Brake clearance detection method, device, test bench and controller

Abstract

The application relates to a brake clearance detection method, device, test bench and controller. The method comprises the following steps: acquiring initial vibration parameters corresponding to a to-be-detected brake installed on a test bench; determining test parameters required for testing the brake clearance performance of the to-be-detected brake; performing vibration test on the to-be-detected brake according to the test parameters, acquiring real-time vibration parameters of the to-be-detected brake in the vibration test; determining brake clearance determination information based on the initial vibration parameters and the real-time vibration parameters; and the brake clearance determination information is used for indicating whether the brake clearance of the to-be-detected brake is in a normal range. The method can perform vibration test according to the determined test parameters, and vibration is not performed in a fixed frequency and acceleration mode, so that the situation that the whole vehicle vibration signal under typical road conditions cannot meet the vibration form requirement of the brake test can be avoided, the detected brake clearance is not inaccurate, and the performance of the brake clearance of the brake can be accurately reflected.

Description

Technical Field

[0001] This application relates to the field of brake testing technology, and in particular to a brake clearance detection method, device, test bench, and controller. Background Technology

[0002] Air disc brakes are becoming increasingly widely used in commercial vehicles. Before installation, most OEMs conduct extensive performance and durability tests on the brakes. When a vehicle travels on bumpy roads, the brake clearance changes. If the brake clearance is too small, it can cause the brakes to wear and overheat, leading to dangerously high wheel-end temperatures (where the brakes are mounted). Conversely, if the brake clearance is too large, it can cause the braking system to respond slowly and reduce braking force.

[0003] Currently, the standard procedure for testing brake clearance performance involves installing the brake on a vehicle, driving the vehicle through typical road conditions, and then testing the brake clearance under these conditions. This method has limitations; the vibration signals from the vehicle under typical road conditions may not meet the vibration requirements of a braking test, leading to inaccurate brake clearance readings and failing to accurately reflect the brake clearance performance. Summary of the Invention

[0004] Therefore, it is necessary to provide a brake clearance detection method, device, test bench, and controller that can simulate the vibration of the whole vehicle, reproduce the braking action, environmental factors, and vibration operating conditions of the brake to the greatest extent, and detect whether the brake clearance is abnormal in real time during the vibration process.

[0005] Firstly, this application provides a method for detecting brake clearance. The method includes:

[0006] Obtain the initial vibration parameters of the brake under test installed on the test bench;

[0007] Determine the test parameters required to test the brake clearance performance of the brake under test;

[0008] Vibration tests were conducted on the brake under test according to the test parameters to obtain the real-time vibration parameters of the brake under test during the vibration test.

[0009] Based on initial vibration parameters and real-time vibration parameters, brake clearance determination information is determined; the brake clearance determination information is used to indicate whether the brake clearance of the brake under test is within the normal range.

[0010] In one embodiment, determining the test parameters required to test the brake clearance performance of the brake under test includes:

[0011] Obtain the acceleration load spectrum of the brake under test in each preset direction under different road conditions;

[0012] Convert the acceleration load spectrum into a power spectral density;

[0013] Based on the power spectral density, determine the test parameters required to test the braking clearance performance of the brake under test.

[0014] In one embodiment, the test parameters required for testing the brake clearance performance of the brake under test are determined based on the power spectral density, including:

[0015] The power spectral density is enhanced to obtain the enhanced power spectral density.

[0016] Based on the enhanced power spectral density, the test parameters required to test the braking clearance performance of the brake under test are determined.

[0017] In one embodiment, enhancing the power spectral density to obtain an enhanced power spectral density includes:

[0018] Determine the fatigue damage value corresponding to each preset frequency in the power spectral density;

[0019] The power spectral density is strengthened according to the preset strengthening time and constraints. The constraints include: the fatigue damage value corresponding to each preset frequency in the power spectral density is kept consistent before and after the strengthening process.

[0020] Based on the preset strengthening time and fatigue damage value, the power spectral density after strengthening treatment is determined.

[0021] In one embodiment, the test parameters include vibration acceleration and vibration test duration. Based on the enhanced power spectral density, the test parameters required to test the braking gap performance of the brake under test are determined, including:

[0022] The acceleration corresponding to any preset frequency in the power spectral density after the strengthening treatment is randomly determined as the vibration acceleration, and the preset strengthening time is taken as the vibration test time.

[0023] In one embodiment, the method further includes:

[0024] When the maximum acceleration corresponding to the power spectral density is greater than the maximum acceleration in the acceleration load spectrum, increase the preset strengthening time.

[0025] When the maximum acceleration corresponding to the power spectral density is less than the maximum acceleration in the acceleration load spectrum, the preset strengthening time is reduced.

[0026] In one embodiment, the initial vibration parameters include the initial air chamber stroke; the real-time vibration parameters include the actual air chamber stroke and the actual braking clearance.

[0027] Based on initial vibration parameters and real-time vibration parameters, the braking gap determination information is determined, including:

[0028] If the initial air chamber stroke is inconsistent with the actual air chamber stroke, and the actual braking clearance is not within the preset range, then the braking clearance determination information is used to indicate that the braking clearance of the brake under test is not within the normal range.

[0029] In one embodiment, the method further includes:

[0030] If the actual braking clearance is greater than the upper limit of the preset range, the braking clearance determination information is also used to indicate that the brake under test has a risk of reduced braking force.

[0031] If the actual braking clearance is less than the lower limit of the preset range, the braking clearance determination information is also used to indicate that the brake under test has a risk of dragging and abrasion.

[0032] Secondly, this application also provides a brake clearance detection device. The device includes:

[0033] The initial vibration parameter acquisition module is used to acquire the initial vibration parameters of the brake under test installed on the test bench.

[0034] The test parameter determination module is used to determine the test parameters required to test the brake clearance performance of the brake under test.

[0035] The real-time vibration parameter acquisition module is used to conduct vibration tests on the brake under test according to the test parameters and obtain the real-time vibration parameters of the brake under test during the vibration test.

[0036] The brake clearance determination module is used to determine brake clearance determination information based on initial vibration parameters and real-time vibration parameters; the brake clearance determination information is used to indicate whether the brake clearance of the brake under test is within the normal range.

[0037] Thirdly, this application also provides a brake clearance detection test bench, the test bench including a base, a vibration fixture, a first stroke rod, a second stroke rod, a wire displacement sensor and a processor;

[0038] The brake under test is mounted on a vibration fixture, which is mounted on a base. One end of the first stroke rod is fixedly connected to the air chamber push plate mounted on the brake under test. The other end of the first stroke rod is connected to one end of the second stroke rod, and the other end of the second stroke rod is connected to the pull end of the pull wire displacement sensor. The pull wire displacement sensor is electrically connected to the processor.

[0039] Fourthly, this application also provides a controller. The controller includes a memory and a processor, the memory storing a computer program, and the processor executing the computer program to perform the following steps:

[0040] Obtain the initial vibration parameters of the brake under test installed on the test bench;

[0041] Determine the test parameters required to test the brake clearance performance of the brake under test;

[0042] Vibration tests were conducted on the brake under test according to the test parameters to obtain the real-time vibration parameters of the brake under test during the vibration test.

[0043] Based on initial vibration parameters and real-time vibration parameters, brake clearance determination information is determined; the brake clearance determination information is used to indicate whether the brake clearance of the brake under test is within the normal range.

[0044] Fifthly, this application also provides a computer-readable storage medium. The computer-readable storage medium stores a computer program thereon, which, when executed by a processor, performs the following steps:

[0045] Obtain the initial vibration parameters of the brake under test installed on the test bench;

[0046] Determine the test parameters required to test the brake clearance performance of the brake under test;

[0047] Vibration tests were conducted on the brake under test according to the test parameters to obtain the real-time vibration parameters of the brake under test during the vibration test.

[0048] Based on initial vibration parameters and real-time vibration parameters, brake clearance determination information is determined; the brake clearance determination information is used to indicate whether the brake clearance of the brake under test is within the normal range.

[0049] Sixthly, this application also provides a computer program product. The computer program product includes a computer program that, when executed by a processor, performs the following steps:

[0050] Obtain the initial vibration parameters of the brake under test installed on the test bench;

[0051] Determine the test parameters required to test the brake clearance performance of the brake under test;

[0052] Vibration tests were conducted on the brake under test according to the test parameters to obtain the real-time vibration parameters of the brake under test during the vibration test.

[0053] Based on initial vibration parameters and real-time vibration parameters, brake clearance determination information is determined; the brake clearance determination information is used to indicate whether the brake clearance of the brake under test is within the normal range.

[0054] The aforementioned brake clearance detection method, device, test bench, and controller simulate the vibration conditions of the brake under test on the test bench. Simultaneously with the vibration simulation, braking actions are performed according to predetermined test parameters under a simulated braking environment. Real-time vibration parameters of the brake under test are recorded during the vibration test. The consistency between the initial and real-time vibration parameters determines whether the brake clearance is within the normal range. This method can reproduce the braking action, environmental factors, and vibration operating conditions of the brake to the greatest extent possible while simulating the vibration of the entire vehicle. It eliminates the need to install the brake under test on the entire vehicle for testing, improving efficiency. It also eliminates the need to wait for the entire vehicle structure design and installation before testing the brake clearance, shortening the testing cycle. During vibration simulation, test parameters are determined based on the vehicle's acceleration load spectrum, and vibration tests are conducted according to these parameters, rather than using a fixed frequency and acceleration method. This avoids situations where the vehicle vibration signal under typical road conditions does not meet the vibration requirements of the braking test, leading to inaccurate brake clearance detection and an inability to accurately reflect the performance of the brake clearance. Attached Figure Description

[0055] Figure 1 This is an application environment diagram of the brake clearance detection method in one embodiment;

[0056] Figure 2 This is a flowchart illustrating a braking clearance detection method in one embodiment;

[0057] Figure 3 This is a schematic diagram of the brake under test installed on the test bench in one embodiment;

[0058] Figure 4 This is a schematic diagram of the structure of the vibration clamp in one embodiment;

[0059] Figure 5 This is a schematic diagram of the environmental chamber in one embodiment;

[0060] Figure 6 This is a flowchart illustrating the process of obtaining the initial vibration parameters of the brake under test installed on the test bench in one embodiment.

[0061] Figure 7 This is a schematic diagram of the acceleration load spectrum in one embodiment;

[0062] Figure 8 This is a schematic diagram of the power spectral density in one embodiment;

[0063] Figure 9 This is a schematic diagram of fatigue damage values ​​in one embodiment;

[0064] Figure 10 This is a schematic diagram of the complete processing flow of the acceleration load spectrum in one embodiment;

[0065] Figure 11 This is a schematic diagram of the brake clearance detection process for the brake under test in one embodiment;

[0066] Figure 12 This is a structural block diagram of a brake clearance detection device in one embodiment;

[0067] Figure 13 This is a diagram of the internal structure of the controller in one embodiment;

[0068] In the figure, 1-base, 2-vibration clamp, 3-first stroke rod, 4-second stroke rod, 5-wire displacement sensor, 6-air chamber, 7-environmental chamber, 8-accelerometer, 9-support. Detailed Implementation

[0069] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0070] The braking clearance detection method provided in this application embodiment can be applied to, for example... Figure 1 In the application environment shown, the test bench 102 acquires the initial vibration parameters corresponding to the brake under test 104 installed on the test bench 102; determines the test parameters required to test the braking clearance performance of the brake under test 104; conducts a vibration test on the brake under test 104 according to the test parameters, and acquires the real-time vibration parameters of the brake under test 104 during the vibration test; and determines the braking clearance judgment information based on the initial vibration parameters and the real-time vibration parameters. The braking clearance judgment information is used to indicate whether the braking clearance of the brake under test 104 is within the normal range. The test bench 102 may be, but is not limited to, an electromagnetic vibration test bench including a processor, a brake durability test bench, etc. The brake under test 104 may be a pneumatic disc brake.

[0071] Traditional brake clearance performance testing involves mounting the brakes on the entire vehicle, driving the vehicle under typical road conditions, and manually measuring the brake clearance to determine if it meets performance requirements. This method has the following drawbacks:

[0072] First, each brake 104 to be tested needs to be installed on the entire vehicle for testing, which is relatively inefficient.

[0073] Second, generally, the brakes are designed before the overall vehicle structure. Testing can only be carried out after the entire vehicle structure has been designed and installed, resulting in a long testing cycle.

[0074] Third, there are instances where the vehicle vibration signal under typical road conditions does not meet the vibration mode requirements of the braking test, resulting in inaccurate measured brake clearance and an inability to accurately reflect the performance of the brake clearance. Therefore, to solve the above problem, in one embodiment, such as Figure 2 As shown, a method for detecting brake clearance is provided, which can be applied to... Figure 1 Taking the test bench in the example, the following steps are included:

[0075] Step 202: Obtain the initial vibration parameters corresponding to the brake 104 under test installed on the test bench.

[0076] The initial vibration parameters are the vibration parameters of the brake 104 under test when the self-adjustment mechanism is functioning normally, such as the initial air chamber 6 travel and the initial braking clearance. The braking clearance refers to the distance between the brake pads and the wheel hub.

[0077] In some embodiments, the test bench includes a base 1, a vibration clamp 2, a first stroke rod 3, a second stroke rod 4, a wire displacement sensor 5, and a processor; as shown Figure 3 As shown, the brake under test 104 is installed on the designed vibration fixture 2 according to the actual vehicle installation angle. The vibration fixture 2 is installed on the base 1, and the air chamber 6 is installed on the brake under test 104. One end of the first stroke rod 3 passes through the front shell hole of the air chamber 6 and is fixedly connected to the push plate inside the air chamber 6. The other end of the first stroke rod 3 is connected to one end of the second stroke rod 4. The other end of the second stroke rod 4 is connected to the pull end of the pull wire displacement sensor 5. The pull wire displacement sensor 5 is locked to the air chamber 6 of the brake under test 104 through the bracket 9 and is electrically connected to the processor.

[0078] The structure of the vibration clamp 2 is as follows: Figure 4 As shown. It should be noted that the vibration fixture 2 in this application example is the same vibration fixture 2 used in brake durability testing. The vibration fixture 2 can simulate vehicle vibration according to a given vibration acceleration. The cable displacement sensor 5, the first stroke rod 3, and the second stroke rod 4 form a gap monitoring structure, used to record the maximum stroke of the cable displacement sensor 5 during each braking process, serving as the basis for judging whether the brake gap is normal.

[0079] In one embodiment, the test bench also includes an environmental chamber 7, such as Figure 5 As shown, the environmental chamber 7 is mounted on the base 1 of the test bench. The brake 104 under test and the vibration clamp 2 are placed inside the environmental chamber 7, and the environmental chamber 7 and the base 1 of the test bench form a sealed cavity. The environmental chamber 7 is used to simulate the ambient temperature during vehicle operation.

[0080] In one embodiment, the test bench further includes an acceleration sensor 8, which is mounted on the base of the vibration fixture 2 and serves as an acceleration control feedback signal for the electromagnetic vibration test bench.

[0081] Specifically, such as Figure 6 As shown, the personnel manually adjusted the gap of the brake under test 104 to its maximum value. Then, 0.3 times the rated air pressure was injected into the air chamber 6 at a frequency of 1 second of inflation, 2 seconds of pressure holding, and 1 second of exhaust. A total of 100 braking tests were conducted on the test bench, recording the maximum value of the cable displacement sensor 5 (air chamber stroke) during each braking cycle. After recording 100 braking cycles, the test bench determined whether the air chamber stroke had stabilized (the air chamber stroke collected for a preset number of consecutive cycles was within a preset range). If stable, it indicated that the self-adjusting mechanism of the brake under test 104 was functioning correctly; if unstable, it indicated an installation problem or a defective sample. If the adjustment function was normal, the brake gap value still needed to be manually checked to ensure it met the design requirements. If it did, the air chamber stroke at this time was recorded as L0; the brake gap value at this time was also recorded as t0. If it did not meet the requirements, further investigation was needed until the gap met the specifications.

[0082] Step 204: Determine the test parameters required to test the braking clearance performance of the brake under test 104.

[0083] The vibration fixture 2 is the same type used in brake durability testing. In brake durability testing, sinusoidal vibration with a fixed frequency and acceleration is employed to verify brake durability. Since vehicles experience vibration loads of varying intensities at different frequencies under typical operating conditions, if this embodiment also uses the fixed frequency and acceleration testing method found in brake durability testing, the test bench would be unable to reproduce the vehicle's vibration patterns. Therefore, the test parameters used in this embodiment include the vibration acceleration at a random frequency and the vibration test duration.

[0084] It is important to note that: in vibration, the velocity is obtained by differentiating displacement with respect to time, and the acceleration is obtained by differentiating velocity with respect to time again. Therefore, in vibration, the acceleration amplitude = vibration frequency * velocity amplitude = vibration frequency squared * displacement amplitude.

[0085] Specifically, the test bench processes the vehicle's acceleration load spectrum to obtain the power spectral density, and determines the test parameters required to test the braking clearance performance of the brake under test 104 according to the power spectral density.

[0086] Step 206: Perform a vibration test on the brake under test 104 according to the test parameters, and obtain the real-time vibration parameters of the brake under test 104 during the vibration test.

[0087] The vibration test involves randomly vibrating the brake 104 under test at a predetermined vibration acceleration, with the vibration duration matching the predetermined test duration. Real-time vibration parameters refer to the corresponding vibration parameters of the brake 104 under test after braking, such as the actual air chamber stroke and actual braking clearance.

[0088] In some embodiments, a large amount of heat is generated during vehicle braking, causing the temperature at the wheel end (the mounting location of the brake under test 104 on the vehicle) to rise. The brake being in this ambient temperature environment significantly affects the adjustment of the brake clearance. To avoid the influence of environmental factors on the measurement of the brake clearance, this embodiment simulates the braking environment of the brake in an environmental chamber 7. To simulate the braking environment of the brake, this embodiment extracts the minimum and maximum temperatures of the vehicle environment and sets the minimum and maximum temperatures to alternate in the environmental chamber 7. Specifically: after the minimum temperature persists for a first preset duration, it is converted to the maximum temperature within a second preset duration. This process is repeated, with the maximum temperature persisting for a first preset duration and then being converted back to the minimum temperature within a second preset duration, until the test ends. For example, after the minimum temperature persists for 1 hour, it is converted to the maximum temperature within 30 minutes, and then the maximum temperature persists for 1 hour and is converted back to the minimum temperature within 30 minutes.

[0089] It should be noted that the first preset duration and the second preset duration can be the same or different.

[0090] In some embodiments, performing braking during vibration is a crucial step in evaluating the clearance setting process and a necessary step in assessing whether the brake self-adjustment mechanism is malfunctioning. Therefore, this application embodiment simulates vehicle braking conditions on a test bench, wherein the braking time can be set to a braking pressure rise time of 1s, a pressure holding time of 2s, and a venting time of 10s.

[0091] Specifically, the environmental chamber 7 of the test bench is opened. The minimum and maximum temperatures from the actual vehicle environment are extracted. The minimum temperature is maintained for a first preset duration, then converted to the maximum temperature within a second preset duration. This process is repeated, with the maximum temperature maintained for a first preset duration, then converted back to the minimum temperature within a second preset duration, and so on, until the test ends. While simulating the braking environment in the environmental chamber 7, a random vibration test is performed on the brake under test 104 according to a determined vibration acceleration. The vibration duration is consistent with the determined vibration test duration. The air chamber 6 is filled with 0.3 times the rated air pressure, with a frequency of 1s for filling, 2s for holding pressure, and 10s for venting. The real-time vibration parameters of the brake under test 104 are recorded after the braking action.

[0092] Step 208: Based on the initial vibration parameters and real-time vibration parameters, determine the brake gap determination information; the brake gap determination information is used to indicate whether the brake gap of the brake under test 104 is within the normal range.

[0093] If the braking gap is not within the normal range, the initial vibration parameters will not be consistent with the actual vibration parameters. This application embodiment uses this principle to determine whether the braking gap of the brake 104 under test is within the normal range. If the braking gap is within the normal range, it indicates that the braking gap performance of the brake 104 under test is good. If the braking gap is not within the normal range, it indicates that the braking gap performance of the brake 104 under test does not meet the requirements.

[0094] Specifically, the test bench compares the initial vibration parameters with the real-time vibration parameters and generates brake clearance judgment information based on the comparison results. If the brake clearance judgment information indicates that the brake clearance of the brake under test 104 is within the normal range, it means that the brake clearance performance of the brake under test 104 is good. If the brake clearance judgment information indicates that the brake clearance of the brake under test 104 is not within the normal range, it means that the brake clearance performance of the brake under test 104 does not meet the requirements.

[0095] In the aforementioned brake clearance detection method, the vibration conditions of the brake under test 104 are simulated on a test bench. Simultaneously with the vibration simulation, braking actions are performed according to determined test parameters under a simulated braking environment. Real-time vibration parameters of the brake under test 104 are recorded during the vibration test. The consistency between the initial and real-time vibration parameters determines whether the brake clearance of the brake under test 104 is within the normal range. This method can reproduce the braking action, environmental factors, and vibration usage conditions of the brake to the greatest extent possible while simulating the vibration of the entire vehicle. It eliminates the need to install the brake under test 104 on the vehicle for testing, improving efficiency. It also eliminates the need to wait for the entire vehicle structure design and installation before testing the brake clearance of the brake under test 104, shortening the testing cycle. During vibration simulation, test parameters are determined based on the vehicle's acceleration load spectrum, and vibration tests are performed according to these parameters, rather than using a fixed frequency and acceleration method. This avoids situations where the vehicle vibration signal under typical road conditions does not meet the vibration requirements of the braking test, leading to inaccurate brake clearance detection and an inability to accurately reflect the performance of the brake clearance.

[0096] In one embodiment, the industry currently only verifies the durability of brakes, without focusing on whether the brake clearance meets performance requirements. Traditional brake durability tests typically use sinusoidal vibrations at a fixed frequency and speed for verification. This method can only verify the brake's durability and cannot verify the brake clearance. Therefore, this embodiment of the application, based on the brake durability test, performs a brake clearance test. The test parameters required to determine the brake clearance performance of the brake under test 104 include:

[0097] Step 1: Obtain the acceleration load spectrum of the brake under test 104 in each preset direction under different road conditions.

[0098] The acceleration load spectrum characterizes the relationship between acceleration and time. The preset directions can be the X, Y, and Z directions of the brake under test 104, which are consistent with the X, Y, and Z directions of the vehicle coordinate system. Different road conditions can be test track durability roads, or typical working conditions with relatively harsh environments such as urban areas, rural areas, mountain roads, and mines. The more comprehensive the working conditions, the more accurately the vibration environment of the actual vehicle can be reproduced. Test track durability roads and typical working conditions can also be combined.

[0099] Specifically, the brake under test 104 is installed on the vehicle and the vehicle is driven on different road conditions. The acceleration signal in the X, Y and Z directions of the wheel end of the brake under test 104 is detected by the acceleration sensor 8 installed at the brake base plate. Based on the correspondence between the acceleration signal and the acquisition time, an acceleration load spectrum is established.

[0100] It is important to note that the acceleration load spectrum of the brake under test 104 only needs to be acquired once, and can then be used as the acceleration load spectrum of a brake of the same type as the brake under test 104. For example, if the brake under test A and the brake under test B belong to the same type of brake, and the acceleration load spectrum has already been acquired from the whole vehicle when testing the brake under test A, then when testing the brake under test B, it is not necessary to install the brake under test B on the whole vehicle again to acquire the acceleration load spectrum; the acceleration load spectrum corresponding to the brake under test A can be directly applied.

[0101] Step 2: Convert the acceleration load spectrum into power spectral density.

[0102] Power spectral density refers to the distribution of signal power at various frequency points, expressed as density, with units of g^2 / Hz, and a frequency resolution of 1Hz. Acceleration load spectra are commonly used in time-domain analysis, while power spectral density is commonly used in frequency-domain analysis. This is because the acceleration load spectrum contains many superimposed signals, such as... Figure 7The acceleration load spectrum shown (horizontal axis represents time, vertical axis represents acceleration magnitude) is messy and complex. To facilitate the analysis of the acceleration load spectrum, this embodiment converts the acceleration load spectrum into a power spectral density, as shown below. Figure 8 As shown, the horizontal axis represents frequency, and the vertical axis represents power spectral density. In other words, the signal in the time domain is converted into a frequency domain signal. The power spectral density visually displays the signal composition in the acceleration load spectrum, which is also the basis for designing controllers in automatic control.

[0103] Specifically, the test bench performs a Fourier transform on the acceleration load spectrum to obtain a complex spectrum. The product of the complex spectrum and its conjugate is used to obtain the self-power spectrum. The self-power spectrum is divided by the frequency resolution to obtain the power spectral density.

[0104] Step 3: Determine the test parameters required to test the braking clearance performance of the brake under test 104 based on the power spectral density.

[0105] Among them, random vibration tests are conducted based on the power spectral density, and the randomly determined vibration acceleration is used as the vibration acceleration.

[0106] In this embodiment, the acceleration load spectrum is converted into a power spectral density, the power spectral density is analyzed, and a random vibration test is conducted based on the power spectral density. The randomly determined vibration acceleration is used as the vibration acceleration, which can obtain more accurate experimental parameters.

[0107] In one embodiment, converting the acceleration load spectrum to power spectral density reduces the intensity of the vibration signal, preventing large loads from being ignored. This leads to random vibration tests failing to accurately reflect the braking performance of the brake under test 104 under different road conditions. The vibration signal characterizes the magnitude of the vibration of the brake under test 104 in the random vibration test, which can be evaluated by the magnitude of acceleration. Therefore, to address the above problem, in this embodiment, the test parameters required for testing the braking clearance performance of the brake under test 104 are determined based on the power spectral density, including the following steps:

[0108] Step 1: Enhance the power spectral density to obtain the enhanced power spectral density.

[0109] Among them, enhancement processing refers to the power spectral density.

[0110] Specifically, enhancing the power spectral density to obtain the enhanced power spectral density includes the following steps:

[0111] 1. Determine the fatigue damage value corresponding to each preset frequency in the power spectral density.

[0112] The fatigue damage value refers to the fatigue damage generated by the brake 104 under different road conditions. Specifically, it is calculated based on the following formula (1):

[0113]

[0114] Wherein, DP(f) n ) indicates at frequency f n Damage value at the location; G1(f n ) indicates at frequency f n The power spectral density value before the strengthening treatment; ε is the damping ratio; b represents the slope of the SN curve, where the SN curve represents the sum of load changes that the material can withstand before fracture; T1 is the duration of the acceleration load spectrum.

[0115] According to the above fatigue damage value calculation formula Figure 8 The fatigue damage values ​​corresponding to each frequency in the power spectral density shown are as follows: Figure 9 As shown, where, Figure 9 In the figure shown, the horizontal axis represents frequency, and the vertical axis represents fatigue damage value. The fatigue damage value has no unit.

[0116] 2. The power spectral density is strengthened according to the preset strengthening time and constraints; the constraints include: the fatigue damage value corresponding to each preset frequency in the power spectral density is kept consistent before and after the strengthening process.

[0117] Based on experience, the preset strengthening duration should not be less than 1 / 16 of the acceleration load spectrum duration. Therefore, the acceleration load spectrum duration in this embodiment is T1 / 16.

[0118] In order to achieve a shorter test time without sacrificing the true simulation accuracy of the vibration test, the fatigue damage values ​​corresponding to each preset frequency in the constrained power spectral density in the embodiments of this application remain consistent before and after the strengthening treatment.

[0119] 3. Based on the preset strengthening time and fatigue damage value, determine the power spectral density after strengthening treatment.

[0120] The power spectral density after enhancement is calculated according to formula (2):

[0121]

[0122] Among them, G2(f n ) indicates at frequency f n The power spectral density value after enhancement treatment; T2 represents the preset enhancement time.

[0123] Step 2: Based on the enhanced power spectral density, determine the test parameters required to test the braking gap performance of the brake under test 104.

[0124] The test parameters include vibration acceleration and vibration test duration.

[0125] Specifically, the acceleration corresponding to any preset frequency in the power spectral density after the strengthening treatment is randomly determined as the vibration acceleration, and the preset strengthening time is taken as the vibration test duration. That is, the test bench conducts a vibration test according to the acceleration corresponding to any preset frequency in the randomly determined power spectral density, and the vibration duration is consistent with the determined vibration test duration.

[0126] In some embodiments, to avoid excessive vibration acceleration leading to unrealistically large vibration loads or insufficient vibration acceleration resulting in inadequate vibration intensity that fails to replicate the large load acceleration of a real vehicle, this application verifies the vibration acceleration during the test process and adjusts the vibration acceleration process based on feedback until the vibration acceleration intensity matches the vibration intensity of a real vehicle. Specifically, this includes the following steps:

[0127] If the maximum acceleration corresponding to the power spectral density is greater than the maximum acceleration in the acceleration load spectrum, increase the preset strengthening time; if the maximum acceleration corresponding to the power spectral density is less than the maximum acceleration in the acceleration load spectrum, decrease the preset strengthening time.

[0128] Specifically, increasing the preset strengthening time indicates that, under the premise of the same fatigue damage value, the vibration duration is prolonged, thereby reducing the vibration acceleration intensity. Decreasing the preset strengthening time indicates that, under the premise of the same fatigue damage value, the vibration duration is reduced, thereby increasing the vibration acceleration intensity.

[0129] Specifically, such as Figure 10 As shown, the acceleration load spectrum is acquired, and data processing (including filtering, zero drift removal, and other preprocessing) is performed. The acceleration load spectrum is converted into a power spectral density, and the power spectral density is subjected to acceleration intensification processing. Based on the intensified power spectral density, test parameters are determined, and vibration tests are conducted based on these parameters to verify the actual vibration acceleration magnitude. If the maximum acceleration corresponding to the power spectral density is greater than the maximum acceleration in the acceleration load spectrum, the preset intensification time is increased until the maximum acceleration corresponding to the power spectral density approaches the maximum acceleration value in the acceleration load spectrum. If the maximum acceleration corresponding to the power spectral density is less than the maximum acceleration in the acceleration load spectrum, the preset intensification time is decreased until the maximum acceleration corresponding to the power spectral density approaches the maximum acceleration value in the acceleration load spectrum. Using the same principle, after converting all the acceleration load spectra of the three axes of the brake 104 under test into suitable power spectral densities, the acceleration load spectrum processing is complete. Random vibration tests can then be conducted on the brake 104 under test in the three directions using the power spectral density and vibration time in each direction.

[0130] In this embodiment, the power spectral density is enhanced. Based on the enhanced power spectral density, the test parameters required to test the braking clearance performance of the brake 104 under test are determined. This avoids the reduction in vibration signal intensity and the neglect of large loads when the acceleration load spectrum is converted to the power spectral density, which would prevent the random vibration test from truly reflecting the braking conditions of the brake 104 under different road conditions. The vibration test duration is adjusted to seek the most realistic degree of acceleration enhancement, avoiding excessive vibration acceleration that results in unrealistic large vibration loads or insufficient vibration intensity that fails to reproduce the large load acceleration of the actual vehicle.

[0131] In one embodiment, experiments show that when the brake clearance is not within the normal range, the actual air chamber stroke of the brake under test 104 is inconsistent with the initial air chamber stroke. Based on this finding, this application embodiment determines whether the brake clearance of the brake under test 104 is within the normal range based on the initial stroke. In this application embodiment, the initial vibration parameters include the initial air chamber stroke; the real-time vibration parameters include the actual air chamber stroke and the actual brake clearance. Determining the brake clearance determination information based on the initial vibration parameters and the real-time vibration parameters specifically includes the following steps:

[0132] If the initial air chamber stroke is inconsistent with the actual air chamber stroke, and the actual braking clearance is not within the preset range, then the braking clearance determination information is used to indicate that the braking clearance of the brake 104 under test is not within the normal range.

[0133] In some embodiments, if the actual braking gap is greater than the upper limit of the preset range, the braking gap determination information is used to indicate that the brake under test 104 has a risk of reduced braking force; if the actual braking gap is less than the lower limit of the preset range, the braking gap determination information is used to indicate that the brake under test 104 has a risk of dragging.

[0134] Specifically, such as Figure 11As shown, the test bench first activates the environmental chamber 7. According to the minimum and maximum values of the actual vehicle environmental temperature extracted, the minimum and maximum values are set alternately in the environmental chamber 7. The temperature duration is 1 hour, and the temperature conversion time is 30 minutes. Then, random vibration tests are carried out on three axes according to the processed power spectral density until the vibration test duration T. Finally, 0.3 times the rated air pressure is filled into the air chamber 6, with a frequency of: inflating for 1 s, maintaining pressure for 2 s, and exhausting for 10 s. Record the maximum stroke value of the cable sensor during each braking, and compare it with the stable air chamber stroke L0 before the test to check if they are consistent. If they are consistent, the vibration test can continue until the vibration test duration T ends; if they are inconsistent, it is necessary to stop the machine to check whether the braking gap is abnormal. If the gap is abnormal and the actual braking gap is greater than the upper limit value of the preset range, it is determined that the braking gap determination information is also used to indicate that there is a risk of reduced braking force for the待测制动器104; if the actual braking gap is less than the lower limit value of the preset range, it is determined that the braking gap determination information is also used to indicate that there is a risk of dragging for the待测制动器104. If the braking gap is normal, the vibration test can continue until the vibration test duration T ends. If no abnormality occurs even at the end of the vibration test duration T, it means that the待测制动器104 is qualified and there is no risk of dragging or increased gap. After the test, even if the sample is qualified, it is necessary to measure the braking gap once and compare it with t0 to judge whether the braking gap shows an increasing or decreasing trend during the vibration test as a design reference, even if it is qualified.

[0135] In the embodiment of the present application, taking the air chamber stroke as the first condition for determining whether the braking gap of the待测制动器104 meets the requirements, and taking whether the actual braking gap is within the normal range as the second condition for determining whether the braking gap of the待测制动器 is in line with the requirements, it is possible to quickly and accurately judge whether the待测制动器104 meets the requirements.

[0136] The embodiment of the present application provides a detailed process of a braking gap detection method, which specifically includes the following steps:

[0137] Step 1, obtain the initial vibration parameters corresponding to the待测制动器104 installed on the test bench; the initial vibration parameters include the initial air chamber stroke.

[0138] Step 2, obtain the acceleration load spectra corresponding to the待测制动器104 in each preset direction under different road conditions.

[0139] Step 3, convert the acceleration load spectrum into a power spectral density.

[0140] Step 4, determine the fatigue damage values corresponding to each preset frequency in the power spectral density.

[0141] Step 5: Perform a strengthening process on the power spectral density according to the preset strengthening duration and constraint conditions; the constraint conditions include: the fatigue damage values ​​corresponding to each preset frequency in the power spectral density are kept consistent before and after the strengthening process.

[0142] Step 6: Determine the power spectral density after strengthening treatment based on the preset strengthening time and fatigue damage value.

[0143] Step 7: Randomly determine the acceleration corresponding to any preset frequency in the power spectral density after the strengthening treatment as the vibration acceleration, and use the preset strengthening time as the vibration test time; the test parameters include vibration acceleration and vibration test time.

[0144] Step 8: Perform a vibration test on the brake under test 104 according to the test parameters, and obtain the real-time vibration parameters of the brake under test 104 during the vibration test.

[0145] Step 9: If the maximum acceleration corresponding to the power spectral density is greater than the maximum acceleration in the acceleration load spectrum, increase the preset strengthening time; if the maximum acceleration corresponding to the power spectral density is less than the maximum acceleration in the acceleration load spectrum, decrease the preset strengthening time.

[0146] Step 10: If the initial air chamber stroke is inconsistent with the actual air chamber stroke, and the actual braking clearance is not within the preset range, then the braking clearance determination information is used to indicate that the braking clearance of the brake under test 104 is not within the normal range.

[0147] Step 11: If the actual braking gap is greater than the upper limit of the preset range, the braking gap determination information is also used to indicate that the brake under test 104 has a risk of reduced braking force.

[0148] Step 12: If the actual braking gap is less than the lower limit of the preset range, the braking gap determination information is also used to indicate that the brake under test 104 has a risk of dragging and abrasion.

[0149] In this embodiment of the application, by designing a test bench test scheme, it is possible to simulate the vibration of a real vehicle on the test bench, while also incorporating factors such as braking action and environment, to reproduce the vibration usage conditions of the disc brake on the whole vehicle to the greatest extent, and to monitor in real time whether the brake clearance is abnormal during the vibration process.

[0150] It should be understood that although the steps in the flowcharts of the embodiments described above are shown sequentially according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the flowcharts of the embodiments described above may include multiple steps or multiple stages. These steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these steps or stages is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the steps or stages of other steps.

[0151] In one embodiment, a brake clearance detection test bench is provided, such as Figure 3 As shown, the test bench includes a base 1, a vibration clamp 2, a first stroke rod 3, a second stroke rod 4, a wire displacement sensor 5, and a processor;

[0152] The brake under test 104 is mounted on the vibration clamp 2, which is mounted on the base 1. One end of the first stroke rod 3 is fixedly connected to the push plate of the air chamber 6 mounted on the brake under test 104. The other end of the first stroke rod 3 is connected to one end of the second stroke rod 4, and the other end of the second stroke rod 4 is connected to the pull end of the pull wire displacement sensor 5. The pull wire displacement sensor 5 is electrically connected to the processor.

[0153] Specifically, the brake under test 104 is installed on the designed vibration fixture 2 according to the actual vehicle installation angle. The vibration fixture 2 is installed on the base 1, and the air chamber 6 is installed on the brake under test 104. One end of the first stroke rod 3 passes through the front shell hole of the air chamber 6 and is fixedly connected to the push plate inside the air chamber 6. The other end of the first stroke rod 3 is connected to one end of the second stroke rod 4, and the other end of the second stroke rod 4 is connected to the pull end of the pull wire displacement sensor 5. The pull wire displacement sensor 5 is locked to the air chamber 6 of the brake under test 104 through the bracket 9 and is electrically connected to the processor.

[0154] The structure of the vibration clamp 2 is as follows: Figure 4 As shown. It should be noted that the vibration fixture 2 in this application example is the same vibration fixture 2 used in brake durability testing. The vibration fixture 2 can simulate vehicle vibration according to a given vibration acceleration. The cable displacement sensor 5, the first stroke rod 3, and the second stroke rod 4 form a gap monitoring structure, used to record the maximum stroke of the cable displacement sensor 5 during each braking process, serving as the basis for judging whether the brake gap is normal.

[0155] In one embodiment, the test bench also includes an environmental chamber 7, such as Figure 5As shown, the environmental chamber 7 is mounted on the base 1 of the test bench. The brake 104 under test and the vibration clamp 2 are placed inside the environmental chamber 7, and the environmental chamber 7 and the base 1 of the test bench form a sealed cavity. The environmental chamber 7 is used to simulate the ambient temperature during vehicle operation.

[0156] In one embodiment, the test bench further includes an acceleration sensor 8, which is mounted on the base of the vibration fixture 2 and serves as an acceleration control feedback signal for the electromagnetic vibration test bench; the acceleration sensor 8 is electrically connected to the processor.

[0157] Based on the same inventive concept, this application also provides a brake clearance detection device for implementing the brake clearance detection method described above. The solution provided by this device is similar to the solution described in the above method; therefore, the specific limitations in one or more brake clearance detection device embodiments provided below can be found in the limitations of the brake clearance detection method described above, and will not be repeated here.

[0158] In one embodiment, such as Figure 12 As shown, a brake clearance detection device is provided, comprising: an initial vibration parameter acquisition module 1201, a test parameter determination module 1202, a real-time vibration parameter acquisition module 1203, and a brake clearance determination module 1204, wherein:

[0159] The initial vibration parameter acquisition module 1201 is used to acquire the initial vibration parameters corresponding to the brake 104 under test installed on the test bench;

[0160] The test parameter determination module 1202 is used to determine the test parameters required to test the braking clearance performance of the brake under test 104;

[0161] The real-time vibration parameter acquisition module 1203 is used to conduct a vibration test on the brake 104 under test according to the test parameters and obtain the real-time vibration parameters of the brake 104 under test during the vibration test.

[0162] The brake gap determination module 1204 is used to determine brake gap determination information based on initial vibration parameters and real-time vibration parameters; the brake gap determination information is used to indicate whether the brake gap of the brake under test 104 is within the normal range.

[0163] In one embodiment, the test parameter determination module 1202 is further configured to: obtain the acceleration load spectrum of the brake under test 104 in each preset direction under different road conditions;

[0164] Convert the acceleration load spectrum into a power spectral density;

[0165] Based on the power spectral density, the test parameters required to test the braking clearance performance of the brake under test 104 are determined.

[0166] In one embodiment, the test parameter determination module 1202 is further configured to: enhance the power spectral density to obtain the enhanced power spectral density;

[0167] Based on the enhanced power spectral density, the test parameters required to test the braking clearance performance of the brake under test 104 are determined.

[0168] In one embodiment, the test parameter determination module 1202 is further configured to: determine the fatigue damage value corresponding to each preset frequency in the power spectral density;

[0169] The power spectral density is strengthened according to the preset strengthening time and constraints. The constraints include: the fatigue damage value corresponding to each preset frequency in the power spectral density is kept consistent before and after the strengthening process.

[0170] Based on the preset strengthening time and fatigue damage value, the power spectral density after strengthening treatment is determined.

[0171] In one embodiment, the test parameters include vibration acceleration and vibration test duration. The test parameter determination module 1202 is further configured to: randomly determine the acceleration corresponding to any preset frequency in the power spectral density after the strengthening treatment as the vibration acceleration, and use the preset strengthening duration as the vibration test duration.

[0172] In one embodiment, the test parameter determination module 1202 is further configured to: increase the preset strengthening time when the maximum acceleration corresponding to the power spectral density is greater than the maximum acceleration in the acceleration load spectrum;

[0173] When the maximum acceleration corresponding to the power spectral density is less than the maximum acceleration in the acceleration load spectrum, the preset strengthening time is reduced.

[0174] In one embodiment, the initial vibration parameters include the initial air chamber stroke; the real-time vibration parameters include the actual air chamber stroke and the actual braking gap; the braking gap determination module 1204 is further configured to: if the initial air chamber stroke is inconsistent with the actual air chamber stroke and the actual braking gap is not within the preset range, determine that the braking gap determination information is used to indicate that the braking gap of the brake under test 104 is not within the normal range.

[0175] In one embodiment, the brake gap determination module 1204 is further configured to: if the actual brake gap is greater than the upper limit of the preset range, determine that the brake gap determination information is also used to indicate that the brake under test 104 has a risk of reduced braking force.

[0176] If the actual braking clearance is less than the lower limit of the preset range, the braking clearance determination information is also used to indicate that the brake under test 104 has a risk of dragging and abrasion.

[0177] Each module in the aforementioned brake clearance detection device can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in the processor of the controller in hardware form or independent of it, or stored in the memory of the controller in software form, so that the processor can call and execute the corresponding operations of each module.

[0178] In one embodiment, a controller is provided, which may be a terminal, and its internal structure diagram may be as follows: Figure 12 As shown, the controller includes a processor, memory, input / output interface, communication interface, display unit, and input device. The processor, memory, and input / output interface are connected via a system bus, and the communication interface, display unit, and input device are also connected to the system bus via the input / output interface. The processor provides computational and control capabilities. The memory includes a non-volatile storage medium and internal memory. The non-volatile storage medium stores the operating system and computer programs. The internal memory provides an environment for the operation of the operating system and computer programs stored in the non-volatile storage medium. The input / output interface is used for exchanging information between the processor and external devices. The communication interface is used for wired or wireless communication with external terminals; wireless communication can be achieved through Wi-Fi, mobile cellular networks, NFC (Near Field Communication), or other technologies. When the computer program is executed by the processor, it implements a brake gap detection method. The display unit of the controller is used to form a visually visible image. It can be a display screen, a projection device, or a virtual reality imaging device. The display screen can be an LCD screen or an e-ink screen. The input device of the controller can be a touch layer covering the display screen, or buttons, trackballs, or touchpads set on the controller housing, or external keyboards, touchpads, or mice, etc.

[0179] Those skilled in the art will understand that Figure 12 The structure shown is merely a block diagram of a portion of the structure related to the present application and does not constitute a limitation on the controller to which the present application is applied. A specific controller may include more or fewer components than those shown in the figure, or combine certain components, or have different component arrangements.

[0180] In one embodiment, a controller is provided, including a memory and a processor, the memory storing a computer program, the processor executing the computer program to implement the steps in the above method embodiments.

[0181] In one embodiment, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the steps in the above method embodiments.

[0182] In one embodiment, a computer program product is provided, including a computer program that, when executed by a processor, implements the steps in the above method embodiments.

[0183] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, data stored, data displayed, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties, and the collection, use and processing of the relevant data shall comply with the relevant laws, regulations and standards of the relevant countries and regions.

[0184] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium, and when executed, it can include the processes of the embodiments of the above methods. Any references to memory, databases, or other media used in the embodiments provided in this application can include at least one of non-volatile and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM can take many forms, such as Static Random Access Memory (SRAM) or Dynamic Random Access Memory (DRAM). The databases involved in the embodiments provided in this application may include at least one type of relational database and non-relational database. Non-relational databases may include, but are not limited to, blockchain-based distributed databases. The processors involved in the embodiments provided in this application may be general-purpose processors, central processing units, graphics processing units, digital signal processors, programmable logic devices, quantum computing-based data processing logic devices, etc., and are not limited to these.

[0185] The technical features of the above embodiments can be combined in any way. For the sake of brevity, 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.

[0186] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of this patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this application should be determined by the appended claims.

Claims

1. A method for detecting brake clearance, characterized in that, The method includes: Obtain the initial vibration parameters of the brake under test installed on the test bench; Determine the test parameters required to test the brake clearance performance of the brake under test; A vibration test was conducted on the brake under test according to the test parameters, and the real-time vibration parameters of the brake under test were obtained during the vibration test. Based on the initial vibration parameters and the real-time vibration parameters, brake gap determination information is determined; the brake gap determination information is used to indicate whether the brake gap of the brake under test is within the normal range. The test parameters required to determine the braking clearance performance of the brake under test include: Obtain the acceleration load spectrum of the brake under test in each preset direction under different road conditions; Convert the acceleration load spectrum into a power spectral density; Based on the power spectral density, determine the test parameters required to test the braking clearance performance of the brake under test; The step of determining the test parameters required for testing the brake clearance performance of the brake under test based on the power spectral density includes: The power spectral density is enhanced to obtain an enhanced power spectral density. Based on the enhanced power spectral density, the test parameters required to test the braking clearance performance of the brake under test are determined. The step of enhancing the power spectral density to obtain the enhanced power spectral density includes: Determine the fatigue damage value corresponding to each preset frequency in the power spectral density; The power spectral density is subjected to a strengthening process according to a preset strengthening duration and constraints; the constraints include: ensuring that the fatigue damage values ​​corresponding to each preset frequency in the power spectral density remain consistent before and after the strengthening process. Based on the preset strengthening time and the fatigue damage value, the power spectral density after the strengthening treatment is determined.

2. The method according to claim 1, characterized in that, The test parameters include vibration acceleration and vibration test duration. The test parameters required to determine the braking gap performance of the brake under test based on the power spectral density after the enhancement treatment include: The acceleration corresponding to any preset frequency in the power spectral density after the strengthening treatment is randomly determined as the vibration acceleration, and the preset strengthening time is taken as the vibration test time.

3. The method according to claim 1 or 2, characterized in that, The method further includes: If the maximum acceleration corresponding to the power spectral density is greater than the maximum acceleration in the acceleration load spectrum, the preset strengthening duration is increased. If the maximum acceleration corresponding to the power spectral density is less than the maximum acceleration in the acceleration load spectrum, the preset strengthening duration is reduced.

4. The method according to claim 1 or 2, characterized in that, The initial vibration parameters include the initial air chamber stroke; the real-time vibration parameters include the actual air chamber stroke and the actual braking clearance. The determination of braking gap determination information based on the initial vibration parameters and the real-time vibration parameters includes: If the initial air chamber stroke is inconsistent with the actual air chamber stroke, and the actual braking clearance is not within the preset range, then the braking clearance determination information is used to indicate that the braking clearance of the brake under test is not within the normal range.

5. A brake clearance detection device, characterized in that, The device includes: The initial vibration parameter acquisition module is used to acquire the initial vibration parameters of the brake under test installed on the test bench. The test parameter determination module is used to determine the test parameters required to test the braking clearance performance of the brake under test. The real-time vibration parameter acquisition module is used to conduct a vibration test on the brake under test according to the test parameters and obtain the real-time vibration parameters of the brake under test during the vibration test. The brake gap determination module is used to determine brake gap determination information based on the initial vibration parameters and the real-time vibration parameters; the brake gap determination information is used to indicate whether the brake gap of the brake under test is within the normal range. The test parameter determination module includes components for: Obtain the acceleration load spectrum of the brake under test in each preset direction under different road conditions; Convert the acceleration load spectrum into a power spectral density; Based on the power spectral density, determine the test parameters required to test the braking clearance performance of the brake under test; The test parameter determination module includes functions for: The power spectral density is enhanced to obtain an enhanced power spectral density. Based on the enhanced power spectral density, the test parameters required to test the braking clearance performance of the brake under test are determined. The test parameter determination module includes functions for: determining the fatigue damage value corresponding to each preset frequency in the power spectral density; The power spectral density is subjected to a strengthening process according to a preset strengthening duration and constraints; the constraints include: ensuring that the fatigue damage values ​​corresponding to each preset frequency in the power spectral density remain consistent before and after the strengthening process. Based on the preset strengthening time and the fatigue damage value, the power spectral density after the strengthening treatment is determined.

6. The brake clearance detection device according to claim 5, characterized in that, The test parameters include vibration acceleration and vibration test duration. The test parameter determination module includes components for: The acceleration corresponding to any preset frequency in the power spectral density after the strengthening treatment is randomly determined as the vibration acceleration, and the preset strengthening time is taken as the vibration test time.

7. The brake clearance detection device according to claim 5, characterized in that, The test parameter determination module includes functions for: If the maximum acceleration corresponding to the power spectral density is greater than the maximum acceleration in the acceleration load spectrum, the preset strengthening duration is increased. If the maximum acceleration corresponding to the power spectral density is less than the maximum acceleration in the acceleration load spectrum, the preset strengthening duration is reduced.

8. The brake clearance detection device according to any one of claims 5-7, characterized in that, The initial vibration parameters include the initial air chamber stroke; the real-time vibration parameters include the actual air chamber stroke and the actual braking clearance. The braking gap determination module includes functions for: If the initial air chamber stroke is inconsistent with the actual air chamber stroke, and the actual braking clearance is not within the preset range, then the braking clearance determination information is used to indicate that the braking clearance of the brake under test is not within the normal range.

9. A controller comprising a memory and a processor, the memory storing a computer program, characterized in that, When the processor executes the computer program, it implements the steps of the method according to any one of claims 1 to 4.

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