A test system and device for a vehicle brake system
The integrated vehicle braking system testing system solves the problems of complex and costly test environment setup in existing technologies, and achieves efficient and reliable automated testing, meeting the development needs of intelligent vehicle braking systems.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- FIGURE INTELLIGENT TECHNOLOGY CO LTD
- Filing Date
- 2025-05-16
- Publication Date
- 2026-05-29
AI Technical Summary
In the existing technology, the test environment for vehicle braking systems is costly to set up, requires a high level of expertise, is complex to operate, and is inefficient. Manual testing is difficult to meet the needs of intelligent development.
This invention provides a test system and apparatus for vehicle braking systems. Through the integrated design of the control module and multiple test modules, it enables automated testing and flexible switching of different loads under test, reduces the need for professional operation, and improves testing efficiency and reliability.
It enables integrated testing of multiple loads under test on the same control platform, shortening the testing cycle, improving testing reliability and reusability, reducing costs, and simplifying the operation process.
Smart Images
Figure CN224305923U_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of vehicle testing technology, and more specifically, to a testing system and apparatus for an on-board braking system. Background Technology
[0002] The vehicle braking system is an important technology in the vehicle control system, and therefore, diagnostic testing of the vehicle braking system is necessary during the development process.
[0003] In related technologies, professional testers are usually required to set up test environments to manually test the various modules in the vehicle braking system. However, setting up a test environment is costly, requires a high level of expertise, is complex to operate, and has low efficiency. Utility Model Content
[0004] To address the aforementioned issues, this application provides a testing system and apparatus for vehicle braking systems, aiming to resolve problems encountered when manually testing vehicle braking systems in related technologies.
[0005] In a first aspect, this application provides a testing system for an on-board braking system, including a control module, a first testing module, a second testing module, and a third testing module; the control module is connected to a solenoid valve and a motor module of the on-board braking system; the first testing module is connected to the control module and the solenoid valve, and the control module is used to test the solenoid valve via the first testing module; the second testing module is connected to the control module and the motor module, and the control module is also used to test the motor module via the second testing module; the third testing module is connected to the control module and a sensor module of the on-board braking system, and the control module is also used to test the sensor module via the third testing module.
[0006] In the above technical solution, the control module is connected to the first test module, the second test module, and the third test module. Each test module is connected to different loads under test (UTPs). This means the control module can perform integrated testing of different UTPs through the first, second, and third test modules, resulting in a high degree of UTP integration. Integrating the testing and management of different UTPs in the vehicle braking system allows for simultaneous or sequential testing of multiple UTPs on the same control platform, reducing the time spent switching test equipment and recalibrating, significantly shortening the testing cycle, and facilitating testing and retesting. Secondly, during testing, the control module can flexibly switch test channels through the connected test modules to switch and test different UTPs, resulting in high test reusability and efficiency. Furthermore, the control module can automate testing, eliminating the need for professional operators to manually set up a test environment, thus reducing costs and simplifying operation. It also avoids the cumbersome process of manually setting up a test environment during development and the inconsistencies between different operators, thereby improving the reliability of the testing system for the vehicle braking system.
[0007] In conjunction with the first aspect, in some possible implementations, the control module includes a brake controller and a calibration unit; the brake controller is connected to the first test module, the second test module, the third test module, and the solenoid valve; the calibration unit is connected to the motor module and the solenoid valve, and the calibration unit is also connected to the brake controller via a controller area network.
[0008] In the above technical solution, the calibration unit can be understood as a host computer, meaning that the calibration unit can calibrate the motor module and solenoid valve. It also communicates with the brake controller via CAN, allowing the calibration unit to send commands to the brake controller and perform testing and data monitoring through the brake controller. This enables the control module provided in this application to calibrate the load under test (motor module, solenoid valve) and perform integrated testing of the load under test (motor module, solenoid valve, sensor module).
[0009] In combination with the first aspect and the above implementation methods, in some possible implementation methods, the first test module includes an ammeter and a first switch; the first end of the ammeter is connected to the solenoid valve, and the second end of the ammeter is connected to the calibration unit; the first end of the first switch is connected to the third end of the ammeter, the second end of the first switch is connected to a voltage, and the third end of the first switch is connected to a ground terminal; when the brake controller controls the solenoid valve to drive on the high side, the first end of the first switch is connected to the third end of the first switch; when the brake controller controls the solenoid valve to drive on the low side, the first end of the first switch is connected to the second end of the first switch.
[0010] In the above technical solution, the ammeter generates different current information based on different driving states of the solenoid valve and outputs this current information to the calibration unit. The calibration unit compares the current information with the actual control calibration value to verify the output accuracy and function of the solenoid valve under high-side drive or low-side drive states, thereby achieving the testing of the solenoid valve. Furthermore, the current information collected by the ammeter changes in real time based on the output state of the solenoid valve, resulting in high acquisition reliability. Correspondingly, the current information obtained by the calibration unit through this ammeter has high reliability, thus improving the reliability and accuracy of the test.
[0011] Combining the first aspect and the above implementation methods, in some possible implementation methods, the first switch is a single-pole double-throw switch. The common terminal of the single-pole double-throw switch is connected to the third terminal of the ammeter as the first terminal of the first switch. The normally closed terminal of the single-pole double-throw switch is connected to the voltage as the second terminal of the first switch. The normally open terminal of the single-pole double-throw switch is connected to the ground terminal as the third terminal of the first switch.
[0012] In the above technical solution, the single-pole double-throw switch is a mechanical switch. Compared with software-controlled electronic switches, the single-pole double-throw switch can avoid delays and misoperations, achieve fast response, and quickly switch channels to match the high-side drive or low-side drive of the solenoid valve.
[0013] In combination with the first aspect and the above implementation methods, in some possible implementation methods, the sensor module includes a wheel speed sensor, a hydraulic pressure sensor, and a brake pedal position sensor, and the third test module includes a first conversion unit and a second conversion unit; the first conversion unit is connected to the wheel speed sensor and the brake controller, and the first conversion unit is used to convert the signal of the wheel speed sensor into an analog input signal and output it to the brake controller; the second conversion unit is connected to the hydraulic pressure sensor, the brake pedal position sensor, and the brake controller, and the second conversion unit is used to convert the signals of the hydraulic pressure sensor and the brake pedal position sensor into digital signals and output them to the brake controller.
[0014] In the above technical solution, the first conversion unit can convert the signal from the wheel speed sensor into an analog input signal and output it to the brake controller. The second conversion unit can convert the hydraulic pressure value from the hydraulic pressure sensor and the mechanical displacement from the brake pedal position sensor into digital signals and output them to the brake controller. The analog input signal and the digital signal are matched with the brake controller, enabling the brake controller and calibration unit to reliably test the wheel speed sensor, hydraulic pressure sensor, and brake pedal position sensor based on the analog input signal and the digital signal.
[0015] In combination with the first aspect and the above implementation methods, in some possible implementation methods, the second test module includes a motor position sensor and a filtering unit; the motor position sensor is connected to the control module and the motor module; the filtering unit is connected to the ground terminal, the first winding, the second winding and the third winding of the motor module.
[0016] In the above technical solution, while the control module calibrates the motor module, the motor position sensor reads and collects values, and outputs the read and collected values to the control module. The control module can compare the values with preset values to verify the self-calibration function of the motor module and whether the motor module meets the deviation requirements, thereby achieving reliable testing of the motor module. Furthermore, the values read and collected by the motor position sensor change in real time based on the state of the motor module, resulting in high reliability of reading and collection. Correspondingly, the values obtained by the control module through the motor position sensor are also highly reliable, thus improving test reliability and accuracy. Secondly, by setting a filter unit between the windings and ground of the motor module, high-frequency noise can be bypassed to ground, thereby reducing interference from high-frequency noise to the motor module and other equipment, further improving test reliability.
[0017] In combination with the first aspect and the above implementation methods, in some possible implementation methods, the test system further includes a fourth test module. The fourth test module is connected to the control module and the parking brake module of the vehicle braking system. The control module is used to test the working state of the parking brake module through the fourth test module. The working state includes normal state, clamping state and release state.
[0018] In the above technical solution, the control module can test the working status of the parking brake module via the fourth test module, further improving the integration of the load under test. Integrating the testing and management of different loads in the vehicle's hydraulic braking system and parking brake system allows for the simultaneous or sequential testing of multiple loads under test on the same control platform. This reduces the time spent switching test equipment and recalibrating, significantly shortening the test cycle and facilitating testing and retesting. Furthermore, during testing, the control module can flexibly switch test channels through different connected test modules to switch and test the hydraulic braking system and parking brake system, resulting in high test reusability.
[0019] In combination with the first aspect and the above implementation methods, in some possible implementation methods, the fourth test module includes a second switch, a third switch, a fourth switch, and a fifth switch; the first end of the second switch is connected to the first end of the third switch and connected to the first switch signal of the parking brake module; the second end of the second switch is connected to the first end of the fourth switch and connected to the second switch signal of the parking brake module; the second end of the third switch is connected to the first end of the fifth switch and connected to the third switch signal of the parking brake module; the second end of the fourth switch is connected to the second end of the fifth switch and connected to the fourth switch signal of the parking brake module; the controlled ends of the second switch, the third switch, the fourth switch, and the fifth switch are connected to the control module.
[0020] In the above technical solution, by changing the closed state of the second and fifth switches, the control module can read different operating states of the parking brake module to test these different operating states, resulting in high test reliability and accuracy. Furthermore, the switch closing states are highly flexible and easy to adjust.
[0021] In combination with the first aspect and the above implementation methods, in some possible implementation methods, the test system also includes an adapter board, through which the control module is connected to the first test module, the second test module, the third test module and the fourth test module.
[0022] In the above technical solution, the adapter board can match the first test module, the second test module, the third test module and the fourth test module with the control module, so as to improve the transmission reliability between multiple test modules and the control module, thereby improving the overall test reliability of the system.
[0023] Secondly, embodiments of this application also provide a testing device, including an on-board braking system and the testing system described in any optional manner of the first aspect, wherein the testing system is connected to the on-board braking system. Attached Figure Description
[0024] Figure 1 This is a schematic diagram of the module structure of a testing device provided in an embodiment of this application;
[0025] Figure 2 This is a schematic diagram of the module structure of another testing device provided in an embodiment of this application;
[0026] Figure 3 This is a schematic diagram of the module structure of another testing device provided in the embodiments of this application;
[0027] Figure 4 This is a schematic diagram of the circuit structure of a testing device provided in an embodiment of this application;
[0028] Figure 5This is a schematic diagram of the circuit structure of another testing device provided in an embodiment of this application;
[0029] Figure 6 This is a schematic diagram of the module structure of another testing device provided in the embodiments of this application;
[0030] Figure 7 This is a schematic diagram of the module structure of another testing device provided in the embodiments of this application;
[0031] Figure 8 This is a schematic diagram of the circuit structure of another testing device provided in the embodiments of this application;
[0032] Figure 9 This is a schematic diagram of the circuit structure of another testing device provided in the embodiments of this application;
[0033] Figure 10 This is a schematic diagram of the module structure of another testing device provided in the embodiments of this application.
[0034] In the attached figures, the following labels are used:
[0035] 1. Vehicle braking system; 11. Solenoid valve; 12. Motor module; 13. Sensor module; 131. Wheel speed sensor; 132. Hydraulic pressure sensor; 133. Brake pedal position sensor; 14. Parking brake module;
[0036] 2. Test System; 21. Control Module; 211. Brake Controller; 212. Calibration Unit; 22. First Test Module; 23. Second Test Module; 231. Motor Position Sensor; 232. Filtering Unit; 24. Third Test Module; 241. First Conversion Unit; 242. Second Conversion Unit; 25. Fourth Test Module; 26. Adapter Board;
[0037] A. Ammeter; SW1. First switch; SW2. Second switch; SW3. Third switch; SW4. Fourth switch; SW5. Fifth switch; GND. Ground terminal; C0. Capacitor; C1. First capacitor; C2. Second capacitor; HSD. High-side drive; LSD. Low-side drive; SIN. Sine input; COS. Cosine input; EPB_SW1. First switch signal; EPB_SW2. Second switch signal; EPB_SW3. Third switch signal; EPB_SW4. Fourth switch signal. Detailed Implementation
[0038] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.
[0039] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.
[0040] The on-board braking system is a crucial technology in vehicle control systems, ensuring vehicles can stop safely within a predetermined distance to effectively prevent accidents. With the development of Industry 4.0 and the Internet of Things (IoT), on-board braking systems are also evolving towards intelligence, such as intelligent hydraulic braking units. Intelligent hydraulic braking units typically integrate sensors, controllers, and actuators to enable adaptive adjustment and fault diagnosis, thereby improving the reliability and safety of the on-board braking system. Among these, the controller is the core component of the on-board braking system and a primary measure of its performance and functional level; its performance directly affects the control effect of the entire braking system. Developing a fully functional controller is an essential task in the productization of on-board braking systems, necessitating diagnostic testing during the development process. Secondly, when a vehicle braking system is in operation, its controller is usually capable of receiving signals (such as signals from the driver, vehicle sensors and switches) and combining the signals to output signals that match the actual working conditions. However, other modules in the vehicle braking system may malfunction, causing the controller to receive incorrect signals. Since the controller does not have diagnostic functions, it may output incorrect signals, which in turn affects the normal operation of the entire braking system and poses certain safety hazards.
[0041] In related technologies, specialized testing personnel are typically required to set up test environments to manually test various modules in the vehicle braking system. This necessitates circuit matching for different controllers, leading to complex and time-consuming circuit modifications. Secondly, these technologies often employ load boxes to simulate real loads for dynamic and static testing; however, load boxes are costly and time-consuming to manufacture. Furthermore, load boxes are usually customized for specific test requirements and operating conditions. Different control platforms may use different communication protocols, interface standards, or data formats, resulting in compatibility issues between the load box and the control platform, preventing direct switching and limiting their usability. Thus, these technologies involve high costs for setting up test environments, high levels of expertise required, complex operation, low manual testing efficiency, and low reusability.
[0042] Therefore, this application provides a test system and apparatus for a vehicle braking system. The test system performs integrated testing on different loads under test. By connecting different test modules to the control module, test channels can be flexibly switched to achieve switching and automatic testing of different loads under test. The test has high reusability and efficiency, low cost, and simple operation.
[0043] The following description, in conjunction with the accompanying drawings, provides an exemplary description of the testing system and apparatus for the vehicle braking system provided in the embodiments of this application.
[0044] This application provides a testing device, such as... Figure 1 As shown, the testing device includes an on-board braking system 1 and a testing system 2, with the testing system 2 connected to the on-board braking system 1. The testing system 2 is capable of automatically testing the on-board braking system 1.
[0045] The vehicle braking system 1 typically consists of a hydraulic braking system and a parking brake system. The hydraulic braking system usually includes modules such as a solenoid valve 11, a motor module 12, and a sensor module 13. To enable the test system 2 provided in this application to test multiple modules in the vehicle braking system 1, in one example... Figure 2As shown, the test system includes a control module 21, a first test module 22, a second test module 23, and a third test module 24. The control module 21 is connected to the solenoid valve 11 and the motor module 12 of the vehicle braking system 1. The control module 21 is also connected to the first test module 22, the second test module 23, and the third test module 24. It is worth noting that the connection between the control module 21 and the solenoid valve 11 and the motor module 12 means that the control module 21 can calibrate the solenoid valve 11 and the motor module 12. For example, the control module 21 can calibrate the current signal of the solenoid valve 11 and perform zero-position calibration on the motor module 12. The control module 21 is connected to the first test module 22, the second test module 23, and the third test module 24, and each test module is connected to different loads under test. That is, the control module 21 can test different loads under test through the first test module 22, the second test module 23, and the third test module 24.
[0046] For example, the load under test connected to the first test module 22 is the solenoid valve 11, the load under test connected to the second test module 23 is the motor module 12, and the load under test connected to the third test module 24 is the sensor module 13 of the vehicle braking system 1. Therefore, the control module 21 can not only calibrate the solenoid valve 11 and the motor module 12, but also test the solenoid valve 11, the motor module 12, and the sensor module 13. For example, if the control module 21 wants to calibrate and test the solenoid valve 11, it can first calibrate the solenoid valve 11, and then test it via the first test module 22. If the control module 21 wants to calibrate and test the motor module 12, it can first calibrate the motor module 12, and then test it via the second test module 23. If the control module 21 wants to test the sensor module 13, it can test it via the third test module 24.
[0047] Thus, the control module 21 is connected to the first test module 22, the second test module 23, and the third test module 24, and each test module is connected to different loads under test. This means the control module 21 can perform integrated testing of different loads under test through the first test module 22, the second test module 23, and the third test module 24, resulting in a high degree of integration of the loads under test. Integrating the testing and management of different loads under test in the vehicle braking system 1 allows for simultaneous or sequential testing of multiple loads under test on the same control platform, reducing the time spent switching test equipment and recalibrating, significantly shortening the test cycle, and facilitating testing and retesting. Secondly, during testing, the control module 21 can flexibly switch test channels through the different test modules connected to it to switch and test different loads under test, resulting in high test reusability and efficiency. Furthermore, the control module 21 can achieve automated testing, eliminating the need for professional operators to manually set up a test environment for manual testing, thus reducing costs and simplifying operation. It also avoids the cumbersome problems of manually setting up a test environment during development and the inconsistencies between different operators, thereby improving the testing reliability of the test system 2 for testing the vehicle braking system 1.
[0048] In order to enable the control module 21 provided in this application to perform calibration and testing, in one example, such as Figure 3 As shown, the control module 21 includes a brake controller 211 and a calibration unit 212; the brake controller 211 is connected to the first test module 22, the second test module 23, the third test module 24 and the solenoid valve 11; the calibration unit 212 is connected to the motor module 12 and the solenoid valve 11, and the calibration unit 212 is also connected to the brake controller 211 via a controller area network (CAN).
[0049] In this example, the calibration unit 212 can be understood as a host computer, meaning that the calibration unit 212 can calibrate the motor module 12 and the solenoid valve 11. It also communicates with the brake controller 211 via CAN, allowing the calibration unit 212 to issue commands to the brake controller 211 and for the brake controller 211 to perform tests and monitor data. This enables the control module 21 provided in this application to calibrate the load under test (motor module 12, solenoid valve 11) and perform integrated testing of the load under test (motor module 12, solenoid valve 11, sensor module 13).
[0050] Optionally, the calibration unit 212 can be CANape, which can perform calibration and measurement, and facilitates the observation of monitoring data. The calibration unit 212 can also be any other tool capable of performing the above functions; this application does not impose specific limitations on this.
[0051] In order for the control module 21 provided in this application to test the solenoid valve 11 through the first test module 22, in one example, such as Figure 4 As shown, the first test module 22 includes an ammeter A and a first switch SW1. The first end of the ammeter A is connected to the solenoid valve 11, and the second end of the ammeter A is connected to the calibration unit 212. The first end of the first switch SW1 is connected to the third end of the ammeter A, the second end of the first switch SW1 is connected to a voltage, and the third end of the first switch SW1 is connected to the ground terminal GND.
[0052] In this example, calibration unit 212 sends commands to brake controller 211 via CAN. Brake controller 211 controls solenoid valve 11 to operate on either high-side drive (HSD) or low-side drive (LSD) based on these commands. Calibration unit 212 also calibrates the current signal of solenoid valve 11, enabling it to open according to the input current signal. When solenoid valve 11 opens, it outputs a corresponding current. Ammeter A collects the current from solenoid valve 11 and outputs the collected value to calibration unit 212. Calibration unit 212 compares this collected value with the actual control calibration value to verify the output accuracy and function of solenoid valve 11, thereby testing solenoid valve 11.
[0053] For example, after calibration unit 212 sends a high-side drive (HSD) command to brake controller 211 via CAN, brake controller 211 controls solenoid valve 11 to perform high-side drive (HSD) based on the command. Correspondingly, calibration unit 212 calibrates the current signal of solenoid valve 11. At this time, the collected value obtained by ammeter A is the first current information, and the first current information is output to calibration unit 212. At this time, the first terminal of the first switch SW1 is connected to the third terminal of the first switch SW1, that is, ammeter A is connected to ground terminal GND through the first switch SW1. Calibration unit 212 compares the first current information with the actual control calibration value to verify the output accuracy and function of solenoid valve 11 in high-side drive (HSD) state. After calibration unit 212 sends a low-side drive (LSD) command to brake controller 211 via CAN, brake controller 211 controls solenoid valve 11 to perform a low-side drive (LSD) based on the command. Correspondingly, calibration unit 212 calibrates the current signal of solenoid valve 11. At this time, the ammeter A acquires the second current information and outputs this second current information to calibration unit 212. Simultaneously, the first terminal of first switch SW1 is connected to the second terminal of first switch SW1, meaning first switch SW1 is connected to a 12V voltage. Calibration unit 212 compares the second current information with the actual control calibration value to verify the output accuracy and function of solenoid valve 11 in the low-side drive (LSD) state, thereby achieving the test of solenoid valve 11.
[0054] Thus, ammeter A generates different current information based on different driving states of solenoid valve 11 and outputs this current information to calibration unit 212. Calibration unit 212 compares the current information with the actual control calibration value to verify the output accuracy and function of solenoid valve 11 under high-side drive (HSD) or low-side drive (LSD) states, thereby achieving the test of solenoid valve 11. Furthermore, the current information collected by ammeter A changes in real time based on the output state of solenoid valve 11, resulting in high acquisition reliability. Correspondingly, the current information obtained by calibration unit 212 through ammeter A has high reliability, thereby improving test reliability and accuracy.
[0055] It is worth noting that the voltage connected to the second terminal of the first switch SW1 in this application is the power supply voltage, which can be in the range of 12 to 24V to achieve strong wide voltage compatibility.
[0056] Optionally, the first switch SW1 can be a single-pole double-throw (SPDT) switch, a relay, or other similar switch. For example, Figure 4As shown, the first switch SW1 is a single-pole double-throw (SPD) switch. The common terminal of the SPD switch is connected to the third terminal of ammeter A as the first terminal of SPD switch SW1. The normally closed terminal of the SPD switch is connected to the voltage as the second terminal of SPD switch SW1, and the normally open terminal is connected to the ground terminal GND as the third terminal of SPD switch SW1. The SPD switch is a mechanical switch. Compared to software-controlled electronic switches, the SPD switch avoids delays and misoperations, achieving a fast response to quickly switch channels and match the high-side drive or low-side drive of solenoid valve 11. The first switch SW1 can also be other switches capable of achieving the above functions; this application does not impose specific limitations on this.
[0057] In order for the control module 21 provided in this application to test the motor module 12 through the second test module 23, in one example, such as Figure 5 As shown, the second test module 23 includes a motor position sensor 231. The motor position sensor 231 is connected to the control module 21 (not shown in the figure) and the motor module 12. The motor position sensor 231 is also connected to the sine input SIN and the cosine input COS.
[0058] In this example, the motor module 12 is a permanent magnet synchronous motor (PMSM) or other three-phase motor. The control module 21 can test the function of the motor module 12 through the motor position sensor 231. The following description only uses the motor module 12 as a PMSM as an example.
[0059] For example, control module 21 can zero-mark the PMSM. After the calibration is activated by control module 21, motor position sensor 231 reads the value and uploads it to control module 21. Control module 21 can then determine whether the PMSM's state is consistent based on the value, thus verifying the PMSM's self-calibration function. As another example, control module 21 can change the PMSM's speed and operation. When control module 21 starts the PMSM to rotate at low speed, it uses the value from motor position sensor 231 to determine whether the output is continuous and without jumps. When the speed is increased to the rated value, control module 21 can verify the signal stability through motor position sensor 231, achieving a stability comparison of the motor position sensor signal. Control module 21 can preset the PMSM's speed value and then control the PMSM's rotation through speed calibration. At this time, motor position sensor 231 collects the value and uploads it to control module 21. Control module 21 compares the collected value with the preset speed value to test whether the PMSM meets the deviation requirements.
[0060] Thus, while the control module 21 calibrates the motor module 12, the motor position sensor 231 reads and collects values, and outputs the read and collected values to the control module 21 (e.g., calibration unit 212). The control module 21 can compare the values with preset values to verify the self-calibration function of the motor module 12 and whether the motor module 12 meets the deviation requirements, thereby achieving reliable testing of the motor module 12. Moreover, the values read and collected by the motor position sensor 231 change in real time based on the state of the motor module 12, resulting in high reliability of reading and collection. Correspondingly, the values obtained by the control module 21 through the motor position sensor 231 are also highly reliable, thereby improving the reliability and accuracy of the test.
[0061] Optionally, the motor position sensor 231 can be a rotor position sensor (RPS). The RPS can monitor the current position of the rotor of the motor module 12 in real time and feed the information back to the control module 21.
[0062] The motor module 12 generates high-frequency switching noise during operation (e.g., caused by inverter drive). This noise may propagate through power lines or signal lines. To prevent this noise from interfering with the motor position sensor 231 and affecting test reliability, in one example, the second test module 23 also includes a filter unit 232. The filter unit 232 is connected to the ground terminal GND, the first winding U, the second winding V, and the third winding W of the motor module 12. In this example, by setting the filter unit 232 between the windings of the motor module 12 and ground, high-frequency noise can be bypassed to the ground terminal GND, thereby reducing the interference of high-frequency noise on the motor module 12 and other devices, and further improving test reliability.
[0063] Optional, such as Figure 5 As shown, the filter unit 232 consists of three capacitors C0 connected to a common ground. The first winding U, the second winding V, and the third winding W are each connected to the ground terminal GND through a capacitor. The three capacitors C0 connected to a common ground can bypass the high-frequency noise generated by the motor module 12 to ground, and can also effectively absorb the high-frequency electromagnetic energy generated by the motor module 12 during high-speed operation to reduce electromagnetic interference (EMI).
[0064] like Figure 6As shown, the sensor module 13 in the vehicle braking system 1 typically includes a wheel speed sensor 131, a hydraulic pressure sensor 132, and a brake pedal position sensor 133, all of which are connected to a 5V voltage. To enable the control module 21 to test these sensors via the third test module 24, in one example, the third test module 24 includes a first conversion unit 241 and a second conversion unit 242. The first conversion unit 241 is connected to the wheel speed sensor 131 and the brake controller 211.
[0065] The wheel speed sensor 131 contains a magnet and a coil. After being powered on, the wheel speed sensor 131 emits an AC signal by alternately contacting the sensor with the toothed ring. The first conversion unit 241 converts the signal from the wheel speed sensor 131 into an analog input signal (AI) and outputs it to the brake controller 211. After acquiring the analog input signal, the brake controller 211 outputs it to the calibration unit 212. The analog input signal is typically a high "1" and a low "0" level. The calibration unit 212 compares the analog input signal to determine whether its value conforms, thereby testing the wheel speed sensor 131.
[0066] The hydraulic pressure sensor 132 acts as a "pressure gauge" for the vehicle braking system 1, ensuring precise control of the physical actuator. After power is supplied, the second conversion unit 242 converts the hydraulic pressure value of the hydraulic pressure sensor 132 into a Single Edge Nibble Transmission Digital Signal (SENT), and outputs the converted SENT directly to the brake controller 211. The brake controller 211 then outputs the signal to the calibration unit 212, which reads the value to check if it meets the requirements, thus testing the hydraulic pressure sensor 132.
[0067] After power is supplied, the second conversion unit 242 converts the mechanical displacement of the brake pedal position sensor 133 into a digital signal (voltage value or current value), which is transmitted to the brake controller 211 via the SENT protocol. The calibration unit 212 reads whether the value is in compliance, so as to test the brake pedal position sensor 133.
[0068] Thus, the first conversion unit 241 in this application can convert the signal from the wheel speed sensor 131 into an analog input signal and output it to the brake controller 211, while the second conversion unit 242 can convert the hydraulic pressure value of the hydraulic pressure sensor 132 and the mechanical displacement of the brake pedal position sensor 133 into digital signals and output them to the brake controller 211. The analog input signal and the digital signal are matched with the brake controller 211, enabling the brake controller 211 and the calibration unit 212 to reliably test the wheel speed sensor 131, the hydraulic pressure sensor 132, and the brake pedal position sensor 133 based on the analog input signal and the digital signal.
[0069] Optionally, the first conversion unit 241 adopts the AI protocol, and the second conversion unit 242 adopts the single SENT protocol. It is worth noting that the first conversion unit 241 and the second conversion unit 242 can also adopt other conversion units and protocols to adapt to different brake controllers 211. This application does not impose specific restrictions on this.
[0070] The vehicle braking system 1 consists of a hydraulic braking system and a parking brake system (EPB). To further improve the integration test results, in one example, such as... Figure 7 As shown, the test system 2 also includes a fourth test module 25. The fourth test module 25 is connected to the control module 21 and the parking brake module 14 of the vehicle braking system 1. The control module 21 is used to test the working state of the parking brake module 14 via the fourth test module 25. The working states include normal state, clamped state, and released state.
[0071] In this example, control module 21 can test the working state of parking brake module 14 via fourth test module 25, further improving the integration of the load under test. This integrated testing and management of different loads in the hydraulic braking system and parking brake system of the vehicle braking system 1 allows for simultaneous or sequential testing of multiple loads under test on the same control platform, reducing the time spent switching test equipment and recalibrating, significantly shortening the test cycle, and facilitating testing and retesting. Furthermore, during testing, control module 21 can flexibly switch test channels through different connected test modules to achieve switching and testing of the hydraulic braking system and parking brake system, resulting in high test reusability.
[0072] To accurately test the operating status of the parking brake module 14, in one example, such as Figure 8As shown, the fourth test module 25 includes a second switch SW2, a third switch SW3, a fourth switch SW4, and a fifth switch SW5. The first end of the second switch SW2 is connected to the first end of the third switch SW3 and is connected to the first switch signal EPB_SW1 of the parking brake module 14. The second end of the second switch SW2 is connected to the first end of the fourth switch SW4 and is connected to the second switch signal EPB_SW2 of the parking brake module 14. The second end of the third switch SW3 is connected to the first end of the fifth switch SW5 and is connected to the third switch signal EPB_SW3 of the parking brake module 14. The second end of the fourth switch SW4 is connected to the second end of the fifth switch SW5 and is connected to the fourth switch signal EPB_SW4 of the parking brake module 14. The controlled ends of the second switch SW2, the third switch SW3, the fourth switch SW4, and the fifth switch SW5 are connected to the control module 21.
[0073] It is worth noting that the first switch signal EPB_SW1, the second switch signal EPB_SW2, the third switch signal EPB_SW3, and the fourth switch signal EPB_SW4 are pre-programmed switch signals within the parking brake module 14, such as parking brake request signals and release request signals.
[0074] In this example, the second switch SW2 and the fifth switch SW5 are normally open switches, and the third switch SW3 and the fourth switch SW4 are normally closed switches. Initially, the second switch SW2 and the fifth switch SW5 are open, and the third switch SW3 and the fourth switch SW4 are closed. At this time, the control module 21 reads the parking brake module 14 as being in a normal operating state. When the second switch SW2 is closed and the fifth switch SW5 remains open, the control module 21 reads the parking brake module 14 as being in a clamped state. When the fifth switch SW5 is closed and the second switch SW2 remains open, the control module 21 reads the parking brake module 14 as being in a released state.
[0075] Thus, by changing the closed states of the second switch SW2 and the fifth switch SW5, the control module 21 can read different operating states of the parking brake module 14 to test the different operating states of the parking brake module 14, resulting in high test reliability and accuracy. Furthermore, the switch closing states are highly flexible to adjust and easy to operate.
[0076] The parking brake system also includes an EPB motor, and the brake controller 211 integrates the EPB function to achieve higher functional safety control. To further improve integration, in one example, such as... Figure 9As shown, the test system 2 also includes a left caliper motor M1, a right caliper motor M2, a first capacitor C1, and a second capacitor C2. The two output terminals of the left caliper motor M1 are connected to the control module 21 (not shown in the figure) through the first capacitor C1, and the two output terminals of the left caliper motor M1 are left motor output +MLP and left motor output -MLM. The two output terminals of the right caliper motor M2 are connected to the control module 21 (not shown in the figure) through the second capacitor C2, and the two output terminals of the right caliper motor M2 are right motor output +MRP and right motor output -MRM. The first capacitor C1 and the second capacitor C2 are used to suppress external transmission interference from the test system 2.
[0077] In this example, the switch in the fourth test module 25 can be reused to control the output of the left caliper motor M1 and the right caliper motor M2. The control module 21 monitors the current and direction of the left caliper motor M1 and the right caliper motor M2 to confirm whether the functions of the left caliper motor M1 and the right caliper motor M2 meet the requirements and to perform the test.
[0078] In one example, such as Figure 10 As shown, the test system 2 also includes an adapter board 26, through which the control module 21 is connected to the first test module 22, the second test module 23, the third test module 24 and the fourth test module 25.
[0079] In this example, the adapter board 26 can match the first test module 22, the second test module 23, the third test module 24 and the fourth test module 25 with the control module 21 to improve the transmission reliability between the multiple test modules and the control module 21, thereby improving the overall test reliability of the system.
[0080] In summary, the control module 21 provided in this application is connected to the first test module 22, the second test module 23, and the third test module 24. Each test module is connected to different loads under test. This means the control module 21 can perform integrated testing of different loads under test through the first test module 22, the second test module 23, and the third test module 24, resulting in a high degree of integration of the loads under test. Integrating the testing and management of different loads under test in the vehicle braking system 1 allows for simultaneous or sequential testing of multiple loads under test on the same control platform, reducing the time spent switching test equipment and recalibrating, significantly shortening the test cycle, and facilitating testing and retesting. Furthermore, during testing, the control module 21 can flexibly switch test channels through the different test modules connected to it to achieve switching and testing of different loads under test, resulting in high test reusability and efficiency. Moreover, the control module 21 can achieve automated testing, eliminating the need for professional operators to manually test in a test environment, thus reducing costs and simplifying operation. At the same time, it avoids the tedious problem of manually setting up the test environment during the development process, as well as the inconsistency between different builders, thereby improving the test reliability of the test system 2 in testing the vehicle braking system 1.
[0081] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.
[0082] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.
[0083] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.
Claims
1. A testing system for an on-board braking system, characterized in that, The testing system includes: The control module is connected to the solenoid valve and motor module of the vehicle braking system; A first test module is connected to the control module and the solenoid valve. The control module is used to test the solenoid valve via the first test module. A second test module, connected to the control module and the motor module, wherein the control module is further configured to test the motor module via the second test module; and... The third test module is connected to the control module and the sensor module of the vehicle braking system. The control module is also used to test the sensor module via the third test module.
2. The testing system according to claim 1, characterized in that, The control module includes: A brake controller, connected to the first test module, the second test module, the third test module, and the solenoid valve; and, A calibration unit is provided, which is connected to the motor module and the solenoid valve. The calibration unit is also connected to the brake controller via a controller area network.
3. The testing system according to claim 2, characterized in that, The first test module includes: An ammeter, wherein a first end of the ammeter is connected to the solenoid valve, and a second end of the ammeter is connected to the calibration unit; and... A first switch, the first end of which is connected to the third end of the ammeter, the second end of which is connected to a voltage, and the third end of which is connected to a ground terminal; When the brake controller controls the solenoid valve to drive on the high side, the first terminal of the first switch is connected to the third terminal of the first switch; when the brake controller controls the solenoid valve to drive on the low side, the first terminal of the first switch is connected to the second terminal of the first switch.
4. The testing system according to claim 3, characterized in that, The first switch is a single-pole double-throw switch. The common terminal of the single-pole double-throw switch is connected to the third terminal of the ammeter as the first terminal of the first switch. The normally closed terminal of the single-pole double-throw switch is connected to the voltage as the second terminal of the first switch. The normally open terminal of the single-pole double-throw switch is connected to the ground terminal as the third terminal of the first switch.
5. The testing system according to claim 2, characterized in that, The sensor module includes a wheel speed sensor, a hydraulic pressure sensor, and a brake pedal position sensor. The third test module includes: A first conversion unit, connected to the wheel speed sensor and the brake controller, is used to convert the signal from the wheel speed sensor into an analog input signal and output it to the brake controller; and... The second conversion unit is connected to the hydraulic pressure sensor, the brake pedal position sensor and the brake controller. The second conversion unit is used to convert the signals of the hydraulic pressure sensor and the brake pedal position sensor into digital signals and output them to the brake controller.
6. The testing system according to claim 1, characterized in that, The second test module includes: A motor position sensor, which is connected to the control module and the motor module; and... The filtering unit is connected to the ground terminal, the first winding, the second winding, and the third winding of the motor module.
7. The testing system according to any one of claims 1-6, characterized in that, The testing system also includes: The fourth test module is connected to the control module and the parking brake module of the vehicle braking system. The control module is used to test the working status of the parking brake module through the fourth test module. The working states include normal state, clamped state, and released state.
8. The testing system according to claim 7, characterized in that, The fourth test module includes a second switch, a third switch, a fourth switch, and a fifth switch; The first terminal of the second switch is connected to the first terminal of the third switch and receives the first switch signal of the parking brake module. The second terminal of the second switch is connected to the first terminal of the fourth switch and receives the second switch signal of the parking brake module. The second terminal of the third switch is connected to the first terminal of the fifth switch and receives the third switch signal of the parking brake module. The second terminal of the fourth switch is connected to the second terminal of the fifth switch and receives the fourth switch signal of the parking brake module. The controlled terminals of the second switch, the third switch, the fourth switch, and the fifth switch are connected to the control module.
9. The testing system according to claim 7, characterized in that, The testing system also includes: The adapter board connects the control module to the first test module, the second test module, the third test module, and the fourth test module.
10. A testing apparatus, characterized in that, include: Vehicle braking system; as well as, The test system as described in any one of claims 1-9, wherein the test system is connected to the vehicle braking system.