attitude restoration on the car door lock under test; the latch state simulation unit is configured to simulate the physical engagement conditions of the car door lock in the fully locked and half-locked states through the coupling of multi-stage pneumatic drive and elastic compensation mechanism; the latch state simulation unit is located behind the door lock clamping and positioning unit; the unlocking drive unit is configured to simulate the force applied by a human hand or actuator to the cable and collect torque and stroke data in real time during the unlocking process; the unlocking drive unit is located above the door lock clamping and positioning unit; The telecommunications connection unit is used to establish a communication link and power supply circuit between the central control and data processing unit and the automotive door lock electronic control unit; the telecommunications connection unit is located around the door lock clamping and positioning unit; the barcode scanning unit is used to identify the identity information of the automotive door lock and capture the physical position characteristics of the latch in real time; the barcode scanning unit is located between the door lock clamping and positioning unit and the latch state simulation unit; the central control and data processing unit is electrically connected to the latch state simulation unit, the unlocking drive unit, the telecommunications connection unit and the barcode scanning unit respectively, and is used to coordinate the action logic of each unit and perform data analysis and judgment.

2. The vehicle door lock unlocking performance testing device based on multi-condition simulation according to claim 1, characterized in that: The door lock clamping and positioning unit includes a base platform, a quick-change fixture module disposed on the base platform, and a pneumatic clamping mechanism disposed on the quick-change fixture module for clamping the door lock housing. The quick-change fixture module includes a fixture base plate fixed on the base platform, a contour back plate disposed on the fixture base plate and arranged upwardly, a plurality of positioning pins disposed on the fixture base plate, and a contour support block for supporting the bottom contour of the door lock; the inclination angle between the contour back plate and the fixture base plate is set to 135° to simulate the installation posture of the door lock in a real vehicle environment; a groove is provided on the rear side of the contour back plate for the lock tongue state simulation unit to move and avoid.

3. The vehicle door lock unlocking performance testing device based on multi-condition simulation according to claim 2, characterized in that: The pneumatic clamping mechanism includes a side limiting assembly disposed on the side of the fixture base plate and a pressing assembly disposed on one side of the fixture base plate and used to limit the area above the car door lock; the side limiting assembly includes a side mounting base, a side drive cylinder disposed on the side mounting base, a side mounting plate driven by the side drive cylinder, and a side limiting pin mounted on the side mounting plate by a fixing member, the side limiting pin being used to push the side of the door lock toward the reference inner wall of the contour support block; the pressing assembly includes a pressing base, a pressing cylinder disposed on the pressing base, a pressure plate driven by the pressing cylinder to rotate and move vertically downward, and a rubber pad block placed at the bottom of the pressure plate.

4. The vehicle door lock unlocking performance testing device based on multi-condition simulation according to claim 1, characterized in that: The latch state simulation unit includes an execution slide rail, an execution drive plate slidably mounted on the execution slide rail via a slider, a first drive cylinder that drives the execution drive plate to move, a second cylinder mounting plate disposed on the execution drive plate, second cylinders respectively disposed on the left and right sides of the front end face of the second cylinder mounting plate, a connecting plate connected to the drive end of the second cylinder, a guide module and compression spring disposed between the second cylinder mounting plate and the connecting plate, a latch simulation rod assembly disposed on the front end face of the connecting plate, and a push rod assembly drive cylinder that drives the latch simulation rod assembly to move up and down in the vertical direction. The guide module includes a guide post and a guide sleeve. The guide sleeve is embedded in the second cylinder mounting plate. One end of the guide post is fixed to the connecting plate, and the other end slides with the guide sleeve. The compression spring is used to release elastic energy when the second cylinder is depressurized, simulating the impact load when the latch is closed.

5. The vehicle door lock unlocking performance testing device based on multi-condition simulation according to claim 4, characterized in that: The latch simulation rod assembly includes a latch fixing plate fixed to the front end face of the connecting plate, a latch slide rail disposed on the latch fixing plate, a latch simulation rod mounting bracket that slides up and down along the latch slide rail, and a latch simulation rod mounted on the front end of the latch simulation rod mounting bracket. The push rod assembly drives the cylinder to move the lock tongue simulation rod into or out of the door lock latch working path in the vertical direction via the lock tongue simulation rod mounting bracket.

6. The vehicle door lock unlocking performance testing device based on multi-condition simulation according to claim 1, characterized in that: The unlocking drive unit includes an unlocking bracket mounted on the working platform of the equipment frame, a Z-axis servo drive module mounted on the unlocking bracket, an unlocking drive plate that moves up and down driven by the Z-axis servo drive module, a cable preliminary positioning component mounted below the Z-axis servo drive module and on the unlocking bracket, and a cable unlocking component mounted on the unlocking drive plate. The cable initial positioning assembly includes an initial positioning axial slide rail mounted on the unlocking bracket, an initial positioning plate slidably mounted on the initial positioning axial slide rail via a slider, a cable buckle mounted on the initial positioning plate, and a sensor. The initial positioning plate has a positioning hole for height adjustment, configured to perform initial tensioning and position calibration of the door lock cable.

7. The vehicle door lock unlocking performance testing device based on multi-condition simulation according to claim 6, characterized in that: The cable unlocking assembly includes an axial unlocking electric cylinder mounted on the unlocking drive plate, a linear slide rail disposed beside the axial unlocking electric cylinder, a movable plate mounted on the linear slide rail via a slider, and an unlocking rocker arm rotatably mounted on the unlocking drive plate via a shaft. The drive end of the axial unlocking electric cylinder is connected to one end of the movable plate. One end of the unlocking rocker arm has an oblong hole, and a protrusion on the movable plate is embedded in the oblong hole to form a linkage transmission mechanism for converting the linear motion of the axial unlocking electric cylinder into the swing motion of the unlocking rocker arm. A first cable fixing component is installed at the bottom of the movable plate, and a second cable fixing component is installed at the end of the unlocking rocker arm to drive the inward opening cable and the outward opening cable of the door lock, respectively. A limiting plate is also provided at the bottom of the movable plate, and the limiting plate has limiting holes corresponding to the two sets of cable sleeves. A pressure sensor and an electric cylinder encoder are integrated inside the axial unlocking electric cylinder.

8. The vehicle door lock unlocking performance testing device based on multi-condition simulation according to claim 1, characterized in that: The telecommunications connection unit includes a top electrical signal plug-in assembly and a side electrical signal plug-in assembly. The top electrical signal plug-in assembly includes a plug base plate mounted on the unlocking bracket, a top electrical signal drive cylinder, a connecting plate driven by the top electrical signal drive cylinder, a plug block mounted on the bottom of the connecting plate, and a plug socket. The plug socket adopts a floating installation structure, and guide blocks with guide angles are fixed around the plug socket. The side electrical signal plug-in assembly includes a shaft column set on the working platform, a limiting sleeve sleeved on the shaft column, and a side plug socket driven by an X-axis drive cylinder. The scanning unit includes a scanning linkage mounted on the shaft column, a barcode scanner fixedly mounted on the scanning linkage, and sensors respectively set on both sides of the barcode scanner. The sensors are used to align with the latch position of the car door lock to identify its fully locked, half-locked, and unlocked states.

9. A testing method for a vehicle door lock unlocking performance testing device based on multi-condition simulation, characterized in that, It includes the following steps: First step: clamping and positioning and system initialization; the door lock is restored to its original position and rigidly pressed by the door lock clamping and positioning unit, the product serial number is identified by the barcode scanning unit, and the telecommunications connection unit is controlled to complete the electrical circuit connection. The second step: full lock state simulation and static verification; the lock tongue state simulation unit embeds the lock tongue simulation rod into the door lock latch, the second cylinder depresses air and the elastic force of the compression spring pushes the latch into the full lock position, and the full lock physical state is verified by the reverse pulling action of the first drive cylinder and the feedback from the sensor of the scanning unit. Third step: Full lock manual unlocking performance test; In the fully locked state, the lock tongue simulation rod retracts to avoid, the axial unlocking electric cylinder drives the cable to perform the unlocking action, the central control and data processing unit collects the peak tension of the pressure sensor and the stroke data of the electric cylinder encoder, and combines them with the internal electrical signals of the door lock to determine the full lock manual unlocking performance; Fourth step: Half-lock state simulation and static verification; The lock tongue state simulation unit drives the lock tongue simulation rod to the preset half-lock stroke point, and verifies the half-lock physical state through reverse pulling action and sensor feedback; Step 5: Half-lock manual unlocking performance test; In the half-lock state, the axial unlocking electric cylinder drives the cable to perform unlocking. The system synchronously collects the maximum transient tension, effective stroke and half-lock switch signal status during the unlocking process to determine the half-lock manual unlocking performance. Step 6: Half-lock self-priming function test; After establishing the half-lock state, the telecommunications connection unit sends a self-priming trigger command to the door lock, monitors the response time of the door lock's internal switch signal from the half-lock state to the full-lock state, and determines the effectiveness of the self-priming function. Step 7: Electric unlocking performance test; In the fully locked state, the system sends an electric unlocking pulse, and at the same time, the lock tongue simulation rod cooperates with the first drive cylinder to attempt to perform a pull-back action. The electric unlocking performance is determined based on the pull-back resistance and internal signal feedback. Step 8: Disengage pawl function test; When the door lock performs the self-priming action to the preset intermediate stroke point, the system performs a simulated vehicle power failure operation through the telecommunications connection unit, and then immediately pulls the manual unlocking cable through the axial unlocking electric cylinder. If reliable unlocking can still be achieved under the condition of power failure and interruption of self-priming, the Disengage pawl function is deemed qualified. Step 9: Half-lock rebound and anti-disengagement performance test; In the half-lock state, the lock tongue simulation rod applies an axial impact force of preset frequency and amplitude to the latch to simulate vehicle vibration, and determines whether the latch has jumped out by monitoring the sensor signal; Step 10: Data archiving and system reset; each actuating unit returns to its physical origin, releases the pneumatic clamping mechanism, and the system binds and stores the collected tension curve, stroke, time, and judgment results with the serial number, and generates a test report.

10. The testing method for a vehicle door lock unlocking performance testing device based on multi-condition simulation according to claim 9, characterized in that: In the first step, the central control and data processing unit also automatically identifies the door lock type based on the proximity sensor signal on the door lock clamping and positioning unit, and calls the corresponding detection parameter template from the database. The parameter template includes the upper and lower limit thresholds of unlocking pull force, the stroke threshold, the self-priming action time constant, and the electric unlocking pulse width.

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