DESC:BRAKE TEST RIG FOR TWO-WHEELERS AND METHOD FOR TESTING BRAKING PERFORMANCE OF TWO-WHEELERS USING BRAKE TEST RIG

CROSS REFERENCE TO RELATED APPLICTIONS
The present application claims priority from Indian Provisional Patent Application No. 202421002002 filed on 10/01/2024, the entirety of which is incorporated herein by a reference.
TECHNICAL FIELD
The present disclosure generally relates to testing equipment for electric vehicles and particularly to a brake test rig for two-wheelers. The present disclosure further relates to a method for testing braking performance of two-wheelers using a brake test rig.
BACKGROUND
Two-wheelers have emerged as a preferred mode of transportation in urban and semi-urban areas, driven by their eco-friendly nature and operational cost efficiency. This growing popularity is closely tied to increasing awareness of environmental challenges posed by the combustion of fossil fuels and the resulting push for sustainable alternatives. Additionally, battery technology, coupled with government policies promoting electric vehicles, have further accelerated the adoption of two-wheelers. These factors collectively make two-wheelers an integral part of the shift toward greener mobility solutions.
Ensuring the safety and reliability of two-wheelers is critical to maintaining their utility and public trust. Among various safety aspects, braking systems play a pivotal role in ensuring rider safety under diverse road conditions and driving scenarios. The assessment of braking performance becomes particularly important as these vehicles are expected to adapt to varying terrains, traffic patterns and user preferences. Traditional methods for evaluating braking systems often involve manual inspections or rudimentary test setups, which are neither standardised nor capable of simulating dynamic real-world conditions effectively. These limitations can compromise the accuracy of the evaluation and the overall safety of the two-wheelers.
In view of these challenges, there is an urgent and recognised need for solutions to address the shortcomings of conventional braking performance evaluation methods. A controlled system that simulates diverse driving conditions while ensuring reliability is essential for improving the safety standards of two-wheelers.
SUMMARY
The aim of the present disclosure is to provide a testing equipment for electric vehicles and particularly to a brake test rig for two-wheelers.
The present disclosure generally relates to the brake test rig for two-wheelers. The brake test rig comprises a roller mechanism comprising a front roller component that supports and receives a front wheel of the two-wheeler and a rear roller component that supports and receives a rear wheel of the two-wheeler. The brake test rig further comprises a platform assembly disposed with the roller mechanism. The platform assembly comprises a front platform disposed with the front roller component and a rear platform disposed with the rear roller component. Additionally, the brake test rig comprises a pair of load-bearing units. The pair of load-bearing units comprises a front load-bearing unit to apply a first amount of load on the front wheel and a rear load-bearing unit to apply a second amount of load on the rear wheel. Furthermore, a control unit is operatively connected to the roller mechanism, the platform assembly and the pair of load-bearing units. The control unit controls the operation of the roller mechanism, the platform assembly and the pair of load-bearing units to determine braking conditions for the two-wheeler under various driving simulations. Such a configuration enables evaluation of braking performance under diverse simulated driving conditions.
In one embodiment, the front roller component and the rear roller component comprise multiple modular segments to simulate driving on distinct road conditions. Moreover, the front platform and the rear platform each comprise a set of vertical actuators operatively connected to tilting mechanisms to adjust the elevation of the front wheel and the rear wheel, respectively, to simulate driving on varying road inclinations. Additionally, the front load-bearing unit and the rear load-bearing unit each comprise a force application mechanism to simulate variable weight distributions and load shifts on the front wheel and the rear wheel, respectively. Such an arrangement enables accurate replication of real-world road and load dynamics.
In another embodiment, the front roller component and the rear roller component are connected to a common motor. Such a coupling ensures synchronised movement of the front and rear rollers to simulate consistent rolling dynamics.
In yet another embodiment, the pair of load-bearing units comprises multiple force sensors connected to the control unit. Further, each force sensor measures the load applied to the front wheel and the rear wheel. The control unit adjusts the force application mechanism of the front load-bearing unit, and the rear load-bearing unit based on feedback received from the multiple force sensors. Such feedback-driven adjustment enables load simulation to match real-time conditions.
In still another embodiment, the brake test rig comprises a crosswind simulation mechanism comprising an array of directional fans positioned around the brake test rig. Further, each fan generates adjustable lateral airflow to simulate aerodynamic forces encountered by the two-wheeler during braking. Such a mechanism enables the evaluation of braking stability under crosswind conditions.
In a further embodiment, the brake test rig comprises an environmental simulation chamber surrounding the brake test rig. The environmental simulation chamber comprises one or more of temperature control units, humidity regulation units and pressure modulation units to simulate diverse environmental conditions during braking. Such an arrangement enables testing of braking performance under diverse environmental scenarios.
In another embodiment, the brake test rig comprises a visual monitoring unit having high-speed cameras disposed around the brake test rig to capture real-time data of wheel movements and braking interactions. Such a visual system enables detailed analysis of braking mechanics and interactions.
In yet another embodiment, the brake test rig comprises an artificial intelligence module connected to the control unit. The artificial intelligence module comprises a generative artificial intelligence component configured to simulate road conditions, road inclinations and weight distributions for the two-wheeler based on predefined testing parameters and a predictive artificial intelligence component configured to analyse the simulated road conditions, road inclinations and weight distributions to determine optimal braking parameters for the two-wheeler during each simulation run. Such an integration enables predictive insights and optimised braking configurations.
In still another embodiment, the roller mechanism comprises embedded heating units and cooling units in each of the modular segments of the front roller component and the rear roller component. The heating units and cooling units simulate temperature effects on road surfaces encountered by the two-wheeler during braking. Such temperature control enables evaluation of braking performance under varying thermal conditions.
In a further embodiment, the brake test rig comprises a rotational imbalance simulation unit operatively connected to the control unit. The rotational imbalance simulation unit simulates rotational discrepancies caused by uneven tyre wear or load imbalance. The control unit adjusts the modular segments of the front roller component and the rear roller component to simulate braking conditions under rotational imbalance. Such simulation ensures testing for stability during imbalance scenarios.
In another embodiment, the brake test rig comprises an overload detection unit operatively connected to the control unit. The overload detection unit halts the operation of the roller mechanism, the platform assembly and the pair of load-bearing units upon detecting excessive forces or operational anomalies during braking simulations. Such a safety mechanism prevents damage and ensures operational reliability during tests.
In one embodiment, the brake test rig comprises multiple brake detection sensors operatively connected to the control unit. Each brake detection sensor detects, individually, the stopping of the front wheel and the rear wheel upon application of brakes. Additionally, the brake test rig comprises a data logger operatively connected to the control unit. The data logger records data associated with the stopping of the front wheel and the rear wheel. The control unit analyses the recorded data to determine braking performance for the two-wheeler. Such a configuration facilitates detailed assessment of braking efficiency by capturing and evaluating critical performance metrics.
In another embodiment, the control unit generates a braking performance report based on the data recorded by the brake detection sensors and the data logger. The braking performance report comprises details of stopping distances, stopping times and deceleration rates for the two-wheeler under different driving simulations. Such an arrangement enables analysis and documentation of braking performance for diverse simulated conditions.
In another aspect, the present disclosure provides a method for testing braking performance of a two-wheeler using a brake test rig. The method comprises positioning the two-wheeler on a roller mechanism comprising a front roller component that supports and receives the front wheel and a rear roller component that supports and receives the rear wheel. The method also comprises adjusting a platform assembly aligned with the roller mechanism. The platform assembly comprises a front platform corresponding to the front roller component and a rear platform corresponding to the rear roller component. Moreover, variable loads are applied to the front wheel and rear wheel through a pair of load-bearing units, with one load-bearing unit applying a first load to the front wheel and the other applying a second load to the rear wheel. A control unit operates the roller mechanism, platform assembly and load-bearing units to simulate braking conditions for the two-wheeler under different driving scenarios. The method facilitates the accurate simulation of braking dynamics, enabling analysis of braking performance under various road and load conditions.
In an embodiment, the method comprises performing braking endurance tests. The braking endurance tests comprise repeated application of brakes over a predetermined number of cycles to evaluate wear and performance characteristics of the braking system of the two-wheeler. Such testing ensures the durability and reliability of the braking system under extended operational scenarios.
The various objects, features, and advantages of the claimed invention will become clear when reading the following Detailed Description along with the Drawings.
BRIEF DESCRIPTION OF DRAWINGS
The summary above, as well as the following detailed description of illustrative embodiments, is better understood when read in conjunction with the appended drawings. For the purpose of illustrating the present disclosure, exemplary constructions of the disclosure are shown in the drawings. However, the present disclosure is not limited to specific methods and instrumentalities disclosed herein. Moreover, those in the art will understand that the drawings are not to scale. Wherever possible, like elements have been indicated by identical numbers.
Embodiments of the present disclosure will now be described, by way of example only, with reference to the following diagrams wherein:
FIG. 1 shows a schematic illustration of a brake test rig for two-wheelers, in accordance with an embodiment of the present disclosure;
FIGs. 2-4 show different views of the brake test rig of FIG. 1, in accordance with various embodiments of the present disclosure; and
FIG. 5 illustrate steps of a method for testing braking performance of a two-wheeler using a brake test rig, in accordance with an embodiment of the present disclosure.
In the accompanying drawings, an underlined number is employed to represent an item over which the underlined number is positioned or an item to which the underlined number is adjacent. A non-underlined number relates to an item identified by a line linking the non-underlined number to the item. When a number is non-underlined and accompanied by an associated arrow, the non-underlined number is used to identify a general item at which the arrow is pointing.
DETAILED DESCRIPTION
The following detailed description illustrates embodiments of the present disclosure and ways in which they can be implemented. Although some modes of carrying out the present disclosure have been disclosed, those skilled in the art would recognise that other embodiments for carrying out or practising the present disclosure are also possible.
The description set forth below in connection with the appended drawings is intended as a description of certain embodiments of a motor of an electric vehicle and is not intended to represent the only forms that may be developed or utilised. The description sets forth the various structures and/or functions in connection with the illustrated embodiments; however, it is to be understood that the disclosed embodiments are merely exemplary of the disclosure that may be embodied in various and alternative forms. The figures are not necessarily to scale; some features may be exaggerated or minimised to show details of particular components. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a representative basis for teaching one skilled in the art to variously employ the present invention.
While the disclosure is susceptible to various modifications and alternative forms, specific embodiment thereof has been shown by way of example in the drawings and will be described in detail below. It should be understood, however, that it is not intended to limit the disclosure to the particular forms disclosed, but on the contrary, the disclosure is to cover all modifications, equivalents, and alternatives falling within the scope of the disclosure.
The terms “comprise”, “comprises”, “comprising”, “include(s)”, or any other variations thereof, are intended to cover a non-exclusive inclusion, such that a setup, system that includes a list of components or steps does not comprise only those components or steps but may include other components or steps not expressly listed or inherent to such setup or system. In other words, one or more elements in a system or apparatus preceded by “comprises... a” does not, without more constraints, preclude the existence of other elements or additional elements in the system or apparatus.
In the following detailed description of the embodiments of the disclosure, reference is made to the accompanying drawings, and which are shown by way of illustration specific embodiments in which the disclosure may be practiced. These embodiments are described in sufficient detail to enable those skilled in the art to practice the disclosure, and it is to be understood that other embodiments may be utilized and that changes may be made without departing from the scope of the present disclosure. The following description is, therefore, not to be taken in a limiting sense.
The present disclosure will be described herein below with reference to the accompanying drawings. In the following description, well known functions or constructions are not described in detail since they would obscure the description with unnecessary detail.
The present disclosure generally relates to testing equipment for electric vehicles and particularly to a brake test rig for two-wheelers. The present disclosure further relates to a method for testing braking performance of two-wheelers using a brake test rig.
Referring to FIG. 1, there is shown a schematic illustration of a brake test rig 100 for two-wheelers 102, in accordance with an embodiment of the present disclosure. The term "brake test rig 100" refers to a testing apparatus configured to evaluate the braking performance of two-wheelers 102. The brake test rig 100 comprises multiple components that simulate driving conditions, apply loads and measure braking efficiency under controlled scenarios. The brake test rig 100 facilitates replication of road conditions, enabling the identification of braking system limitations across various scenarios without requiring field tests. Further, the brake test rig 100 isolates and controls variables such as load, speed and braking force to deliver consistent and repeatable testing results necessary for performance validation.
The brake test rig 100 comprises a roller mechanism 104 comprising a front roller component 104A to be received under a front wheel 102A of the two-wheeler 102 and a rear roller component 104B to be received under a rear wheel 102B of the two-wheeler 102. The term "roller mechanism 104" refers to an assembly of rollers configured to support the wheels of the two-wheeler 102 during testing. The roller mechanism 104 comprises a front roller component 104A and a rear roller component 104B. The front roller component 104A engages with the front wheel 102A, while the rear roller component 104B engages with the rear wheel 102B. The roller mechanism 104 transfers rotational motion to the wheels while keeping them stationary, enabling evaluation of the brake system’s response to variable rotational speeds. Additionally, the roller mechanism 104 permits simulation of diverse road conditions, such as dry or wet surfaces, allowing assessment of braking efficiency under varying friction levels.
The brake test rig 100 further comprises a platform assembly 106 disposed with the roller mechanism 106. The platform assembly 106 comprises a front platform 106A disposed with the front roller component 104A and a rear platform 106B disposed with the rear roller component 104B. The term "platform assembly 106" refers to a structural assembly that stabilises the roller mechanism 104 and the two-wheeler 102 during operation. The platform assembly 106 comprises a front platform 106A and a rear platform 106B. The front platform 106A corresponds to the front roller component 104A, and the rear platform 106B corresponds to the rear roller component 104B. Each platform ensures alignment and secure placement of the roller components. Further, the platform assembly 106 reduces vibrations generated by the roller mechanism 104, enhancing the accuracy of sensor readings. Additionally, the structural rigidity of the platform assembly 106 prevents misalignment or deflection, maintaining consistent interaction between the wheels and the rollers.
The brake test rig 100 also comprises a pair of load-bearing units 108 comprising a front load-bearing unit 108A to apply a first amount of load on the front wheel 102A and a rear load-bearing unit 108B to apply a second amount of load on the rear wheel 102B. The term "load-bearing units 108" refers to mechanisms that apply specific loads to the wheels of the two-wheeler 102 to replicate real-world conditions. The pair of load-bearing units 108 comprises a front load-bearing unit 108A and a rear load-bearing unit 108B. The front load-bearing unit 108A applies a first amount of load on the front wheel 102A, and the rear load-bearing unit 108B applies a second amount of load on the rear wheel 102B. These load-bearing units 108 simulate asymmetrical loading conditions, replicating scenarios such as rider weight variations or uneven weight distributions. Additionally, the dynamic application of loads facilitates testing of braking systems, such as load-sensing brake adjustments, under controlled conditions.
Additionally, the brake test rig 100 comprises a control unit 110 operatively connected to each of the roller mechanism 104, the platform assembly 106 and the pair of load-bearing units 108. The control unit 110 controls operation of the roller mechanism 104, the platform assembly 106 and the pair of load-bearing units 180 to determine breaking conditions for the two-wheeler 102 for different driving simulations. The term "control unit 110" refers to an electronic system that manages and coordinates the operation of the roller mechanism 104, the platform assembly 106 and the load-bearing units 108. The control unit 110 connects with each component to execute testing scenarios accurately. The control unit 110 provides real-time modulation of load application and roller speed, enabling smooth transitions between conditions such as steady-speed simulation and sudden deceleration. Additionally, the control unit 110 logs data including deceleration curves and response times for braking system analysis. Such data supports the refinement of braking mechanisms to improve safety and performance.
In an exemplary operating scenario, the brake test rig 100 evaluates braking performance during a sudden stop simulation. The roller mechanism 104 rotates the front roller component 104A and the rear roller component 104B at 50 km/h. The load-bearing units 108 apply a load simulating a 75 kg rider on the front wheel 102A and the rear wheel 102B. During braking, the control unit 110 measures stopping distance and deceleration. Further, the roller mechanism 104 ensures consistent wheel engagement, preventing slippage that could distort results, while the load-bearing units 108 maintain load distribution for accurate analysis. The control unit 110 records the results for evaluation of braking efficiency under these conditions.
In another exemplary operating scenario, the brake test rig 100 simulates a downhill descent. The front load-bearing unit 108A applies an additional 20 kg load on the front wheel 102A to replicate forward weight transfer, while the rear load-bearing unit 108B applies a consistent load to the rear wheel 102B. The roller mechanism 104 rotates at 30 km/h, and the two-wheeler 102 is tested for braking performance. The control unit 110 synchronises load adjustments and roller speed reduction during deceleration, providing data on braking force balance. Further, the dynamic load modulation replicates real-world weight shifts, offering detailed insights into braking system stability and performance.
In one embodiment, the front roller component 104A and the rear roller component 104B comprise multiple modular segments. These modular segments enable simulation of distinct road conditions by incorporating surface variations, such as uneven textures or grooves. The modular configuration of the front roller component 104A and the rear roller component 104B allows flexible reconfiguration or replacement of segments to match specific testing requirements, enhancing the adaptability of the brake test rig 100. Further, the front platform 106A and the rear platform 106B each comprise a set of vertical actuators connected to tilting mechanisms. The vertical actuators adjust the elevation of the front wheel 102A and the rear wheel 102B, respectively, simulating road inclinations such as steep uphill or downhill gradients. Such elevation adjustments provide control, replicating the dynamics experienced during real-world driving. Additionally, the front load-bearing unit 108A and the rear load-bearing unit 108B each comprise a force application mechanism. These mechanisms dynamically simulate variable weight distributions and load shifts by applying or removing forces on the front wheel 102A and the rear wheel 102B. The integration of modular rollers, elevation-adjusting platforms, and force application mechanisms ensures accurate replication of real-world road and load dynamics, enabling detailed evaluation of braking performance under complex scenarios.
In another embodiment, the front roller component 104A and the rear roller component 104B are operatively connected to a common motor. The common motor facilitates synchronised rotation of the front roller component 104A and the rear roller component 104B, ensuring consistent rolling dynamics for the front wheel 102A and the rear wheel 102B. Such synchronisation replicates uniform road conditions, allowing accurate assessment of braking performance under steady driving scenarios. Additionally, the coupling of the front roller component 104A and the rear roller component 104B to a common motor prevents discrepancies in rotational speeds, ensuring accurate and reliable testing. This arrangement is particularly advantageous for scenarios requiring uniform braking force distribution across both wheels, providing consistent and repeatable test results.
In yet another embodiment, the pair of load-bearing units 108 comprises multiple force sensors connected to the control unit 110. Each force sensor measures the load applied to the front wheel 102A and the rear wheel 102B in real-time. The control unit 110 processes feedback from the force sensors to adjust the force application mechanisms of the front load-bearing unit 108A and the rear load-bearing unit 108B dynamically. These adjustments ensure accurate replication of varying load conditions corresponding to real-world scenarios. For instance, when simulating an incline requiring additional load on the front wheel 102A, the control unit 110 increases the load applied by the front load-bearing unit 108A based on the feedback. This feedback-driven mechanism enables load simulation, ensuring the braking system is tested accurately under changing weight distributions and dynamic driving conditions.
In still another embodiment, the brake test rig 100 comprises a crosswind simulation mechanism that includes an array of directional fans positioned around the brake test rig 100. Each fan generates adjustable lateral airflow to simulate aerodynamic forces acting on the two-wheeler 102 during braking. The crosswind simulation mechanism introduces lateral forces that replicate natural crosswinds, enabling evaluation of braking stability under such conditions. The adjustable intensity and direction of airflow allow the simulation of various scenarios, including steady crosswinds or sudden gusts. For example, the fans can produce a lateral force equivalent to a 20 km/h crosswind, allowing analysis of the two-wheeler’s ability to maintain stability and braking performance under aerodynamic stress. This mechanism allows testing of braking stability and safety by replicating environmental conditions encountered during real-world driving.
In a further embodiment, the brake test rig 100 comprises an environmental simulation chamber enclosing the brake test rig 100. The environmental simulation chamber comprises temperature control units, humidity regulation units, and pressure modulation units. The temperature control units regulate the ambient temperature within the chamber, allowing simulation of extreme hot or cold conditions. The humidity regulation units adjust moisture levels to replicate dry or wet environments, while the pressure modulation units simulate air pressure variations such as those experienced at different altitudes. This arrangement facilitates testing of braking performance under diverse environmental conditions, ensuring the braking system's reliability and safety. For instance, the environmental simulation chamber can replicate high-humidity conditions resembling monsoon weather, enabling the brake test rig 100 to evaluate the braking system's effectiveness in such scenarios.
In another embodiment, the brake test rig 100 comprises a visual monitoring unit featuring high-speed cameras positioned around the brake test rig 100. The high-speed cameras capture real-time data of the movements of the front wheel 102A and the rear wheel 102B during braking. Additionally, the cameras record interactions between the wheels and the roller mechanism 104, providing detailed visual insights into the braking process. The visual monitoring unit identifies irregularities such as wheel slippage or uneven braking force distribution, which may not be detectable through conventional sensors. For example, the high-speed cameras can track the onset of wheel locking during sudden braking, offering valuable data on braking system dynamics. This visual system enhances the braking analysis by providing understanding of braking mechanics and interactions.
In yet another embodiment, the brake test rig 100 comprises an artificial intelligence (AI) module connected to the control unit 110. The AI module includes a generative artificial intelligence component and a predictive artificial intelligence component. The generative artificial intelligence component simulates road conditions, road inclinations, and weight distributions for the two-wheeler 102 based on predefined testing parameters. These simulations replicate realistic scenarios, such as steep gradients or uneven weight distributions caused by variable rider loads. The predictive artificial intelligence component analyses the simulated road conditions, road inclinations, and weight distributions to determine optimal braking parameters for the two-wheeler 102 during each test. This analysis generates predictive insights into braking performance and suggests configurations to optimise the braking system. For instance, during a simulation of high-speed downhill braking, the AI module can recommend adjustments to the braking force applied to the front wheel 102A and the rear wheel 102B to enhance stability and efficiency. The integration of the AI module enables testing capabilities by combining realistic simulations with predictive analytics, enabling data-driven improvements in braking performance.
In still another embodiment, the roller mechanism 104 comprises embedded heating units and cooling units within each modular segment of the front roller component 104A and the rear roller component 104B. The heating units replicate high-temperature road surfaces, such as those encountered during summer, while the cooling units simulate low-temperature conditions, such as icy or frosty roads. These thermal controls enable the roller mechanism 104 to evaluate braking performance under varying temperature conditions. For example, activating the heating units allows simulation of braking on hot asphalt surfaces, testing the thermal durability and efficiency of the braking system. Similarly, activating the cooling units replicates reduced friction on icy roads, enabling assessment of braking stability under such conditions. The incorporation of heating and cooling units facilitates thermal testing, validating the braking system's reliability across a wide range of environmental scenarios.
In a further embodiment, the brake test rig 100 comprises a rotational imbalance simulation unit connected to the control unit 110. The rotational imbalance simulation unit replicates rotational discrepancies caused by uneven tyre wear or load imbalances affecting the two-wheeler 102. Based on inputs from the rotational imbalance simulation unit, the control unit 110 adjusts the modular segments of the front roller component 104A and the rear roller component 104B to simulate braking conditions under rotational imbalance. For instance, the simulation may involve altering the rotational speed of specific roller segments to mimic the effects of a partially worn tyre or an uneven load distribution on one wheel. This configuration ensures that the brake test rig 100 evaluates the stability and effectiveness of the braking system when the two-wheeler 102 operates under imbalance scenarios, validating its performance and safety in real-world conditions.
In another embodiment, the brake test rig 100 comprises an overload detection unit connected to the control unit 110. The overload detection unit monitors the operational parameters of the roller mechanism 104, the platform assembly 106, and the pair of load-bearing units 108 during braking simulations. If the overload detection unit identifies excessive forces or operational anomalies, such as abnormal loads or stress on components, it halts the operation of these systems to prevent damage. For example, if the load on the front load-bearing unit 108A exceeds its designated safety threshold, the overload detection unit signals the control unit 110 to stop all testing activities immediately. This safety mechanism ensures operational reliability, protects the brake test rig 100 from damage, and safeguards the two-wheeler 102 being tested.
In one embodiment, the brake test rig 100 comprises multiple brake detection sensors operatively connected to the control unit 110. Each brake detection sensor detects, individually, the stopping of the front wheel 102A and the rear wheel 102B upon application of brakes by the two-wheeler 102. Such sensors provide measurements of wheel movement, including the exact time when the wheels come to a complete stop. Additionally, the brake test rig 100 comprises a data logger operatively connected to the control unit 110. The data logger records critical data associated with braking events, such as stopping times, wheel speed before braking and environmental conditions during the test.
The control unit 110 processes the data recorded by the sensors and data logger to analyse braking performance of the two-wheeler. For example, during a simulated sudden braking event at 60 km/h, the sensors can detect the time taken by each wheel to stop and the data logger records discrepancies between the front and rear wheels in achieving full braking. Such recorded data allows the identification of uneven braking or delayed response in specific braking components. Such a configuration enables evaluation of braking behaviour under varied scenarios by enabling measurements, such as during high-speed deceleration, slippery road conditions or uneven loads on the wheels.
In another embodiment, the control unit 110 generates a braking performance report based on the data recorded by the brake detection sensors and the data logger. The braking performance report comprises detailed insights such as stopping distances, stopping times and deceleration rates for the two-wheeler 102 under various driving simulations. The stopping distance, for example, is calculated using the logged wheel speed and the detected stopping time.
The generated report is beneficial for comparing braking performance across diverse test scenarios. For example, the report highlights differences in stopping distances when braking on dry asphalt versus a wet surface. In an example, if a stopping distance of 10 meters is recorded on a dry surface at 40 km/h and the same test on a wet surface records a stopping distance of 15 meters, the braking performance under reduced friction conditions can be assessed for further improvement.
The braking performance report also identifies anomalies, such as inconsistent deceleration rates that might indicate uneven force application between the front wheel 102A and rear wheel 102B. For example, if the deceleration rate for the front wheel 102A is significantly lower than the rear wheel 102B during an incline simulation, it might suggest an issue with load distribution or brake pressure. Such a configuration evaluates reliability of the braking system of the two-wheeler by facilitating detailed analysis while also aiding in optimization of design thereof for enhanced safety and performance under diverse operational conditions.
Referring to FIGs. 2-4, different views of the brake test rig 100 of FIG. 1 are shown in accordance with various embodiments of the present disclosure. FIGs. 2-3 present right-hand side perspective views of the brake test rig 100, while FIG. 4 provides a right-hand side view. The configurations depicted in these views demonstrate the adaptability of the brake test rig 100 for testing a wide range of two-wheelers 102, including electric bikes and scooters. This adaptability allows for assessment of braking systems across varying designs, weights, and wheel configurations. Further, by enabling testing of diverse vehicle types, the brake test rig 100 facilitates optimisation of braking systems to improve safety and performance. Additionally, the ability to fine-tune braking mechanisms enhances energy efficiency and maximises range, ensuring better suitability for real-world operating conditions.
Referring to FIG. 5, there are shown steps of a method 500 for testing braking performance of a two-wheeler using a brake test rig, in accordance with an embodiment of the present disclosure. At step 502, the two-wheeler is positioned on a roller mechanism of the brake test rig. The roller mechanism comprises a front roller component positioned under a front wheel of the two-wheeler and a rear roller component positioned under a rear wheel of the two-wheeler. At step 504, a platform assembly disposed with the roller mechanism is adjusted. The platform assembly comprises a front platform disposed with the front roller component and a rear platform disposed with the rear roller component. At step 506, variable loads are applied on the front wheel and the rear wheel using a pair of load-bearing units. The pair of load-bearing units comprises a front load-bearing unit configured to apply a first amount of load on the front wheel and a rear load-bearing unit configured to apply a second amount of load on the rear wheel. At step 508, the roller mechanism, the platform assembly and the pair of load-bearing units are controlled using a control unit operatively connected to the roller mechanism, the platform assembly and the pair of load-bearing units. The control unit operates the roller mechanism, the platform assembly and the pair of load-bearing units to simulate braking conditions for the two-wheeler under different driving scenarios.
In one embodiment, the method 500 comprises performing braking endurance tests to evaluate the wear and performance characteristics of the braking system of the two-wheeler. The braking endurance tests comprise repeated application of brakes over a predetermined number of cycles under controlled conditions. The predetermined number of cycles can be set based on the testing parameters, such as the expected lifespan of the braking components or the specific conditions under which the two-wheeler is expected to operate.
In an example, during the endurance tests, the control unit monitors response of the braking system, including but not limited to, metrics such as braking efficiency, temperature variations in braking components and any signs of wear or degradation in the braking mechanism. For example, the method 500 comprises simulating scenarios where the brakes are repeatedly applied during a downhill descent, replicating real-world conditions of extended braking usage.
The data collected during such tests, such as changes in stopping distances, variations in deceleration rates and thermal stress on the brake pads, provide insights into the durability and reliability of the braking system. For example, if the stopping distance increases significantly after a certain number of braking cycles, the increase indicates wear in the brake pads or loss of hydraulic pressure in the braking mechanism. Such insights allow for identifying critical failure points and optimizing the design or material composition of the braking components to enhance their performance and lifespan.
In the description of the present invention, it is also to be noted that, unless otherwise explicitly specified or limited, the terms “disposed,” “mounted,” and “connected” are to be construed broadly, and may for example be fixedly connected, detachably connected, or integrally connected, either mechanically or electrically. They may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meaning of the above terms in the present invention can be understood in specific cases to those skilled in the art.
Modifications to embodiments and combination of different embodiments of the present disclosure described in the foregoing are possible without departing from the scope of the present disclosure as defined by the accompanying claims. Expressions such as “comprising”, “comprising”, “incorporating”, “have”, “is” used to describe and claim the present disclosure are intended to be construed in a non- exclusive manner, namely allowing for items, components or elements not explicitly described also to be present. Reference to the singular is also to be construed to relate to the plural where appropriate.
Although embodiments have been described with reference to a number of illustrative embodiments thereof, it should be understood that numerous other modifications and embodiments can be devised by those skilled in the art that will fall within the spirit and scope of the principles of this disclosure. More particularly, various variations and modifications are possible in the component parts and/or arrangements of the subject combination arrangement within the scope of the present disclosure, the drawings and the appended claims. In addition to variations and modifications in the component parts and/or arrangements, alternative uses will also be apparent to those skilled in the art.
,CLAIMS:WE CLAIM:
1. A brake test rig (100) for two-wheelers (102), the brake test rig (100) comprising:
- a roller mechanism (104) comprising:
- a front roller component (104A) integrated with the brake test rig (100), wherein the front roller component (104A) supports and receives a front wheel (102A) of the two-wheeler (102) when the two-wheeler (102) is positioned on the brake test rig (100); and
- a rear roller component (104B) integrated with the brake test rig (100), wherein the rear roller component (104B) supports and receives a rear wheel (102B) of the two-wheeler (102) when the two-wheeler (102) is positioned on the brake test rig (100);
- a platform assembly (106) disposed with the roller mechanism (104), wherein the platform assembly (106) comprises:
- a front platform (106A) disposed with the front roller component (104A); and
- a rear platform (106B) disposed with the rear roller component (104B);
- a pair of load-bearing units (108) comprising:
- a front load-bearing unit (108A) to apply a first amount of load on the front wheel (102A); and
- a rear load-bearing unit (108B) to apply a second amount of load on the rear wheel (102B); and
- a control unit (110) operatively connected to each of the roller mechanism (104), the platform assembly (106) and the pair of load-bearing units (108), wherein the control unit (110) controls operation of the roller mechanism (104), the platform assembly (106) and the pair of load-bearing units (108) to determine breaking conditions for the two-wheeler (102) for different driving simulations.
2. The brake test rig (100) as claimed in claim 1, wherein:
- each of the front roller component (104A) and the rear roller component (104B) comprise multiple modular segments to simulate driving on distinct road conditions;
- each of the front platform (106A) and the rear platform (106B) comprises a set of vertical actuators operatively connected to tilting mechanisms to adjust to elevation of the front wheel (102A) and the rear wheel (102B), respectively to simulate driving on varying road inclinations; and
- each of the front load-bearing unit (108A) and the rear load-bearing unit (108B) comprises a force application mechanism to simulate variable weight distributions and load shifts on the front wheel (102A) and the rear wheel (102B), respectively.
3. The brake test rig (100) as claimed in claim 2, wherein each of the front roller component (104A) and the rear roller component (104B) is connected to a common motor.
4. The brake test rig (100) as claimed in claim 1, wherein the pair of load-bearing units (108) comprises multiple force sensors connected to the control unit (110), wherein each force sensor measures the load applied to each of the front wheel (102A) and the rear wheel (102B) and wherein the control unit (110) adjusts the force application mechanism of each of the front load-bearing unit (108A) and the rear load-bearing unit (108B) based on feedback received from the multiple force sensors.
5. The brake test rig (100) as claimed in claim 1, wherein the brake test rig (100) comprises a crosswind simulation mechanism comprising an array of directional fans positioned around the brake test rig (100) and wherein each fan generates adjustable lateral airflow to simulate aerodynamic forces encountered by the two-wheeler (102) during braking.
6. The brake test rig (100) as claimed in claim 1, wherein the brake test rig (100) comprises an environmental simulation chamber surrounding the brake test rig (100) and wherein the environmental simulation chamber comprises one or more of: temperature control units, humidity regulation unit and pressure modulation units to simulate diverse environmental conditions during braking.
7. The brake test rig (100) as claimed in claim 1, wherein the brake test rig (100) comprises a visual monitoring unit having high-speed cameras disposed around the brake test rig (100) to capture real-time data of wheel movements and braking interactions.
8. The brake test rig (100) as claimed in claim 1, wherein the brake test rig (100) comprises an artificial intelligence (AI) module connected to the control unit (110) and wherein the AI module comprises:
- a generative AI component configured to simulate road conditions, road inclinations and weight distributions for the two-wheeler (102) based on predefined testing parameters; and
- a predictive AI component configured to analyse the simulated road conditions, road inclinations and weight distributions to determine optimal braking parameters for the two-wheeler (102) during each simulation run.
9. The brake test rig (100) as claimed in claim 1, wherein the roller mechanism (104) comprises embedded heating units and cooling units in each of the modular segments of the front roller component (104A) and the rear roller component (104B) and wherein the heating units and cooling units simulate temperature effects on road surfaces encountered by the two-wheeler (102) during braking.
10. The brake test rig (100) as claimed in claim 1, wherein the brake test rig (100) comprises a rotational imbalance simulation unit operatively connected to the control unit (110), wherein the rotational imbalance simulation unit simulates rotational discrepancies caused by uneven tyre wear or load imbalance and wherein the control unit (110) adjusts the modular segments of the front roller component (104A) and the rear roller component (104B) to simulate braking conditions under rotational imbalance.
11. The brake test rig (100) as claimed in claim 1, wherein the brake test rig (100) comprises an overload detection unit operatively connected to the control unit (110) and wherein the overload detection unit halts the operation of the roller mechanism (104), the platform assembly (106) and the pair of load-bearing units (108) upon detecting excessive forces or operational anomalies during braking simulations.
12. The brake test rig (100) as claimed in claim 1, wherein the brake test rig (100) comprises:
- multiple brake detection sensors operatively connected to the control unit (110), wherein each brake detection sensor detects, individually, stopping of each of the front wheel (102A) and the rear wheel (102B) upon application of brakes; and
- a data logger operatively connected to the control unit (110), wherein the data logger records data associated with the stopping of each of the front wheel (102A) and the rear wheel (102B) and wherein the control unit (110) analyses the recorded data to determine braking performance for the two-wheeler (102).
13. The brake test rig (100) as claimed in claim 12, wherein the control unit (110) generates a braking performance report based on the recorded data and wherein the braking performance report comprises details of stopping distances, stopping times and deceleration rates for the two-wheeler (102) under different driving simulations.
14. A method for testing braking performance of a two-wheeler (102) using a brake test rig (100), the method comprising:
- positioning the two-wheeler (102) on a roller mechanism (104) of the brake test rig (100), the roller mechanism (104) comprising:
- a front roller component (104A) integrated with the brake test rig (100), wherein the front roller component (104A) supports and receives a front wheel (102A) of the two-wheeler (102) when the two-wheeler (102) is positioned on the brake test rig (100); and
- a rear roller component (104B) integrated with the brake test rig (100), wherein the rear roller component (104B) supports and receives a rear wheel (102B) of the two-wheeler (102) when the two-wheeler (102) is positioned on the brake test rig (100);
- adjusting a platform assembly (106) disposed with the roller mechanism (104), the platform assembly (106) comprising:
- a front platform (106A) disposed with the front roller component (104A); and
- a rear platform (106B) disposed with the rear roller component (104B);
- applying variable loads on the front wheel (102A) and the rear wheel (102B) using a pair of load-bearing units (108), the pair of load-bearing units (108) comprising:
- a front load-bearing unit (108A) configured to apply a first amount of load on the front wheel (102A); and
- a rear load-bearing unit (108B) configured to apply a second amount of load on the rear wheel (102B); and
- controlling the roller mechanism, the platform assembly (106) and the pair of load-bearing units using a control unit (110) operatively connected to the roller mechanism (104), the platform assembly (106) and the pair of load-bearing units (108), wherein the control unit (110) operates the roller mechanism (104), the platform assembly (106) and the pair of load-bearing units (108) to simulate braking conditions for the two-wheeler (102) under different driving scenarios.
15. The method as claimed in claim 14, wherein the method comprises performing braking endurance tests and wherein the braking endurance tests comprise repeated application of brakes over a predetermined number of cycles to evaluate wear and performance characteristics of a braking system of the two-wheeler (102).