CN214121607U - Road simulation automobile electronic brake control and automobile body stability performance inspection platform - Google Patents

Abstract

The utility model discloses a road simulation automobile electronic brake control and automobile body stability performance inspection platform, which comprises a platform body, wherein four groups of single-shaft detection units which are in one-to-one correspondence with four wheels of an automobile are arranged on the platform body; the single-shaft detection unit comprises a driving motor and a roller assembly driven by the driving motor; the single-shaft detection unit further comprises a flywheel connected with the roller assembly; the inspection platform also comprises a front-rear shaft transmission system, and the front-rear shaft transmission system is used for connecting the four groups of roller assemblies together in a transmission manner; and the front and rear shaft transmission systems are internally provided with inter-wheel clutches which correspond to the four wheels one by one. The utility model discloses an ABS and EBD's effective detection and the two compromise, have simultaneously with low costs, cover advantages such as motorcycle type extensively.

Description

Road simulation automobile electronic brake control and automobile body stability performance inspection platform

Technical Field

The utility model relates to an automobile inspection platform especially is used for realizing EBD performance inspection's platform.

Background

The existing detection means is difficult to realize effective detection of ABS and EBD.

When emergency braking occurs, the EBD automatically compares the slip ratio of the rear wheel tires with respect to the front wheels before the ABS is activated, based on the weight of the vehicle body and the road surface conditions, and if it is found that the difference must be adjusted, the brake oil pressure system will adjust the oil pressure delivered to the rear wheels to obtain a more balanced and more nearly ideal brake force distribution. Therefore, the EBD detection must simulate different road conditions for each wheel, while ensuring that the vehicle reaches the corresponding speed.

The current ABS and EBD detection methods mainly comprise three methods:

the first method comprises the following steps: the whole vehicle factory is generally provided with a low-speed program simulation control inspection bench, which is used for inspecting whether the dragging speed is consistent with the speed of a wheel speed sensor and is stable or not by comparing the dragging speed with the speed of the wheel speed sensor under the condition that wheels are dragged at the speed of 2.5 km/h-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. Weibeck, a world famous ABS device manufacturer, explicitly states on the specification: how to judge whether the ABS works well or not, and suddenly braking the vehicle on the road at the speed of 40km/h until the vehicle stops. Then, whether there is any drag print is observed, and if there is no drag print, the ABS works well, and if there is any drag print, the ABS works poorly. This is a qualitative determination and also indicates that to check the operation of the ABS, it should be checked at the speed at which it is operating. The ABS usually starts to work at the speed of more than 20-30km/h, and the ABS does not work at the speed of less than 10km/h, so that the quality of the ABS cannot be checked at all at the speed of less than 10 km/h.

And the second method comprises the following steps: the road test in the test field, that is, the vehicle manufacturer must go to the national legal road test in the test field (Hainan, Xiangfan) when the vehicle product is shaped and tested. 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.

And the third is that: 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 threshold value 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. The two kinds of brake effect are combined, and the slip rate of ABS active work is difficult to extract.

When some automobile manufacturers detect ABS or EBD performance, devices such as a dynamometer and the like are adopted to apply electric inertia to simulate different road conditions. However, the dynamometer can generate a reverse electromotive force when the vehicle brakes, the response of the electrical inertia is obviously delayed, and the simulated state and the state of the vehicle on the actual road surface have great entrance and exit, so that the adoption of the electrical inertia can cause inaccurate detection results and cannot really replace a road test.

From the above comprehensive analysis, it can be known that the ABS of the anti-lock braking system of the automobile, which is an active safety device of the automobile, works well at high speed, and is a key item of the braking performance of the automobile. The existing inspection is difficult to realize the necessary inspection of each vehicle because the existing inspection method is limited by the site and cannot be popularized, the limitation of road test is influenced by rain and snow weather, or the off-line inspection of the whole vehicle factory is limited to the inspection of whether devices work normally. Therefore, the prior art cannot accurately know the active working condition of the active safety anti-lock brake system ABS when the vehicle runs at a high speed, and the active safety anti-lock brake system ABS is a main hidden danger of safety accidents.

On the other hand, both ABS detection and EBD detection are difficult to achieve. As described above, currently, for ABS and EBD detection, the ideal scheme is implemented through road test, and ABS and EBD have different requirements for road conditions, which determines that ABS and EBD cannot be completed through one site or device, and has the disadvantages of large occupied area, high cost, and the like.

SUMMERY OF THE UTILITY MODEL

The utility model provides a road simulation automotive electronics brake control and automobile body stability can test platform, its purpose: and effective detection of ABS and EBD is realized.

The utility model discloses technical scheme as follows:

a road simulation automobile electronic brake control and automobile body stability performance test platform comprises a platform body, wherein four groups of single-shaft detection units which correspond to four wheels of an automobile one by one are mounted on the platform body;

the single-shaft detection unit comprises a driving motor and a roller assembly driven by the driving motor, and the roller assembly is used for contacting with a wheel;

the single-shaft detection unit further comprises a flywheel connected with the roller assembly;

the inspection platform also comprises a front-rear shaft transmission system, and the front-rear shaft transmission system is used for connecting the four groups of roller assemblies together in a transmission manner; and the front and rear shaft transmission systems are internally provided with inter-wheel clutches which correspond to the four wheels one by one and are used for disconnecting the transmission connection between the corresponding roller assemblies and the front and rear shaft transmission systems.

As a further improvement of the present platform: the front and rear shaft transmission system comprises two commutators and a group of transmission shafts; two connecting shafts of one commutator are respectively connected with the roller components of the two front wheels in a one-to-one correspondence manner, two connecting shafts of the other commutator are respectively connected with the roller components of the two rear wheels in a one-to-one correspondence manner, and the third connecting shafts of the two commutators are mutually connected through a transmission shaft;

the inter-wheel clutch is arranged between the connecting shaft of the commutator and the corresponding roller assembly.

As a further improvement of the present platform: the platform body is provided with a wheel base adjusting mechanism, the platform body is provided with a movable frame in a sliding fit mode, two single-shaft detection units corresponding to the front wheels or the rear wheels are placed on the movable frame, and the wheel base adjusting mechanism is used for driving the movable frame to move back and forth relative to the platform body.

As a further improvement of the present platform: the roller assembly comprises a driving roller, a driven roller and a floating roller which are respectively contacted with the wheels; the axes of the driving roller, the driven roller and the floating roller are arranged in the left-right direction; the axes of the driving roller and the driven roller are fixedly arranged; the driving roller is connected with the corresponding driven roller through a synchronous belt in a transmission way, and the driving motor is connected with the corresponding driving roller; the floating roller is kept in contact with the wheels under the action of the elastic mechanism;

the roller assembly further comprises a first angular velocity sensor for detecting the rotating speed of the driving roller or the driven roller, and a second angular velocity sensor for detecting the rotating speed of the floating roller;

the inspection platform also comprises a pedal detection switch for detecting whether the automobile pedal acts;

the inspection platform 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 present platform: the single-shaft detection unit is also provided with a lifting frame for lifting the automobile, and the lifting frame is arranged between the driving roller and the driven roller; and a weighing sensor for acquiring the weight of the vehicle is arranged on the lifting frame.

As a further improvement of the present platform: the inspection platform further comprises a distance sensor arranged on the rack and located on the side of the automobile.

As a further improvement of the present platform: the side-slip detection unit is arranged on the front side or the rear side of the table body;

the sideslip detection unit comprises a rack, wherein a first sliding plate and a second sliding plate which respectively correspond to the left wheel and the right wheel of the automobile are arranged on the rack, and the first sliding plate and the second sliding plate can respectively slide left and right relative to the rack; the sideslip detection platform further comprises a sideslip position sensor used for detecting the sliding conditions of the first sliding plate and the second sliding plate;

the sideslip detection unit further comprises a synchronous connecting rod mechanism, and the synchronous connecting rod mechanism comprises a first connecting rod, a second connecting rod and a third connecting rod; the middle part of the second connecting rod is rotatably connected with the rack, the first connecting rod and the third connecting rod are equal in length, one end of the first connecting rod is movably connected with the first sliding plate, the other end of the first connecting rod is rotatably connected with one end of the second connecting rod, one end of the third connecting rod is rotatably connected with the other end of the second connecting rod, and the other end of the third connecting rod is rotatably connected with the second sliding plate;

the synchronous link mechanism further comprises a tension spring, one end of the tension spring is connected with the rack, and the other end of the tension spring is connected with the first sliding plate or the second sliding plate.

As a further improvement of the present platform: the lamp light detection unit is also included;

the lamplight detection unit comprises a rack and a longitudinal adjusting mechanism arranged on the rack, wherein a transverse adjusting mechanism is arranged on the longitudinal adjusting mechanism, a lifting mechanism is arranged on the transverse adjusting mechanism, and a lamplight detector is arranged on the lifting mechanism.

Compared with the prior art, the utility model discloses following beneficial effect has:

(1) the utility model adopts the front and rear shaft transmission systems to connect the roller component of the front shaft and the roller component of the rear shaft into a whole, and can also disconnect the transmission connection between the roller components through the clutch between the wheels, thereby providing two states of integral synchronous rotation and independent rotation; under the integral synchronous rotation state, the automobile can run on a road surface with the same surface condition as the automobile, and at the moment, ABS or environmental protection inspection can be carried out; when each roller assembly is in an independent rotating state, the condition that four wheels are simultaneously positioned on different road surfaces (if the corresponding wheels are smooth and rough) can be simulated by mounting flywheels with different inertia, so that ideal EBD (electron beam brake system) inspection conditions are simulated, not only can the effective inspection of ABS and EBD (including ESP, EBS and other projects) be realized, but also one device can finish two kinds of inspection, the occupied area is small, and the inspection efficiency is greatly improved.

(2) The utility model adopts pure mechanical inertia to simulate damping when ABS and EBD inspection is carried out, which is different from the traditional method of simulating damping by using electric inertia; the pure mechanical inertia has the characteristic of very timely response, after the permanent magnet synchronous motor is powered off, the damping source of the wheel is only mechanical inertia such as a flywheel and the like, the motor cannot obstruct the rotation of the roller assembly, and as long as the flywheel inertia is matched in the early stage, the damping of the wheel at the moment of braking can be ensured to be consistent with the damping to be simulated; if the electric inertia is adopted for simulation, the back electromotive force is generated during braking, a delay effect exists, and EBD (brake force redistribution) is completed before the ABS starts to work, so that the damping born by the wheel and the preset damping have larger access when the EBD intervenes, and the access is difficult to predict and offset, and the real-time equivalent simulation of a road test cannot be realized; therefore, the scheme has excellent response speed which cannot be achieved by the traditional scheme, and can truly and effectively realize damping simulation in the ABS and EBD inspection process.

(3) Since the inspection conditions of the ABS and the EBD are substantially identical except for the difference in inertia, it is possible to quickly determine whether the EBD is functioning by comparing different states of the same wheel during the ABS inspection and the EBD inspection after acquiring corresponding data.

(4) By adopting the scheme, not only can the ABS and EBD detection be continuously completed, but also the low-speed brake detection can be simultaneously completed in the ABS detection process, namely, the braking process is divided into a first stage in which the ABS participates in braking and a second stage in which the low-speed brake is performed by acquiring all real-time data in the whole process from 50km/h to 0, corresponding results are respectively obtained according to the data in different stages, other detection results such as average deceleration and the like can be quickly obtained according to all the data, and the detection efficiency is further improved.

Specifically, the device equivalently simulates the kinetic energy of an automobile running on a road through an inertia simulation assembly and a roller, and the equivalent road test verifies the braking force, the braking distance, the braking deceleration, the slip ratio of ABS and the braking force redistribution of EBD, and simultaneously uses an angular velocity sensor to acquire parameters such as the rotating speed (pure rolling distance) and the braking distance of wheels, and uses a pedal detection switch to acquire the braking starting time, thereby completing the detection of a plurality of indexes such as the braking distance, the braking coordination time, the braking deceleration, the braking stability, ABS, EBD and dynamic braking force at one time, simulating a road surface with high adhesion coefficient, a road surface with low adhesion coefficient and a road surface with opposite opening, thus providing a detection method which is closer to a legal test field for vehicle production enterprises, and realizing the bench test replacement of ABS and EBD for the road test;

borrowing a judgment standard: the braking distance and the braking deceleration of the trolley in GB7258 are used as reference bases when the emergency braking is tested on a road of 30km/h by using 50km/h and a cart. The method comprises the following steps of (1) processing in two sections, wherein the first section of 50-30 km/h is a working section determined by an ABS (anti-lock brake system), so that when the speed of an automobile is increased to exceed 53km/h, the automobile stops increasing the speed, emergency braking is carried out when the automobile speed falls to 50km/h, counting is started, counting is carried out in the first section of 30km/h, counting is continued until the automobile stops when the automobile speed is zero, the subsection counting of 50-30 km/h is carried out to extract the automobile braking distance of the ABS, the pure rolling distance of wheels of the ABS and the deceleration of the ABS are calculated, the slip ratio of the ABS is calculated, and counting is started until the automobile speed is zero, the counting is stopped, the automobile braking distance below 30km/h and the braking deceleration are extracted;

furthermore, the device integrates dynamic braking force, the braking distance of an automobile in the working section where the ABS of an automobile active safety anti-lock braking system participates and the pure rolling distance of wheels, calculates the slip ratio of ABS dominant work (judging the quality of ABS work) = the braking distance of the automobile in the working section where the ABS participates-the pure rolling distance of the wheels = sliding distance/the braking distance of the automobile in the working section where the ABS participates, the low-speed braking distance where the ABS does not participate in work, calculates the total braking distance of a road test = (the low-speed braking distance + the braking distance of the automobile in the working section where the ABS participates), calculates the fully-issued average braking deceleration, breaks through the common braking force that a low-speed counter-force braking platform can only check that the ABS does not participate in work, upgrades the slip ratio of the high-speed ABS, integrates the road test meter of the automobile (braking distance, braking deceleration and braking stability), thereby saving a road test runway with the width of 100 meters, the national standard required indexes of all braking performances of one-foot emergency braking are as follows: the method has the advantages that the braking force, the braking distance, the braking deceleration, the braking coordination time and the braking stability are all extracted and finished, and the slip rate index of the ABS which is not compulsorily required by the national standard is quickly and efficiently finished, so that the all-round inspection of the safety performance of the automobile required by the national standard is quickly and efficiently finished.

(5) The front roller assembly and the rear roller assembly are connected through a front shaft transmission system and a rear shaft transmission system, 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 maximally realizing equivalent road test detection.

(6) The integrated light detection unit can automatically move to a proper position and keep a proper distance with light, so that the detection efficiency is improved, and the labor cost for detection is reduced; specifically, an original sensor is added or used on the headlamp tester to sense the distance between the automobile headlamp and the headlamp detector, so that a longitudinal sliding table below the detector is driven to automatically move to a measuring distance of 1 meter required by the standard, and the detection efficiency is greatly improved compared with the prior mode that the detector is fixed and the automobile moves to a measuring distance of 1 meter required by the standard to detect the light; after the comprehensive brake inspection is finished, the automobile is not moved in situ, and the automobile is aligned when the safety inspection or the environment inspection is finished, so that the alignment of the automobile and the headlamp inspection instrument is ensured, the accurate measurement is realized, and the headlamp inspection instrument starts a lamplight inspection process; compare prior art detection technique car forward inspection headlight, both saved the time that the car removed, can guarantee 1 meter's measuring distance again accurately, consequently improved precision and detection efficiency once more.

(7) 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.

(8) The device is provided with a sideslip detection unit, when a vehicle passes by 5-10km/h, wheels automatically drive the sliding plate to transversely move, a sideslip position sensor captures the moving distance, and the sideslip value is automatically extracted to occupy the detection time;

furthermore, the side-sliding plate realizes symmetrical synchronous movement and automatic correction through the connecting rod mechanism and the tension spring without manual participation.

Drawings

FIG. 1 is a schematic structural diagram of an inspection platform;

FIG. 2 is a partial schematic view of portion A of FIG. 1;

FIG. 3 is a schematic structural diagram of two sets of single-axis detecting units;

FIG. 4 is a partial schematic view of portion B of FIG. 3;

FIG. 5 is a schematic diagram of a portion of a synchronous linkage in the side-slip detection unit.

Detailed Description

The technical scheme of the utility model is explained in detail below with the attached drawings:

referring to fig. 1, the platform for testing electronic brake control and vehicle body stability of the road simulation vehicle comprises a platform body 1, wherein four groups of single-shaft detection units 2 corresponding to four wheels of the vehicle one by one are mounted on the platform body 1.

Further, an axle distance adjusting mechanism 1-1 is installed on the table body 1, a moving frame 1-2 is installed on the table body 1 in a sliding fit mode, two single-axle detecting units 2 corresponding to the front wheels or the rear wheels are placed on the moving frame 1-2, and the axle distance adjusting mechanism 1-1 is used for driving the moving frame 1-2 to move back and forth relative to the table body 1. The wheel base adjusting mechanism 1-1 is realized based on a lead screw guide rail structure.

As shown in fig. 3 and 4, the single-axis detection unit 2 includes a permanent magnet synchronous motor 2-1 and a roller assembly driven by the permanent magnet synchronous motor 2-1, the roller assembly being adapted to contact a wheel.

The single-shaft detection unit 2 further comprises a flywheel 2-5 connected with the roller assembly.

The roller assembly comprises a driving roller 2-2, a driven roller 2-3 and a floating roller 2-11 which are respectively contacted with wheels; the axes of the driving roller 2-2, the driven roller 2-3 and the floating roller 2-11 are all arranged in left and right directions; the axes of the driving roller 2-2 and the driven roller 2-3 are fixedly arranged; the driving roller 2-2 is in transmission connection with the corresponding driven roller 2-3 through a synchronous belt 2-4, and the permanent magnet synchronous motor 2-1 is connected with the corresponding driving roller 2-2; the floating rollers 2-11 are kept in contact with the wheels under the action of the elastic mechanism.

The drum assembly further includes a first angular velocity sensor for sensing the rotational speed of the driving drum 2-2 or the driven drum 2-3, and a second angular velocity sensor for sensing the rotational speed of the floating drum 2-11.

The flywheels 2-5 are connected with the roller assembly through a controllable clutch mechanism.

The single-shaft detection unit 2 is also provided with a lifting frame 2-6 for lifting the automobile, and the lifting frame 2-6 is arranged between the driving roller 2-2 and the driven roller 2-3; and a weighing sensor for acquiring the weight of the vehicle is arranged on the lifting frame 2-6.

As shown in fig. 1 and 2, the inspection platform further comprises a front-rear shaft transmission system 5, wherein the front-rear shaft transmission system 5 is used for connecting four groups of roller assemblies together in a transmission manner; the front and rear axle transmission systems 5 are internally provided with inter-wheel clutches 5-3 which are in one-to-one correspondence with the four wheels, and the inter-wheel clutches 5-3 are used for disconnecting the transmission connection between the corresponding roller assemblies and the front and rear axle transmission systems 5.

Specifically, the front and rear shaft transmission system 5 comprises two commutators 5-2 and a group of transmission shafts 5-1; two connecting shafts of one reverser 5-2 are respectively connected with the roller assemblies of the two front wheels in a one-to-one correspondence manner, two connecting shafts of the other reverser 5-2 are respectively connected with the roller assemblies of the two rear wheels in a one-to-one correspondence manner, and third connecting shafts of the two reversers 5-2 are mutually connected through a transmission shaft 5-1; the inter-wheel clutch 5-3 is arranged between the connecting shaft of the commutator 5-2 and the corresponding roller component.

In order not to influence the adjustment of the wheel base, the transmission shaft 5-1 is divided into two sections which are connected with each other through a spline structure.

The inspection platform further comprises a pedal detection switch used for detecting whether the automobile pedal acts or not.

The inspection platform further comprises a distance sensor arranged on the side of the automobile, and when the automobile is subjected to security inspection, whether the automobile body moves left and right is detected, and the inspection of the stability of the automobile body is realized in a matching manner.

As shown in fig. 1, the integrated inspection station further includes a side slip detection unit 4 disposed at a front side or a rear side of the table body 1.

As shown in fig. 5, the sideslip detecting unit 4 comprises a frame, a first sliding plate 4-1 and a second sliding plate 4-2 are mounted on the frame and correspond to the left and right wheel positions of the automobile respectively, and the first sliding plate 4-1 and the second sliding plate 4-2 can slide left and right relative to the frame respectively; the sideslip detection platform further comprises a sideslip position sensor 4-7 for detecting the sliding condition of the first sliding plate 4-1 and the second sliding plate 4-2;

the sideslip detection unit 4 further comprises a synchronous connecting rod mechanism, and the synchronous connecting rod mechanism comprises a first connecting rod 4-3, a second connecting rod 4-4 and a third connecting rod 4-5; the middle part of the second connecting rod 4-4 is rotatably connected with the rack, the first connecting rod 4-3 and the third connecting rod 4-5 are equal in length, one end of the first connecting rod 4-3 is movably connected with the first sliding plate 4-1, the other end of the first connecting rod 4-3 is rotatably connected with one end of the second connecting rod 4-4, one end of the third connecting rod 4-5 is rotatably connected with the other end of the second connecting rod 4-4, and the other end of the third connecting rod 4-5 is rotatably connected with the second sliding plate 4-2;

the synchronous link mechanism further comprises a tension spring 4-6, one end of the tension spring 4-6 is connected with the rack, and the other end of the tension spring 4-6 is connected with the first sliding plate 4-1 or the second sliding plate 4-2.

When the vehicle passes through the sideslip detection unit 4, the wheels press the sliding plates, and if sideslip exists, the wheels can drive the first sliding plate 4-1 and the second sliding plate 4-2 to move transversely, so that the sideslip position sensor 4-7 catches transverse displacement and judges whether the sideslip problem exists. The first sliding plate 4-1 and the second sliding plate 4-2 always keep symmetrical opposite movement due to the action of the connecting rod mechanism. After the vehicle passes by, the first sliding plate 4-1 and the second sliding plate 4-2 automatically return to the initial positions under the action of the tension spring 4-6.

As shown in fig. 1, the integrated inspection station further includes a light detection unit 3. The lamplight detection unit 3 comprises a rack and a longitudinal adjusting mechanism 3-1 installed on the rack, a transverse adjusting mechanism 3-2 is arranged on the longitudinal adjusting mechanism 3-1, a lifting mechanism 3-4 is installed on the transverse adjusting mechanism 3-2, and a lamplight detector 3-3 is installed on the lifting mechanism 3-4. The longitudinal adjusting mechanism 3-1, the transverse adjusting mechanism 3-2 and the lifting mechanism 3-4 all adopt lead screw guide rail mechanisms to convert the rotation output by the motor into the linear movement of components.

The integrated light detection unit 3 can automatically move to a proper position and keep a proper distance with light, so that the detection efficiency is improved, and the labor cost for detection is reduced; specifically, an original sensor is added or used on the headlamp tester to sense the distance between the automobile headlamp and the headlamp detector, so that a longitudinal sliding table below the detector is driven to automatically move to a measuring distance of 1 meter required by the standard, and the detection efficiency is greatly improved compared with the prior mode that the detector is fixed and the automobile moves to a measuring distance of 1 meter required by the standard to detect the light; after the comprehensive brake inspection is finished, the automobile is not moved in situ, and the automobile is aligned when the safety inspection or the environment inspection is finished, so that the alignment of the automobile and the headlamp inspection instrument is ensured, the accurate measurement is realized, and the headlamp inspection instrument starts a lamplight inspection process; compare prior art detection technique car forward inspection headlight, both saved the time that the car removed, can guarantee 1 meter's measuring distance again accurately, consequently improved precision and detection efficiency once more.

The inspection platform further comprises a control unit. The permanent magnet synchronous motor 2-1 and the like are controlled by the control unit, and the results of all the detection devices are summarized to the control unit.

The platform is also provided with an upper slope and a lower slope, so that the detection of the half-slope parking can be realized; according to the 20-degree and 15-degree corresponding design of the national standard requirement of hand braking ramp inspection, the device not only can be used as an approach bridge, but also can meet the requirements of 15-degree and 20-degree ramp hand braking inspection, thereby saving the field and achieving two purposes at one stroke.

The platform can be used for ABS inspection and EBD inspection:

(one) an ABS test section:

step 1.1, lifting a lifting frame 2-6, driving a vehicle to a comprehensive inspection table, acquiring the weight of the vehicle by a weighing sensor, and then dropping the lifting frame 2-6, wherein wheels are in contact with a roller assembly;

step 1.2, selecting and mounting the flywheel 2-5 with corresponding inertia according to the vehicle weight, and enabling the flywheel 2-5 to be in transmission connection with the roller assembly; the inertia of the flywheels 2-5 corresponding to each wheel is consistent;

step 1.3, the inter-wheel clutch 5-3 keeps a connection state, and the permanent magnet synchronous motor 2-1 is switched to a motor mode; starting the vehicle and putting the vehicle into neutral;

step 1.4, starting the permanent magnet synchronous motor 2-1, driving wheels to rotate through a roller assembly, increasing the speed to a first speed, then powering off the permanent magnet synchronous motor 2-1, and waiting for the speed to drop to a second speed, so that the vehicle starts to brake;

and step 1.5, in the vehicle braking process, acquiring the braking distance of the vehicle through the first angular velocity sensor, acquiring the pure rolling distance of the vehicle through the second angular velocity sensor, and analyzing and processing according to the braking distance and the pure rolling distance to judge whether the ABS performance meets the requirements.

Specifically, the vehicle speed is divided into a first phase and a second phase, the first phase refers to a second vehicle speed to a third vehicle speed, and the second phase refers to the third vehicle speed to 0. The first vehicle speed is 53km/h, the second vehicle speed is 50km/h, and the third vehicle speed is 30 km/h.

In the first stage, the ABS braking distance of the automobile is obtained through the first angular velocity sensor, the ABS pure rolling distance of the automobile is obtained through the second angular velocity sensor, the ABS sliding distance is calculated according to the difference between the ABS braking distance and the ABS pure rolling distance, and the ABS sliding distance is divided by the ABS braking distance to obtain the ABS slip rate.

In the second stage, the low-speed braking distance of the automobile is obtained through the first angular speed sensor.

Taking the sum of the ABS braking distance and the low-speed braking distance as a total braking distance; the second vehicle speed is divided by the entire deceleration time to obtain an average deceleration.

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.

During ABS inspection, the moving condition of the automobile in the left and right directions is monitored through a distance sensor arranged beside the automobile, and the braking stability is judged.

(II) EBD test section:

step 2.1, the vehicle runs to the comprehensive inspection platform, and the wheels are in contact with the roller assembly;

2.2, selecting and mounting the flywheel 2-5 with the corresponding inertia according to the vehicle weight, and enabling the flywheel 2-5 to be in transmission connection with the roller assembly; the inertia of the flywheels 2-5 corresponding to at least two wheels is unequal;

step 2.3, keeping the inter-wheel clutch 5-3 in a disconnected state, and switching the permanent magnet synchronous motor 2-1 to a motor mode; starting the vehicle and putting the vehicle into neutral;

step 2.4, starting the permanent magnet synchronous motor 2-1, driving the wheels to rotate at a constant speed through the roller assembly, increasing the speed to a first speed, then powering off the permanent magnet synchronous motor 2-1, and waiting for the speed to drop to a second speed, so that the vehicle starts to brake;

and 2.5, in the vehicle braking process, acquiring the EBD braking distance of the vehicle through the first angular velocity sensor, comparing the EBD braking distance with the ABS braking distance, and judging whether the EBD performance meets the requirement or not by combining the variable quantity of the inertia of the flywheel 2-5.

Claims (8)

1. The utility model provides a road simulation automotive electronics brake control and automobile body stability can test platform which characterized in that: the device comprises a table body (1), wherein four groups of single-shaft detection units (2) which correspond to four wheels of an automobile one by one are mounted on the table body (1);

the single-shaft detection unit (2) comprises a driving motor and a roller assembly driven by the driving motor, and the roller assembly is used for being in contact with a wheel;

the single-shaft detection unit (2) further comprises a flywheel (2-5) connected with the roller assembly;

the inspection platform further comprises a front-rear shaft transmission system (5), and the front-rear shaft transmission system (5) is used for connecting four groups of roller assemblies together in a transmission manner; the front and rear axle transmission systems (5) are internally provided with inter-wheel clutches (5-3) which correspond to the four wheels one by one, and the inter-wheel clutches (5-3) are used for disconnecting the transmission connection between the corresponding roller assemblies and the front and rear axle transmission systems (5).

2. The platform for testing the electronic brake control and the vehicle body stability of the road simulation automobile according to claim 1, wherein: the front and rear shaft transmission system (5) comprises two commutators (5-2) and a group of transmission shafts (5-1); two connecting shafts of one reverser (5-2) are respectively connected with the roller assemblies of two front wheels in a one-to-one correspondence manner, two connecting shafts of the other reverser (5-2) are respectively connected with the roller assemblies of two rear wheels in a one-to-one correspondence manner, and third connecting shafts of the two reversers (5-2) are mutually connected through a transmission shaft (5-1);

the inter-wheel clutch (5-3) is arranged between the connecting shaft of the commutator (5-2) and the corresponding roller assembly.

3. The platform for testing the electronic brake control and the vehicle body stability of the road simulation automobile according to claim 1, wherein: the automobile wheel base adjusting device is characterized in that a wheel base adjusting mechanism (1-1) is installed on the platform body (1), a moving frame (1-2) is installed on the platform body (1) in a sliding fit mode, two single-shaft detection units (2) corresponding to front wheels or rear wheels of an automobile are placed on the moving frame (1-2), and the wheel base adjusting mechanism (1-1) is used for driving the moving frame (1-2) to move back and forth relative to the platform body (1).

4. The platform for testing the electronic brake control and the vehicle body stability of the road simulation automobile according to claim 1, wherein: the roller assembly comprises a driving roller (2-2), a driven roller (2-3) and a floating roller (2-11) which are respectively contacted with the wheels; the axes of the driving roller (2-2), the driven roller (2-3) and the floating roller (2-11) are arranged in the left-right direction; the axes of the driving roller (2-2) and the driven roller (2-3) are fixedly arranged; the driving roller (2-2) is in transmission connection with the corresponding driven roller (2-3) through a synchronous belt (2-4), and the driving motor is connected with the corresponding driving roller (2-2); the floating rollers (2-11) are kept in contact with the wheels under the action of an elastic mechanism;

the roller assembly further comprises a first angular velocity sensor for detecting the rotational speed of the driving roller (2-2) or the driven roller (2-3), and a second angular velocity sensor for detecting the rotational speed of the floating roller (2-11);

the inspection platform also comprises a pedal detection switch for detecting whether the automobile pedal acts;

the inspection platform 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.

5. The platform for testing the electronic brake control and the vehicle body stability of the road simulation automobile as claimed in claim 4, wherein: the single-shaft detection unit (2) is also provided with a lifting frame (2-6) for lifting the automobile, and the lifting frame (2-6) is arranged between the driving roller (2-2) and the driven roller (2-3); and a weighing sensor for acquiring the vehicle weight is arranged on the lifting frame (2-6).

6. The platform for testing the electronic brake control and the vehicle body stability of the road simulation automobile according to claim 1, wherein: the inspection platform further comprises a distance sensor arranged on the rack and located on the side of the automobile.

7. The platform for testing the electronic brake control and the vehicle body stability of the road simulation automobile according to claim 1, wherein: the device also comprises a sideslip detection unit (4) arranged on the front side or the rear side of the table body (1);

the sideslip detection unit (4) comprises a rack, a first sliding plate (4-1) and a second sliding plate (4-2) which respectively correspond to the left wheel and the right wheel of the automobile are arranged on the rack, and the first sliding plate (4-1) and the second sliding plate (4-2) can respectively slide left and right relative to the rack; the sideslip detection unit (4) further comprises a sideslip position sensor (4-7) for detecting the sliding condition of the first sliding plate (4-1) and the second sliding plate (4-2);

the sideslip detection unit (4) further comprises a synchronous connecting rod mechanism, and the synchronous connecting rod mechanism comprises a first connecting rod (4-3), a second connecting rod (4-4) and a third connecting rod (4-5); the middle part of the second connecting rod (4-4) is rotatably connected with the rack, the first connecting rod (4-3) and the third connecting rod (4-5) are equal in length, one end of the first connecting rod (4-3) is movably connected with the first sliding plate (4-1), the other end of the first connecting rod is rotatably connected with one end of the second connecting rod (4-4), one end of the third connecting rod (4-5) is rotatably connected with the other end of the second connecting rod (4-4), and the other end of the third connecting rod is rotatably connected with the second sliding plate (4-2);

the synchronous link mechanism further comprises a tension spring (4-6), one end of the tension spring (4-6) is connected with the rack, and the other end of the tension spring is connected with the first sliding plate (4-1) or the second sliding plate (4-2).

8. The platform for testing the electronic brake control and the vehicle body stability of the road simulation automobile according to any one of claims 1 to 7, wherein: the device also comprises a light detection unit (3);

the lamplight detection unit (3) comprises a rack and a longitudinal adjusting mechanism (3-1) installed on the rack, a transverse adjusting mechanism (3-2) is arranged on the longitudinal adjusting mechanism (3-1), a lifting mechanism (3-4) is installed on the transverse adjusting mechanism (3-2), and a lamplight detector (3-3) is installed on the lifting mechanism (3-4).

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