Brake fatigue test mechanism and brake fatigue test method

Abstract

The present invention relates to a brake fatigue test mechanism and a brake fatigue test method. The brake fatigue test mechanism includes: a fixing device for fixing a brake, the brake including a rotating member and a braking member, the rotating member can rotate relative to the fixing device, and the braking member can controllably brake the rotating member; a driving device for driving the rotating member to rotate; and a loading device configured to simultaneously apply a load to the rotating member in at least one of a first direction, a second direction, and a third direction. The above-mentioned brake fatigue test mechanism uses the driving device to drag the rotating member to simulate the temperature condition of the brake under actual operation, and then uses the loading device to apply loads in multiple directions to the brake to simulate the loads the brake is subjected to when braking in different vehicle states. The two are coordinated to improve the authenticity of the simulated brake's working conditions during actual vehicle driving, thereby improving the accuracy of the brake fatigue test.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicles, in particular to a brake fatigue test mechanism and a brake fatigue test method. Background Art

[0002] Brakes have the function of slowing down, stopping or keeping a vehicle stopped. During operation, the brakes are not only subjected to loads from multiple directions at the same time, but also generate a large amount of heat during the braking process. This is a multi-directional thermal and force coupling working condition.

[0003] Brakes need to undergo fatigue testing during production. Only after passing the test can they be mass-produced, assembled and used. Traditional brake fatigue testing devices usually only simulate unidirectional loads and cannot simulate the loads and heat that the brakes are subjected to during actual vehicle driving and parking, resulting in distorted test results. Summary of the Invention

[0004] Based on this, it is necessary to provide a brake fatigue test mechanism and a brake fatigue test method that improve the above defects in order to solve the problem that the traditional brake fatigue test mechanism cannot simulate the load on the brake during actual vehicle driving.

[0005] A brake fatigue testing mechanism, comprising:

[0006] A fixing device for fixing a brake, wherein the brake comprises a rotating member and a braking member, wherein the rotating member is rotatable relative to the fixing device, and the braking member is capable of controllably braking the rotating member;

[0007] A driving device, used for driving the rotating member to rotate;

[0008] The loading device is configured to apply a load to the rotating member in at least one of a first direction, a second direction, and a third direction, wherein the first direction, the second direction, and the third direction intersect with each other and are not coplanar.

[0009] In one embodiment, the driving device includes a tire member, which is fixedly connected to the rotating member and can be controlled to rotate around its own axis to drive the rotating member to rotate;

[0010] The loading device is configured to apply a load to the tire member in at least one of the first direction, the second direction, and the third direction.

[0011] In one embodiment, the driving device further includes a power source and a universal shaft, one end of the universal shaft is transmission-connected to the power source, and the other end is transmission-connected to the tire component, and the power source drives the tire component to rotate through the universal shaft.

[0012] In one embodiment, the loading device includes a loading base and at least one vertical actuator, all of the vertical actuators are movably mounted on the loading base along the third direction, each of the vertical actuators is used to load the load in the first direction to the tire component, and the third direction is parallel to the axial direction of the tire component.

[0013] In one embodiment, the vertical actuator includes a first loading block and a plurality of first balls. The first loading block can be moved in a controllable manner along the first direction. All of the first balls are movably installed on a side of the first loading block facing the tire component. The first loading block applies a load to the tire component through at least some of the first balls.

[0014] In one embodiment, the loading device further includes at least one longitudinal actuator, all of which are movably mounted on the loading base along the third direction, and each of the longitudinal actuators is used to load the load in the second direction onto the tire.

[0015] In one embodiment, the loading device further comprises a loading frame, which is rotatably mounted on the loading base around a hinge axis, wherein the hinge axis is parallel to the second direction, and all the vertical actuators and all the longitudinal actuators are fixedly mounted on the loading frame.

[0016] In one embodiment, each of the longitudinal actuators includes a second loading block and a plurality of second balls. The second loading block can be controllably moved along the second direction. All of the second balls are movably mounted on a side of the second loading block facing the tire component. The second loading block applies a load to the tire component through at least some of the second balls.

[0017] In one embodiment, one of the vertical actuators is used to apply a load to the bottom of the tire component, and two of the longitudinal actuators are used to apply loads to the tire component on two opposite sides in the second direction.

[0018] In one embodiment, the loading device further includes at least one transverse actuator, each of the transverse actuators includes a roller that can be controllably moved along the third direction, the roller can abut against the end surface of the tire component during movement to load the load in the third direction to the tire component, and the roller can rotate together with the tire component.

[0019] In one embodiment, the two lateral actuators are respectively disposed on opposite sides of the tire component in the third direction, and contact points between the two lateral actuators and the tire component are located near the bottom of the tire component.

[0020] In one embodiment, the fixing device is used to be connected to the frame, and the frame is provided with a brake at both ends of the longitudinal direction. The driving device is used to drive the rotating part of at least one of the brakes to rotate, and the loading device is used to apply a load to the rotating part of at least one of the first direction, the second direction and the third direction.

[0021] A brake fatigue test method, applied to the brake fatigue test mechanism according to any one of claims 1 to 12, comprising at least one of the following steps:

[0022] S1: Testing the braking condition of the brake installed on the fixing device when the vehicle is traveling in a straight line;

[0023] S2: testing the braking condition of the brake when the vehicle is turning;

[0024] S3: testing the braking condition of the brake when the vehicle is parked on level ground;

[0025] S4: Testing the braking condition of the brake when the vehicle is parked on a slope.

[0026] In one embodiment, any one of the steps S1-S4 further includes step S0:

[0027] activating a braking member of the brake to brake a rotating member of the brake;

[0028] driving the rotating member to rotate so that friction between the rotating member and the braking member generates heat;

[0029] Until the brake temperature reaches the typical operating brake temperature.

[0030] In one embodiment, the step S1 specifically includes:

[0031] applying a load in the first direction to the rotating member of the brake to simulate the full vehicle load;

[0032] driving the rotating member to rotate, and activating the brake member to brake the rotating member;

[0033] A load in a second direction is applied to the rotating member to simulate a braking force of the ground, wherein the second direction intersects with the first direction.

[0034] In one embodiment, step S2 specifically includes:

[0035] applying a load in the first direction to the rotating member of the brake to simulate the full vehicle load;

[0036] driving the rotating member to rotate, and activating the braking member to brake the rotating member;

[0037] applying a load in the second direction to the rotating member to simulate a braking force of the ground;

[0038] A load in the third direction is applied to the rotating member to simulate a lateral force of the ground.

[0039] In one embodiment, step S3 specifically includes:

[0040] applying a load in the first direction to the rotating member of the brake to simulate the full vehicle load;

[0041] The braking member of the brake is activated to brake the rotating member.

[0042] In one embodiment, step S4 specifically includes:

[0043] applying a load in the first direction to the rotating member of the brake to simulate the full vehicle load;

[0044] activating a braking member of the brake to brake the rotating member;

[0045] A load in the second direction is applied to the rotating member to simulate a braking force of the ground.

[0046] The above-mentioned brake fatigue test mechanism uses a driving device to drag the rotating parts to simulate the temperature conditions of the brake under actual operation, and then applies loads in multiple directions to the brake through a loading device to simulate the loads the brake is subjected to under different braking conditions of the vehicle. The combination of the two can improve the authenticity of the simulated brake's working conditions during actual vehicle driving, thereby improving the accuracy of the brake fatigue test. BRIEF DESCRIPTION OF THE DRAWINGS

[0047] Figure 1 Schematic diagram of the structure of a brake fatigue test mechanism in some embodiments of the present invention;

[0048] Figure 2 for Figure 1 A schematic structural diagram of a loading device and a tire component in a brake fatigue test mechanism in an embodiment;

[0049] Figure 3 for Figure 1Schematic diagram of the structure of the loading device in the brake fatigue testing mechanism in the embodiment.

[0050] Description of reference numerals:

[0051] Brake fatigue testing mechanism 100;

[0052] Brake 10, frame 11; floor member 12; sliding groove 13

[0053] Fixing device 20;

[0054] Drive device 30; tire component 31; power source 32; universal shaft 33; shaft 331; universal joint 334; gearbox 34;

[0055] Loading device 40; loading base 41; vertical actuator 42; first loading block 421; first V-shaped groove 422; first ball 423; longitudinal actuator 43; second loading block 431; second V-shaped groove 432; second ball 433; loading frame 44; transverse actuator 45; roller 451;

[0056] The first direction is X, the second direction is Y, and the third direction is Z. DETAILED DESCRIPTION

[0057] To make the above-mentioned objects, features, and advantages of the present invention more readily apparent, specific embodiments of the present invention are described in detail below with reference to the accompanying drawings. The following description sets forth numerous specific details to facilitate a full understanding of the present invention. However, the present invention can be implemented in many other ways than those described herein, and those skilled in the art may make similar modifications without departing from the scope of the present invention. Therefore, the present invention is not limited to the specific embodiments disclosed below.

[0058] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like to indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as limiting the present invention.

[0059] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of the technical features being referred to. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of the present invention, "plurality" means at least two, such as two, three, etc., unless otherwise specifically defined.

[0060] In the present invention, unless otherwise specified or limited, the terms "installed," "connected," "connect," "fixed," etc. should be understood in a broad sense. For example, they can refer to fixed connection, detachable connection, or integration; mechanical connection, electrical connection; direct connection, or indirect connection through an intermediate medium; internal communication between two components, or interaction between two components, unless otherwise specified. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on specific circumstances.

[0061] In the present invention, unless otherwise expressly specified or limited, when a first feature is "above" or "below" a second feature, it may mean that the first and second features are in direct contact, or that the first and second features are in indirect contact through an intermediary. Furthermore, when a first feature is "above," "above," or "above" a second feature, it may mean that the first feature is directly above or diagonally above the second feature, or simply means that the first feature is at a higher level than the second feature. When a first feature is "below," "below," or "below" a second feature, it may mean that the first feature is directly below or diagonally below the second feature, or simply means that the first feature is at a lower level than the second feature.

[0062] It should be noted that when an element is referred to as being "fixed to" or "disposed on" another element, it may be directly on the other element or there may be an intermediate element. When an element is considered to be "connected to" another element, it may be directly connected to the other element or there may be an intermediate element. The terms "vertical," "horizontal," "upper," "lower," "left," "right," and similar expressions used herein are for illustrative purposes only and do not represent the only implementation methods.

[0063] Currently, commercial vehicle brakes typically include disc brakes and drum brakes. Regardless of disc or drum brake, their principles are similar: a rotating member and a braking member. The rotating member is connected to the vehicle's wheels to rotate with them, while the braking member is connected to the vehicle's frame to remain stationary. When the vehicle needs to brake, the rotating member and the braking member come into contact, and friction between the braking member and the rotating member brakes the rotating member. For example, in a disc brake, the rotating member is the brake disc, and the braking member is the brake pad. In a drum brake, the rotating member is the brake drum, and the braking member is the brake pad.

[0064] See Figure 1 and Figure 2 Some embodiments of the present invention provide a brake fatigue testing mechanism 100 , comprising: a fixing device 20 , a driving device 30 and a loading device 40 .

[0065] The fixing device 20 is used to fix the brake 10. When the brake 10 is fixed to the fixing device 20, the rotating member can rotate relative to the fixing device 20, and the driving device 30 is used to drive the rotating member to rotate, thereby simulating the rotating member rotating with the wheel. At the same time, when the brake member is braking the rotating member, the driving device 30 is continuously activated to drive the rotating member to rotate. The friction between the rotating member and the brake member generates heat, thereby increasing the temperature of the brake 10. This simulates the heat generated by the brake 10 during operation, allowing the brake 10 to be maintained at a typical operating braking temperature, thereby further simulating the actual operation of the brake 10.

[0066] The typical operating brake temperature refers to the temperature of the brake 10 when the vehicle is operating normally. During actual testing, the vehicle's wheel-end sensors can be used to collect the brake temperature of the brake 10 while the vehicle is driving to obtain the typical operating brake temperature.

[0067] Furthermore, the loading device 40 is configured to simultaneously apply a load to the rotating member in at least one of a first direction X, a second direction Y, and a third direction Z. The first direction X, the second direction Y, and the third direction Z intersect with each other and are not coplanar. In this way, the loads in the first direction X, the second direction Y, and the third direction Z coordinate with each other to simulate the loads applied to the brake 10 during vehicle braking, cornering, and parking conditions. In use, the first direction X corresponds to the height of the vehicle, the second direction Y corresponds to the longitudinal direction of the vehicle, and the third direction Z corresponds to the width of the vehicle.

[0068] In this way, the driving device 30 is used to drag the rotating part to simulate the temperature conditions of the brake 10 under actual operation, and then the loading device 40 applies loads in multiple directions to the brake 10 to simulate the loads that the brake 10 is subjected to when braking in different vehicle states. The combination of the two can improve the authenticity of the working conditions of the simulated brake 10 during actual vehicle driving, thereby improving the accuracy of the fatigue test of the brake 10.

[0069] When the brake 10 is a drum brake, the rotating part is the brake drum, which is relatively large in size. The loading device 40 can directly apply the load to the brake drum. However, during actual vehicle driving, the braking force of the ground is transmitted to the brake drum through the wheels. Therefore, the method of directly applying the load to the brake drum cannot simulate the state of the wheel transmitting the load to the brake drum. At the same time, when the brake 10 is a disc brake, the rotating part is the brake disc, and the loading device 40 cannot directly apply the load to the brake disc.

[0070] To this end, in some embodiments of the present invention, the simulation drive device 30 includes a tire component 31, which is used to be fixedly connected to the rotating component and can be controlled to rotate around its own axis to drive the rotating component to rotate, thereby simulating the rotation of the tire through the rotating component, and the loading device 40 is constructed to apply a load to the tire component 31 in at least one direction to simulate the state in which the braking force and lateral force of the ground are transmitted to the rotating component through the tire component 31 when the vehicle brakes, and at the same time, the brake disc or brake drum can be adapted through the tire component 31.

[0071] In some embodiments, the drive device 30 further includes a power source 32, which is in transmission connection with the tire component 31 to drive the tire component 31 to rotate. The power source 32 can be driven by an electric motor, a hydraulic drive, or a pneumatic drive, preferably a motor drive, so that the motor voltage can be adjusted to adjust the motor speed, thereby adjusting the rotation speed of the tire component 31. Furthermore, the drive device 30 further includes a gearbox 34. The motor speed is output to the tire component 31 after being decelerated and torque-increased by the gearbox 34, so that the speed of the tire component 31 can simulate the speed of the tire when the vehicle is actually driving.

[0072] During actual testing, if the tire assembly 31 is directly connected to the output shaft of the gearbox 34 and is subjected to multi-directional loads, part of the load on the tire assembly 31 will be transferred to the output shaft of the gearbox 34. This will prevent the entire load of the loading device 40 from being applied to the tire assembly 31, thereby distorting the test results. Furthermore, the output shaft of the gearbox 34 will be continuously affected by the load, causing deformation of the output shaft, which in turn affects the power transmission between the power source 32 and the tire assembly 31.

[0073] To this end, the drive device 30 further includes a universal joint 33, one end of which is drivingly connected to the output shaft of the gearbox 34, and the other end of which is drivingly connected to the tire component 31. The power source 32 drives the tire component 31 to rotate via the universal joint 33, thereby decoupling the loads in various directions applied to the tire component 31 through the universal joint 33. That is, when the universal joint 33 transmits torque to the tire component 31, it can also rotate with the tire component 31, thereby ensuring the stability of power transmission between the power source 32 and the tire component 31 while preventing the load on the tire component 31 from being transferred to the universal joint 33, thereby ensuring that the load of the loading device 40 can be fully applied to the tire component 31.

[0074] Specifically, the universal joint 333 includes a shaft 331 and universal joints 334 disposed at both ends of the shaft 331. One universal joint 334 is connected to the output shaft of the transmission 34, and the other universal joint 334 is connected to the tire 31. The universal joints 334 employ conventional universal joint structures, such as a cross-shaft universal joint 334, a ball-fork constant velocity universal joint 334, or a ball-cage constant velocity universal joint 334. For example, when the tire 31 is subjected to a load and tilts relative to the transmission 34, the two cross-shafts of the universal joint 334 connected to the tire rotate relative to each other, allowing the shaft 331 to properly input torque to the tire 31. If the tire tilts excessively, the shaft 331 will also be pulled to a certain angle. The rotation of the two cross-shafts within the universal joint 334 connected to the transmission 34 ensures that the transmission 34 can consistently output torque to the shaft 331.

[0075] In some embodiments of the present invention, the loading device 40 includes a loading base 41 and at least one vertical actuator 42. All vertical actuators 42 are movably mounted on the loading base 41 along a third direction Z. Each vertical actuator 42 is configured to apply a load in a first direction X to the tire component 31. The third direction Z is parallel to the axis of the tire component 31. During actual testing, if the vertical actuators 42 apply the load in the first direction X to the tire component 31 while the tire component 31 is also subjected to a load in the third direction Z, the tire component 31 and the vertical actuator 42 will displace in the third direction Z. This will prevent the vertical actuators 42 from applying the load in the first direction X to a designated location on the tire component 31, thereby distorting the test results. Since the vertical actuator 42 is movably mounted on the loading base 41, even if the tire component 31 is displaced by the load in the third direction Z, the vertical actuator 42 will also displace along with the tire component 31, thereby ensuring that the vertical actuator 42 can always apply the load in the first direction X to the specified position of the tire component 31, thereby ensuring the accuracy of the test.

[0076] Furthermore, the loading device 40 includes at least one longitudinal actuator 43. All longitudinal actuators 43 are movably mounted on the loading base 41 along the third direction Z. Each longitudinal actuator 43 is used to apply a load in the second direction Y to the tire component 31. Similar to the vertical actuator 42, the longitudinal actuators 43 movably mounted on the loading base 41 ensure that the longitudinal actuators 43 can always apply the load in the second direction Y to a designated location on the tire component 31, further ensuring test accuracy.

[0077] Specifically, in this embodiment, the loading device 40 further includes a loading frame 44, which is rotatably mounted on the loading base 41 about a hinge axis. All vertical actuators 42 and all longitudinal actuators 43 are fixedly mounted on the loading frame 44. The hinge axis is parallel to the second direction Y. Thus, when all vertical actuators 42 and all axial actuators rotate relative to the loading base 41, they are displaced in the first direction X, thereby decoupling the load applied to the tire component 31 in the third direction Z. This allows all vertical actuators 42 and all axial actuators to apply loads to designated locations on the tire component 31.

[0078] In some embodiments, see Figure 3 The vertical actuator 42 includes a first loading block 421 that can be controllably moved along the first direction X. The first loading block 421 can contact the bottom of the tire component 31 during the movement in the first direction X. As the first loading block 421 continues to move, the first loading block 421 can apply a load in the first direction X to the tire component 31.

[0079] Since the tire component 31 is still in a rotating state when the first loading block 421 contacts the tire component 31, in order to avoid friction between the first loading block and the tire component 31, the vertical actuator 42 further includes a plurality of balls. All of the first balls 423 are movably mounted on the side of the first loading block 421 facing the tire component. The first loading block 421 applies a load to the tire component 31 through at least some of the first balls 423, so that the rotation of the tire component 31 is released by the rolling of the first balls 423, thereby avoiding friction between the first loading block 421 and the tire component 31.

[0080] The first loading block 421 has a first V-shaped groove 422 opening toward the tire member 31. All first balls 423 are movably mounted on two opposing walls of the first V-shaped groove 422. Passing through the first V-shaped groove 422 increases the contact area between the first loading block 421 and the tire member 31, ensuring effective loading. The two walls of the first V-shaped groove 422 are symmetrically arranged along the axis of the tire member 31, ensuring that the load applied by the first loading block 421 to the bottom of the tire is also symmetrically arranged along the axis of the tire member 31, ensuring the centering of the direction of the load applied by the vertical actuator 42.

[0081] Same as vertical actuator 42, refer again Figure 3 Each longitudinal actuator 43 includes a second loading block 431 and a plurality of second balls 433. The second loading block 431 is controllably movable in the second direction Y. All of the second balls 433 are movably mounted on the side of the second loading block 431 facing the tire member. The second loading block 431 applies a load to the tire member 31 via at least some of the second balls 433. Furthermore, the second loading block 431 has a second V-shaped groove 432 that opens toward the tire member 31. All of the second balls 433 are movably mounted on two opposing groove walls of the second V-shaped groove 432. The two groove walls of the second V-shaped groove 432 are also symmetrically arranged along the axis of the tire member 31 to ensure the centering of the direction of the load applied by each longitudinal actuator 43.

[0082] Specifically, in this embodiment, one vertical actuator 42 is used to apply a load to the bottom of the tire component 31 to simulate the vehicle load borne by the wheel. The two longitudinal actuators 43 are used to apply loads to the tire component 31 on opposite sides in the second direction Y to simulate the braking force exerted by the ground on the wheel during vehicle braking. The two longitudinal actuators 43 can respectively simulate the braking forces exerted in opposite directions by the ground on the wheel during forward and reverse movement of the vehicle.

[0083] In some embodiments, the loading device 40 further includes at least one transverse actuator 45, which is used to apply a load in the third direction Z to the tire component 31. Each transverse actuator 45 includes a roller 451 that can be controllably moved along the third direction Z. During movement, the roller 451 can abut against an end surface of the tire component 31 to apply the load in the third direction Z to the tire component 31. The roller 451 can also rotate along with the tire component 31. The rotation of the roller 451 can release the rotation of the tire component 31, thereby preventing friction between the transverse actuator 45 and the tire component 31.

[0084] Specifically, in this embodiment, two lateral actuators 45 are disposed on opposite sides of the tire component 31 in the third direction Z. The contact points between the two lateral actuators 45 and the tire component 31 are located near the bottom of the tire component 31. These two lateral actuators 45 simulate the lateral force exerted by the ground on the wheels when the vehicle turns. One of the two lateral actuators 45 can simulate the lateral force exerted by the ground when the vehicle turns right, while the other lateral actuator 45 can simulate the lateral force exerted by the vehicle when turning left.

[0085] It should be noted that the number of vertical actuators 42, lateral actuators 45 and longitudinal actuators 43 can be set according to specific test requirements. Figure 1Taking the brake fatigue testing mechanism 100 in the embodiment as an example, the brake fatigue testing mechanism 100 includes a vertical actuator 42, two lateral actuators 45 and two longitudinal actuators 43 to simulate the vehicle load, ground braking force and ground lateral force borne by the tire when the vehicle is driving, thereby meeting the fatigue test requirements of the brake 10 of an ordinary vehicle. Since the actual operating conditions of different vehicles are different, the number of vertical actuators 42, lateral actuators 45 and longitudinal actuators 43 can be adjusted to test the brakes 10 of different vehicles.

[0086] In some embodiments of the present invention, a fixing device 20 is connected to a vehicle frame 11. A brake 10 is disposed at each end of the vehicle frame 11 in its longitudinal direction. A driving device 30 is configured to rotate a rotating member of at least one of the brakes 10. A loading device 40 is configured to apply a load to the rotating member of the at least one brake 10 in at least one of a first direction X, a second direction Y, and a third direction Z. Thus, by mounting the brake 10 on the vehicle frame 11 and then testing the brake 10, the actual operating state of the brake 10 can be further simulated, thereby further improving the accuracy of the test results.

[0087] In some embodiments, in order to enable the brake fatigue testing mechanism 100 to test different types of frames 11 and brakes 10, the brake fatigue testing mechanism 100 also includes a floor member 12, and a sliding groove 13 is provided on the floor member 12. The fixing device 20, the driving device 30 and the loading device 40 can all be slidably installed in the fixing groove, so that the positions of the fixing device, the driving device 30 and the loading device 40 on the floor member 12 can be adjusted through the sliding groove 13, thereby adjusting the distance between the fixing device 20, the driving device 30 and the loading device 40 to adapt to different types of frames 11 and brakes 10.

[0088] As a common concept of the present application, a brake fatigue test method is also provided, which is applied to the brake fatigue test device provided in the above embodiment to perform a fatigue test on the brake 10. The brake fatigue test method includes at least one of the following steps:

[0089] S1: Testing the braking condition of the brake 10 when the vehicle is traveling in a straight line;

[0090] S2: Testing the braking condition of the brake 10 when the vehicle is turning;

[0091] S3: Testing the braking condition of the brake 10 when the vehicle is parked on flat ground;

[0092] S4: Testing the braking operation of the brake 10 when the vehicle is parked on a slope.

[0093] The above steps can be performed sequentially, or targeted tests can be performed on only one of the braking conditions. The above four steps can simulate the braking conditions of the vehicle's brake 10 in most vehicle usage conditions, and the above four steps can be used to perform targeted tests on different conditions to ensure that the fatigue of the brake 10 under any vehicle usage condition can be detected.

[0094] In some embodiments of the present invention, any one of steps S1-S4 may further include step S0:

[0095] activating a brake member to brake the rotating member;

[0096] driving the rotating member to rotate so that friction between the rotating member and the brake member generates heat;

[0097] Until the temperature of the brake 10 reaches the typical operating braking temperature.

[0098] The typical operating braking temperature refers to the temperature of the brake 10 when the vehicle is in normal operation during driving. This temperature is the typical operating braking temperature. Therefore, before performing any of steps S1-S4, the temperature of the brake 10 can be raised to the typical operating braking temperature in step S0, and then the braking condition of the brake 10 can be tested to improve the accuracy of the test. Figure 1 The brake fatigue testing mechanism 100 in the embodiment can drive the rotating member through the driving device 30 and brake the rotating member through the braking member, so that the temperature of the brake 10 is increased to the typical working braking temperature.

[0099] Specifically in the embodiment, step S1 specifically includes:

[0100] Applying a load in a first direction X to the rotating member to simulate the vehicle load;

[0101] driving the rotating member to rotate, and activating the braking member to brake the rotating member;

[0102] A load in a second direction Y is applied to the rotating member to simulate a braking force of the ground, where the second direction Y intersects the first direction X.

[0103] Specific to Figure 1 In the brake fatigue testing mechanism 100 of the embodiment, the vertical actuator 42 is activated to apply a load in a first direction X to the tire component 31, and one of the longitudinal actuators 43 is activated to apply a load in a second direction Y to the rotating component. The remaining longitudinal actuators 43 and the transverse actuator 45 are separated from the tire component 31.

[0104] Among them, when the vehicle is traveling in a straight line, it includes two states: straight forward and straight backward. When simulating the braking condition of the vehicle when traveling in a straight line, one of the longitudinal actuators 43 can be started, and when simulating the braking condition of the vehicle when traveling in a straight line backward, the other longitudinal actuator 43 can be started. The loads applied by the two longitudinal actuators 43 are in opposite directions, thereby simulating the braking conditions of the vehicle when traveling in a straight line forward and straight backward, respectively.

[0105] Specifically in the embodiment, step S2 specifically includes:

[0106] Applying a load in a first direction X to the rotating member to simulate the vehicle load;

[0107] driving the rotating member to rotate, and activating the braking member to brake the rotating member;

[0108] Applying a load in a second direction Y to the rotating member to simulate a braking force of the ground;

[0109] A load in the third direction Z is applied to the rotating member to simulate the lateral force of the ground. The first direction X, the second direction Y, and the third direction Z intersect with each other and are not coplanar.

[0110] Specific to Figure 1 The brake fatigue testing mechanism 100 in the embodiment can activate the vertical actuator 42 to apply a load in a first direction X to the tire component 31, activate one of the longitudinal actuators 43 to apply a load in a second direction Y to the tire component 31, and finally activate one of the lateral actuators 45 to apply a load in a third direction Z to the tire component 31.

[0111] It should be noted that the vehicle also includes two operating conditions when turning, namely, turning forward and turning backward. Similar to the above-mentioned straight-line forward and straight-line turning, different second longitudinal actuators 43 can be used to simulate the two operating conditions of the vehicle when turning forward and turning backward respectively. At the same time, by activating different lateral actuators 45, the vehicle can simulate the operating conditions of turning right or left.

[0112] Specifically in the embodiment, step S3 specifically includes:

[0113] Applying a load in a first direction X to the rotating member to simulate the vehicle load;

[0114] The brake member is activated to brake the rotating member.

[0115] Specific to Figure 1 The brake 10 in the embodiment can apply a load in the first direction X to the tire component 31 by activating the vertical actuator 42 , and the longitudinal actuator 43 and the lateral actuator 45 are separated from the tire component 31 .

[0116] Specifically in the embodiment, step S4 specifically includes:

[0117] Applying a load in a first direction X to the rotating member to simulate the vehicle load;

[0118] activating a brake member to brake the rotating member;

[0119] A load in a second direction Y is applied to the rotating member to simulate a braking force of the ground.

[0120] Specific to Figure 1 The brake 10 in this embodiment can activate the vertical actuator 42 to apply a load in a first direction X to the tire member 31, and activate one of the longitudinal actuators 43 to apply a load in a second direction Y to the rotating member. The remaining longitudinal actuators 43 and the lateral actuator 45 are separated from the tire member 31.

[0121] Among them, the slope parking state of the vehicle includes uphill parking and downhill parking. When simulating the braking condition of the vehicle when parking on an uphill slope, one of the longitudinal actuators 43 can be activated, and when simulating the braking condition of the vehicle when parking on a downhill slope, the other longitudinal actuator 43 can be activated. The loads applied by the two longitudinal actuators 43 are in opposite directions, thereby simulating the braking conditions of the vehicle when parking on an uphill slope and when parking on a downhill slope, respectively.

[0122] The above-mentioned brake fatigue test method can simulate the braking conditions of the vehicle brake 10 in most vehicle usage conditions, and by conducting targeted tests for different working conditions, it can ensure that the fatigue of the brake 10 in any vehicle usage condition can be detected.

[0123] The technical features of the above embodiments can be combined arbitrarily. In order to make the description concise, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0124] The above embodiments merely illustrate several implementations of the present invention, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the patent. It should be noted that a person skilled in the art would be able to make various modifications and improvements without departing from the spirit of the present invention, all of which fall within the scope of protection of the present invention. Therefore, the scope of protection of the patent for this invention shall be determined by the appended claims.

Claims

1. A brake fatigue test mechanism, characterized in that: The brake fatigue testing mechanism comprises: A fixing device (20) for fixing a brake (10), wherein the brake (10) comprises a rotating member and a braking member, wherein the rotating member is rotatable relative to the fixing device (20), and the braking member is capable of controlling the braking of the rotating member; a driving device (30) for driving the rotating member to rotate; A loading device (40) is configured to apply a load to the rotating member in at least one of a first direction (X), a second direction (Y), and a third direction (Z), wherein the first direction (X), the second direction (Y), and the third direction (Z) intersect with each other and are not coplanar; The driving device (30) includes a tire component (31), which is used to be fixedly connected to the rotating component and can be controlled to rotate around its own axis to drive the rotating component to rotate; The loading device (40) is configured to apply a load to the tire member (31) in at least one of the first direction (X), the second direction (Y), and the third direction (Z); The driving device (30) further comprises a power source (32) and a universal shaft (33), one end of the universal shaft (33) being transmission-connected to the power source (32), and the other end of the universal shaft (33) being transmission-connected to the tire component (31), and the power source (32) drives the tire component (31) to rotate via the universal shaft (33); The first direction (X) corresponds to a height direction of the vehicle, the second direction (Y) corresponds to a longitudinal direction of the vehicle, and the third direction (Z) corresponds to a width direction of the vehicle.

2. The brake fatigue testing mechanism according to claim 1, characterized in that: The loading device (40) comprises a loading base (41) and at least one vertical actuator (42), all of the vertical actuators (42) are movably mounted on the loading base (41) along the third direction (Z), and each vertical actuator (42) is used to load the load in the first direction (X) to the tire component (31).

3. The brake fatigue testing mechanism according to claim 2, characterized in that: The vertical actuator (42) includes a first loading block (421) and a plurality of first rolling balls (423). The first loading block (421) can be controlled to move along the first direction (X). All the first rolling balls (423) are movably installed on a side of the first loading block (421) facing the tire component (31). The first loading block (421) applies a load to the tire component (31) through at least some of the first rolling balls (423).

4. The brake fatigue testing mechanism according to claim 2, characterized in that: The loading device (40) further comprises at least one longitudinal actuator (43), all of which are movably mounted on the loading base (41) along the third direction (Z), and each longitudinal actuator (43) is used to load a load in the second direction (Y) onto the tire component (31).

5. The brake fatigue testing mechanism according to claim 4, characterized in that: The loading device (40) further includes a loading frame (44), which is rotatably mounted on the loading base (41) around a hinge axis, wherein the hinge axis is parallel to the second direction (Y), and all the vertical actuators (42) and all the longitudinal actuators (43) are fixedly mounted on the loading frame (44).

6. The brake fatigue testing mechanism according to claim 5, characterized in that: Each of the longitudinal actuators (43) includes a second loading block (431) and a plurality of second balls (433). The second loading block (431) can be controlled to move along the second direction (Y). All of the second balls (433) are movably mounted on a side of the second loading block (431) facing the tire component (31). The second loading block (431) applies a load to the tire component (31) through at least some of the second balls (433).

7. The brake fatigue testing mechanism according to claim 5, characterized in that: One of the vertical actuators (42) is used to apply a load to the bottom of the tire component (31), and two of the longitudinal actuators (43) are used to apply a load to the tire component (31) on opposite sides in the second direction (Y).

8. The brake fatigue testing mechanism according to claim 1, characterized in that: The loading device (40) further includes at least one transverse actuator (45), each of the transverse actuators (45) including a roller (451) that can be controlled to move along the third direction (Z), the roller (451) being able to abut against the end surface of the tire component (31) during movement to load the load in the third direction (Z) onto the tire component (31), and the roller (451) being able to rotate together with the tire component (31).

9. The brake fatigue testing mechanism according to claim 8, characterized in that: The two lateral actuators (45) are respectively arranged on opposite sides of the tire component (31) in the third direction (Z), and the contact points between the two lateral actuators (45) and the tire component (31) are arranged close to the bottom of the tire component (31).

10. The brake fatigue testing mechanism according to claim 1, characterized in that: The fixing device (20) is used to be connected to the vehicle frame (11), and the vehicle frame (11) is provided with a brake (10) at both ends in the longitudinal direction. The driving device (30) is used to drive the rotating part of at least one of the brakes (10) to rotate, and the loading device (40) is used to apply a load to the rotating part of at least one of the first direction (X), the second direction (Y) and the third direction (Z).

11. A brake fatigue test method, applied to the brake fatigue test mechanism according to any one of claims 1 to 10, characterized in that: The brake fatigue test method comprises at least one of the following steps: S1: testing the braking condition of the brake (10) installed on the fixing device (20) in a vehicle straight-line driving state; S2: testing the braking condition of the brake (10) when the vehicle is turning; S3: testing the braking condition of the brake (10) when the vehicle is parked on flat ground; S4: testing the braking condition of the brake (10) when the vehicle is parked on a slope.

12. The brake fatigue test method according to claim 11, characterized in that: Before any one of the steps S1-S4, step S0 is also included: activating a braking member of the brake (10) to brake a rotating member of the brake (10); driving the rotating member to rotate so that friction between the rotating member and the braking member generates heat; Until the temperature of the brake (10) reaches the typical operating braking temperature.

13. The brake fatigue test method according to claim 11, characterized in that: The step S1 specifically includes: Applying a load in the first direction (X) to the rotating part of the brake (10) to simulate the full vehicle load; driving the rotating member to rotate, and activating the brake (10) to brake the rotating member; A load in the second direction (Y) is applied to the rotating member to simulate a braking force of the ground.

14. The brake fatigue test method according to claim 11, characterized in that: The step S2 specifically includes: Applying a load in the first direction (X) to the rotating part of the brake (10) to simulate the full vehicle load; driving the rotating member to rotate, and activating the braking member to brake the rotating member; applying a load in the second direction (Y) to the rotating member to simulate a braking force of the ground; A load in the third direction (Z) is applied to the rotating member to simulate a lateral force of the ground.

15. The brake fatigue test method according to claim 11, characterized in that: The step S3 specifically includes: Applying a load in the first direction (X) to the rotating part of the brake (10) to simulate the full vehicle load; The braking member of the brake (10) is activated to brake the rotating member.

16. The brake fatigue test method according to claim 12, characterized in that: The step S4 specifically includes: Applying a load in the first direction (X) to the rotating part of the brake (10) to simulate the full vehicle load; activating a braking member of the brake (10) to brake the rotating member; A load in the second direction (Y) is applied to the rotating member to simulate a braking force of the ground.

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