Integrated brake control system noise testing device

Abstract

The application provides an integrated brake control system noise testing device, belonging to the technical field of noise testing, comprising a testing base, a loading mechanism and a load mechanism. The testing base has a loading installation site, a load installation site and an environment bin, and the loading installation site and the load installation site are both located outside the environment bin; the environment bin is used for placing the integrated brake control system; the loading mechanism is arranged at the loading installation site, the execution end of the loading mechanism extends into the environment bin and is connected with the integrated brake control system; the load mechanism is arranged at the load installation site, the measured end of the load mechanism extends into the environment bin and is connected with the integrated brake control system. The integrated brake control system noise testing device provided by the application can reduce daily loss and failure probability, reduce maintenance frequency and prolong service life.

Description

Technical Field

[0001] This application belongs to the field of noise testing technology, and more specifically, relates to an integrated braking control system noise testing device. Background Technology

[0002] Integrated brake control systems are an advanced automotive braking technology that integrates multiple braking functions and systems to improve vehicle braking performance, safety, and driving experience. Through real-time monitoring and rapid response, integrated brake control systems can effectively prevent wheel lock-up in emergency situations, maintaining vehicle stability and controllability.

[0003] Integrated braking control systems generate noise during operation, and high braking noise may make the driver feel uncomfortable. Therefore, the braking noise of integrated braking control systems needs to be tested before the vehicle leaves the factory.

[0004] Existing noise testing devices for integrated braking control systems typically include a loading mechanism, a load mechanism, and a test chamber. The loading mechanism simulates braking operations and sends braking commands to the integrated braking control system, while the load mechanism simulates the vehicle's inertia and load. Both the loading and load mechanisms are housed within the test chamber. Due to the complex testing environment inside the test chamber, the components of the loading and load mechanisms are prone to corrosion, requiring frequent maintenance and shortening the lifespan of the testing device. Utility Model Content

[0005] The purpose of this application is to provide an integrated braking control system noise testing device, which aims to solve the technical problems of frequent maintenance and short service life of existing testing devices.

[0006] To achieve the above objectives, the technical solution adopted in this application is: to provide an integrated braking control system noise testing device, comprising: The test substrate has a load mounting position, a load mounting position, and an environmental chamber, wherein the load mounting position and the load mounting position are both located outside the environmental chamber; the environmental chamber is used to house an integrated braking control system. A loading mechanism, disposed at the loading mounting position, has its actuator extending into the environmental chamber and connected to the integrated braking control system. The loading mechanism simulates braking operations and issues braking commands to the integrated braking control system. A load mechanism is provided at the load mounting position, the tested end of the load mechanism extends into the environmental chamber and is connected to the integrated braking control system; the load mechanism is used to simulate the motion inertia and load of the vehicle.

[0007] The beneficial effects of the integrated braking control system noise testing device provided in this application are as follows: Compared with the prior art, the loading mechanism and load mechanism, as the core moving parts of the testing device, are mainly set outside the environmental chamber, avoiding direct exposure to the complex testing environment inside the environmental chamber, keeping away from the pollutants and harsh environment generated by braking tests, reducing daily wear and tear and failure probability, as well as the probability of parts rusting and jamming due to environmental erosion, and extending the overall service life of the testing device. Meanwhile, the main structures of the loading and load mechanisms are located outside the environmental chamber, which makes it easy for operators to inspect, clean and maintain them. This eliminates the need to frequently open the environmental chamber or work in complex environments, reducing the workload and frequency of maintenance and indirectly improving the continuous operation capability and testing efficiency of the testing device. The environmental chamber is used only to house the integrated braking control system and the docking actuator and the tested end. Its internal structure is simpler, reducing the space occupation and environmental interference caused by the loading mechanism and load mechanism being set up in the environmental chamber. This helps to maintain the stability of the test conditions in the environmental chamber and ensures the accuracy and reliability of the braking noise test results.

[0008] In one possible implementation, the test substrate includes: The test chamber includes the loading mounting position and the environmental chamber; and A load stand, located outside the test chamber, has the load mounting position.

[0009] The load platform and its load mechanism are separated from the test chamber and arranged independently externally. The independent, high-rigidity load platform provides a stable base for the high-speed rotating inertial simulation device. Decoupling it from the test chamber effectively prevents the vibration of the inertial simulation device from being transmitted to the test chamber, thereby preventing the vibration of the test chamber from causing additional interference to the noise test. This ensures that the acquired noise signal comes purely from the system under test itself, rather than the resonance of the test equipment.

[0010] In some embodiments, the test chamber is provided with a middle partition, which divides the inner cavity of the test chamber into an environmental chamber and a loading chamber; the loading installation position is located in the loading chamber.

[0011] By enclosing the loading mechanism within the loading chamber using an intermediate partition, the reciprocating motion of the loading mechanism is confined to the interior of the chamber, allowing for a simpler and more reliable static seal or a low-stroke dynamic seal between the loading mechanism and the environmental chamber. Furthermore, this minimizes the force transmission path from the actuator to the system under test.

[0012] In some embodiments, the intermediate partition is further provided with a first clearance hole, through which the actuating end of the loading mechanism extends into the environmental chamber; a first sealing structure is provided between the first clearance hole and the actuating end of the loading mechanism.

[0013] The first sealing structure is used to establish a dynamic seal between the actuator end of the loading mechanism and the stationary intermediate partition, completely isolating the harsh environmental chamber from the relatively mild loading chamber. This ensures that the extreme humidity, salt spray, and other corrosive media simulated in the environmental chamber are strictly confined within the environmental chamber and will not leak into the loading chamber through the holes in the intermediate partition, thus creating a protected buffer zone for the loading mechanism.

[0014] In some embodiments, a second clearance hole is provided on the side wall of the test chamber, and the tested end of the load mechanism extends into the environmental chamber through the second clearance hole; a second sealing structure is provided between the second clearance hole and the tested end of the load mechanism.

[0015] The second sealing structure is used to establish a reliable barrier between the high-speed rotating end of the load mechanism and the stationary side wall of the test chamber, preventing leakage of corrosive media such as moisture and salt spray in the environmental chamber, while allowing the spindle to rotate efficiently and with low interference.

[0016] In some embodiments, the loading chamber is provided with a loading platform, and the loading platform has the loading mounting position.

[0017] An independent loading platform can form a vibration isolation barrier, reducing the possibility of vibration from the loading mechanism being transmitted to the environmental chamber, ensuring the purity of noise measurement, and also preventing vibration from the environmental chamber or the load mechanism from acting back on the loading mechanism and affecting its control accuracy.

[0018] In some embodiments, the loading mounting position is provided with an adjustment mechanism, which is connected to the loading mechanism and is used to adjust the loading position of the loading mechanism.

[0019] The adjustment mechanism allows for fine-tuning of the loading mechanism's installation position in three-dimensional space, ensuring that the loading end's actuator can be precisely and vertically aligned with and contact the input interface of the integrated braking control system, thus guaranteeing accurate application of braking commands and direct force transmission.

[0020] In some embodiments, a fixed platform is provided inside the environmental chamber, the fixed platform is located near the middle partition, and the integrated braking control system is mounted on the fixed platform.

[0021] The fixed stand provides an installation reference and interface platform for the integrated braking control system. It can effectively absorb and suppress the vibration of the integrated braking control system during operation, and also ensure that the actuator of the loading mechanism can accurately abut against the brake pedal of the integrated braking control system.

[0022] In one possible implementation, the walls of the environmental chamber are covered with a sound-absorbing layer.

[0023] The sound-absorbing layer effectively blocks background noise from the testing laboratory environment from entering the environmental chamber, while also preventing noise generated inside the environmental chamber from propagating outwards and interfering with the environment. Furthermore, the sound-absorbing layer significantly absorbs the reflection of sound waves within the environmental chamber, preventing the formation of a reverberant sound field.

[0024] In one possible implementation, the integrated braking control system noise testing device further includes: An electrical control cabinet is located outside the test substrate and is electrically connected to the loading mechanism and the load mechanism; A microphone is installed in the environmental chamber to collect noise within the environmental chamber and is electrically connected to the electrical control cabinet. A data acquisition module is located outside the test substrate and is electrically connected to the microphone; and The host computer is located outside the test substrate and is electrically connected to the data acquisition module.

[0025] The electrical control cabinet is the core of all electrical control systems. It receives instructions from the host computer and directly drives and controls the loading and load mechanisms. The microphone is used to collect noise generated by the integrated braking control system within the environmental chamber, converting the sound signal into a corresponding electrical signal. The data acquisition module receives analog electrical signals from the microphone and other sensors and converts them into digital signals. The host computer provides a graphical user interface. Attached Figure Description

[0026] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0027] Figure 1 A schematic diagram of the structure of the integrated braking control system noise testing device provided in the embodiments of this application; Figure 2 for Figure 1 The main view; Figure 3This is a schematic diagram of the position and structure of the loading mechanism and integrated braking control system provided in the embodiments of this application.

[0028] In the picture: 1. Loading mechanism; 11. Loading platform; 12. Adjustment mechanism; 2. Loading mechanism; 21. Loading platform; 3. Test chamber; 31. Environmental chamber; 32. Loading chamber; 33. Intermediate partition; 34. Sound-absorbing insulation layer; 4. Integrated braking control system; 41. Fixed frame; 5. Electrical control cabinet. Detailed Implementation

[0029] To make the technical problems, technical solutions, and beneficial effects to be solved by this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and are not intended to limit the scope of this application.

[0030] It should be noted that when an element is referred to as being "set on" another element, it can be directly on or indirectly on that other element. It should be understood that the terms "length," "width," "upper," "lower," "front," "rear," "top," "bottom," "inner," and "outer," etc., indicating orientation or positional relationships, are based on the orientation or positional relationships shown in the accompanying drawings and are used only for the convenience of describing this application and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0031] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "a number" means two or more, unless otherwise explicitly specified.

[0032] Integrated brake control systems are a crucial technology in modern automobiles, especially in intelligent electric vehicles and advanced driver assistance systems. They highly integrate traditionally separate components such as the brake pedal, vacuum booster, and ESP / ABS systems into a compact module driven by an electric motor and electronic control unit. The core idea is to decouple the mechanical or hydraulic connection between the brake pedal and the brake wheel cylinders. When the driver presses the brake pedal, an electrical signal is generated, rather than directly actuating hydraulic pressure. This electrical signal is transmitted to the central control unit, which calculates and instructs the motor to generate the required braking force.

[0033] The workflow of an integrated braking control system can be summarized in the following steps: When the driver presses the brake pedal, the pedal simulator provides a realistic and linear foot feel feedback (replacing the reaction force of traditional hydraulic pressure), while the pedal travel sensor generates a high-precision electrical signal. The electronic control unit (ECU) receives electrical signals from the brake pedal and integrates requests from other systems, such as requests for anti-lock braking or vehicle stability control; requests for deceleration via automatic emergency braking or adaptive cruise control; and requests to maximize motor power to recover energy. The ECU intelligently allocates braking force according to the total demand; it prioritizes the use of regenerative braking from the motor (which does not consume friction pads and can also recover energy), and calculates the additional hydraulic friction braking force needed when the regenerative braking force is insufficient. The ECU controls the high-voltage accumulator and the motor-driven piston to precisely build up the required hydraulic pressure, and then transmits the hydraulic pressure to the calipers of the four wheels through the conventional brake lines to achieve braking.

[0034] Because an integrated braking control system is a complex electromechanical-hydraulic system, poorly managed noise during operation can severely impact driver and passenger comfort and reduce the perceived quality of the vehicle. Traditional braking systems primarily generate noise from the vacuum booster pump and hydraulic flow. However, the core of an integrated braking control system is a high-performance motor, gear reduction mechanism, and high-pressure pump. These components produce entirely new sound frequencies during operation, including motor whine, gear meshing noise, and piston movement noise. Furthermore, electric vehicles lack the masking effect of engine noise, resulting in an extremely quiet interior environment. Any abnormal operating noise from the integrated braking control system will be amplified, becoming unusually jarring and unpleasant, making users perceive the vehicle as "faulty" or "cheap." Therefore, braking noise testing of the integrated braking control system is necessary before the vehicle leaves the factory to ensure that the sound emitted by the integrated braking control system in all normal operating modes is smooth, low-pitched, and not harsh.

[0035] Existing noise testing devices for integrated braking control systems typically include a loading mechanism, a load mechanism, a test chamber, and a data acquisition system. The loading mechanism simulates braking operations and sends braking commands to the integrated braking control system. The load mechanism simulates the vehicle's inertia and load. The data acquisition system includes multiple sensors and data acquisition modules. Test conditions are determined based on the testing objective, and sensors are strategically placed at key locations based on experience or simulation results. The data acquisition modules synchronously record the time-domain signals from all sensors. Based on the acquired signals, the causal relationships between different signals are analyzed to determine the source and type of noise, thereby achieving a more efficient and standardized evaluation.

[0036] Specifically, noise testing of integrated braking control systems needs to be conducted in a highly repeatable and controllable environment. Many tests are performed in environmental chambers, and in order to induce and reproduce specific noises, the tests must be conducted in a high-humidity environment. In addition, the static storage and condensation effect in the test chamber can easily cause corrosion of the components of the loading and load mechanisms. This leads to frequent maintenance operations on the components and shortens the service life of the test equipment.

[0037] To resolve the above issues, please refer to the following: Figures 1 to 3 The noise testing device for the integrated braking control system 4 provided in this application will now be described. The noise testing device for the integrated braking control system 4 includes a test base, a loading mechanism 1, and a load mechanism 2. The test base has a loading mounting position, a load mounting position, and an environmental chamber 31. Both the loading mounting position and the load mounting position are located outside the environmental chamber 31. The environmental chamber 31 is used to house the integrated braking control system 4. The loading mechanism 1 is located at the loading mounting position, with its actuator extending into the environmental chamber 31 and connected to the integrated braking control system 4. The loading mechanism 1 is used to simulate braking operations and issue braking commands to the integrated braking control system 4. The load mechanism 2 is located at the load mounting position, with its tested end extending into the environmental chamber 31 and connected to the integrated braking control system 4. The load mechanism 2 is used to simulate the vehicle's motion inertia and load.

[0038] The test base provides the loading mounting position, the load mounting position, and the environmental chamber 31, serving as the test foundation for this test device. The loading mechanism 1 is fixed at the loading mounting position, and the load mechanism 2 is fixed at the load mounting position. The environmental chamber 31 is used to house the integrated braking control system 4, providing a specific environment for testing and simulating different temperature, humidity, and other conditions.

[0039] The loading mechanism 1 is used to simulate braking operations and sends braking commands to the integrated braking control system 4. For example, in some testing devices, the drive source inside the loading mechanism 1 drives the loading push rod to move back and forth to simulate the action of a user pressing the brake pedal.

[0040] The load mechanism 2 is used to simulate the vehicle's motion inertia and load. The load mechanism 2 may include a load motor, which is connected to the motor output shaft of the integrated brake control system 4 via a coupling, and a torque acquisition module mounted on the coupling, which is used to acquire the output torque signal and provide load force to the motor according to the signal from the simulation operation unit.

[0041] It should be noted that the loading mechanism 1, the load mechanism 2, and the integrated braking control system 4 can adopt structures commonly found in existing technologies.

[0042] In addition to the above, the testing device also includes sensors and a data acquisition module. The sensors include a microphone, an accelerometer, a pressure sensor, and thermocouples. The microphone is used to collect braking noise signals, the accelerometer is used to measure the vibration of the braking structure, the pressure sensor is used to monitor the pressure in the brake lines, and the thermocouples are used to detect the temperature of the brake pads. The data acquisition module is used to collect various data during the testing process, such as noise, vibration, pressure, and temperature signals.

[0043] Compared with the prior art, the integrated braking control system 4 noise testing device provided in this application has the loading mechanism 1 and the load mechanism 2 as the core moving parts of the testing device. The main structure is set outside the environmental chamber 31, which avoids direct exposure to the complex testing environment inside the environmental chamber 31. It is far away from the pollutants and harsh environment generated by braking tests, reduces daily wear and tear and failure probability, as well as the probability of parts rusting and jamming due to environmental corrosion, and extends the overall service life of the testing device. Meanwhile, the main structures of loading mechanism 1 and load mechanism 2 are located outside the environmental chamber 31, which makes it convenient for operators to inspect, clean and maintain them. This eliminates the need to frequently open the environmental chamber 31 or work in complex environments, reducing the workload and frequency of maintenance and indirectly improving the continuous operation capability and testing efficiency of the testing device. The environmental chamber 31 is only used to house the integrated braking control system 4 and the docking execution end and the test end. Its internal structure is simpler, which reduces the space occupation and environmental interference caused by the loading mechanism 1 and the load mechanism 2 being set up in the environmental chamber 31. This helps to maintain the stability of the test conditions in the environmental chamber 31 and ensures the accuracy and reliability of the braking noise test results.

[0044] Specifically, loading mechanism 1 is a collective term for a set of devices that can accurately and repeatedly apply the required loads, motions, and environmental conditions to the braking system. In a laboratory environment, various braking conditions encountered by real vehicles on the road are reproduced, thereby enabling reliable and efficient noise, vibration, and performance testing of the integrated braking control system 4 and its components (calipers, brake pads, brake discs).

[0045] The loading mechanism 1 typically includes an inertial simulation system, a brake actuator, and a drive motor. The inertial simulation system simulates the inertia of the vehicle's translational motion. The brake actuator executes the driver's action of pressing the brake pedal; it can apply force to the brake pedal according to a preset curve or directly output an electrical signal command to the integrated brake control system 4 to trigger braking. The drive motor simulates the engine driving the vehicle forward, causing the brake discs to rotate.

[0046] Load mechanism 2 is used in testing to simulate vehicle inertia, absorb, and measure braking energy. Load mechanism 2 typically includes an inertial simulation device, a brake disc, a spindle and connector, and a torque / speed sensor. The inertial simulation device simulates the vehicle's mass. The spindle and connector mount the brake disc and connect it to the inertial simulation device, transmitting torque and speed. The torque / speed sensor precisely measures changes in torque and speed during braking.

[0047] In the aforementioned testing apparatus, all temperature-sensitive test objects and sensors are placed inside the environmental chamber 31, while large-volume equipment that generates significant heat or interference is placed outside the environmental chamber 31. Specifically, the brake caliper assembly (including calipers, brake pads, and brake discs), the integrated hydraulic control unit valve block (i.e., the hydraulic mechanical part of the IBC, including a motor, piston, accumulator, etc.), brake lines, and sensor system of the integrated brake control system 4 are located inside the environmental chamber 31. The end effector (i.e., brake pedal) and pedal force / displacement sensor of the loading mechanism 1 are located inside the environmental chamber 31. The tested end (including the brake disc and spindle) of the load mechanism 2 is located inside the environmental chamber 31.

[0048] The inertial simulation system and drive motor of loading mechanism 1 are located outside the environmental chamber 31, and the inertial simulation device of load mechanism 2 is also located outside the environmental chamber 31. In addition, the electronic control unit of integrated braking control system 4 is also located outside the environmental chamber 31.

[0049] In some embodiments, the test substrate described above may be as follows: Figure 1 and Figure 2 The structure shown is described in the following document. Figure 1 and Figure 2 The test substrate includes a test chamber 3 and a load stand 21. The test chamber 3 has the aforementioned load mounting position and an environmental chamber 31; the load stand 21 is located outside the test chamber 3 and has the aforementioned load mounting position.

[0050] The test chamber 3 provides an environmental chamber 31 and a loading mounting position, serving as the core environmental simulation unit and loading operation base point of the entire test apparatus. The environmental chamber 31 inside the test chamber 3 is used to create and maintain a specific, controllable test environment to simulate the working state of the integrated braking control system 4 under various real-world climates and operating conditions. The test chamber 3 also houses the loading mechanism 1.

[0051] It should be noted that the test chamber 3 has an opening or sealed interface on its wall, which allows the actuator of the loading mechanism 1 (such as a simulated pedal actuator) to extend into the environmental chamber 31, contact the integrated braking control system 4 under test and execute braking commands, while ensuring the airtightness of the environmental chamber 31.

[0052] The load stand 21 supports the load mechanism 2, providing a stable and vibration-resistant mounting platform for the high-speed rotating load mechanism 2, ensuring the accuracy of inertial simulation and operational safety. The tested end (usually the main shaft) of the load mechanism 2 extends into the environmental chamber 31 of the test box 3 through a coupling or other device, and is connected to the output end of the integrated braking control system 4 to transfer the simulated vehicle inertia and absorb braking force.

[0053] The load stand 21 and its load mechanism 2 are separated from the test chamber 3 and arranged independently externally. The independent high-rigidity load stand 21 provides a stable base for the high-speed rotating inertial simulation device. Decoupling it from the test chamber 3 effectively prevents the vibration of the inertial simulation device from being transmitted to the test chamber 3, thereby preventing the vibration of the test chamber 3 from causing additional interference to the noise test. This ensures that the acquired noise signal comes purely from the system under test itself, rather than the resonance of the test equipment.

[0054] The load mechanism 2 is completely isolated from the harsh environment inside the test chamber 3, which is characterized by high temperature and humidity, and even corrosive media. This fundamentally eliminates the possibility of decreased accuracy, mechanical jamming, or electrical failures caused by corrosion, thus extending the service life of the load mechanism 2. Furthermore, since the load mechanism 2 is not located inside the sealed test chamber 3, routine inspection, calibration, and replacement of parts become very convenient, reducing maintenance time and labor costs.

[0055] The load mechanism 2 operates in a stable, normal temperature, and clean external environment. Its bearing friction coefficient, transmission efficiency, sensor sensitivity, and other parameters will not drift due to environmental changes, ensuring the long-term consistency and accuracy of inertial simulation and load torque measurement, thereby improving the reliability and repeatability of noise test data.

[0056] Preferably, based on the above embodiment, a second clearance hole is provided on the side wall of the test chamber 3, and the tested end of the load mechanism 2 extends into the environmental chamber 31 through the second clearance hole; a second sealing structure is provided between the second clearance hole and the tested end of the load mechanism 2.

[0057] The second sealing structure is used to establish a reliable barrier between the high-speed rotating test end (i.e., the spindle) of the load mechanism 2 and the side wall of the stationary test chamber 3, preventing the leakage of corrosive media such as moisture and salt spray in the environmental chamber 31, while allowing the spindle to rotate efficiently and with low interference.

[0058] Specifically, the second sealing structure can employ a lip seal, consisting of a metal frame and a rubber lip, press-fitted into the bushing or seat hole of the second clearance hole. The lip fits tightly against the output shaft surface of the load mechanism 2, utilizing the elasticity of the rubber and the pressure of the medium to achieve a seal. Alternatively, the second sealing structure can employ a labyrinth seal, designing a series of annular gaps and cavities between the main shaft and the stationary second clearance hole, forming a "maze"-like path. Corrosive media must pass through this winding path to leak out, resulting in significant resistance and effectively preventing leakage. The second sealing structure can also be a combination of a labyrinth seal and a lip seal. The labyrinth seal acts as the first line of defense, undertaking the majority of the sealing task and adapting to high-speed rotation; the lip seal acts as the second line of defense, ensuring final airtightness.

[0059] In some embodiments, the test chamber 3 described above can also be as follows: Figure 1 The structure shown is described in the following document. Figure 1 The test chamber 3 is equipped with a middle partition 33, which divides the inner cavity of the test chamber 3 into an environmental chamber 31 and a loading chamber 32; the loading installation position is located in the loading chamber 32. Specifically, the middle partition 33 is arranged vertically, which divides the inner cavity of the test chamber 3 into an environmental chamber 31 and a loading chamber 32 that are arranged horizontally.

[0060] The core motion of the loading mechanism 1 is a reciprocating linear motion to simulate the application of a brake pedal. Allowing an actuator performing this reciprocating linear motion to pass through the side wall of the test chamber 3 while maintaining a high level of sealing in the environmental chamber 31 is technically very difficult and costly. Dynamic seals are prone to wear, leading to seal failure and frequent maintenance. Furthermore, if the loading mechanism 1 is completely external to the test chamber 3, its actuator would need to be very long to pass through the side wall of the test chamber 3 and reach the system under test inside the environmental chamber 31. This could introduce additional flexibility, clearance, and inertia, affecting the rigidity, accuracy, and response speed of the applied braking command.

[0061] In this embodiment, the loading mechanism 1 is enclosed within the loading chamber 32 by the intermediate partition 33. On the one hand, the reciprocating motion of the loading mechanism 1 is restricted within the loading chamber 32. Thus, the connection between the loading mechanism 1 and the environmental chamber 31 can employ a simpler and more reliable static seal or a low-stroke dynamic seal, reducing the technical difficulty and failure risk of the seal. On the other hand, the force transmission path from the actuator to the tested system can be shortened to the maximum extent, making the application of braking commands more direct, rapid, and precise, and better simulating the instantaneous reaction of a real driver when applying the brakes.

[0062] Although the loading chamber 32 is part of the internal cavity of the test chamber 3, it is isolated from the extremely harsh environment chamber 31 by the intermediate partition 33. Although the environment inside the loading chamber 32 will be affected to some extent, its severity is far lower than that of the environment chamber 31. This provides a protective buffer for the loading mechanism 1, significantly improving its working environment and achieving the same purpose of rust prevention and extended service life.

[0063] Preferably, based on the above embodiment, the intermediate partition 33 is further provided with a first clearance hole, through which the execution end of the loading mechanism 1 extends into the environmental chamber 31; a first sealing structure is provided between the first clearance hole and the execution end of the loading mechanism 1.

[0064] The first sealing structure is used to establish a dynamic seal between the execution end of the loading mechanism 1 and the stationary intermediate partition 33, completely isolating the harsh environment chamber 31 from the relatively mild loading chamber 32. This ensures that the simulated extreme humidity, salt spray and other corrosive media in the environment chamber 31 are strictly confined within the environment chamber 31 and will not leak into the loading chamber 32 through the holes in the intermediate partition 33, thereby creating a protected buffer zone for the loading mechanism 1.

[0065] The first sealing structure is primarily designed for linear reciprocating motion structures. It can employ a combined sealing ring. Specifically, a dustproof ring is installed on the side facing the environmental chamber 31 to scrape away dust, water vapor, salt spray crystals, and other contaminants brought in by the actuator from the environmental chamber 31, acting as the first line of defense. A sealing ring is installed inside the dustproof ring for sealing and wear resistance. Alternatively, the first sealing structure can use a lip seal specifically designed for reciprocating motion. Its lip shape and material (such as polyurethane) are optimized to provide good sealing while having a lower coefficient of friction and stronger wear resistance. Soft sealing materials such as graphite or polytetrafluoroethylene can also be filled into the holes of the first clearance hole, and a certain clamping force is applied by the gland to ensure it fits tightly against the actuator shaft.

[0066] In some embodiments, the loading container 32 may also employ, for example... Figure 2 and Figure 3 The structure shown is described in the following document. Figure 2 and Figure 3 The loading chamber 32 is equipped with a loading platform 11, which has a loading mounting position. The loading platform 11 is an independent, highly rigid frame structure that provides an installation reference for the loading mechanism 1.

[0067] The loading mechanism 1 itself generates vibrations during operation. If these vibrations are directly transmitted to the test chamber 3, they may cause vibration of the chamber walls, thus acting as an additional sound source and contaminating the noise test data within the environmental chamber 31. The independent loading platform 11, connected to the main body of the test chamber 3 via vibration damping elements, forms a vibration isolation barrier, reducing the possibility of vibrations from the loading mechanism 1 being transmitted to the environmental chamber 31. This ensures the purity of the noise measurement, allowing the acquired sound signal to more accurately reflect the noise of the system under test, rather than interference from the test equipment itself. It also prevents vibrations from the environmental chamber 31 or the loading mechanism 2 from reacting back to the loading mechanism 1, affecting its control accuracy.

[0068] As an independent modular platform, the loading platform 11 allows for the precise installation, alignment, and preliminary debugging of the loading mechanism 1 to be completed off-site. During the assembly of the entire machine, the entire loading platform 11 assembly only needs to be hoisted and fixed to the predetermined position of the loading chamber 32, which greatly reduces the difficulty and complexity of on-site installation.

[0069] Different models or batches of integrated brake control systems 4 may have slight differences in their connection position with the actuator end of the loading mechanism 1 during installation. If the actuator end position of the loading mechanism 1 is fixed, it will not be able to accurately and repeatedly contact the test specimen, resulting in invalid testing or damage to the equipment. To resolve this issue, please refer to [link to relevant documentation]. Figure 3 Based on the above implementation method, an adjustment mechanism 12 is provided on the loading installation position. The adjustment mechanism 12 is connected to the loading mechanism 1 and is used to adjust the loading position of the loading mechanism 1.

[0070] The adjustment mechanism 12 allows for fine-tuning of the installation position of the loading mechanism 1 in three-dimensional space, ensuring that the execution end of the loading end can be precisely and vertically aligned with and contact the input interface (such as the pedal) of the integrated braking control system 4. This ensures that the direction of the braking command is accurate and the force flow is directly transmitted, and that the force applied by the loading mechanism 1 is a pure axial force. This avoids abnormal wear and destructive test accidents caused by misalignment, protects the loading mechanism 1 and the test product, and improves the safety of operation.

[0071] Specifically, the adjustment mechanism 12 can achieve three-dimensional adjustment. In the horizontal direction, it uses a cross slide or two independent linear slide rails stacked together. The slide base plate is driven to move back and forth and left and right in the horizontal plane by rotating a precision lead screw or adjustment handle. In the vertical direction, the height of the entire horizontal slide assembly can be adjusted by a lifting mechanism, which can be a lead screw and nut, a gear rack, or a screw jack with a locking handle.

[0072] In some embodiments, the test chamber 3 described above can also be as follows: Figure 2 and Figure 3 The structure shown is described in the following document. Figure 2 and Figure 3 The environmental chamber 31 is equipped with a fixed platform 41, which is located near the middle partition 33. The integrated braking control system 4 is installed on the fixed platform 41.

[0073] The fixed platform 41 provides a stable, reliable, and precise mounting reference and interface platform for the integrated brake control system 4, effectively absorbing and suppressing the vibration of the integrated brake control system 4 during operation, preventing its amplification or transmission. In addition, the fixed platform 41 provides a standard mounting position to ensure that the actuator of the loading mechanism 1 can accurately abut against the brake pedal of the integrated brake control system 4.

[0074] In some embodiments, the test chamber 3 described above can also be as follows: Figure 1 The structure shown is described in the following document. Figure 1 The walls of the environmental chamber 31 are covered with sound-absorbing insulation layers 34.

[0075] The sound-absorbing layer 34 effectively blocks background noise from the test laboratory environment from entering the environmental chamber 31, and also prevents noise generated inside the environmental chamber 31 from propagating outwards and interfering with the environment. Moreover, the sound-absorbing layer 34 can greatly absorb the reflection of sound waves inside the environmental chamber 31, preventing the formation of a reverberant sound field inside the environmental chamber 31, thereby creating a pure acoustic test environment for the environmental chamber 31 and ensuring accurate and reliable data.

[0076] In addition, the sound-absorbing layer 34 usually also has a vibration isolation effect, which can block the vibration generated by the loading mechanism 1 during operation from being transmitted to the environmental chamber 31 through the chamber wall to a certain extent.

[0077] Preferably, the loading chamber 32 is also provided with sound-absorbing insulation layers 34 on its surrounding walls. Although the environment of the loading chamber 32 is better than that of the environmental chamber 31, the loading mechanism 1 itself will still generate noise when it is working. Covering it with sound-absorbing insulation layers 34 can effectively reduce the overall noise level transmitted to the area where the operator is located, providing a more comfortable working environment.

[0078] In some embodiments, the noise testing device for the integrated braking control system 4 further includes an electrical control cabinet 5, a microphone, a data acquisition module, and a host computer. The electrical control cabinet 5 is located outside the test base and is electrically connected to the loading mechanism 1 and the load mechanism 2; the microphone is located in the environmental chamber 31 and is used to collect noise within the environmental chamber 31, and is electrically connected to the electrical control cabinet 5; the data acquisition module is located outside the test base and is electrically connected to the microphone; the host computer is located outside the test base and is electrically connected to the data acquisition module.

[0079] The electrical control cabinet 5 is the core of all electrical control. It receives instructions from the host computer and directly drives and controls the loading mechanism 1 and the load mechanism 2, providing power to them. It also includes overcurrent, overvoltage, and overheat protection circuits to ensure the safe and reliable operation of the two core mechanisms. The electrical control cabinet 5 also serves as a hub for electrical connections. It performs preliminary processing and aggregation of signals from various detection elements such as microphones, force sensors, and speed sensors before transmitting them to the data acquisition module or the host computer. Located outside the test substrate, the electrical control cabinet 5 is protected from the potentially humid and corrosive environment inside the environmental chamber 31, as well as the vibrations and high temperatures generated by the mechanical mechanisms, greatly improving the reliability and lifespan of the electrical system.

[0080] The microphone is used to collect the noise generated by the integrated braking control system 4 within the environmental chamber 31 during operation, converting the sound signal into a corresponding electrical signal. Typically, one or more microphones are placed at specific locations within the environmental chamber 31 according to testing standards to accurately measure the noise level.

[0081] The data acquisition module receives analog electrical signals from the microphone and other sensors, converts them into digital signals, and transmits them to the host computer. This is crucial for subsequent analysis of the correlation between noise and operating conditions. The data acquisition module is located outside the test substrate, also to protect the precision electronic equipment from harsh environmental conditions.

[0082] The host computer provides a graphical user interface. Testers use it to set test parameters, start and stop tests, receive and store massive amounts of data from the data acquisition module, analyze the data using specialized software, and generate test images. The host computer is located outside the test substrate, also to protect the delicate electronic equipment from harsh environments.

[0083] The above description is merely a preferred embodiment of this application and is not intended to limit this application. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. An integrated braking control system noise testing device, characterized in that, include: The test substrate has a loading mounting position, a load mounting position and an environmental chamber (31), wherein the loading mounting position and the load mounting position are both located outside the environmental chamber (31); the environmental chamber (31) is used to house the integrated braking control system (4); A loading mechanism (1) is disposed at the loading mounting position. The execution end of the loading mechanism (1) extends into the environmental chamber (31) and is connected to the integrated braking control system (4). The loading mechanism (1) is used to simulate braking operation and issue braking commands to the integrated braking control system (4). A load mechanism (2) is provided at the load mounting position. The measured end of the load mechanism (2) extends into the environmental chamber (31) and is connected to the integrated braking control system (4). The load mechanism (2) is used to simulate the motion inertia and load of the vehicle.

2. The integrated braking control system noise testing device as described in claim 1, characterized in that, The test substrate includes: The test chamber (3) has the loading mounting position and the environmental chamber (31); and The load stand (21) is located outside the test chamber (3) and has the load mounting position.

3. The integrated braking control system noise testing device as described in claim 2, characterized in that, The test chamber (3) is provided with a middle partition (33), which divides the inner cavity of the test chamber (3) into the environment chamber (31) and the loading chamber (32); the loading installation position is located in the loading chamber (32).

4. The integrated braking control system noise testing device as described in claim 3, characterized in that, The intermediate partition (33) is also provided with a first clearance hole, and the execution end of the loading mechanism (1) extends into the environmental chamber (31) through the first clearance hole; a first sealing structure is provided between the first clearance hole and the execution end of the loading mechanism (1).

5. The integrated braking control system noise testing device as described in claim 2, characterized in that, The test chamber (3) has a second clearance hole on its side wall, and the test end of the load mechanism (2) extends into the environmental chamber (31) through the second clearance hole; a second sealing structure is provided between the second clearance hole and the test end of the load mechanism (2).

6. The integrated braking control system noise testing device as described in claim 3, characterized in that, The loading chamber (32) is provided with a loading platform (11), and the loading platform (11) has the loading mounting position.

7. The integrated braking control system noise testing device as described in claim 6, characterized in that, An adjustment mechanism (12) is provided on the loading mounting position. The adjustment mechanism (12) is connected to the loading mechanism (1) and is used to adjust the loading position of the loading mechanism (1).

8. The integrated braking control system noise testing device as described in claim 3, characterized in that, The environmental chamber (31) is equipped with a fixed platform (41), which is located near the middle partition (33). The integrated braking control system (4) is located on the fixed platform (41).

9. The integrated braking control system noise testing device as described in claim 1, characterized in that, The walls of the environmental chamber (31) are covered with a sound-absorbing layer (34).

10. The integrated braking control system noise testing device as described in claim 1, characterized in that, The integrated braking control system noise testing device also includes: The electrical control cabinet (5) is located outside the test substrate and is electrically connected to the loading mechanism (1) and the load mechanism (2); A microphone is installed in the environmental chamber (31) to collect noise in the environmental chamber (31) and is electrically connected to the electrical control cabinet (5); A data acquisition module is located outside the test substrate and is electrically connected to the microphone; and The host computer is located outside the test substrate and is electrically connected to the data acquisition module.

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