Pedal pneumatic control equipment for vehicle electromagnetic compatibility test, vehicle speed control system and test platform

Abstract

The utility model relates to a pedal pneumatic control device for a vehicle electromagnetic compatibility test, a vehicle speed control system and a test platform. The pedal pneumatic control equipment for the vehicle electromagnetic compatibility test comprises a bottom plate fixed on a cab floor of a vehicle; the first support and the second support are connected to the bottom plate; the first air cylinder is hinged to the first bracket in a locking manner; the second air cylinder is hinged to the second bracket in a locking manner; the brake pedal acting piece is movably hinged to a first piston rod of the first air cylinder; and the accelerator pedal acting piece is movably hinged to a second piston rod of the second air cylinder. The pedal pneumatic control device is simple in structure, low in cost, easy to operate and operate and capable of safely and reliably controlling the speed of a vehicle in an electromagnetic compatibility test.

Description

Technical Field

[0001] The utility model relates to a pedal pneumatic operating device for vehicle electromagnetic compatibility testing, a vehicle speed control system for vehicle electromagnetic compatibility testing and a test platform for vehicle electromagnetic compatibility testing. Background Art

[0002] Electromagnetic compatibility (EMC) testing is an important means to ensure that vehicles can meet their functions in an electromagnetic environment and do not cause intolerable electromagnetic interference to other devices or systems. For example, the national mandatory standard GB 34660-2017 "Requirements and Test Methods for Electromagnetic Compatibility of Road Vehicles" adds radiation immunity test methods and requirements for complete vehicles and automotive electronic and electrical components on the basis of the original radiation emission test requirements. Radiation immunity testing is not only critical to ensuring vehicle safety performance, but also a mandatory requirement for vehicle electromagnetic compatibility certification. The purpose of radiation immunity testing is to reduce the hidden dangers of vehicle driving safety caused by environmental electromagnetic interference, and to prevent the vehicle's electronic and electrical systems from working abnormally due to external electromagnetic interference, which directly leads to the failure of the vehicle's driving, steering or braking functions.

[0003] In the electromagnetic compatibility test, not only the whole vehicle radiation emission test (such as the broadband radiation emission test of CISPR12:2005) but also the whole vehicle radiation immunity test includes test items when the vehicle drive system is in working state, that is, the vehicle is in driving condition. In particular, the whole vehicle radiation immunity test needs to be carried out when the vehicle is in driving condition and braking condition respectively according to different standards (such as GB 34660-2017, EU standard ECE R10 V6). However, since the field strength of the interference signal applied in the anechoic chamber during the radiation immunity test is very high (such as from 25 to 140V / m), the tester is not allowed to stay or operate in the anechoic chamber. For this reason, in order to set or adjust the vehicle working condition, the tester has to enter the anechoic chamber after shutting down the test equipment to manually operate the vehicle, and leave the anechoic chamber after setting or adjusting and restarting the test equipment. Such a test process is obviously inefficient and damages the life of the test equipment.

[0004] In order to put the vehicle in the prescribed driving condition, according to the traditional speed setting measures, a long stick is usually used to press between the accelerator pedal and the vehicle seat so that the accelerator pedal is stepped on and the cruise control function of the vehicle is activated at the same time, so that the vehicle is kept at the prescribed vehicle speed (such as 50km / h or 40km / h). In this way, the vehicle can run on the rotating hub test bench at the prescribed vehicle speed in the radio wave darkroom. However, such speed setting measures are not ideal. On the one hand, the long stick may slip due to factors such as vibration during the vehicle driving process, so that the vehicle may not be able to continue driving, and the test may be forced to stop. On the other hand, it may be that the driving speed may be out of control due to the applied electromagnetic interference in the whole vehicle radiation immunity test (such as due to accidental movement of the vehicle seat or failure or degradation of the cruise control function, etc.). At this time, under the traditional speed setting measures, the vehicle may continue to accelerate uncontrollably, thereby endangering equipment and personnel. Therefore, the traditional speed setting measures are not mature and perfect. In addition to the low test efficiency, they also bring many uncertainties to the test and it is difficult to ensure the consistency of the test.

[0005] Instead of the above-mentioned traditional speed setting measures, there is also a solution in the prior art for performing electromagnetic compatibility testing using a dynamic test system. In the dynamic test system, an autonomous driving robot for manipulating the vehicle is integrated with a chassis dynamometer, and the driving state of the vehicle is simulated by controlling the autonomous driving robot and driving the rotating hub to rotate, wherein the rotating speed of the rotating hub can correspond to the speed of the vehicle. However, such a dynamic test system is expensive, has high operational complexity, and is difficult to calibrate and maintain.

[0006] In view of this, there is an urgent need for a pedal pneumatic operating device for vehicle electromagnetic compatibility testing, a vehicle speed control system and a testing platform, which can overcome at least one of the above-mentioned defects in the prior art. Utility Model Content

[0007] The utility model aims to provide a pedal pneumatic operating device for vehicle electromagnetic compatibility testing, a vehicle speed control system and a test platform, which are simple in structure, low in cost, easy to follow and operate, and can safely and reliably control the vehicle speed in the electromagnetic compatibility test.

[0008] The first aspect of the utility model relates to a pedal pneumatic operating device for vehicle electromagnetic compatibility testing, wherein the pedal pneumatic operating device includes: a base plate for fixing on the floor of the vehicle's cab; a first bracket and a second bracket connected to the base plate; a first cylinder that can be lockably hinged on the first bracket; a second cylinder that can be lockably hinged on the second bracket; a brake pedal acting member that is movably hinged on the first piston rod of the first cylinder; and an accelerator pedal acting member that is movably hinged on the second piston rod of the second cylinder.

[0009] According to the pedal pneumatic operating device of the utility model, the brake pedal and the accelerator pedal of the vehicle can be respectively operated by the first cylinder and the second cylinder, so as to obtain flexible control of the vehicle speed in the vehicle electromagnetic compatibility test, and the vehicle can be placed in the required driving condition and braking condition to meet the requirements of the vehicle electromagnetic compatibility test. Moreover, the pedal pneumatic operating device as a whole only includes pneumatic actuators and fixed components with simple structure and low cost, and does not contain electrical or electronic components, so it will hardly affect the vehicle electromagnetic compatibility test. Moreover, these pneumatic actuators can be remotely operated outside the anechoic chamber through the connected air pipes. Therefore, in order to set or change the working conditions of the vehicle, the tester does not need to enter the anechoic chamber, nor does he need to repeatedly turn on and off the test equipment, which greatly improves the test efficiency and can extend the service life of the test equipment. In addition, it is stipulated in the utility model that the pedal pneumatic operating device is fixed on the floor of the vehicle's cab through its base plate instead of on the vehicle seat that may be accidentally moved, especially in the radiation immunity test, thereby ensuring the stability and reliability of the pedal pneumatic operating device, avoiding the uncertainty of speed control due to interference from other factors, and ensuring the consistency of the test. In summary, the pedal pneumatic operating device for vehicle electromagnetic compatibility testing according to the utility model has a simple structure, low cost, is easy to install and operate, and can safely and reliably control the vehicle speed during the electromagnetic compatibility test.

[0010] It is also necessary to point out that the pedal pneumatic operating device also provides for active hinges between the brake pedal actuator and the first piston rod and between the accelerator pedal actuator and the second piston rod, thereby being particularly well adapted to the change in pedal angle of the brake pedal and the accelerator pedal under different strokes, thereby reducing the load on the piston rod of the cylinder that deviates from the axial direction and avoiding wear of the cylinder. In addition, the extension direction of each cylinder can be flexibly adjusted according to the pedal condition of the tested vehicle through the lockable hinge connection between the first cylinder and the first bracket and the second cylinder and the second bracket, so that the telescopic stroke of the piston rod can meet the operation requirements of the pedal.

[0011] According to an embodiment of the utility model, the first cylinder and the second cylinder can be configured as double-acting cylinders. Here, the double-acting cylinder can be loaded with gas pressure in two directions and can therefore perform a smoother telescopic movement than a single-acting cylinder, thereby achieving better control performance of the vehicle pedal.

[0012] According to an embodiment of the utility model, the first piston rod can be extended by supplying air to the first intake line of the first intake cylinder connected to the first cylinder, so that the brake pedal actuator can press down the brake pedal of the vehicle; and the first piston rod can be retracted by supplying air to the first exhaust line of the first exhaust cylinder connected to the first cylinder and / or by releasing the first intake line, so that the brake pedal actuator releases the brake pedal of the vehicle. In the utility model, the intake cylinder means a rodless chamber in the cylinder barrel of the cylinder, and the exhaust cylinder means a rod chamber in the cylinder barrel of the cylinder. Loading the intake cylinder with gas through the first intake line of the first intake cylinder connected to the first cylinder can push the first piston rod out of the cylinder, so that the brake pedal actuator at the end of the first piston rod is pressed against the brake pedal and then presses the brake pedal down, thereby simulating the operation of the driver stepping on the brake pedal. In order to release the brake pedal, on the one hand, the first intake line can be released to relieve the pressure of the first intake cylinder. Under the action of the pedal force of the brake pedal, the first piston rod can be reset and retracted into the first cylinder; on the other hand, the first piston rod can be pushed back into the cylinder by charging gas of the first row of cylinders connected to the first cylinder.

[0013] According to an embodiment of the utility model, under the braking condition of the vehicle, the air pressure in the first air intake line can be 2.5 to 3 bar. Since the entire effective stroke of the brake pedal may need to be covered or the brake pedal may need to be stepped on to the bottom when the vehicle is braked, the pedal force to be overcome is high and the piston rod extension stroke is large, it is appropriate to select a cylinder with a larger stroke length for the first cylinder and apply a higher air pressure to the first cylinder.

[0014] According to an embodiment of the utility model, the second piston rod can be extended by supplying air to the second intake line of the second intake cylinder connected to the second cylinder, so that the accelerator pedal actuator can press down the accelerator pedal of the vehicle; and the second piston rod can be retracted by supplying air to the second exhaust line of the second exhaust cylinder connected to the second cylinder and / or by releasing the second intake line, so that the accelerator pedal actuator can release the accelerator pedal of the vehicle. Here, the operation method of the accelerator pedal can be correspondingly referred to the content described for the brake pedal in the previous embodiment.

[0015] According to a preferred embodiment of the utility model, the second intake line is connected to the second exhaust cylinder of the second cylinder, and the second exhaust line is connected to the second intake cylinder of the second cylinder. In this way, the second intake cylinder of the second cylinder and the second exhaust cylinder are interconnected, firstly, the moving speed of the piston rod can be slowed down when loading gas to any cylinder, so as to achieve a smooth adjustment of the accelerator pedal. Unlike the brake pedal that requires a quick response, the adjustment of the accelerator pedal may require waiting for the internal combustion engine or motor of the vehicle to gradually increase the speed, so it is more expected to achieve a slow response of the accelerator pedal to prevent the vehicle from overshooting due to excessive manipulation of the accelerator pedal. Secondly, when the second intake line and the second exhaust line are closed after the gas loading is completed, the air pressure balance in the two cylinders can be achieved by connecting the intake cylinder and the exhaust cylinder to each other, and at this time, the second piston rod can output a more stable downward force to the accelerator pedal, which can offset the rebound force of the accelerator pedal under a certain pedal stroke, so that the accelerator pedal is fixed at the current position and the vehicle speed is maintained at the current speed. Thirdly, since what is actually adjusted by the loading gas here is the downward pressure of the second piston rod and the accelerator pedal actuator on the accelerator pedal, the control difficulty caused by the different free travel lengths of the accelerator pedals of different vehicles or the installation differences of the pedal pneumatic operating equipment can be reduced.

[0016] According to a particularly preferred embodiment of the utility model, when the second exhaust pipe is closed, the vehicle speed can be set by adjusting the air pressure in the second intake pipe. As mentioned above, the second intake cylinder of the second cylinder and the second exhaust cylinder are connected to each other, so only the air pressure in the second intake pipe needs to be adjusted to make the second piston rod and the accelerator pedal actuating member output the corresponding downward force. The downward force F 下压 It can be expressed as

[0017] F 下压 =P 气 ·S 活塞杆

[0018] Among them, P 气 is the pressure in the second intake cylinder and the second row cylinder in steady state, and S 活塞杆 is the cross-sectional area of ​​the piston rod. In addition, since the accelerator pedal generally presents a linear relationship between the pedal force and the pedal stroke in the low-speed section (such as 50 km / h or 40 km / h) required by the electromagnetic compatibility test, based on this linear relationship, the pedal stroke and the vehicle speed can be well controlled by the air pressure loaded in the second intake cylinder and the second exhaust cylinder.

[0019] According to an exemplary implementation of the present utility model, under a driving condition where the vehicle speed is 50 km / h, the air pressure in the second intake line may be 1 to 2 bar.

[0020] According to an embodiment of the utility model, the first bracket can be adjusted to a fixed position on the base plate by means of a first slide rail and a first slide seat; and / or the second bracket can be adjusted to a fixed position on the base plate by means of a second slide rail and a second slide seat. Here, by connecting the slide rail and the slide seat between the bracket and the base plate, the position of the corresponding cylinder can be flexibly set, so that the pedal pneumatic operating device is suitable for different types of vehicles.

[0021] According to an optional embodiment of the utility model, the pedal pneumatic operating device may further include: a third bracket connected to the base plate; a third cylinder lockably hinged to the third bracket; and a clutch pedal actuating member movably hinged to the third piston rod of the third cylinder. According to this embodiment, the pedal pneumatic operating device can operate a vehicle with a manual transmission through the additional third cylinder. Preferably, the operation method of the clutch pedal can refer to the content described for the brake pedal in the previous embodiment.

[0022] The second aspect of the utility model relates to a vehicle speed control system for vehicle electromagnetic compatibility testing, wherein the vehicle speed control system includes a pedal pneumatic operating device according to the utility model, wherein the pedal pneumatic operating device is fixed on the floor of a cab in a vehicle located in an anechoic chamber, and the vehicle speed control system includes a first solenoid valve and a second solenoid valve arranged outside the anechoic chamber and connected to a compressed air source, respectively, for controlling the supply, retention and release of gas, wherein the first solenoid valve is connected to a first intake pipe and a first exhaust pipe of a first cylinder of the pedal pneumatic operating device; the second solenoid valve is connected to a second intake pipe and a second exhaust pipe of a second cylinder of the pedal pneumatic operating device.

[0023] According to the vehicle speed control system of the utility model, the first solenoid valve and the second solenoid valve for controlling the supply, retention and release of gas are particularly advantageously arranged outside the anechoic chamber, and only the pedal pneumatic operating device without electrical or electronic components is arranged inside the anechoic chamber. For this reason, the vehicle speed control system has almost no impact on the electromagnetic compatibility test of the vehicle, and the tester can safely perform remote control outside the anechoic chamber without entering the anechoic chamber, and does not have to repeatedly turn on and off the test equipment, which greatly improves the test efficiency and can extend the service life of the test equipment. Here, by means of the first solenoid valve, the first intake line and the first exhaust line of the first cylinder can be controlled to be supplied with gas, release gas or maintain gas; by means of the second solenoid valve, the second intake line and the second exhaust line of the second cylinder can be controlled to be supplied with gas, release gas or maintain gas. In this way, the first cylinder and the second cylinder in the anechoic chamber can be efficiently controlled and then the corresponding vehicle pedals can be operated accordingly.

[0024] According to an advantageous embodiment of the utility model, the first solenoid valve and the second solenoid valve can be configured as a three-position four-way valve or a three-position five-way valve; and / or the first intake pipeline, the first exhaust pipeline, the second intake pipeline and the second exhaust pipeline can be equipped with pressure gauges respectively. Here, by changing the valve core position of the three-position four-way valve or the three-position five-way valve, the intake and exhaust of the cylinder can be simply reversed and the gas path can be closed. In addition, the pressure gauge can accurately know the air pressure in each pipeline.

[0025] According to one embodiment of the utility model, the vehicle speed control system may further include a vehicle status communication device located in the anechoic chamber, and the vehicle status communication device may be configured to collect the CAN bus signal of the vehicle, convert the collected CAN bus signal into an optical signal through an optoelectronic conversion module, and transmit the optical signal to the outside of the anechoic chamber via an optical fiber. Correspondingly, an optoelectronic conversion module may be provided outside the anechoic chamber to convert the received optical signal into a CAN bus signal. Here, the CAN bus signal generally transmits a variety of status information of the vehicle, such as engine status, vehicle speed, accelerator pedal position, brake pedal position, body control status, ABS status, airbag shape, and vehicle diagnostic information. In order to shield the interference signal in the radiation immunity test, the vehicle status communication device may have a shielded metal housing. The vehicle status communication device using the optical signal transmission can obtain the vehicle status information, especially the information related to the vehicle speed control and the pedal status, without affecting the electromagnetic compatibility, thereby providing a data basis for the tester or the controller described below to control the pedal pneumatic operation device.

[0026] According to an embodiment of the utility model, the vehicle speed control system may further include a controller connected to the vehicle status communication device signal, and the controller is configured to operate the first solenoid valve and the second solenoid valve. Here, the controller can control the first solenoid valve and the second solenoid valve by means of a logic module and / or programming means known in the prior art. For example, the controller can send a control signal to the first solenoid valve, so that the valve core of the first solenoid valve moves to the first intake pipeline to intake air and exhaust air from the first exhaust pipeline for a certain period of time, and then the valve core returns to the middle position to maintain the gas.

[0027] According to an embodiment of the utility model, the controller can be configured to operate the first solenoid valve and the second solenoid valve according to a pre-calibrated air pressure; or the controller can be constructed as a PI controller or a PID controller that operates based on the speed information in the CAN bus signal. For example, the steady-state air pressure in the second intake pipe under the required driving condition can be manually pre-calibrated before the vehicle electromagnetic compatibility test. During the test, the controller can send a control signal to the second solenoid valve to move the valve core of the second solenoid valve to a position where the second intake pipe is inlet and the second exhaust pipe is closed, and the valve core is returned to the middle position of the gas after the air pressure in the second intake pipe reaches the pre-calibrated air pressure. It is also possible to use a PI controller or a PID controller widely used in industrial automation and process control to control the first solenoid valve and the second solenoid valve. Here, the PI controller or the PID controller can use the required driving condition as the target value, the speed information in the CAN bus signal as the current actual value, and control the state adjustment of the first solenoid valve and the second solenoid valve according to the error between the target value and the actual value.

[0028] A third aspect of the present invention relates to a test platform for electromagnetic compatibility testing of a vehicle, wherein the test platform comprises a pedal pneumatic operating device according to the utility model or a vehicle speed control system according to the utility model.

[0029] It should be noted that the features, functions, effects and advantages of one aspect of the present invention can also refer to the above description of other aspects of the present invention. In addition, the various aspects described in the present invention can be combined with each other in various ways.

[0030] Other features of the utility model are derived from the drawings and the specific embodiments. All the features and feature combinations mentioned above in the specification and the features and feature combinations mentioned below in the specific embodiments and / or shown separately in the drawings can be used not only in the corresponding given combination, but also in other combinations, or can be used alone. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] Figure 1 An exemplary perspective view of a pedal pneumatic operating device according to an embodiment of the present utility model is shown;

[0032] Figure 2 Show Figure 1 A side view of the pedal pneumatic operating device shown in;

[0033] Figure 3 A schematic diagram showing a vehicle speed control system according to an embodiment of the present utility model;

[0034] Figure 4 A schematic diagram showing a vehicle speed control system according to another embodiment of the present utility model; and

[0035] Figure 5 A schematic block diagram of a test platform according to an embodiment of the present utility model is shown. DETAILED DESCRIPTION

[0036] Figure 1 An exemplary perspective view of a pedal pneumatic operating device according to an embodiment of the present invention is shown. Figure 2 Show Figure 1 A side view of a pedal pneumatic operating device shown in FIG. In the figure, a plurality of mutually adjacent gray plates are used to schematically enclose a cab R of a vehicle, and a pedal pneumatic operating device 1 according to the present utility model is located in the cab R shown.

[0037] like Figure 1 As shown, the pedal pneumatic operating device 1 includes: a base plate 5 for fixing on the floor 4 of the vehicle's cab; a first bracket 6a and a second bracket 6b connected to the base plate 5; a first cylinder 7 that can be locked and hinged on the first bracket 6a; a second cylinder 8 that can be locked and hinged on the second bracket 6b; a brake pedal actuating member 9 (at the bottom) movably hinged on the first piston rod 71 of the first cylinder 7. Figure 1 and an accelerator pedal actuating member 10 movably hinged on the second piston rod 81 of the second cylinder 8.

[0038] from Figure 1 It can be seen that the extension direction of the first cylinder 7 is aligned with the brake pedal 2, so that when the first piston rod 71 thereof is extended, the brake pedal acting member 9 located at the end of the first piston rod 71 can act on the brake pedal 2, thereby realizing the operation of the brake pedal 2 of the vehicle. At the same time, the extension direction of the second cylinder 8 is aligned with the accelerator pedal 3, so that when the second piston rod 81 thereof is extended, the accelerator pedal acting member 10 located at the end of the second piston rod 81 can act on the brake pedal 3, thereby realizing the operation of the accelerator pedal 3 of the vehicle. In this way, the pedal pneumatic operating device 1 can flexibly control the vehicle speed in the vehicle electromagnetic compatibility test and efficiently place the vehicle in the required driving condition or braking condition. Because the pedal pneumatic operating device 1 only includes a pneumatic actuator and a fixed component with a simple structure and low cost, and does not contain electrical or electronic components, it will hardly affect the vehicle electromagnetic compatibility test. Furthermore, since the pedal pneumatic operating device 1 is installed on the cabin floor 4 of the vehicle rather than on a vehicle seat which may be accidentally moved, especially during radiation immunity testing, the stability and reliability of the pedal pneumatic operating device 1 can be ensured.

[0039] exist Figure 2The figure also marks the lockable hinge L1 between the first cylinder 7 and the first bracket 6a and between the second cylinder 8 and the second bracket 6b. With the help of the lockable hinge L1, the extension direction of the first cylinder 7 and the second cylinder 8 can be adjusted according to the pedal condition of the tested vehicle, so that the telescopic stroke of the piston rod can meet the operating requirements of the pedal. Figure 2 It can also be seen that the movable hinge L2 between the brake pedal action member 9 and the first piston rod 71 and the accelerator pedal action member 10 and the second piston rod 81. The brake pedal action member 9 and the accelerator pedal action member 10 can respectively pivot or swing around the pivot of the movable hinge L2. Therefore, the movable hinge L2 can be particularly well adapted to the pedal angle changes of the brake pedal 2 and the accelerator pedal 3 under different strokes, thereby reducing the load deviating from the axial direction caused to the piston rod of the cylinder and avoiding wear of the cylinder.

[0040] In order to further improve the flexibility of setting the position of the cylinder, it is optionally possible to connect the first slide rail 51a and the first slide seat 52a between the first bracket 6a and the bottom plate 5, and / or connect the second slide rail 51b and the second slide seat 52b between the second bracket 6b and the bottom plate 5. The first slide rail 51a and the second slide rail 51b extend respectively along the longitudinal direction X of the vehicle. The first slide seat 52a and the second slide seat 52b located thereon can move forward and backward along these slide rails and be locked, so that the pedal pneumatic operating device 1 can be suitable for different types of vehicles.

[0041] Not limited to Figure 1 and 2 In the embodiment shown in , the pedal pneumatic operating device 1 may further include a third bracket connected to the base plate 5; a third cylinder lockably hinged to the third bracket; and a clutch pedal actuating member movably hinged to the third piston rod of the third cylinder. Thus, the pedal pneumatic operating device 1 may also operate a vehicle with a manual transmission through the additional third cylinder.

[0042] Figure 3 FIG. 1 is a schematic diagram of a vehicle speed control system according to an embodiment of the present utility model. The vehicle speed control system S shown includes a pedal pneumatic operating device 1. The pedal pneumatic operating device 1 is as shown in FIG. Figure 1 and 2 As shown, it is fixed at the position (at Figure 3The vehicle speed control system S is on the cab floor 4 in the vehicle in the anechoic chamber Z (only partially shown in FIG. 1 ). In addition, the vehicle speed control system S also includes a first solenoid valve V1 and a second solenoid valve V2 disposed outside the anechoic chamber Z. The first solenoid valve V1 and the second solenoid valve V2 are respectively connected to a compressed gas source G and are capable of controlling the supply, retention and release of gas. As shown in the figure, the first solenoid valve V1 is connected to the first intake line BI and the first exhaust line BO of the first cylinder 7 of the pedal pneumatic operating device 1; and the second solenoid valve V2 is connected to the second intake line AI and the second exhaust line AO ​​of the second cylinder 8 of the pedal pneumatic operating device 1.

[0043] like Figure 3 As shown in , the first cylinder 7 and the second cylinder 8 (and the optional third cylinder) of the utility model are particularly preferably configured as double-acting cylinders. Since the double-acting cylinder can be loaded with gas pressure in two directions, a more optimized control performance for the vehicle pedal can be achieved.

[0044] according to Figure 3 In the embodiment shown, the vehicle is currently in a braking state. In conjunction with this embodiment, the operation mode of the pedal pneumatic operating device 1 for the brake pedal 2 and the control of the first solenoid valve V1 and the second solenoid valve V2 by the vehicle speed control system S at this time are described in detail. Here, in order to extend the first piston rod 71, the first solenoid valve V1, which is a three-position four-way valve, can be placed in its left position, so that the first intake line BI connected to the first intake cylinder 72 of the first cylinder 7 is supplied with compressed gas from the compressed gas source G. As a result, the first piston rod 71 is pushed out from the cylinder barrel of the first cylinder 7, which drives the brake pedal application member 9 to press down the brake pedal 2 of the vehicle, so that the operation of the driver stepping on the brake pedal 2 can be simulated. At this time, the volume of the first exhaust cylinder 73 of the first cylinder 7 is reduced, and the air therein will be discharged into the muffler through the first exhaust line BO via the first solenoid valve V1. After the vehicle is braked to a standstill, the first piston rod 71 should be returned to the first cylinder 7 and the brake pedal application member 9 should be retracted. For this purpose, the first solenoid valve V1 can be controlled to reverse, that is, to be placed in its right position. Then, the compressed gas from the compressed gas source G will enter the first exhaust cylinder 73 of the first cylinder 7 through the first exhaust line BO, and the gas in the first intake cylinder 72 will be discharged into the muffler through the first intake line BI and the first solenoid valve V1. After the first piston rod 71 is retracted, the first solenoid valve V1 can be powered off, so that the first solenoid valve V1 returns to the middle position, so that the first cylinder 7 is not inlet or exhaust. Alternatively, in the case of using other types of air circuit control means, it is also possible to consider directly releasing the first intake line BI to relieve the pressure of the first intake cylinder 72. At this time, under the action of the pedal force of the brake pedal 2, the first piston rod 71 can also be reset and retracted into the first cylinder 7.

[0045] For example, under the braking condition of the vehicle, the air pressure in the first air intake line BI can be 2.5 to 3 bar. It should also be noted that, since it may be necessary to cover the entire effective stroke of the brake pedal 2 or to step on the brake pedal 2 to the bottom when braking the vehicle, the pedal force to be overcome is relatively high and the first piston rod 71 has a relatively large extension stroke. Therefore, it is appropriate to select a cylinder with a larger stroke length for the first cylinder 7 and load a higher air pressure on the first cylinder 7 to achieve a rapid response during the braking process. This is particularly beneficial for the pedal pneumatic operating device and / or the vehicle speed control system to perform emergency braking of the vehicle in an emergency state, such as when the vehicle stalls. This further ensures the safety of the vehicle electromagnetic compatibility test.

[0046] exist Figure 3 In the braking condition shown, the accelerator pedal 3 of the vehicle is not operated. Therefore, the second solenoid valve V2 connected to the second intake line AI and the second exhaust line AO ​​of the second cylinder 8 is kept in its middle position, and neither the second intake cylinder 82 nor the second exhaust cylinder 83 of the second cylinder 8 is loaded with gas. However, in order to put the vehicle in a driving condition, the accelerator pedal 3 can be similarly operated with reference to the content described above for the brake pedal 2. For example, the second solenoid valve V2, which is also configured as a three-position four-way valve, can be placed in its left position, so that the second intake line AI connected to the second intake cylinder 82 of the second cylinder 8 is supplied with compressed gas from the compressed gas source G, thereby, the second piston rod 81 is pushed out from the cylinder barrel of the second cylinder 8, which drives the accelerator pedal actuator 10 to press down the accelerator pedal 3 of the vehicle, so as to simulate the operation of the driver stepping on the accelerator pedal 3. At this time, the volume of the second exhaust cylinder 83 of the second cylinder 8 is reduced, and the air therein will be discharged into the muffler through the second exhaust line AO ​​via the second solenoid valve V2. When the operation of the accelerator pedal 2 needs to be removed, the second piston rod 81 together with the accelerator pedal actuator 10 can be returned to the second cylinder 8. For this purpose, the second solenoid valve V2 can be controlled to reverse, that is, to be placed in its right position. Then, the compressed gas from the compressed gas source G will enter the second exhaust cylinder 83 of the second cylinder 8 through the second exhaust line AO, and the gas in the second intake cylinder 82 will be discharged into the muffler through the second intake line AI and the second solenoid valve V2. After the second piston rod 81 is retracted, the second solenoid valve V2 can be de-energized, so that the second solenoid valve V2 returns to the right position. Figure 3 Similarly, it is also possible to directly release the second air intake line AI so that the second air intake cylinder 82 is depressurized. At this time, under the pedal force of the accelerator pedal 3, the second piston rod 81 can also be reset and retracted into the second cylinder 8.

[0047] Figure 4 A schematic diagram of a vehicle speed control system according to another embodiment of the present utility model is shown. Figure 3The embodiment shown in FIG. 1 is different in that the first solenoid valve V1 and the second solenoid valve V2 and the gas circuit of the second cylinder 8 are used. Figure 4 The first solenoid valve V1 is designed as a 3 / 5-way valve and the second solenoid valve V2 is designed as a Figure 3 The three-position four-way valve used in the first solenoid valve V1 can achieve the same Figure 3 The second solenoid valve V2 uses a three-position four-way valve to achieve a different Figure 3 The gas circuit shown in is connected, and this point is introduced in more detail below in conjunction with the gas circuit of the second cylinder.

[0048] exist Figure 4 In order to more clearly indicate the gas circuit connection, the second intake line AI of the second cylinder 8 is indicated by a solid line, and the second exhaust line AO ​​of the second cylinder 8 is indicated by a dotted line. Here, the second intake line AI is connected not only to the second intake cylinder 82 of the second cylinder 8 but also to the second exhaust cylinder 83 of the second cylinder 8, and the second exhaust line AO ​​is connected not only to the second exhaust cylinder 83 of the second cylinder 8 but also to the second intake cylinder 82 of the second cylinder 8. In this way, the second intake cylinder 82 and the second exhaust cylinder 83 of the second cylinder 8 are interconnected. Through such a gas circuit design, firstly, the moving speed of the piston rod can be slowed down when loading gas to any cylinder, so as to achieve smooth adjustment of the accelerator pedal 3, because the adjustment of the accelerator pedal 3 may need to wait for the internal combustion engine or motor of the vehicle to gradually increase the speed, so it is more expected to achieve a slow response of the accelerator pedal 3 to prevent excessive manipulation of the accelerator pedal 3 from causing the vehicle to overshoot. Secondly, after the gas loading is completed and the second air intake pipeline AI and the second exhaust pipeline AO ​​are closed, the air pressure balance in the two cylinders can be achieved by connecting the second air intake cylinder 82 and the second exhaust cylinder 83 to each other. At this time, the second piston rod 81 can output a more stable downward force on the accelerator pedal 3, which can offset the rebound force of the accelerator pedal 3 under a certain pedal stroke, so that the accelerator pedal 3 is fixed at the current position and the vehicle speed is maintained at the current speed. Thirdly, since the downward force of the second piston rod 81 and the accelerator pedal actuator 10 on the accelerator pedal 3 is actually adjusted by the loading gas, the control difficulty caused by the different free stroke lengths of the accelerator pedal 3 of different vehicles or the installation differences of the pedal pneumatic operating device 1 can be reduced.

[0049] like Figure 4 As shown, the second solenoid valve V2 is connected to the air circuit in its left position. At this time, the compressed gas from the compressed gas source G is supplied to the second air intake line AI, and the second exhaust line AO ​​is closed at the same time, so that the vehicle speed can be set by adjusting the air pressure in the second air intake line AI. Figure 4As indicated by the arrows in the figure, the gas will be simultaneously loaded into the second intake cylinder 82 and the second exhaust cylinder 83 of the second cylinder 8. Since the second intake cylinder 82 and the second exhaust cylinder 83 are connected to each other, the second piston rod 81 and the accelerator pedal actuator 10 can output corresponding downward force by simply adjusting the air pressure in the second intake pipeline AI. Based on the difference in area between the piston surfaces on both sides of the second intake cylinder 82 and the second exhaust cylinder 83 of the second cylinder 8, the downward force F 下压 It can be expressed as

[0050] F 下压 =P 气 ·S 活塞杆

[0051] Among them, P 气 is the gas pressure in the second intake cylinder 82 and the second exhaust cylinder 83 in a steady state, and S 活塞杆 is the cross-sectional area of ​​the piston rod, i.e. the difference in the area of ​​the active surfaces in the two cylinders. The calculated downward force F 下压 is the force difference between the two sides of the piston in the second intake cylinder 82 and the second exhaust cylinder 83. Moreover, since the accelerator pedal 3 usually presents a linear relationship between the pedal force and the pedal stroke in the low-speed section (such as 50km / h or 40km / h) required by the electromagnetic compatibility test, the pedal stroke and then the vehicle speed can be controlled by the air pressure loaded in the second intake cylinder 82 and the second exhaust cylinder 83. Particularly preferably, under the driving condition of a vehicle speed of 50km / h, the air pressure in the second intake line AI can be 1 to 2bar. In order to determine the air pressure, it is also particularly preferred to provide a pressure gauge (not shown in the figure) for the first intake line BI, the first exhaust line BO, the second intake line AI and the second exhaust line AO ​​respectively.

[0052] Figure 5 FIG. 2 is a schematic block diagram of a test platform according to an embodiment of the present utility model. The test platform includes a vehicle speed control system S and a pedal pneumatic operating device 1 thereof. Figure 5 As shown, the vehicle speed control system S also includes a vehicle status communication device 11 located in the anechoic chamber Z. The vehicle status communication device 11 is configured to collect CAN bus signals of the vehicle V, convert the collected CAN bus signals into optical signals through a photoelectric conversion module located therein, and transmit the optical signals to the outside of the anechoic chamber Z, in particular, to a controller 12 located outside the anechoic chamber Z via an optical fiber. The controller 12 may include a photoelectric conversion module for converting the optical signal back into a CAN bus signal. Figure 5 In order to clearly distinguish different wiring, Figure 5In the figure, the dashed line represents the electrical signal connection, the dashed line represents the optical signal connection, the solid line with an arrow represents the gas connection, and the solid line without an arrow represents the mechanical connection. It can be seen that the vehicle status communication device 11 transmits the optical signal to the controller 12 located outside the anechoic chamber Z via the optical signal connection realized by the optical fiber, and the controller 12 can control the first solenoid valve V1 and the second solenoid valve V2 through the electrical signal connection. In addition, the controller 12 can also communicate with the host computer 13 in a two-way manner through the electrical signal connection.

[0053] In order to control the vehicle speed, the controller 12 can control the first solenoid valve V1 and the second solenoid valve V2 by means of a logic module and / or programming means known in the prior art. For example, the controller 12 can be designed as a monostable trigger with an RC circuit to send a control signal to the first solenoid valve V1 so that the valve core of the first solenoid valve V1 moves to Figure 3 After a certain period of time, the valve core returns to the middle position to maintain the gas from the left position shown (i.e., the first intake line is intaken and the first exhaust line is exhaustn). In order to accurately control the vehicle speed, the controller 12 can also be configured to operate the first solenoid valve V1 and the second solenoid valve V2 according to a pre-calibrated air pressure. To this end, the steady-state air pressure in the second intake line AI under the required driving conditions can be manually pre-calibrated before the vehicle electromagnetic compatibility test. During the test, the controller 12 can send a control signal to the second solenoid valve V2 to move the valve core of the second solenoid valve V2 to the left position. Figure 4 The controller 12 is configured to be a logic circuit composed of a comparator and a trigger or a conventional programmable logic circuit (PLC), etc. The controller 12 can be implemented as a PI controller or a PID controller that runs based on the speed information in the CAN bus signal. For this purpose, the PI controller or the PID controller widely used in industrial automation and process control can be used to control the first solenoid valve V1 and the second solenoid valve V2. Here, the PI controller or the PID controller can take the required driving condition as the target value, the speed information in the CAN bus signal transmitted by the vehicle status communication device 11 as the current actual value, and control the state adjustment of the first solenoid valve V1 and the second solenoid valve V2 according to the error between the target value and the actual value.

[0054] The present invention is not limited to the embodiments shown, but includes or extends to all technical equivalents that fall within the effective scope of the appended claims. The position descriptions selected in the specification, such as top, bottom, left, right, etc., refer to the direct description and the drawings shown and can be transferred to the new position according to the meaning when the position changes.

[0055] The features disclosed in the invention may be essential and may be implemented both individually and in any combination for the realization of the exemplary embodiments in different configurations.

[0056] Although the utility model has been disclosed as above in the form of a preferred embodiment, it is not intended to limit the utility model. Any technical personnel in this field can make possible changes and modifications to the technical solution of the utility model by using the methods and technical contents disclosed above without departing from the spirit and scope of the utility model. Therefore, any simple modifications, equivalent changes and modifications made to the above embodiments based on the technical essence of the utility model without departing from the content of the technical solution of the utility model are within the protection scope of the technical solution of the utility model.

Claims

1. A pedal pneumatic operating device for vehicle electromagnetic compatibility testing, characterized in that: The pedal pneumatic operating device (1) comprises: A base plate (5) for fixing to a cab floor (4) of a vehicle; A first bracket (6a) and a second bracket (6b) connected to the base plate (5); A first cylinder (7) that is hingedly connected to the first bracket (6a) in a lockable manner; A second cylinder (8) that is hingedly connected to the second bracket (6b) in a lockable manner; a brake pedal actuating member (9) movably hinged to a first piston rod (71) of a first cylinder (7); and An accelerator pedal actuating member (10) is movably hinged to a second piston rod (81) of a second cylinder (8).

2. The pedal pneumatic operating device according to claim 1, characterized in that: The first cylinder (7) and the second cylinder (8) are configured as double-acting cylinders.

3. The pedal pneumatic operating device according to claim 2, characterized in that: The first piston rod (71) is extended by supplying air to the first air intake line (BI) of the first air intake cylinder (72) connected to the first cylinder (7), so that the brake pedal actuator (9) presses down the brake pedal (2) of the vehicle; and the first piston rod (71) is retracted by supplying air to the first exhaust line (BO) of the first exhaust cylinder (73) connected to the first cylinder (7) and / or by releasing the first air intake line (BI), so that the brake pedal actuator (9) releases the brake pedal (2) of the vehicle.

4. The pedal pneumatic operating device according to claim 3, characterized in that: Under the braking condition of the vehicle, the air pressure in the first air intake line (BI) is 2.5 to 3 bar.

5. The pedal pneumatic operating device according to claim 2, characterized in that: The second piston rod (81) is extended by supplying air to a second intake line (AI) of a second intake cylinder (82) connected to a second cylinder (8), thereby causing an accelerator pedal actuator (10) to press down an accelerator pedal (3) of a vehicle; and the second piston rod (81) is retracted by supplying air to a second exhaust line (AO) of a second exhaust cylinder (83) connected to the second cylinder (8) and / or by releasing the second intake line (AI), thereby causing the accelerator pedal actuator (10) to release an accelerator pedal (3) of the vehicle.

6. The pedal pneumatic operating device according to claim 5, characterized in that: The second intake line (AI) is additionally connected to a second exhaust cylinder (83) of the second cylinder (8), and the second exhaust line (AO) is additionally connected to a second intake cylinder (82) of the second cylinder (8).

7. The pedal pneumatic operating device according to claim 6, characterized in that: When the second exhaust line (AO) is closed, the vehicle speed is set by adjusting the air pressure in the second intake line (AI), and / or under driving conditions with a vehicle speed of 50 km / h, the air pressure in the second intake line (AI) is 1 to 2 bar.

8. The pedal pneumatic operating device according to any one of claims 1 to 7, characterized in that The first bracket (6a) can be adjusted to a fixed position on the base plate (5) via a first slide rail (51a) and a first slide seat (52a); and / or the second bracket (6b) can be adjusted to a fixed position on the base plate (5) via a second slide rail (51b) and a second slide seat (52b).

9. The pedal pneumatic operating device according to any one of claims 1 to 7, characterized in that The pedal pneumatic operating device (1) further comprises: A third bracket connected to the base plate (5); a third cylinder lockably hinged to the third bracket; and A clutch pedal actuating member is movably hinged on the third piston rod of the third cylinder.

10. A vehicle speed control system for vehicle electromagnetic compatibility testing, characterized in that: The vehicle speed control system (S) includes a pedal pneumatic operating device according to one of claims 1 to 8, wherein the pedal pneumatic operating device (1) is fixed on a cab floor (4) in a vehicle located in an anechoic chamber (Z), and the vehicle speed control system includes a first solenoid valve (V1) and a second solenoid valve (V2) arranged outside the anechoic chamber (Z) and connected to a compressed air source (G) respectively, for controlling the supply, retention and release of gas, wherein the first solenoid valve (V1) is connected to a first intake pipe (BI) and a first exhaust pipe (BO) of a first cylinder (7) of the pedal pneumatic operating device (1); and the second solenoid valve (V2) is connected to a second intake pipe (AI) and a second exhaust pipe (AO) of a second cylinder (8) of the pedal pneumatic operating device (1).

11. The vehicle speed control system according to claim 10, characterized in that: The first solenoid valve (V1) and the second solenoid valve (V2) are configured as three-position four-way valves or three-position five-way valves; and / or the first intake pipeline (BI), the first exhaust pipeline (BO), the second intake pipeline (AI) and the second exhaust pipeline (AO) are respectively provided with pressure gauges.

12. The vehicle speed control system according to claim 10 or 11, characterized in that: The vehicle speed control system (S) further comprises a vehicle status communication device (11) located in the anechoic chamber (Z), wherein the vehicle status communication device (11) is configured to collect CAN bus signals of the vehicle (V), convert the collected CAN bus signals into optical signals through a photoelectric conversion module, and transmit the optical signals to the outside of the anechoic chamber (Z) via optical fibers.

13. The vehicle speed control system according to claim 12, characterized in that: The vehicle speed control system (S) further comprises a controller (12) connected to the vehicle state communication device (11) by signal, wherein the controller (12) is configured to operate a first solenoid valve (V1) and a second solenoid valve (V2).

14. The vehicle speed control system according to claim 13, characterized in that: The controller (12) is configured to control the first solenoid valve (V1) and the second solenoid valve (V2) according to a pre-calibrated air pressure; or the controller is constructed as a PI controller or a PID controller that operates based on speed information in a CAN bus signal.

15. A test platform for vehicle electromagnetic compatibility testing, characterized in that: The test bench comprises a pedal pneumatic actuation device according to one of claims 1 to 9 and / or a vehicle speed control system according to one of claims 10 to 14.

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