A braking device for new energy vehicles with self-detection of braking reliability

Abstract

The present application relates to the field of new energy vehicle braking, and specifically discloses a braking device for new energy vehicles that can self-detect braking reliability, which includes: a brake disc, a bracket, a controller and a brake caliper body mounted on the bracket, an active brake component and a first adjustment component mounted on the brake caliper body, the bracket and the brake caliper body are wrapped around the outer periphery of the brake disc, the active brake component includes a first piston, a first screw rod and a first brake pad, the first piston and the first screw rod are mounted on the brake caliper body, the first brake pad is mounted on the bracket, and the first brake pad can decelerate the brake disc; the first adjustment component includes a first adjustment rod and a first adjustment plate, the first adjustment rod and the first adjustment plate are both mounted on the brake caliper body, and the first adjustment rod and the first adjustment plate can adjust the braking pressure of the first brake pad on the brake disc. The present application has the effect of real-time detection of brake pad wear and automatic adjustment of braking force to ensure the reliability and safety of braking.

Description

Technical Field

[0001] The present application relates to the field of new energy vehicle braking, and in particular to a braking device for new energy vehicles that can self-detect braking reliability. Background Art

[0002] At present, with the rapid development of the new energy vehicle industry, commercial vehicles, as an important part of new energy vehicles, have received extensive attention for their safety and reliability. The braking system is the core part of commercial vehicle driving safety, and the brake pads are the key components in the braking system that directly contact the wheels. Their wear directly affects the braking performance and service life of the vehicle. In daily operations, commercial vehicles have complex driving conditions and large load fluctuations. Frequent braking operations will cause the brake pads to wear more, which will have an adverse effect on the braking effect. Therefore, ensuring the uniform wear of the brake pads during vehicle operation and detecting their wear status in real time are crucial to the safe driving of commercial vehicles.

[0003] At present, most commercial vehicles on the market use traditional mechanical braking systems. Such systems mainly rely on the friction between the brake pads and the brake discs to slow down or stop the vehicle. In order to ensure the braking effect, the brake pads must maintain good friction performance. However, in actual use, due to factors such as uneven distribution of braking force on each wheel, changes in vehicle load, and temperature fluctuations, the brake pads often wear unevenly. In order to solve this problem, some existing technologies use brake pad wear alarm sensors to determine the wear condition by detecting changes in the thickness of the brake pads. The brake pad wear sensor detects the degree of wear and reminds the driver to replace the brake pads.

[0004] However, in actual use scenarios, due to the pressure on each wheel, temperature changes, and differences in operating conditions, the brake pads will be excessively worn in some areas, while other areas will be relatively less worn, resulting in a decline in the performance of the entire braking system and an increased risk of brake failure. Especially in harsh conditions, such as long downhill driving or frequent braking, the unevenness of the braking effect will be more obvious. In addition, existing wear detection methods often only have an early warning function and cannot achieve automatic adjustment of wear conditions. For example, although the brake pad wear sensor can detect the degree of wear of the entire brake pad, it cannot accurately reflect the degree of wear of a certain part of the brake pad. Therefore, it is impossible to effectively adjust the brake pressure distribution, thereby reducing the overall efficiency of the braking system. Summary of the invention

[0005] The present application provides a braking device with self-detection of braking reliability for new energy vehicles. The device can detect the wear of commercial vehicle brake pads in real time and actively adjust the braking force when uneven wear is detected to ensure braking reliability and vehicle driving safety.

[0006] The present application provides a braking device for self-detecting braking reliability for new energy vehicles, which adopts the following technical solution:

[0007] A braking device for self-detecting braking reliability for new energy vehicles, comprising:

[0008] A brake disc, wherein the brake disc is fixed on the wheel hub;

[0009] A bracket, the bracket is mounted on the vehicle frame, a clamping groove is provided on the bracket, a controller is provided on the bracket, and the bracket is slidably clamped with the outer periphery of the brake disc through the clamping groove;

[0010] A brake caliper body, wherein the brake caliper body is provided with a guide pin, the bracket is provided with a guide hole, one end of the guide pin is slidably plugged into the guide hole, the brake caliper body is slidably arranged on the bracket through the guide pin, and the brake caliper body covers the periphery of the brake disc;

[0011] An active brake assembly, wherein the active brake assembly is arranged at one end of the brake caliper body provided with the guide pin, the active brake assembly comprises a first piston, a first screw rod and a first brake pad, a first mounting portion is fixedly arranged at one end of the brake caliper body provided with the guide pin, a first receiving groove is provided on a side of the first mounting portion close to the brake disc, the first piston is slidably arranged in the first receiving groove, the first screw rod is penetrated on the first mounting portion, the first screw rod is threadedly connected with the first mounting portion, and one end of the first screw rod extends into the first receiving groove and is fixedly connected with the first piston, a pulling arm is fixedly arranged at the other end of the first screw rod, the first brake pad is slidably arranged on the bracket, the first brake pad and the first mounting portion are located on the same side of the brake disc, the end of the first piston facing away from the first screw rod abuts against the first brake pad, a first pressure sensor is arranged between the first piston and the brake disc, and the first pressure sensor is electrically connected to the controller; the pulling arm is moved to rotate the first screw rod, and the first piston can push the first brake pad out, so that the side of the first brake pad facing away from the first piston abuts against the brake disc, thereby achieving a braking effect on the brake disc;

[0012] The first adjusting component, the first adjusting component is arranged on the active braking component, the first adjusting component includes a first adjusting rod and a first adjusting plate, the first adjusting plate is rotatably arranged on the first mounting portion, a first wedge block is fixedly provided on a side of the first adjusting plate close to the brake disc, a first pressure regulating groove is provided on the first piston, a first limiting groove is provided on the first mounting portion, a first connecting rod is fixedly provided at one end of the first adjusting rod, one end of the first connecting rod passes through the first limiting groove and is slidably connected to the first pressure regulating groove, and the other end of the first adjusting rod abuts against the first brake pad; the first adjusting rod is provided with a first hydraulic chamber at one end of the first connecting rod, the first hydraulic chamber is filled with hydraulic oil, a first dividing block is slidably arranged in the first hydraulic chamber, a first lifting rod is fixedly provided at one end of the first dividing block, and an end of the first lifting rod away from the first dividing block extends out of the first hydraulic chamber and abuts against the first wedge block.

[0013] By adopting the above technical solution, the setting of the active brake assembly, especially the cooperation of the first piston, the first screw and the first brake pad, when the pull arm moves the first screw, the first brake pad can be quickly brought into close contact with the brake disc to complete the braking. This not only makes the transmission of braking force more direct, but also the first pressure sensor can monitor the pressure changes during the braking process in real time and transmit the data to the controller. The pressure changes during the braking process are fed back through the pressure sensor, so that the entire device has self-checking capabilities and can timely feedback the pressure changes between the brake pad and the brake disc to prevent brake failure caused by excessive wear or abnormal braking force;

[0014] Although the existing commercial vehicle braking system can increase the uniformity of braking force distribution through a multi-piston structure, and use brake pad wear sensors or temperature and pressure sensors to detect the use status of the brake pads, these detection methods often only have early warning functions and cannot achieve automatic adjustment according to wear conditions. However, during long-term use, due to the pressure conditions, temperature changes and differences in operating conditions of different piston areas, the brake pads will still be excessively worn in certain areas. Especially in harsh conditions, such as long downhill or frequent braking, the unevenness of the braking effect will be more obvious, directly increasing the risk of brake failure; therefore, the first adjustment component set can adjust the braking effect of the brake device The dynamic pressure is adjusted, wherein the first adjusting plate, through the interaction between the first wedge block and the first piston, and through the cooperation with the first pressure sensor and the controller, can change the clamping force of the first piston on the first brake pad under the premise of ensuring the original braking pressure of the braking device, thereby increasing the clamping force of one or more brake points. Even under long-term use or high-load conditions, good mechanical stability can be maintained during braking, avoiding safety hazards caused by uneven wear of the brake pad or uneven braking force, ensuring rapid braking response and reliable braking, effectively improving the intelligence level of the braking device, preventing uneven braking or failure, and improving the safety of the entire system.

[0015] Optionally, a third pressure sensor is provided at one end of the first adjusting rod, and the third pressure sensor is located between the first adjusting rod and the first brake pad, and the third pressure sensor is electrically connected to the controller. A toggle rod is fixedly provided on the side of the first adjusting plate away from the first wedge block, and a limiting hole is penetrated through the pulling arm, and the end of the toggle rod away from the first adjusting plate is slidably plugged into the limiting hole, and a first connecting hole is penetrated through the first dividing block, and a first solenoid valve is provided in the first connecting hole, and the first solenoid valve is electrically connected to the controller; when there is a difference between the pressure applied to the third pressure sensor and the pressure applied to the first pressure sensor, the first solenoid valve is controlled to open and close by the controller, so that the first adjusting rod can change the pressing force of the first adjusting rod on the first brake pad under the action of the first wedge block.

[0016] By adopting the above technical solution, when the first brake pad is unevenly worn, the contact surface pressure between the excessively worn area of ​​the first brake pad and the brake disc will become smaller, and the pressure value detected by the third pressure sensor in this area will be lower than that in other areas. At this time, the controller will control the first solenoid valve in other areas to close, and the first adjusting plate will rotate under the drive of the pulling arm, and the first wedge block will squeeze the first lifting rod, and the first lifting rod cannot be compressed, so that the first adjusting rod in the area without excessive wear increases the clamping force of the first adjusting rod on the first brake pad under the action of the first wedge block, thereby increasing the clamping force in the area without excessive wear, reducing the wear of the brake pad in the severely worn area, and the area with light wear will gradually reach a similar contact degree with the area with heavy wear, so as to balance the wear of various areas of the brake pad, thereby realizing active adjustment of the braking force when uneven wear is detected, improving the braking efficiency and extending the service life of the brake pad, and ensuring the reliability of braking and the driving safety of the vehicle.

[0017] Optionally, it also includes a driven brake assembly, which is arranged at one end of the bracket away from the first mounting portion, and the driven brake assembly includes a second piston, a second screw rod and a second brake pad. A second mounting portion is fixedly provided on the side of the bracket away from the first mounting portion, and a second accommodating groove is opened on the side of the second mounting portion close to the brake disc. A toggle plate is provided on the second mounting portion, and the second piston is slidably arranged in the second accommodating groove. A connecting seat is fixedly provided on the end of the brake caliper body away from the first mounting portion, and the second screw rod is penetrated by the second mounting portion, and the second screw rod is threadedly connected to the second mounting portion. One end of the second screw rod is rotatably connected to the connecting seat, and the other end of the second screw rod extends into the second accommodating groove and is fixedly connected to one end of the second piston. A second pressure sensor is arranged between the second piston and the brake disc, and the second pressure sensor is electrically connected to the controller; as the pulling arm drives the first piston to continuously press against the brake disc, the first screw rod can drive the brake caliper body to move toward the first mounting portion, so that the second screw rod drives the second piston to push out, and then the second brake pad abuts against the brake disc.

[0018] By adopting the above technical solution, a driven brake component is added so that it can work in coordination with the active brake component, so that the brake caliper body can act on both sides of the brake disc in a balanced manner. During braking, the force on both sides of the brake disc is more even, thereby avoiding uneven wear caused by unilateral braking; especially under long-term or high-frequency braking conditions, the introduction of the second piston and the second brake pad allows the braking force to be better distributed on the entire brake disc, which can better ensure the stability and reliability of the braking system, improve the overall braking performance, reduce the heat concentration effect of the brake disc, and thus extend the service life of the brake disc.

[0019] Optionally, the driven brake assembly is also provided with a second adjusting assembly, the second adjusting assembly includes a second adjusting rod and a second adjusting plate, the second adjusting plate is rotatably set on the second mounting portion, a second wedge block is fixedly provided with a side of the second adjusting plate close to the brake disc, a second pressure regulating groove is provided on the second piston, a second limiting groove is provided on the second mounting portion, a second connecting rod is fixedly provided with a second connecting rod at one end of the second adjusting rod, one end of the second connecting rod passes through the second limiting groove and is slidably connected to the second pressure regulating groove, and the other end of the second adjusting rod abuts against the second brake pad; the second adjusting rod is provided with a second hydraulic chamber at one end of the second connecting rod, the second hydraulic chamber is filled with hydraulic oil, a second dividing block is slidably provided in the second hydraulic chamber, a second lifting rod is fixedly provided at one end of the second dividing block, and an end of the second lifting rod away from the second dividing block extends out of the second hydraulic chamber and abuts against the second wedge block.

[0020] By adopting the above technical solution, the second adjusting component is mainly used for the driven brake component, and the second adjusting component can adjust the braking pressure of the driven brake component, wherein the second adjusting plate can change the clamping force of the second brake pad on the brake disc under the premise of ensuring the original braking pressure of the braking device through the interaction between the second wedge block and the second piston, so that even under long-term use or high-load conditions, good mechanical stability can be maintained during braking, avoiding safety hazards caused by uneven wear of the brake pad or uneven braking force, ensuring rapid braking response and reliable braking, preventing uneven braking or failure, and improving the safety of the entire system.

[0021] Optionally, a fourth pressure sensor is provided at one end of the second adjusting rod, the fourth pressure sensor is located between the second adjusting rod and the second brake pad, the fourth pressure sensor is electrically connected to the controller, a second connecting hole is penetrated through the second dividing block, a second solenoid valve is provided in the second connecting hole, and the second solenoid valve is electrically connected to the controller; a limiting portion and a toggle portion are fixedly provided on one side of the toggle plate, a limiting ring groove is provided on the second mounting portion close to the toggle plate, the limiting portion is slidably connected to the limiting ring groove, the toggle plate is rotatably arranged on a surface of the second mounting portion away from the brake disc through the limiting portion, the toggle plate is threadedly connected to the second screw rod, and the toggle portion is fixedly connected to a side of the second adjusting plate facing away from the second wedge block.

[0022] By adopting the above technical solution, when the second brake pad is unevenly worn, the contact surface pressure between the excessively worn area of ​​the second brake pad and the brake disc will become smaller, and the pressure value detected by the fourth pressure sensor in this area will be lower than that in other areas. At this time, the controller will control the second solenoid valve in other areas to close, and the second adjusting plate will rotate under the drive of the pulling arm, and the second wedge block will squeeze the second lifting rod, and the second lifting rod cannot be compressed. As a result, the second adjusting rod in the area without excessive wear increases the clamping force of the second adjusting rod on the second brake pad under the action of the second wedge block, thereby increasing the clamping force in the area without excessive wear, reducing the wear of the brake pad in the severely worn area, and the area with light wear will gradually reach a similar contact degree with the area with heavy wear, so as to balance the wear of various areas of the brake pad, thereby realizing active adjustment of the braking force when uneven wear is detected, improving the braking efficiency and extending the service life of the brake pad, and ensuring the reliability of braking and the driving safety of the vehicle.

[0023] Optionally, a wear visible component is provided on the connecting seat, and the wear visible component is provided with two groups. The two groups of wear visible components are respectively provided as a first wear visible component and a second wear visible component, and the feature settings of the two groups of wear visible components are the same. The first wear visible component includes a first hydraulic display cylinder, a first hydraulic telescopic rod and a first exhaust pipe. The first hydraulic display cylinder is embedded in the side of the connecting seat away from the brake disc. A first indicator plate is sealed and slidably provided in the first hydraulic display cylinder. The first indicator plate separates the first hydraulic display cylinder into a first injection cavity and a first discharge cavity. The first hydraulic display cylinder is provided with A scale is provided, the first hydraulic telescopic rod is fixedly arranged at one end of the brake caliper body where the first mounting portion is provided, the extended end of the first hydraulic telescopic rod is in contact with the toggle rod, the fixed end of the first hydraulic telescopic rod is communicated with the first injection chamber, the first exhaust pipe is fixedly connected with the first hydraulic display tube, and the first exhaust pipe is communicated with the first exhaust chamber, and a first one-way valve is provided on the first exhaust pipe; when the pulling arm drives the toggle rod to deflect, the toggle rod will compress the first hydraulic telescopic rod, thereby pushing the first indicator plate to move in the first hydraulic display tube, thereby displaying the wear condition of the first brake pad.

[0024] By adopting the above technical solution, the liquid position in the hydraulic display cylinder changes as the wear of the brake pad increases, and is displayed through clear scale marks on the indicator panel, providing accurate wear feedback information. Users can monitor the wear of the brake pad in real time and intuitively, avoiding the traditional complex process of disassembly or visual inspection, reducing the complexity and cost of vehicle maintenance, and significantly improving the maintenance convenience and work efficiency of the brake device; at the same time, this visual wear monitoring method can promptly remind users to make necessary brake pad replacements, prevent brake failure caused by excessive wear, and ensure the safety of the vehicle during operation. In addition, when the first hydraulic telescopic rod is toggled and squeezed, the first hydraulic telescopic rod also provides a guiding role for the first adjustment plate, indirectly ensuring the stability of the first adjustment component when automatically adjusting the braking force.

[0025] Optionally, the second wear visual component includes a second hydraulic display tube, a second hydraulic telescopic rod and a second exhaust pipe, the second hydraulic display tube is embedded in the connecting seat, the first hydraulic display tube and the second hydraulic display tube are symmetrically arranged along the width direction of the brake caliper body, the second hydraulic telescopic rod is fixedly arranged at one end of the brake caliper body provided with the connecting seat, the side of the dial plate facing away from the brake disc is fixedly provided with an extrusion block, the extended end of the second hydraulic telescopic rod abuts against the extrusion block, a second indicator plate is sealed and slidably arranged in the second hydraulic display tube, the second indicator plate separates the second hydraulic display tube into a second injection chamber and a second discharge chamber, a scale is arranged on the second hydraulic display tube, the fixed end of the second hydraulic telescopic rod is connected to the second injection chamber, the second exhaust pipe is fixedly connected to the second hydraulic display tube, and the second exhaust pipe is connected to the second discharge chamber, and a second one-way valve is arranged on the second exhaust pipe.

[0026] By adopting the above technical solution, a second wear visual component is set up to form a symmetrical monitoring structure with the first wear visual component, which can more comprehensively and accurately monitor the wear of the brake pads on both sides of the brake caliper body. This symmetrical setting ensures that the user can observe the degree of wear on both sides of the brake caliper at the same time during inspection, avoiding potential blind spots caused by unilateral wear monitoring; in addition, the addition of the second wear visual component enables the wear status of both sides of the brake pad to be monitored synchronously, thereby ensuring that when the brake pad has uneven wear, it can be discovered in time and adjusted or maintained, further improving the safety of the braking system and the convenience of maintenance, and effectively solving the problem of untimely maintenance caused by limited monitoring range in the prior art, which helps to extend the service life of the brake pad and improve the reliability of the overall braking system.

[0027] Optionally, a first return spring is further provided on the first lifting rod. The first return spring is sleeved on the first lifting rod, one end of the first return spring is fixedly connected to the first partition block, and the other end of the first return spring is fixedly connected to the inner wall of the first hydraulic chamber.

[0028] By adopting the above technical solution, a first reset spring is arranged on the first lifting rod, so that when the applied pressure is released, the lifting rod and the first partition block can be quickly reset. This elastic reset mechanism ensures that the system can quickly return to the initial state after the brake or adjustment force is released, ensures that the components are automatically reset after each braking operation, and ensures that the braking device can maintain a consistent braking force output after multiple uses, avoiding the occurrence of delayed reset, thereby improving the response speed and reliability of the braking device; the reset spring can also withstand repeated pressure changes during long-term use, ensuring the stability and durability of the system under high-frequency use, avoiding component wear and failure caused by the lifting rod being in a compressed state for a long time, and playing an important role in ensuring the safety of new energy vehicles when driving at high speeds or braking for a long time.

[0029] Optionally, a micro switch is provided at one end of the first hydraulic display tube close to the first exhaust pipe, and a buzzer is provided on the connecting seat. The buzzer is electrically connected to the micro switch. When the first indicator plate moves to one end of the first hydraulic display tube close to the first exhaust pipe, the first indicator plate can trigger the micro switch, so that the buzzer is started, which indicates that the wear of the first brake pad has reached its limit.

[0030] By adopting the above technical solution, a micro switch is set in the hydraulic display tube. When the brake pad wear reaches the limit, the indicator panel will trigger the micro switch, and the buzzer will start to remind the driver to replace the brake pad in time, thereby avoiding the problem of brake failure caused by excessive wear. The simple combination of micro switch, buzzer and hydraulic display tube can realize wear detection and reminder. The overall structural design is simple, the manufacturing cost is low, and it is easy to integrate into the existing brake system. Accurate wear monitoring effect can be achieved without a complex electronic monitoring system, which significantly improves the safety of the brake system. Especially in the case of long-term use, the timely warning function ensures the braking reliability. Traditional brake pad wear inspection usually requires manual regular inspection, and the design forms an automatic warning system through the combination of micro switch and buzzer, which reduces the frequency and cost of manual inspection and improves work efficiency. It is especially suitable for the maintenance and management of commercial vehicles during long-term operation.

[0031] Optionally, the first adjustment rod is provided in multiple groups, and the multiple groups of first adjustment plate rods are arranged at different corners on the first brake pad; the second adjustment rod is also provided in multiple groups, and the multiple groups of second adjustment plate rods are arranged at different corners on the second brake pad.

[0032] By adopting the above technical solution, multiple groups of adjustment rods and adjustment plates are respectively arranged at different corners of the brake pad. Through this layout, during the braking process, each corner can be evenly subjected to braking force, effectively avoiding the problem of uneven force on the edge of the brake pad, thereby improving the balance and stability of the entire brake pad during braking; at the same time, since the various parts of the brake pad are subjected to balanced force, local excessive wear can be reduced, which helps to extend the service life of the brake pad, reduce maintenance frequency, and reduce replacement costs, thereby improving the reliability and economy of the entire braking device; in addition, multiple adjustment components can be flexibly adjusted according to wear and pressure changes in different areas, so that the braking device can maintain sensitive response under different working conditions, thereby improving the precise control ability of the braking system.

[0033] In summary, the present application includes at least one of the following beneficial technical effects:

[0034] 1. Through the arrangement of the active brake component, the driven brake component, the first adjustment component and the second adjustment component, when the pull arm moves the first screw rod, the first brake pad and the second brake pad are tightly pressed against the brake disc to complete the braking, which not only makes the braking force transmission more direct, but also the pressure sensor can monitor the pressure changes in the braking process in real time and transmit the data to the controller. The pressure sensor can feedback the pressure changes in the braking process, so that the whole device has self-checking ability, and can timely feedback the pressure changes between the brake pad and the brake disc to prevent brake failure caused by excessive wear or abnormal braking force. The adjustment plate can change the tightening force of the piston on the brake pad under the premise of ensuring the original braking pressure of the brake device through the interaction between the wedge block and the piston, and through the cooperation with the pressure sensor and the controller. At the same time, multiple groups of adjustment rods and adjustment plates are respectively arranged at different corners of the brake pad. Through this layout, during the braking process, In the process, the tightening force of one or more brake parts can be increased according to the actual wear conditions, so that each corner can be evenly subjected to the braking force. Even under long-term use or high-load conditions, good mechanical stability can be maintained during braking to avoid potential safety hazards caused by uneven wear of the brake pads or uneven braking force, ensuring rapid braking response and reliable braking, effectively improving the intelligence level of the braking device, preventing uneven braking or failure, and improving the safety of the entire system; and because the various parts of the brake pads are subjected to balanced force, local excessive wear can be reduced, which helps to extend the service life of the brake pads, reduce maintenance frequency, and reduce replacement costs, thereby improving the reliability and economy of the entire braking device; in addition, multiple adjustment components can be flexibly adjusted according to the wear and pressure changes in different areas, so that the brake device can maintain sensitive response under different working conditions, and improve the precise control ability of the braking system;

[0035] 2. The position of the liquid in the hydraulic display cylinder changes as the brake pad wear increases, and is displayed through clear scale marks on the indicator panel, providing accurate wear feedback information. Users can monitor the wear of the brake pads in real time and intuitively, avoiding the traditional complex process of disassembly or visual inspection, reducing the complexity and cost of vehicle maintenance, and significantly improving the maintenance convenience and work efficiency of the brake device; at the same time, this visual wear monitoring method can promptly remind users to make necessary brake pad replacements, prevent brake failure caused by excessive wear, and ensure the safety of the vehicle during operation. In addition, when the first hydraulic telescopic rod is toggled and squeezed, the first hydraulic telescopic rod also provides a guide for the first adjustment plate, indirectly ensuring the stability of the first adjustment component when automatically adjusting the braking force;

[0036] 3. By setting a micro switch in the hydraulic display tube, when the brake pad wear reaches the limit, the indicator panel will trigger the micro switch, and the buzzer will start, reminding the driver to replace the brake pad in time, thereby avoiding brake failure caused by excessive wear. The simple combination of micro switch, buzzer and hydraulic display tube can realize wear detection and reminder. The overall structural design is simple, the manufacturing cost is low, and it is easy to integrate into the existing brake system. Accurate wear monitoring effect can be achieved without a complex electronic monitoring system, which significantly improves the safety of the brake system. Especially in the case of long-term use, the timely warning function ensures the braking reliability. Traditional brake pad wear inspection usually requires manual regular inspection, and this design forms an automatic warning system through the combination of micro switch and buzzer, which reduces the frequency and cost of manual inspection and improves work efficiency. It is especially suitable for maintenance and management of commercial vehicles during long-term operation. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] Figure 1 is a schematic diagram of the overall structure of the braking device in an embodiment of the present application;

[0038] Figure 2 is a partial cross-sectional structural schematic diagram of a brake device in an embodiment of the present application;

[0039] Figure 3 is a schematic diagram of the exploded structure of the active braking assembly and the first adjustment assembly in the embodiment of the present application;

[0040] Figure 4 is a schematic diagram of the exploded structure of the driven brake assembly and the second adjustment assembly in an embodiment of the present application;

[0041] Figure 5 is a schematic diagram of the top view of the braking device in an embodiment of the present application;

[0042] Figure 6 It is a schematic diagram of the partial cross-sectional structure of the wear visible component in the embodiment of the present application.

[0043] Reference numerals: 1, brake disc;

[0044] 2. bracket; 21. snap-fitting groove; 22. controller; 23. guide hole; 24. second mounting portion; 241. second limiting groove; 242. limiting ring groove; 25. second containing groove; 26. toggle plate; 261. limiting portion; 262. toggle portion; 263. extrusion block;

[0045] 3. Brake caliper body; 31. Guide pin; 32. First mounting portion; 321. First limiting groove; 33. First accommodating groove; 34. Connecting seat; 35. Connecting portion;

[0046] 4. Active brake assembly; 41. First piston; 411. First pressure regulating groove; 42. First screw rod; 43. First brake pad; 44. Pull arm; 441. Limiting hole; 45. First pressure sensor;

[0047] 5. First adjustment assembly; 51. First adjustment rod; 52. First adjustment plate; 521. First wedge block; 511. First connecting rod; 512. First hydraulic chamber; 53. First partition block; 531. First communication hole; 54. First lifting rod; 55. Third pressure sensor; 56. Toggle rod; 57. First solenoid valve; 58. First return spring;

[0048] 6. Driven brake assembly; 61. Second piston; 611. Second pressure regulating groove; 62. Second screw rod; 63. Second brake pad; 64. Second pressure sensor;

[0049] 7. Second adjustment assembly; 71. Second adjustment rod; 711. Second connecting rod; 712. Second hydraulic chamber; 72. Second adjustment plate; 721. Second wedge block; 73. Second partition block; 731. Second communication hole; 74. Second lifting rod; 75. Fourth pressure sensor; 76. Second solenoid valve;

[0050] 8. Wear visible component; 81. First wear visible component; 811. First hydraulic display tube; 8111. First injection cavity; 8112. First discharge cavity; 812. First hydraulic telescopic rod; 813. First exhaust pipe; 814. First indicator plate; 815. First one-way valve; 816. Micro switch; 817. Buzzer; 82. Second wear visible component; 821. Second hydraulic display tube; 8211. Second injection cavity; 8212. Second discharge cavity; 822. Second hydraulic telescopic rod; 823. Second exhaust pipe; 824. Second indicator plate; 825. Second one-way valve. DETAILED DESCRIPTION

[0051] The following is combined with Figure 1-6 This application is described in further detail.

[0052] The embodiment of the present application discloses a braking device for a new energy vehicle with self-detection of braking reliability.

[0053] Reference Figure 1 and Figure 2The braking device for self-detecting braking reliability of new energy vehicles includes a brake disc 1, a bracket 2, a brake caliper body 3, an active brake component 4, a driven brake component 6, a first adjustment component 5, a second adjustment component 7 and a wear visible component 8. The brake disc 1 is installed on the vehicle wheel hub, the bracket 2 is installed on the vehicle frame, the brake caliper body 3 and the driven brake component 6 are both installed on the bracket 2, the active brake component 4 and the wear visible component 8 are both installed on the brake caliper body 3, the first adjustment component 5 is installed on the active brake component 4, and the second adjustment component 7 is installed on the driven brake component 6.

[0054] The brake disc 1 is one of the main working parts of the automobile brake, and the bracket 2 and the brake caliper body 3 are the installation base for installing the brake device on the automobile; the active brake component 4 and the driven brake component 6 can realize the braking and parking of the automobile by acting on the brake disc 1; the first adjustment component 5 can detect the wear degree of the active brake component 4, and can also adjust the braking force distribution of the active brake component 4 according to the wear degree, so as to ensure the braking effect of the entire brake device; the second adjustment component 7 can detect the wear degree of the driven brake component 6, and can also adjust the braking force distribution of the active brake component 4 according to the wear degree, so as to further ensure the braking effect of the entire brake device; the wear visual component 8 can intuitively display the real-time wear degree of the active brake component 4 and the driven brake component 6, and will issue an alarm when one of the brake components is about to reach the wear limit.

[0055] Reference Figure 1 , Figure 2 and Figure 3 In the embodiment of the present application, the brake disc 1 is fixedly mounted on the wheel hub of the automobile, and the bracket 2 is fixedly mounted on the frame. A snap-in groove 21 is provided on the bracket 2, and the bracket 2 is slidably snap-fitted with the outer periphery of the brake disc 1 through the snap-in groove 21. The bracket 2 is also provided with a controller 22 for providing feedback to the central control of the automobile.

[0056] A guide pin 31 is provided on the brake caliper body 3, a connection portion 35 is fixedly provided at one end of the brake caliper body 3, a guide hole 23 is provided on the bracket 2, one end of the guide pin 31 is fixedly connected to the connection portion 35, and the other end of the guide pin 31 is slidably plugged into the guide hole 23. The brake caliper body 3 is slidably provided on the bracket 2 through the guide pin 31, and the brake caliper body 3 is covered around the outer periphery of the brake disc 1. The active brake assembly 4 is installed at one end of the brake caliper body 3 provided with the guide pin 31, and the driven brake assembly 6 is installed at one end of the bracket 2 away from the guide pin 31.

[0057] Reference Figure 1The active brake assembly 4 includes a first piston 41, a first screw rod 42 and a first brake pad 43. The brake caliper body 3 is provided with a first mounting portion 32 fixedly disposed on one end of a guide pin 31. A first accommodating groove 33 is provided on the side of the first mounting portion 32 close to the brake disc 1. The first piston 41 is slidably disposed in the first accommodating groove 33. The first screw rod 42 is penetrated on the first mounting portion 32, and the first screw rod 42 is threadedly connected to the first mounting portion 32. One end of the first screw rod 42 extends into the first accommodating groove 33 and is fixedly connected to the first piston 41 by bolts. A pulling arm 44 is fixedly disposed on the other end of the first screw rod 42.

[0058] A slide groove is provided on the bracket 2, and sliding parts are fixed on both sides of the first brake pad 43 in the length direction. The sliding parts are slidably connected to the slide groove. The first brake pad 43 is slidably set on the bracket 2, and the first brake pad 43 and the first mounting part 32 are located on the same side of the brake disc 1. The end of the first piston 41 that is away from the first screw rod 42 abuts against the first brake pad 43. A first pressure sensor 45 is provided between the first piston 41 and the brake disc 1, and the first pressure sensor 45 is electrically connected to the controller 22.

[0059] Reference Figure 2 and Figure 3 The first adjusting component 5 is arranged on the active braking component 4, and the first adjusting component 5 includes a first adjusting rod 51, a first adjusting plate 52, a first dividing block 53, a first lifting rod 54 and a first return spring 58. The first adjusting plate 52 is rotatably arranged on the first mounting portion 32, and the first adjusting plate 52 is located on the side of the first mounting portion 32 close to the brake disc 1. A first wedge block 521 is fixedly arranged on the side of the first adjusting plate 52 close to the brake disc 1. The inclination direction of the inclined surface of the first wedge block 521 is the same as the rotation direction of the first screw rod 42. A toggle rod 56 is fixedly arranged on the side of the first adjusting plate 52 away from the first wedge block 521. A limiting hole 441 is penetrated through the pulling arm 44, and the end of the toggle rod 56 away from the first adjusting plate 52 is slidably plugged into the limiting hole 441.

[0060] A first pressure regulating groove 411 is inclined on the first piston 41 with its own axis as the reference, the length side line of the first pressure regulating groove 411 is set as a spiral line, and the rotation direction of the length side line of the first pressure regulating groove 411 is the same as the rotation direction of the first screw rod 42, and a first limiting groove 321 is opened on the first mounting portion 32 along its length direction, a first connecting rod 511 is fixed to one end of the first adjusting rod 51, and one end of the first connecting rod 511 passes through the first limiting groove 321 and is slidably connected to the first pressure regulating groove 411, and the end of the first adjusting rod 51 away from the first connecting rod 511 abuts against the first brake pad 43, and the end of the first adjusting rod 51 close to the first brake pad 43 is provided with a third pressure sensor 55, the third pressure sensor 55 is located between the first adjusting rod 51 and the first brake pad 43, and the third pressure sensor 55 is electrically connected to the controller 22.

[0061] The first adjusting rod 51 is provided with a first connecting rod 511 at one end thereof, and the first hydraulic chamber 512 is filled with hydraulic oil. The first dividing block 53 is slidably provided with a first lifting rod 54 in the first hydraulic chamber 512, and is fixedly provided at one end of the first dividing block 53 away from the first brake pad 43. The end of the first lifting rod 54 away from the first dividing block 53 extends out of the first hydraulic chamber 512 and abuts against the first wedge block 521. A first connecting hole 531 is penetrated through the first dividing block 53, and a first solenoid valve 57 is provided in the first connecting hole 531. The first solenoid valve 57 is electrically connected to the controller 22. Four groups of first connecting holes 531 are provided, and the connecting holes are distributed in a circle with the first lifting rod 54 as the axis, because four groups of first solenoid valves 57 are also provided. Under normal conditions, the first solenoid valve 57 is in a normally open state.

[0062] The first return spring 58 is sleeved on the first lifting rod 54 , one end of the first return spring 58 is fixedly connected to the first partition block 53 , and the other end of the first return spring 58 is fixedly connected to the inner wall of the first hydraulic chamber 512 .

[0063] In the embodiment of the present application, four groups of first adjusting rods 51 are provided, and four groups of first adjusting plates 52 are provided at four corners on the first brake pad 43. Therefore, two groups of first adjusting rods 51 are provided on the left and right sides in the length direction of the first brake pad 43. Therefore, four groups of first pressure regulating grooves 411 are opened on the first piston 41, and the opening positions correspond one by one to the positions of the first connecting rods 511. Four groups of first limiting grooves 321 are also provided, and the opening positions also correspond one by one to the positions of the first connecting rods 511.

[0064] When the first screw rod 42 drives the first piston 41 to push outward so that the first brake pad 43 is pressed against the brake disc 1, under normal conditions, the first brake pad 43 should be in uniform contact and tight contact with the brake disc 1. However, during long-term use of the automobile braking device, the surface of the brake disc 1 may be unevenly worn, warped or deformed, which will cause the contact area between the brake disc 1 and the brake pad to be inconsistent, resulting in differences in the wear of the brake pad. At the same time, in daily use, frequent emergency braking or long-term half-braking may also cause excessive wear of the brake pad in local areas, resulting in uneven wear of the brake pad.

[0065] Therefore, during the braking process on the next side, the pressure on the third pressure sensor 55 located at the four corners of the brake pad will be different from the pressure on the first pressure sensor 45. The direct manifestation is that the contact surface pressure between the excessively worn area of ​​the brake pad and the brake disc 1 will become smaller, and the pressure value detected by the third pressure sensor 55 in this area will be lower than that in other areas. At this time, the controller 22 will control the first solenoid valve 57 in other areas to close, and the first adjusting plate 52 will rotate under the drive of the pulling arm 44, and the first wedge block 521 will squeeze the first lifting rod 54. When the first solenoid valve is not closed, the first lifting rod 54 will be compressed, and when the first solenoid valve 57 is closed, the first lifting rod 54 cannot be compressed, so that the first adjusting rod 51 in the area without excessive wear, under the action of the first wedge block 521, increases the clamping force of the first adjusting rod 51 on the first brake pad 43, thereby increasing the clamping force in the area without excessive wear, so as to reduce the wear of the brake pad in the severely worn area, and the area with light wear will gradually reach a similar degree of contact with the area with heavy wear, so as to balance the wear of each area of ​​the brake pad, improve the braking efficiency of the brake pad and extend its service life.

[0066] In addition, during the entire adjustment process, the total braking force of the brake pad on the brake disc 1 does not decrease, thereby ensuring that the overall braking effect will not be affected during the adjustment process. Since all pressure sensors will be subjected to force each time the brake disc 1 is decelerated, each braking process is a collection of braking information for the entire braking device. When the collected pressure values ​​of all pressure sensors generally decrease, it means that the first brake pad 43 has a certain amount of wear, but is still within the controllable range. Until the overall pressure value is lower than the preset value, it means that the first brake pad 43 has reached its limit of use and needs to be maintained and replaced.

[0067] Reference Figure 4 and Figure 5 In the embodiment of the present application, the characteristic setting of the driven brake assembly 6 is the same as the characteristic setting of the active brake assembly 4, wherein only the installation positions of the components are different. The driven brake assembly 6 includes a second piston 61, a second screw rod 62 and a second brake pad 63. A second mounting portion 24 is fixedly provided on a side of the bracket 2 away from the first mounting portion 32, and a second accommodating groove 25 is provided on a side of the second mounting portion 24 close to the brake disc 1. The second piston 61 is slidably arranged in the second accommodating groove 25. A connecting seat 34 is fixedly provided on one end of the brake caliper body 3 away from the first mounting portion 32. The second screw rod 62 is penetrated on the second mounting portion 24, and the second screw rod 62 is threadedly connected to the second mounting portion 24. One end of the second screw rod 62 is rotatably connected to the connecting seat 34. The other end of the second screw rod 62 extends into the second accommodating groove 25 and is also fixedly connected to one end of the second piston 61 by bolts. A second pressure sensor 64 is arranged between the second piston 61 and the brake disc 1, and the second pressure sensor 64 is electrically connected to the controller 22.

[0068] Pull the arm 44 to rotate, the arm 44 drives the first lead screw to rotate forward and push the first piston 41 forward, so that the first brake pad 43 and the brake disc 1 are pressed against each other, thereby achieving deceleration of the car. As the rotation amplitude of the arm 44 gradually increases, the first piston 41 is driven to push outward to the limit, the first brake pad 43 and the brake disc 1 continue to press against each other, and the first lead screw 42 continues to push out at this time, which will drive the brake caliper body 3 to move toward the first mounting portion 32, so that the connecting seat 34 drives the second lead screw 62 to move toward the first mounting portion 32. At the same time, since the second mounting portion 24 is fixed on the bracket 2, the second lead screw 62 is threadedly connected to the second mounting portion 24, and the second piston 61 is also rotated and pushed out, pressing the second brake pad 63 against the side of the brake disc 1 away from the first mounting portion 32, and then the deceleration and braking of the car are achieved through the mutual pressing effect between the first brake pad 43 and the second brake pad 63 on the brake disc 1.

[0069] Reference Figure 4 and Figure 5 The second adjusting component 7 is arranged on the driven brake component 6. The function of the second adjusting component 7 on the driven brake component 6 is the same as the function of the first adjusting component 5 on the active brake component 4, and the characteristic setting of the first adjusting component 5 is the same as the characteristic setting of the first adjusting component 5, wherein only the installation positions of individual components are different. The second adjusting component 7 includes a second adjusting rod 71, a second adjusting plate 72, a second partition block 73 and a second lifting rod 74. The second adjusting plate 72 is rotatably arranged on the second mounting portion 24. The second adjusting plate 72 is close to the brake disc 1. A second wedge block 721 is fixedly provided on one side, a toggle plate 26 is provided on the second mounting portion 24, a limiting portion 261 and a toggle portion 262 are fixedly provided on one side of the toggle plate 26, a limiting ring groove 242 is provided on the second mounting portion 24 near the toggle plate 26, the limiting portion 261 is slidably connected to the limiting ring groove 242, the toggle plate 26 is rotatably arranged on the side of the second mounting portion 24 away from the brake disc 1 through the limiting portion 261, the toggle plate 26 is threadedly connected to the second screw rod 62, and the toggle portion 262 is fixedly connected to the side of the second adjustment plate 72 away from the second wedge block 721.

[0070] A second pressure regulating groove 611 is provided on the second piston 61, a second limiting groove 241 is provided on the second mounting portion 24, a second connecting rod 711 is fixedly provided at one end of the second adjusting rod 71, one end of the second connecting rod 711 passes through the second limiting groove 241 and is slidably connected to the second pressure regulating groove 611, and the other end of the second adjusting rod 71 abuts against the second brake pad 63; the second adjusting rod 71 is provided with a second hydraulic chamber 712 at one end of the second connecting rod 711, the second hydraulic chamber 712 is filled with hydraulic oil, a second dividing block 73 is slidably provided in the second hydraulic chamber 712, a second lifting rod 74 is fixedly provided at one end of the second dividing block 73, and one end of the second lifting rod 74 away from the second dividing block 73 extends out of the second hydraulic chamber 712 and abuts against the second wedge block 721.

[0071] A fourth pressure sensor 75 is provided at one end of the second adjusting rod 71, and the fourth pressure sensor 75 is located between the second adjusting rod 71 and the second brake pad 63. The fourth pressure sensor 75 is electrically connected to the controller 22. A second connecting hole 731 is opened through the second dividing block 73. A second solenoid valve 76 is provided in the second connecting hole 731. The second solenoid valve 76 is electrically connected to the controller 22.

[0072] Reference Figure 4 , Figure 5 and Figure 6 In the embodiment of the present application, the wear visible component 8 is arranged on the connecting seat 34, and two groups of the wear visible components 8 are arranged. The two groups of wear visible components 8 are respectively arranged as a first wear visible component 81 and a second wear visible component 82, and the feature settings of the two groups of wear visible components 8 are the same. The first wear visible component 81 includes a first hydraulic display cylinder 811, a first hydraulic telescopic rod 812 and a first exhaust pipe 813. The first hydraulic display cylinder 811 is embedded in the side of the connecting seat 34 away from the brake disc 1. The first hydraulic cylinder is arranged as a transparent quadrangular prism box, and a scale is arranged on the outer peripheral wall of the first hydraulic cylinder along the length direction.

[0073] A micro switch 816 is provided at one end of the first hydraulic display tube 811 close to the first exhaust pipe 813, and a buzzer 817 is provided on the connecting seat 34. The buzzer 817 is electrically connected to the micro switch 816. When the first indicator plate 814 moves to one end of the first hydraulic display tube 811 close to the first exhaust pipe 813, the first indicator plate 814 can trigger the micro switch 816, so that the buzzer 817 is started, which indicates that the wear of the first brake pad 43 has reached the limit.

[0074] A first indicator plate 814 is sealed and slidably provided inside the first hydraulic display tube 811, and the first indicator plate 814 separates the first hydraulic display tube 811 into a first injection chamber 8111 and a first discharge chamber 8112. The first hydraulic telescopic rod 812 is fixedly provided at one end of the brake caliper body 3 where the first mounting portion 32 is provided. The extended end of the first hydraulic telescopic rod 812 abuts against the toggle rod 56, and the fixed end of the first hydraulic telescopic rod 812 is communicated with the first injection chamber 8111. The first hydraulic telescopic rod 812 and the first injection chamber 8111 are filled with red hydraulic oil. The first exhaust pipe 813 is fixedly connected to the first hydraulic display tube 811, and the first exhaust pipe 813 is communicated with the first discharge chamber 8112, and a first check valve 815 is provided on the first exhaust pipe 813.

[0075] When the pulling arm 44 drives the toggle rod 56 to deflect, the toggle rod 56 will compress the first hydraulic telescopic rod 812, and the hydraulic oil in the first compression rod will be squeezed into the first injection chamber 8111, thereby pushing the first indicator plate 814 to move in the first hydraulic display tube 811, and the air in the first discharge chamber 8112 is discharged through the one-way valve, so as to ensure that when the toggle rod 56 is reset, the position of the first indicator plate 814 in the first hydraulic display tube 811 will not change. Since the deflection angle of the toggle rod 56 is proportional to the thickness of the brake pad, the more serious the wear of the brake pad, the more red hydraulic oil is in the first injection chamber 8111, and the larger the scale value of the position of the first indicator plate 814, thereby displaying the wear condition of the first brake pad 43.

[0076] The second wear visible component 82 includes a second hydraulic display tube 821, a second hydraulic telescopic rod 822 and a second exhaust pipe 823. The second hydraulic display tube 821 is embedded in the connecting seat 34. The first hydraulic display tube 811 and the second hydraulic display tube 821 are symmetrically arranged along the width direction of the brake caliper body 3. The second hydraulic telescopic rod 822 is fixed to one end of the brake caliper body 3 where the connecting seat 34 is provided. An extrusion block 263 is fixed on the side of the dial plate 26 facing away from the brake disc 1. The extended end of the second hydraulic telescopic rod 822 abuts against the extrusion block 263. A second indicator plate 824 is sealed and slidably arranged inside the second hydraulic display tube 821, and the second indicator plate 824 separates the second hydraulic display tube 821 into a second injection chamber 8211 and a second discharge chamber 8212. A scale is arranged on the second hydraulic display tube 821, and the fixed end of the second hydraulic telescopic rod 822 is communicated with the second injection chamber 8211, and the second exhaust pipe 823 is fixedly connected to the second hydraulic display tube 821, and the second exhaust pipe 823 is communicated with the second discharge chamber 8212, and a second one-way valve 825 is arranged on the second exhaust pipe 823.

[0077] The implementation principle of the braking device for self-detecting braking reliability for new energy vehicles in the embodiment of the present application is as follows: the pulling arm 44 is pulled to rotate, and the pulling arm 44 drives the first screw to rotate forward to push the first piston 41 forward, so that the first brake pad 43 and the brake disc 1 are pressed against each other. As the rotation amplitude of the pulling arm 44 increases, the first screw 42 is continuously pushed out to drive the brake caliper body 3 to move forward, thereby causing the second screw 62 to move to push the second piston 61 out, and the second brake pad 63 is pressed against the brake disc 1. If the first brake pad 43 and / or the second brake pad 63 are excessively worn, the pressure value detected by the pressure sensor in this area will be lower than that in other areas. At this time, the controller 22 will control the solenoid valves in other areas to close, and the adjusting plate rotates under the drive of the pulling arm 44. The wedge block will squeeze the lifting rod, and the lifting rod cannot be compressed, thereby making the adjusting rod in the area without excessive wear press against the brake pad, thereby increasing the pressing force in the area without excessive wear.

[0078] The above are all preferred embodiments of the present application, and the protection scope of the present application is not limited thereto. Therefore, any equivalent changes made according to the structure, shape, and principle of the present application should be included in the protection scope of the present application.

Claims

1. A braking device for new energy vehicles with self-detection of braking reliability, characterized in that ,include: A brake disc (1), wherein the brake disc (1) is fixedly mounted on the wheel hub; A bracket (2), the bracket (2) being mounted on a vehicle frame, the bracket (2) being provided with a clamping groove (21), the bracket (2) being provided with a controller (22), the bracket (2) being slidably clamped with the periphery of the brake disc (1) via the clamping groove (21); A brake caliper body (3), wherein a guide pin (31) is provided on the brake caliper body (3), a guide hole (23) is provided on the bracket (2), one end of the guide pin (31) is slidably plugged into the guide hole (23), the brake caliper body (3) is slidably arranged on the bracket (2) via the guide pin (31), and the brake caliper body (3) covers the outer periphery of the brake disc (1); An active brake assembly (4), wherein the active brake assembly (4) is arranged at one end of the brake caliper body (3) provided with the guide pin (31), and the active brake assembly (4) comprises a first piston (41), a first screw rod (42) and a first brake pad (43); the first end of the brake caliper body (3) provided with the guide pin (31) is fixedly provided with a first mounting portion (32); a first receiving groove (33) is provided on a side of the first mounting portion (32) close to the brake disc (1); the first piston (41) is slidably arranged in the first receiving groove (33); the first screw rod (42) is penetrated on the first mounting portion (32); the first screw rod (42) is threadedly connected to the first mounting portion (32); one end of the first screw rod (42) extends into the first receiving groove (33) and is fixedly connected to the first piston (41); the first screw rod (41) is provided with a first receiving groove (33) and a first receiving groove (33) is provided on the first mounting portion (32); the first screw rod (42) is threadedly connected to the first mounting portion (32); one end of the first screw rod (42) extends into the first receiving groove (33) and is fixedly connected to the first piston (41); 2) is fixedly provided with a pulling arm (44), the first brake pad (43) is slidably arranged on the bracket (2), the first brake pad (43) and the first mounting portion (32) are located on the same side of the brake disc (1), the end of the first piston (41) facing away from the first screw rod (42) abuts against the first brake pad (43), a first pressure sensor (45) is arranged between the first piston (41) and the brake disc (1), and the first pressure sensor (45) is electrically connected to the controller (22); the pulling arm (44) is moved to rotate the first screw rod (42), and the first piston (41) can push the first brake pad (43) out, so that the side of the first brake pad (43) facing away from the first piston (41) abuts against the brake disc (1), thereby achieving a braking effect on the brake disc (1); A first adjustment component (5), the first adjustment component (5) being arranged on the active brake component (4), the first adjustment component (5) comprising a first adjustment rod (51) and a first adjustment plate (52), the first adjustment plate (52) being rotatably arranged on the first mounting portion (32), a first wedge block (521) being fixedly arranged on a side of the first adjustment plate (52) close to the brake disc (1), a first pressure regulating groove (411) being provided on the first piston (41), a first limiting groove (321) being provided on the first mounting portion (32), a first connecting rod (511) being fixedly arranged on one end of the first adjustment rod (51), and one end of the first connecting rod (511) passing through The first limiting groove (321) is slidably connected to the first pressure regulating groove (411), and the other end of the first adjusting rod (51) is in contact with the first brake pad (43); the first adjusting rod (51) is provided with a first hydraulic chamber (512) at one end of the first connecting rod (511), the first hydraulic chamber (512) is filled with hydraulic oil, a first partition block (53) is slidably arranged in the first hydraulic chamber (512), a first lifting rod (54) is fixedly arranged at one end of the first partition block (53), and the end of the first lifting rod (54) away from the first partition block (53) extends out of the first hydraulic chamber (512) and is in contact with the first wedge block (521).

2. A braking device for self-detecting braking reliability for new energy vehicles according to claim 1, characterized in that: A third pressure sensor (55) is provided at one end of the first adjusting rod (51), and the third pressure sensor (55) is located between the first adjusting rod (51) and the first brake pad (43). The third pressure sensor (55) is electrically connected to the controller (22). A toggle rod (56) is fixedly provided on a side of the first adjusting plate (52) away from the first wedge block (521). A limiting hole (441) is penetrated through the pulling arm (44). An end of the toggle rod (56) away from the first adjusting plate (52) is slidably plugged into the limiting hole (441). The first partition A first connecting hole (531) is formed through the block (53), a first solenoid valve (57) is arranged in the first connecting hole (531), and the first solenoid valve (57) is electrically connected to the controller (22); when there is a difference between the pressure applied to the third pressure sensor (55) and the pressure applied to the first pressure sensor (45), the first solenoid valve (57) is opened and closed by the controller (22), so that the first adjusting rod (51) can change the pressing force of the first adjusting rod (51) on the first brake pad (43) under the action of the first wedge block (521).

3. A braking device for self-detecting braking reliability for new energy vehicles according to claim 2, characterized in that: The driven brake assembly (6) is also included. The driven brake assembly (6) is arranged at an end of the bracket (2) away from the first mounting portion (32). The driven brake assembly (6) includes a second piston (61), a second screw rod (62) and a second brake pad (63). A second mounting portion (24) is fixedly provided on a side of the bracket (2) away from the first mounting portion (32). A second accommodating groove (25) is provided on a side of the second mounting portion (24) close to the brake disc (1). A dial plate (26) is provided on the second mounting portion (24). The second piston (61) is slidably arranged in the second accommodating groove (25). A connecting seat (34) is fixedly provided on an end of the brake caliper body (3) away from the first mounting portion (32). The second screw rod (62) is passed through the second mounting portion (24). The second screw rod (62) is inserted into the second mounting portion (24). (62) is threadedly connected to the second mounting portion (24), one end of the second screw rod (62) is rotatably connected to the connecting seat (34), the other end of the second screw rod (62) extends into the second accommodating groove (25) and is fixedly connected to one end of the second piston (61), a second pressure sensor (64) is arranged between the second piston (61) and the brake disc (1), and the second pressure sensor (64) is electrically connected to the controller (22); as the pulling arm (44) drives the first piston (41) to continuously press against the brake disc (1), the first screw rod (42) can drive the brake caliper body (3) to move toward the first mounting portion (32), so that the second screw rod (62) drives the second piston (61) to be ejected, thereby causing the second brake pad (63) to abut against the brake disc (1).

4. A braking device for self-detecting braking reliability for new energy vehicles according to claim 3, characterized in that: The driven brake assembly (6) is further provided with a second adjustment assembly (7), the second adjustment assembly (7) comprising a second adjustment rod (71) and a second adjustment plate (72), the second adjustment plate (72) being rotatably mounted on the second mounting portion (24), a second wedge block (721) being fixedly mounted on a side of the second adjustment plate (72) close to the brake disc (1), a second pressure regulating groove (611) being provided on the second piston (61), a second limiting groove (241) being provided on the second mounting portion (24), a second connecting rod (711) being fixedly mounted on one end of the second adjustment rod (71), and one end of the second connecting rod (711) passing through the second limiting groove. The groove (241) is slidably connected to the second pressure regulating groove (611), and the other end of the second adjusting rod (71) is in contact with the second brake pad (63); the second adjusting rod (71) is provided with a second hydraulic chamber (712) at one end of the second connecting rod (711), the second hydraulic chamber (712) is filled with hydraulic oil, a second partition block (73) is slidably arranged in the second hydraulic chamber (712), a second lifting rod (74) is fixedly arranged at one end of the second partition block (73), and the second lifting rod (74) extends out of the second hydraulic chamber (712) at one end away from the second partition block (73) and is in contact with the second wedge block (721).

5. A braking device for self-detecting braking reliability for new energy vehicles according to claim 4, characterized in that: A fourth pressure sensor (75) is provided at one end of the second adjusting rod (71), the fourth pressure sensor (75) is located between the second adjusting rod (71) and the second brake pad (63), the fourth pressure sensor (75) is electrically connected to the controller (22), a second connecting hole (731) is formed through the second partition block (73), a second electromagnetic valve (76) is provided in the second connecting hole (731), and the second electromagnetic valve (76) is electrically connected to the controller (22); a limiting portion (26) is fixedly provided on one side of the dial (26); 1) and a toggle portion (262), a limiting annular groove (242) is provided on the second mounting portion (24) near the toggle plate (26), the limiting portion (261) is slidably connected to the limiting annular groove (242), the toggle plate (26) is rotatably arranged on a surface of the second mounting portion (24) away from the brake disc (1) through the limiting portion (261), the toggle plate (26) is threadedly connected to the second screw rod (62), and the toggle portion (262) is fixedly connected to a side of the second adjustment plate (72) away from the second wedge block (721).

6. A braking device for self-detecting braking reliability for new energy vehicles according to claim 3, characterized in that: The connection seat (34) is provided with a wear visible component (8), and the wear visible component (8) is provided with two groups. The two groups of the wear visible components (8) are respectively provided as a first wear visible component (81) and a second wear visible component (82), and the two groups of the wear visible components (8) have the same feature settings. The first wear visible component (81) comprises a first hydraulic display tube (811), a first hydraulic telescopic rod (812) and a first exhaust pipe (813). The first hydraulic display tube (811) is embedded in a surface of the connection seat (34) away from the brake disc (1). A first indicator plate (814) is sealed and slidably provided in the first hydraulic display tube (811). The first indicator plate (814) separates the first hydraulic display tube (811) into a first injection chamber (8111) and a first exhaust chamber (8112). The first hydraulic display tube (811) is provided with an engraved The first hydraulic telescopic rod (812) is fixedly arranged at one end of the brake caliper body (3) provided with the first mounting portion (32), the extended end of the first hydraulic telescopic rod (812) abuts against the toggle rod (56), the fixed end of the first hydraulic telescopic rod (812) is communicated with the first injection chamber (8111), the first exhaust pipe (813) is fixedly connected to the first hydraulic display tube (811), and the first exhaust pipe (813) is communicated with the first exhaust chamber (8112), and the first one-way valve (815) is arranged on the first exhaust pipe (813); when the pulling arm (44) drives the toggle rod (56) to deflect, the toggle rod (56) compresses the first hydraulic telescopic rod (812), thereby pushing the first indicator plate (814) to move in the first hydraulic display tube (811), thereby displaying the wear condition of the first brake pad (43).

7. A braking device for self-detecting braking reliability for new energy vehicles according to claim 6, characterized in that: The second wear visible component (82) comprises a second hydraulic display tube (821), a second hydraulic telescopic rod (822) and a second exhaust pipe (823); the second hydraulic display tube (821) is embedded in the connecting seat (34); the first hydraulic display tube (811) and the second hydraulic display tube (821) are symmetrically arranged along the width direction of the brake caliper body (3); the second hydraulic telescopic rod (822) is fixedly arranged at one end of the brake caliper body (3) where the connecting seat (34) is arranged; an extrusion block (263) is fixedly arranged on a surface of the dial plate (26) facing away from the brake plate (1); the protruding end of the second hydraulic telescopic rod (822) is in contact with the extrusion block (263); The second hydraulic pressure display tube (821) is abutted against the second hydraulic pressure display tube (821), and a second indicator plate (824) is sealed and slidably arranged inside the second hydraulic pressure display tube (821). The second indicator plate (824) divides the second hydraulic pressure display tube (821) into a second injection chamber (8211) and a second discharge chamber (8212). The second hydraulic pressure display tube (821) is provided with a scale. The fixed end of the second hydraulic telescopic rod (822) is communicated with the second injection chamber (8211). The second exhaust pipe (823) is fixedly connected to the second hydraulic pressure display tube (821), and the second exhaust pipe (823) is communicated with the second discharge chamber (8212). The second exhaust pipe (823) is provided with a second one-way valve (825).

8. The braking device for self-detecting braking reliability for new energy vehicles according to claim 2 is characterized in that: The first lifting rod (54) is also provided with a first return spring (58), which is sleeved on the first lifting rod (54), one end of the first return spring (58) is fixedly connected to the first partition block (53), and the other end of the first return spring (58) is fixedly connected to the inner wall of the first hydraulic chamber (512).

9. A braking device for self-detecting braking reliability for new energy vehicles according to claim 6, characterized in that: A micro switch (816) is provided at one end of the first hydraulic display tube (811) close to the first exhaust pipe (813), and a buzzer (817) is provided on the connecting seat (34). The buzzer (817) is electrically connected to the micro switch (816). When the first indicator plate (814) moves to one end of the first hydraulic display tube (811) close to the first exhaust pipe (813), the first indicator plate (814) can trigger the micro switch (816), so that the buzzer (817) is activated, which indicates that the wear of the first brake pad (43) has reached the limit.

10. A braking device for self-detecting braking reliability for new energy vehicles according to claim 4, characterized in that: The first adjustment rod (51) is provided in multiple groups, and the multiple groups of the first adjustment plate (52) rods are arranged at different corners on the first brake pad (43); the second adjustment rod (71) is also provided in multiple groups, and the multiple groups of the second adjustment plate (72) rods are arranged at different corners on the second brake pad (63).

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