CN212621480U - Comprehensive test bench for automobile brake performance - Google Patents
Comprehensive test bench for automobile brake performance Download PDFInfo
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- CN212621480U CN212621480U CN202021104545.4U CN202021104545U CN212621480U CN 212621480 U CN212621480 U CN 212621480U CN 202021104545 U CN202021104545 U CN 202021104545U CN 212621480 U CN212621480 U CN 212621480U
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Abstract
The utility model discloses an automobile brake performance comprehensive inspection bench, which comprises a rack, wherein four groups of roller assemblies which are in one-to-one correspondence with automobile wheels are arranged at the top of the rack; the roller assembly includes first, second and third rollers that are in contact with the wheels, respectively. The drum assembly further includes a speed sensor for detecting a rotational speed of the drum. The frame is also provided with four groups of inertia simulation assemblies which are in one-to-one correspondence with the roller assemblies. The inspection station also includes a pedal switch, a distance sensor, etc. The utility model discloses in an emergency braking, can accomplish braking distance, braking coordination time, braking deceleration, prevent embracing the inspection of all brake performance such as braking system ABS's slippage rate, dynamic braking force, braking stability, realized the full inspection of automobile brake performance high-efficiently.
Description
Technical Field
The utility model relates to a car brake performance verifying attachment.
Background
The automobile industry in China is developed rapidly in recent years, high and new technologies are applied to automobiles in large quantities, and especially the ABS and EBD electrical control systems are applied to the automobiles, so that intelligent guarantee is provided for improving the stability of emergency braking when the automobiles run at high speed and ensuring the braking system to exert the optimal braking efficiency. At present, 98% of automobiles have ABS (anti-lock brake system) and upgraded EBD functions. But the means for checking the effectiveness of these advanced technologies have fallen far behind the extensive use of these advanced technologies.
The current ABS inspection means mainly comprise three types:
the first method comprises the following steps: the low-speed program simulation control inspection bench for the off-line of the whole factory is used for inspecting by comparing whether the dragging speed is consistent and stable with the speed of a wheel speed sensor under the condition that wheels are dragged at the speed of 2.5km/h to 10 km/h; the pump and the valve are operated by program instructions, a driver semi-steps on braking, and observes three states of pressurization, pressure maintaining and descending of a braking force curve to determine whether the pump and the valve can operate under program control. The test bench is used for testing whether the ABS pump valve action and the wheel speed sensor are normal or not and the ABS assembly quality through low-speed simulation, but not for testing whether the working performance is normal or not when the ABS enters a working state for emergency braking, and can not test whether the work of the EBD for real-time allocation of four-wheel braking force is normal or not according to different road surface adhesion coefficients corresponding to the four wheels. Therefore, such a checking table cannot substantially check the emergency braking performance of the ABS and the EBD.
And the second method comprises the following steps: road test inspection, that is, when a car manufacturer performs a design test on a car product, the car manufacturer should go to a national legal car test field to go to road test inspection (Hainan and Xiangfan). This test is intended to comply with the provisions of GB/T13594. The inspection requires the use of a special field and the design of road surfaces with different adhesion coefficients, and the utilization rate of the adhesion coefficient is inspected on the split road surfaces (namely, the left side and the right side are the road surfaces with high adhesion coefficients and the low adhesion coefficients) from the high adhesion coefficient to the low adhesion coefficient and then from the low adhesion coefficient to the high adhesion coefficient. The method is not suitable for being used as a means for carrying out consistency inspection in an automobile factory due to factors such as site limitation, influence of rain and snow weather and the like. In a vehicle detection field, if a road test mode is used, a road test runway with the length of 80 meters and the width of 6 meters = 480 square needs to be reserved in a trolley detection line, and a road test runway with the length of 100 meters and the width of 6 meters =600 square needs to be reserved in a large vehicle detection field, so that high field cost is needed. On the other hand, the road test provides that the trolley can be used for road test emergency braking at an initial speed of 50km/h and the cart can be used for road test emergency braking at an initial speed of 30km/h, and the speed of the vehicle exceeds the working range of the ABS. Therefore, the high-speed section detects the braking distance and braking deceleration of the ABS and EBD dominant brakes, and the low-speed section detects the braking distance and braking deceleration of the ordinary brakes. This is a combined effect of the two brakes and does not reflect the true performance of the ABS.
And the third is that: and (5) braking the inspection bench. The method is characterized in that any one of maximum braking force, braking distance and braking deceleration is adopted according to the judgment index of the braking performance of the national standard GB 7258. The brake performance is tested by a counter-force type automobile brake test bench commonly used at present in a mode of testing the maximum brake counter force. However, the threshold vehicle speed at which the ABS system begins to operate is above 20 km/h-30 km/h. The drum reaction force brake platform in China is used for checking braking at a fixed speed of about 2.5km/h (5 km/h-10 km/h in Manha in Germany) and the flat plate type brake platform is used for checking at a speed of 5-10km/h, so that the difference between the high-speed emergency braking process of traffic accidents and the traditional braking performance condition of low-speed reaction force braking or flat plate braking is 20-30 times. Under such conditions, the ABS function is not activated and the ABS braking performance cannot be checked at all.
On the other hand, the single-shaft brake platform used in the current security inspection is not suitable for the bench test of the full-time four-wheel drive vehicle, and even if a free roller or a double-shaft brake platform is added, an anti-lock brake system (ABS) of the vehicle cannot be inspected.
To sum up, the ABS performance of the automobile cannot be inspected by the conventional automobile inspection bench, and the four-wheel drive automobile cannot be inspected.
SUMMERY OF THE UTILITY MODEL
The utility model provides a car brake performance comprehensive test bench, its purpose: (1) the brake comprehensive performance test of the automobile including ABS performance is realized, the test cost is reduced, and the test efficiency is improved; (2) the comprehensive test of the braking performance of the four-wheel drive vehicle is realized.
The utility model discloses technical scheme as follows:
a comprehensive test bed for automobile braking performance comprises a frame, wherein four groups of roller assemblies which correspond to automobile wheels one by one are arranged at the top of the frame;
the roller assembly comprises a first roller, a second roller and a third roller which are respectively contacted with the wheels; the axes of the first roller, the second roller and the third roller are arranged in left and right directions; the axes of the first roller and the second roller are fixedly arranged; the first roller is in transmission connection with the corresponding second roller; the third roller is kept in contact with the wheel under the action of a spring device;
the roller assembly further comprises a first angular velocity sensor for detecting the rotating speed of the first roller or the second roller, and a second angular velocity sensor for detecting the rotating speed of the third roller;
the frame is also provided with four groups of inertia simulation assemblies which correspond to the roller assemblies one by one, and the inertia simulation assemblies are in transmission connection with the corresponding first rollers and second rollers;
the comprehensive test bench for the automobile braking performance further comprises a pedal detection switch for detecting whether an automobile pedal acts;
the comprehensive test bench for the automobile braking performance further comprises a control unit, and the pedal detection switch, the first angular velocity sensor and the second angular velocity sensor are respectively connected with the control unit.
As a further improvement of the device: a first steering box is arranged at the front part of the frame, the left transverse shaft of the first steering box is connected with the first roller or the second roller corresponding to the left front wheel, and the right transverse shaft of the first steering box is connected with the first roller or the second roller corresponding to the right front wheel;
a second steering box is arranged at the rear part of the rack, the left transverse shaft of the second steering box is connected with the first roller or the second roller corresponding to the left rear wheel, and the right transverse shaft of the second steering box is connected with the first roller or the second roller corresponding to the right rear wheel;
the longitudinal axis of the first steering box is connected with the longitudinal axis of the second steering box through a transmission shaft.
As a further improvement of the device: the calibration motor is used for calibrating the inertia simulation assembly and is connected with the first steering box or the second steering box.
As a further improvement of the device: the rack comprises a first rack body and a second rack body, and the first rack body and the second rack body are connected in a sliding fit mode to realize relative sliding along the front-back direction; the roller assemblies corresponding to the front wheels are arranged on the first frame body, and the roller assemblies corresponding to the rear wheels are arranged on the second frame body; the first frame body and the second frame body are connected through a wheel base adjusting mechanism;
the transmission shaft comprises a spline sleeve and a spline shaft matched with the spline sleeve, one end of the transmission shaft is connected with the longitudinal shaft of the first steering box, and the other end of the transmission shaft is connected with the longitudinal shaft of the second steering box.
As a further improvement of the device: the inertia simulation assembly comprises a flywheel assembly connected with the first roller or the second roller;
the flywheel assembly comprises a rotating shaft in transmission connection with the corresponding roller and more than two groups of flywheel pieces which are sleeved on the rotating shaft in a rotating connection mode; each flywheel sheet is also correspondingly provided with a group of first fluted disc, second fluted disc and clutch mechanism; the first fluted disc is sleeved on the transmission shaft and rotates along with the rotating shaft; the second fluted disc is fixedly connected with the flywheel sheet; the clutch mechanism is used for driving the first fluted disc and the second fluted disc to be meshed and separated.
As a further improvement of the device: the first fluted disc is arranged on the rotating shaft in a sliding fit mode, and an annular groove is formed in the outer circular surface of the first fluted disc;
the clutch mechanism comprises a driving cylinder and a shifting fork; the shifting fork is installed on the rack in a rotating connection mode, one end of the shifting fork is matched with the annular groove of the first fluted disc, and the other end of the shifting fork is connected with the telescopic rod of the driving cylinder.
As a further improvement of the device: and the rack is also provided with a lifting device for lifting the automobile.
As a further improvement of the device: and a weighing sensor for acquiring the weight of the vehicle is arranged on the lifting device and is connected with the control unit.
As a further improvement of the device: and the rack is also provided with a distance sensor, and the distance sensor is connected with the control unit.
As a further improvement of the device: the pedal detection switch is connected with the control unit in a wireless communication mode.
Compared with the prior art, the utility model discloses following beneficial effect has: (1) the device equivalently simulates the kinetic energy of the automobile running on the road through the inertia simulation component and the roller, tests the field working conditions required by the braking (including ABS and EBD), and can test the braking distance, the braking deceleration, the dynamic braking force and the braking stability (not exceeding the edge line of a test channel with the specified width) of the automobile in an equivalent way. The device has the advantages that the occupied area is small, the cost is low, meanwhile, the angular velocity sensor is used for collecting parameters such as the rotating speed, the pure rolling distance and the braking distance of the wheel, and the pedal detection switch is used for obtaining the braking starting time, so that a plurality of inspection items such as the braking distance, the braking coordination time, the braking deceleration, the ABS, the EBD and the dynamic braking force can be completed at one time, the bench test of the ABS and the EBD is realized, and the inspection efficiency is improved; (2) the front roller assembly and the rear roller assembly are connected with each other through the steering box and the transmission shaft, so that the device not only can be used for detecting two-drive vehicles, but also can be used for detecting four-drive vehicles, and meanwhile, the high coupling between four wheels in the running and braking processes of the vehicle is realized, thereby being equivalent to road test detection to the maximum extent; (3) the hanging and the releasing of the flywheel pieces are controlled by the shifting fork, so that the inertia of automobiles with different weights can be simulated; (4) the inertia of the flywheel piece can be further calibrated by using a calibration motor, so that the flywheel inertia is ensured to be matched with the inertia of the automobile; (5) the weighing sensor is arranged, so that the vehicle weight can be directly obtained, the proper inertia is matched, an independent weighing platform is not required to be arranged, the space occupation is further reduced, the cost is reduced, and the detection efficiency is improved.
Drawings
FIG. 1 is a top view of an inspection station.
Fig. 2 is a partial view of a portion a of fig. 1.
Fig. 3 is a partial view of portion B of fig. 1.
Fig. 4 is a partial view of portion C of fig. 1.
Detailed Description
The technical scheme of the utility model is explained in detail below with the attached drawings:
the comprehensive test bed for the braking performance of the automobile comprises a rack, wherein four groups of roller assemblies which correspond to automobile wheels one by one are arranged at the top of the rack.
The rack comprises a first rack body and a second rack body, and the first rack body and the second rack body are connected in a sliding fit mode (such as a sliding rail) to realize relative sliding along the front-back direction; the roller components corresponding to the front wheels are arranged on the first frame body, and the roller components corresponding to the rear wheels are arranged on the second frame body. The first support body and the second support body are connected through a wheel base adjusting mechanism and used for adjusting the distance between the front roller assembly and the rear roller assembly and matching vehicles with different wheel bases. The axle distance adjusting mechanism comprises a screw rod and a nut matched with the screw rod, the screw rod is installed on the first support body in a rotating connection mode, the nut is installed on the second support body in a rotating connection mode, the screw rod is driven to rotate through a motor, relative movement between the first support body and the second support body can be achieved, and axle distance adjustment is completed.
The roller assembly as shown in fig. 1 and 2 includes a first roller 1, a second roller 3 and a third roller 2 which are respectively in contact with the wheels; the axes of the first roller 1, the second roller 3 and the third roller 2 are all arranged in left-right direction. The axes of the first roller 1 and the second roller 3 are fixedly arranged, are positioned at the front side and the rear side of the wheel, and can roll or slide with the wheel. Furthermore, the first roller 1 and the corresponding second roller 3 are connected through a transmission chain.
The diameter of the third roller 2 is smaller than that of the first roller 1 and the second roller 3, the third roller is positioned at a gap between the first roller and the second roller, and the third roller is always in contact with the wheels under the driving of a spring device and is in a pure rolling relation with the wheels.
The drum assembly further includes a first angular velocity sensor for detecting a rotational speed of the first drum 1 or the second drum 3, and a second angular velocity sensor for detecting a rotational speed of the third drum 2.
The frame is also provided with four groups of inertia simulation assemblies 7 which correspond to the roller assemblies one by one, and the inertia simulation assemblies 7 are in transmission connection with the corresponding first rollers 1 and the corresponding second rollers 3.
In particular, as shown in fig. 3, the inertia simulating assembly 7 comprises a flywheel assembly connected to the first roller 1 or the second roller 3.
The flywheel assembly comprises a rotating shaft 7-1 in transmission connection with the corresponding roller and more than two groups of flywheel sheets 7-4 sleeved on the rotating shaft 7-1 in a rotating connection mode; each flywheel plate 7-4 is also provided with a group of first gear plates 7-2, second gear plates 7-3 and a clutch mechanism correspondingly.
The first gear 7-2 and the second gear 7-3 are end gears arranged oppositely. The first fluted disc 7-2 is sleeved on the transmission shaft 5 through a spline mechanism, can rotate along with the rotating shaft 7-1 and can also slide along the rotating shaft 7-1. The first fluted disc 7-2 is installed on the rotating shaft 7-1 in a sliding fit mode, and an annular groove is formed in the outer circular surface of the first fluted disc 7-2. The second fluted disc 7-3 is fixedly connected with the flywheel plate 7-4.
The clutch mechanism comprises a driving cylinder 7-6 and a shifting fork 7-5 and is used for driving the first gear 7-2 and the second gear 7-3 to be meshed and separated. The shifting fork 7-5 is mounted on the rack in a rotating connection mode, one end of the shifting fork 7-5 is matched with the annular groove of the first fluted disc 7-2, and the other end of the shifting fork 7-5 is connected with the telescopic rod of the driving cylinder 7-6. When the driving cylinder 7-6 stretches, the shifting fork 7-5 rotates, and the end part of the shifting fork drives the rotating first fluted disc 7-2 to move so as to realize engagement/disengagement with the second fluted disc 7-3.
When the inertia of different vehicle weights needs to be simulated, the fluted discs are meshed by controlling the actions of the different driving cylinders 7-6, and the flywheel sheets 7-4 rotate along with the rotating shaft 7-1, so that the aim of changing the rotary inertia of the roller is fulfilled.
In the embodiment, in the two groups of roller assemblies corresponding to the front wheels of the automobile, the first roller 1 is positioned on the front side of the second roller 3; in the two sets of roller assemblies corresponding to the rear wheels of the automobile, the first roller 1 is positioned at the rear side of the second roller 3. A first steering box 4 is arranged at the front part of the frame, the left transverse shaft of the first steering box 4 is connected with the second roller 3 corresponding to the left front wheel, and the right transverse shaft of the first steering box 4 is connected with the second roller 3 corresponding to the right front wheel. A second steering box 6 is arranged at the rear part of the frame, the left transverse shaft of the second steering box 6 is connected with the second roller 3 corresponding to the left rear wheel, and the right transverse shaft of the second steering box 6 is connected with the second roller 3 corresponding to the right rear wheel.
As shown in fig. 4, the longitudinal axis of the first steering box 4 is connected to the longitudinal axis of the second steering box 6 via a drive shaft 5. Can guarantee through transmission shaft 5 that the cylinder synchronous revolution around, realize the high coupling between the vehicle goes and the braking in-process four-wheel to furthest is equivalent to the road test inspection, and no matter be two drives or four drives, can both use this checkout stand to detect.
Further, the transmission shaft 5 comprises a spline housing 5-1 and a spline shaft 5-2 matched with the spline housing 5-1, one end of the transmission shaft 5 is connected with the longitudinal shaft of the first steering box 4, and the other end of the transmission shaft is connected with the longitudinal shaft of the second steering box 6. When the wheelbase changes, the transmission shaft 5 stretches and retracts, and torque transmission can be completed all the time.
The inspection station also comprises a calibration motor for calibrating the inertia simulation assembly 7, said calibration motor being connected to the longitudinal axis of the rear end of the second steering box 6. A clutch may also be provided between the calibration motor and the second steering box 6. After the flywheels are mounted and before the vehicle is placed on the platform, all the flywheels can be driven to rotate by using the calibration motor, and whether the current simulated inertia meets the requirement or not is judged by observing the current load inertia of the calibration motor. When calibration is not required, the connection between the calibration motor and the steering box can be disconnected. The connection can not be disconnected under the condition of not influencing the front and back transmission.
The comprehensive test bench for the automobile braking performance further comprises a pedal detection switch used for detecting whether the automobile pedal acts or not.
The comprehensive test bench for the automobile braking performance further comprises a control unit, and the pedal detection switch, the first angular velocity sensor and the second angular velocity sensor are respectively connected with the control unit. The pedal detection switch is connected with the control unit in a wireless communication mode, and the control unit is provided with a corresponding receiver.
And the rack is also provided with a lifting device, and the lifting device comprises a lifting cylinder and a lifting frame. As shown in fig. 2, the lifting frame is a rectangular frame structure and is disposed around the third drum 2. When the automobile goes up and down the inspection bench, the lifting frame is lifted to be flush with the first roller 1 and the second roller 3, and the automobile can freely run.
Furthermore, a sensor base arranged at the upper end of a telescopic rod of the lifting cylinder and a weighing sensor arranged on the base are further arranged, and the bottom surface of the lifting frame is in contact with the weighing sensor. When the lifting frame is lifted, the weight of the automobile can be obtained. The weighing sensor is likewise connected to the control unit.
And the rack is also provided with distance sensors positioned on the outer sides of the four wheels, and the distance sensors are connected with the control unit. The distance sensor is used for judging the braking stability of the vehicle road test: according to the requirement of a national standard GB7258 road test, when the trolley is at an initial speed of 50km/h, the left and right positions of the four wheels in the table body coordinate system are obtained, and when the braking finishing speed is zero, the left and right positions are obtained again, so that the braking stability of the vehicle road test (the edge line of a test channel with the specified width is not exceeded) is judged. In order to ensure that the braking stability of the bench test is completely equivalent to the braking stability of the bench test, the braking stability detection results of a plurality of vehicle road tests can be compared with the braking stability detection results of the bench test, the difference regularity reduction coefficient is found, and the compensation processing is carried out on the bench test result by using the coefficient, so that the equivalent road test result is more vivid.
The control unit can be an industrial computer, and can also be other industrial control equipment such as a PLC.
Referring to fig. 1 to 4, before the inspection, the distance between the front and rear roller assemblies is adjusted according to the wheel base of the vehicle. When the vehicle arrives on the platform, the weight of the vehicle is measured by the weighing sensor, the flywheel needing to be mounted is selected according to the weight of the vehicle, and then the control unit controls the driving cylinder 7-6 to act, so that the mounting of the flywheel sheet 7-4 is realized.
During inspection, a driver firstly raises the speed to be over 53 kilometers, and when the speed is over 53 kilometers, the system prompts the driver to stop raising the speed. When the speed is reduced to be close to 50 kilometers, the brake is suddenly stepped until the speed returns to zero. At the moment of stepping on the brake pedal, the pedal detection switch sends an action starting signal to the control unit to start collecting and detecting the rotating speed. Meanwhile, the distance sensor detects a distance in the left-right direction from the wheel.
The braking process is divided into two stages, the speed of the vehicle is 50km/h-30km/h, the first stage is the working section determined by the ABS, and the second stage is the second stage from 30km/h to 0. The current vehicle speed can be converted by the rotation speed of the third drum 2.
The first stage is as follows: the ABS braking distance of the vehicle is converted through the rotating angles of the first roller 1 and the second roller 3, the ABS pure roller distance of the vehicle is converted through the rotating angle of the third roller 2, the difference between the two distances is the ABS sliding distance, the ABS sliding distance is divided by the ABS braking distance, the ABS slip rate can be obtained, and whether the performance of the ABS meets the requirements or not can be judged. If the slip ratio is less than 20%, the ABS is acceptable, and more preferably less than 15%.
And a second stage: similarly, the low-speed braking distance of the vehicle is converted by the rotating angle of the first roller 1 and the second roller 3.
The total braking distance of the vehicle is the sum of the ABS braking distance and the low-speed braking distance. The average deceleration of the vehicle was 50km/h divided by the deceleration time of the whole process. According to GB7258 way test standard can judge whether total braking distance is qualified, whether braking deceleration is qualified. Further, when the speed is 0, the distance sensor detects the distance to the wheel in the left-right direction again, and the braking stability (the edge line of the test lane not exceeding the predetermined width) is determined by comparing the left-right distances twice.
And according to F = ma (a is deceleration), combining the vehicle weight measured by the weighing sensor, obtaining the dynamic braking force of the vehicle.
The data in the whole process can be automatically recorded. By calculation, the time when the vehicle deceleration reaches 75% of the predetermined average deceleration can be captured, and the vehicle brake coordination time can be obtained by combining the pedal depression time. And automatic calculation of other related detection items can be completed through the collected data. The whole brake inspection process is automatically completed, and all the acquisition and operation can be completed within 1.5 minutes.
Further, according to the test method specified by the national standard GB/T13594, different inertias and resistances can be simulated by arranging four wheels to respectively mount flywheel sets with different inertias, and roads with different adhesion coefficients can be equivalently simulated, such as a road with a high adhesion coefficient to a road with a low adhesion coefficient or a road with a low adhesion coefficient to a road with a high adhesion coefficient, and a left-right split road (the left-right adhesion coefficient is different). Whether the braking force distribution of the EBD is normal is judged by checking whether the braking distance of each wheel is consistent.
Claims (10)
1. The utility model provides an automobile brake performance synthesizes checkout stand which characterized in that: the automobile wheel support device comprises a frame, wherein four groups of roller assemblies which correspond to automobile wheels one by one are arranged at the top of the frame;
the roller assembly comprises a first roller (1), a second roller (3) and a third roller (2) which are respectively contacted with wheels; the axes of the first roller (1), the second roller (3) and the third roller (2) are all arranged in left and right directions; the axes of the first roller (1) and the second roller (3) are fixedly arranged; the first roller is in transmission connection with the corresponding second roller; the third roller (2) is kept in contact with the wheel under the action of a spring device;
the roller assembly further comprises a first angular velocity sensor for detecting the rotating speed of the first roller (1) or the second roller (3), and a second angular velocity sensor for detecting the rotating speed of the third roller (2);
the frame is also provided with four groups of inertia simulation assemblies (7) which correspond to the roller assemblies one by one, and the inertia simulation assemblies (7) are in transmission connection with the corresponding first rollers (1) and the second rollers (3);
the comprehensive test bench for the automobile braking performance further comprises a pedal detection switch for detecting whether an automobile pedal acts;
the comprehensive test bench for the automobile braking performance further comprises a control unit, and the pedal detection switch, the first angular velocity sensor and the second angular velocity sensor are respectively connected with the control unit.
2. The comprehensive test stand for automobile brake performance according to claim 1, wherein: a first steering box (4) is arranged at the front part of the frame, the left transverse shaft of the first steering box (4) is connected with the first roller (1) or the second roller (3) corresponding to the left front wheel, and the right transverse shaft of the first steering box (4) is connected with the first roller (1) or the second roller (3) corresponding to the right front wheel;
a second steering box (6) is arranged at the rear part of the rack, the left transverse shaft of the second steering box (6) is connected with the first roller (1) or the second roller (3) corresponding to the left rear wheel, and the right transverse shaft of the second steering box (6) is connected with the first roller (1) or the second roller (3) corresponding to the right rear wheel;
the longitudinal axis of the first steering box (4) is connected with the longitudinal axis of the second steering box (6) through a transmission shaft (5).
3. The comprehensive test stand for automobile brake performance according to claim 2, wherein: the calibration motor is used for calibrating the inertia simulation assembly (7) and is connected with the first steering box (4) or the second steering box (6).
4. The comprehensive test stand for automobile brake performance according to claim 2, wherein: the rack comprises a first rack body and a second rack body, and the first rack body and the second rack body are connected in a sliding fit mode to realize relative sliding along the front-back direction; the roller assemblies corresponding to the front wheels are arranged on the first frame body, and the roller assemblies corresponding to the rear wheels are arranged on the second frame body; the first frame body and the second frame body are connected through a wheel base adjusting mechanism;
the transmission shaft (5) comprises a spline sleeve (5-1) and a spline shaft (5-2) matched with the spline sleeve (5-1), one end of the transmission shaft (5) is connected with the longitudinal shaft of the first steering box (4), and the other end of the transmission shaft is connected with the longitudinal shaft of the second steering box (6).
5. The comprehensive test stand for automobile brake performance according to claim 1, wherein: the inertia simulation assembly (7) comprises a flywheel assembly connected with the first roller (1) or the second roller (3);
the flywheel assembly comprises a rotating shaft (7-1) in transmission connection with the corresponding roller and more than two groups of flywheel sheets (7-4) sleeved on the rotating shaft (7-1) in a rotating connection mode; each flywheel sheet (7-4) is also correspondingly provided with a group of first fluted disc (7-2), a second fluted disc (7-3) and a clutch mechanism; the first fluted disc (7-2) is sleeved on the transmission shaft (5) and rotates along with the rotating shaft (7-1); the second fluted disc (7-3) is fixedly connected with the flywheel sheet (7-4); the clutch mechanism is used for driving the first fluted disc (7-2) and the second fluted disc (7-3) to be meshed and separated.
6. The comprehensive test stand for automobile brake performance according to claim 5, wherein: the first fluted disc (7-2) is arranged on the rotating shaft (7-1) in a sliding fit mode, and an annular groove is formed in the outer circular surface of the first fluted disc (7-2);
the clutch mechanism comprises a driving cylinder (7-6) and a shifting fork (7-5); the shifting fork (7-5) is mounted on the rack in a rotating connection mode, one end of the shifting fork (7-5) is matched with the annular groove of the first fluted disc (7-2), and the other end of the shifting fork is connected with the telescopic rod of the driving cylinder (7-6).
7. The comprehensive test stand for automobile brake performance according to claim 1, wherein: and the rack is also provided with a lifting device for lifting the automobile.
8. The integrated automobile brake performance inspection station according to claim 7, wherein: and a weighing sensor for acquiring the weight of the vehicle is arranged on the lifting device and is connected with the control unit.
9. The comprehensive test stand for automobile brake performance according to claim 1, wherein: and the rack is also provided with a distance sensor, and the distance sensor is connected with the control unit.
10. The comprehensive automotive brake performance test bed according to any one of claims 1 to 9, wherein: the pedal detection switch is connected with the control unit in a wireless communication mode.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202021104545.4U CN212621480U (en) | 2020-06-16 | 2020-06-16 | Comprehensive test bench for automobile brake performance |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202021104545.4U CN212621480U (en) | 2020-06-16 | 2020-06-16 | Comprehensive test bench for automobile brake performance |
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| CN212621480U true CN212621480U (en) | 2021-02-26 |
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| CN202021104545.4U Active CN212621480U (en) | 2020-06-16 | 2020-06-16 | Comprehensive test bench for automobile brake performance |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115077933A (en) * | 2022-06-15 | 2022-09-20 | 山东交通学院 | External gear drive slewing bearing rotation type intelligence net car ABS test bench |
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2020
- 2020-06-16 CN CN202021104545.4U patent/CN212621480U/en active Active
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115077933A (en) * | 2022-06-15 | 2022-09-20 | 山东交通学院 | External gear drive slewing bearing rotation type intelligence net car ABS test bench |
| CN115077933B (en) * | 2022-06-15 | 2024-04-09 | 山东交通学院 | External gear driving slewing bearing rotary intelligent network vehicle ABS test bed |
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