A performance testing device for automotive brake pads

Abstract

This invention discloses a performance testing device for automotive brake pads in the field of automotive brake pad testing technology. It includes a controller, a tire, a testing body, and two brake pads. The testing body has a testing groove on its top, and inlet and outlet pipes are respectively provided on both sides of the testing body. A first solenoid valve and a second solenoid valve are respectively installed on the inlet and outlet pipes, both electrically connected to the controller. A rotating assembly and a brake assembly are installed inside the testing groove. A blowing assembly is installed on the inner wall of the testing groove, and a signal assembly is installed at the bottom of the testing groove. The rotating assembly, brake assembly, blowing assembly, and signal assembly are electrically connected to the controller. This invention is simple and easy to operate. Through the coordinated work of the testing body, inlet and outlet pipes, rotating assembly, and brake assembly, it can simulate the testing of brake pad performance indicators under conditions such as road flooding and muddy road sections, thereby making the test data more reliable and scientific.

Description

Technical Field

[0001] This invention belongs to the field of automotive brake pad testing technology, specifically a performance testing device for automotive brake pads. Background Technology

[0002] With the continuous increase in car ownership and the expansion of the automotive consumer market, the automotive brake pad market has also shown a steady growth trend. Automotive brake pads are one of the important components ensuring safe driving, and their performance and quality directly affect the safety and driving experience of passengers.

[0003] Therefore, professional testing of car brake pads at the factory is indispensable. By testing indicators such as the coefficient of friction, wear rate, and heat fade rate of the brake pads, we can understand their braking performance under different conditions, thus allowing us to select brake pads that are more suitable for the vehicle's needs. This helps improve braking performance, making the vehicle brake more quickly and smoothly, and enhancing the driving experience.

[0004] Currently, most existing performance testing devices for automotive brake pads typically test their performance by spraying water from below the braking mechanism to simulate the conditions of brake pads in rainy or muddy road conditions. However, this method provides a limited simulation of the actual driving and braking environment around the brake pads, resulting in lower reliability and scientific validity of the test results. Therefore, it is necessary to propose a performance testing device for automotive brake pads that can simulate real-world conditions such as muddy and wet road surfaces to test brake pad performance indicators, thereby ensuring more reliable and scientifically sound test data. Summary of the Invention

[0005] To address the aforementioned problems, the present invention aims to provide a performance testing device for automotive brake pads. This invention is simple and easy to operate. Through the coordinated operation of the testing body, inlet pipe, outlet pipe, rotating assembly, and brake assembly, it can simulate actual conditions such as road surface water and muddy road sections to test the performance indicators of brake pads, thereby making the test data more reliable and scientific.

[0006] To achieve the above objectives, the technical solution of the present invention is as follows: A performance testing device for automotive brake pads includes a controller, a tire, a testing body, and two brake pads. The testing body has a testing groove on its top. The testing body has an inlet pipe and an outlet pipe communicating with the testing groove on both sides along its length. A first solenoid valve and a second solenoid valve are respectively installed on the inlet and outlet pipes, both electrically connected to the controller. A rotating assembly for simulating tire rotation during vehicle operation is installed inside the testing groove. The rotating assembly is coaxially and fixedly connected to the tire. A brake assembly for braking the rotating assembly is installed inside the testing groove. The brake pads are all fixedly connected to the brake assembly. The rotating assembly is located within the movement trajectory of the brake assembly. A blowing assembly for simulating actual airflow during vehicle operation is installed on the inner wall of the testing groove. A signal assembly for detecting liquid level is installed at the bottom of the testing groove. The rotating assembly, brake assembly, blowing assembly, and signal assembly are all electrically connected to the controller.

[0007] The controller is used to control the working state of the first and second solenoid valves according to the preset detection environment conditions strategy, so as to adjust the liquid level inside the detection tank.

[0008] The basic principle is as follows: the controller controls the working state of the first and second solenoid valves to adjust the height of the liquid level in the detection tank. The rotation of the rotating component simulates the actual driving state of a car. At the same time, the controller controls the movement of the blowing component based on the movement of the rotating component. Since the rotating component is located within the movement trajectory of the braking component, as the braking component moves, the braking component contacts and squeezes the rotating component. The friction between the braking component and the rotating component achieves braking of the rotating component.

[0009] The beneficial effects of the basic solution are as follows: 1. Compared with the existing technology that simulates the actual driving conditions of a car in rainy weather by spraying water from below or above the brake pads or braking mechanism, this invention uses tire rotation to cause clean water or other simulated materials (mud and gravel, etc.) in the testing tank to splash onto the rotating components and brake pads. This is more in line with the actual driving conditions of a car in rainy weather or on a road with standing water, thereby improving the simulation of actual driving and braking environment conditions during the brake pad testing process, and further improving the reliability and scientific accuracy of the brake pad test results. At the same time, this invention can also simulate the wear state of brake pads under normal dry conditions. Furthermore, the liquid level in the testing tank can be adjusted by the controller to simulate the impact of vehicle driving and braking on the working state of the brake pads when there is standing water on the road in rainy weather. It can also simulate the wear conditions of brake pads under conditions of excessive water accumulation, thus facilitating the testing of brake pad performance indicators under actual conditions such as rainy weather and excessive water accumulation.

[0010] 2. This invention simulates the rotation of tires when a car is in motion through a rotating component, while the blowing component further simulates actual airflow conditions, allowing the brake pads to be tested in a way that more closely resembles the real usage environment, thereby ensuring the accuracy and reliability of brake pad performance evaluation.

[0011] 3. The controller design enables centralized control of various components, including the start and stop of the rotating components, the braking intensity of the braking components, the wind speed adjustment of the blowing components, and the automatic adjustment of the liquid level. Through this automated and intelligent control, not only is the detection efficiency improved, but also the error caused by human operation is reduced, ensuring the accuracy of the detection results.

[0012] Furthermore, the rotating assembly includes a first chamber located inside the detection body. A first motor is fixedly connected inside the first chamber. A first pulley is coaxially fixedly connected to the output shaft of the first motor. A rotating shaft is rotatably connected to the inner wall of the first chamber. A second pulley corresponding to the first pulley is coaxially fixedly connected to the rotating shaft. The first pulley and the second pulley are engaged by belt drive. The end of the rotating shaft away from the first motor extends through the detection body into the detection slot and is coaxially fixedly connected to a brake disc. The end of the brake disc away from the first motor is detachably connected to a tire. The first motor is electrically connected to the controller.

[0013] The beneficial effect of the basic scheme is that, through the first motor in the first chamber and the rotating shaft coaxially and fixedly connected to the output shaft of the first motor, efficient and precise power transmission from the motor to the rotating shaft is achieved. This design ensures that the brake disc can operate stably and reliably during the simulated tire rotation of a car, providing a solid foundation for subsequent performance testing.

[0014] Furthermore, the braking assembly includes a support rod fixedly connected to an inner wall of the detection slot near the first motor. A brake caliper is fixedly connected to the end of the support rod away from the first motor. Two inner walls of the brake caliper, which are close to each other, are fixedly connected to two brake pads respectively. The brake caliper is connected to a hydraulic assembly, which is electrically connected to the controller.

[0015] The beneficial effects of the basic scheme are: by controlling the output of the hydraulic components through the controller, the pressure of the two brake pads on the brake disc in the brake caliper can be controlled to simulate the braking effect under different braking forces. This allows for the simulation of more factors in the actual braking process, such as braking force and the contact between the brake pads and the brake disc, thus more realistically reflecting the performance of the brake pads in actual use. This helps to improve the reliability and accuracy of the test results.

[0016] Furthermore, the blowing assembly includes a second chamber opened inside the detection body, a second motor is fixedly connected inside the second chamber, the output shaft of the second motor extends through the detection body to the detection slot at the end away from the second motor and is coaxially fixedly connected to several fan blades, a protective cover for protecting the fan blades is fixedly connected to the inner wall of the detection slot, and the second motor is electrically connected to the controller.

[0017] The beneficial effects of the basic design are as follows: The rotation of the second motor within the second chamber drives the fan blades, which generate a stable airflow that evenly cools or heats the brake pads and discs, ensuring a more uniform temperature distribution in the braking system during testing. This helps improve the accuracy and reliability of the test results. Simultaneously, it simulates the heat generated by friction between the tires and the braking system during vehicle operation, as well as the impact of surrounding airflow on the braking system. The protective cover design effectively prevents damage to the fan blades from external objects or impurities, extending their service life. Furthermore, the protective cover reduces noise and vibration generated during fan blade rotation, improving the stability and reliability of the entire testing system.

[0018] Furthermore, the hydraulic assembly includes a hydraulic pipe connected to the brake caliper, the hydraulic pipe being connected to a hydraulic pump, and the hydraulic pump being electrically connected to the controller.

[0019] The beneficial effects of the basic solution are: through the precise control of the hydraulic pump by the controller, the flow rate and pressure of the hydraulic oil in the hydraulic pipe can be finely adjusted, which can directly affect the degree of pressure of the brake pads on the brake disc in the brake caliper, thereby achieving precise control of the braking force and more realistically reflecting the performance of the brake pads in actual use. This helps to improve the reliability and accuracy of the test results.

[0020] Furthermore, the signal components include a liquid level sensor fixedly connected to the bottom of the detection tank, and the liquid level sensor is electrically connected to the controller.

[0021] The benefits of the basic solution are: by using a liquid level sensor to detect the liquid level in the detection tank in real time, the liquid can be kept within a suitable detection range according to the environmental conditions required for detection, thus enabling more accurate simulation of cars in rainy weather; at the same time, the liquid level sensor can detect abnormal liquid levels in a timely manner, such as liquid overflow that may be caused by excessive liquid level, or even damage to the detection equipment, thereby improving the safety of the device.

[0022] Furthermore, several sealing rings are provided at the connection points between the rotating shaft and the output shaft of the second motor and the detection body.

[0023] The beneficial effect of the basic scheme is that, through the design of the sealing ring, the possibility of liquid entering the first and second chambers during the test simulation process and causing damage to the first and second motors is reduced, thereby improving the safety of the simulation test process.

[0024] Furthermore, the detection environmental condition strategy includes:

[0025] Strategy 1: The controller controls the first and second solenoid valves to make the liquid level in the detection tank 5-10 cm higher than the bottom of the tire, and sets the above liquid level as the first liquid level;

[0026] Strategy 2: The controller controls the first and second solenoid valves to make the liquid level in the detection tank 40-50 cm higher than the bottom of the tire, and sets the above liquid level as the second liquid level.

[0027] The beneficial effects of the basic scheme are: Strategy 1 simulates the friction performance between brake pads and brake discs when the road surface is relatively dry in rainy weather, and can also simulate the use of brake pads on muddy road sections in rainy weather; Strategy 2 simulates the friction performance between brake pads and brake discs when the road surface is relatively wet.

[0028] Furthermore, the controller is also used to control the rotational speed of the second motor based on the rotational speed of the first motor.

[0029] The beneficial effects of the basic scheme are: by controlling the rotation of the second motor based on the rotation speed of the first motor, the controller simulates the heat generated by friction between the tires and the braking system during vehicle operation, as well as the impact of surrounding airflow on the braking system; at the same time, it simulates the gas flow around the brake pads in actual conditions, thereby improving the accuracy and reliability of the test results.

[0030] Furthermore, the central axes of the second motor output shaft and the rotating shaft are both on the same horizontal plane; the protective cover is located on an inner wall of the detection groove along its length and away from the brake caliper.

[0031] The beneficial effects of the basic scheme are: the design that the central axis of the output shaft and the rotation shaft of the second motor are both on the same horizontal plane, and the design that the protective cover is located on the inner side wall of the test groove along the length direction and away from the brake caliper, can better simulate the air flow around the brake pads in actual situation when the fan blades rotate to generate wind, thereby further improving the reliability and scientific accuracy of the brake pad test results. Attached Figure Description

[0032] Figure 1 This is an isometric view of the performance testing device for automotive brake pads in this embodiment.

[0033] Figure 2 This is a top view of the performance testing device for automotive brake pads in this embodiment.

[0034] Figure 3 This is a partial cross-sectional view of the performance testing device for automotive brake pads in this embodiment.

[0035] Figure 4 This is a schematic diagram of the brake assembly in the performance testing device for automotive brake pads in this embodiment.

[0036] The reference numerals in the accompanying drawings of the instruction manual include: 1. Detection body; 2. Detection tank; 3. Water outlet pipe; 4. Second solenoid valve; 5. Tire; 6. Brake disc; 7. Blower assembly; 701. Protective cover; 702. Fan blade; 703. Second motor; 704. Second chamber; 8. Rotating shaft; 9. Support rod; 10. Water inlet pipe; 11. First solenoid valve; 12. Brake caliper; 13. First chamber; 14. First motor; 15. Brake pad; 16. Liquid level sensor; 17. First pulley; 18. Second pulley. Detailed Implementation

[0037] The following detailed description illustrates the specific implementation method:

[0038] Example 1:

[0039] The basics are as follows: Figure 1 , Figure 2 , Figure 3 and Figure 4 As shown: A performance testing device for automotive brake pads 15 includes a controller, a tire 5, a testing body 1, and two brake pads 15. The testing body 1 has a testing groove 2 on its top. Water inlet pipes 10 and outlet pipes 3, connected to the testing groove 2, are welded to the two sides of the testing body 1 along its length. A first solenoid valve 11 and a second solenoid valve 4 are bolted to the water inlet pipe 10 and outlet pipe 3, respectively. Both the first solenoid valve 11 and the second solenoid valve 4 are electrically connected to the controller. A rotating assembly for simulating the rotation of the tire 5 during vehicle movement is installed inside the testing groove 2. The rotating assembly is coaxially rotatably connected to the tire 5. A brake assembly for braking the rotating assembly is also installed inside the testing groove 2. The brake pads 15 are all fixedly connected to the brake assembly. The rotating assembly is located within the movement trajectory of the brake assembly. A blowing assembly 7 for simulating actual airflow during vehicle movement is installed on the inner wall of the testing groove 2. A signal assembly for detecting the liquid level is installed at the bottom of the testing groove 2. The rotating assembly, brake assembly, blowing assembly 7, and signal assembly are electrically connected to the controller.

[0040] The controller is used to control the working state of the first solenoid valve 11 and the second solenoid valve 4 according to the preset detection environment conditions strategy, and to adjust the liquid level inside the detection tank 2. In addition, the controller can automatically adjust the detection process according to the preset detection parameters and real-time feedback data (such as liquid level, speed, braking force, etc.) to ensure the accuracy and reliability of the test results.

[0041] Specifically, strategies for detecting environmental conditions may include:

[0042] Strategy 1: The controller controls the first solenoid valve 11 and the second solenoid valve 4 to make the liquid level in the detection tank 2 10 cm higher than the bottom of the tire 5, and sets the above liquid level as the first liquid level.

[0043] Strategy 2: The controller controls the first solenoid valve 11 and the second solenoid valve 4 to make the liquid level in the detection tank 2 50 cm higher than the bottom of the tire 5, and sets the above liquid level as the second liquid level.

[0044] Specifically, the rotating assembly includes a first chamber 13 located inside the detection body 1. A first motor 14 is fixedly connected to the first chamber 13 with screws. A first pulley 17 is fixedly connected to the output shaft of the first motor 14 with coaxial screws. A rotating shaft 8 is rotatably connected to the inner wall of the first chamber 13. A second pulley 18 corresponding to the first pulley 17 is fixedly connected to the rotating shaft 8 with coaxial screws. The first pulley 17 and the second pulley 18 are engaged by belt drive. The end of the rotating shaft 8 away from the first motor 14 extends through the detection body 1 into the detection groove 2 and is fixedly connected to a brake disc 6 with coaxial bolts. The end of the brake disc 6 away from the first motor 14 is detachably connected to the tire 5. The first motor 14 is electrically connected to the controller.

[0045] Specifically, the brake assembly includes a support rod 9 that is screwed and fixed to an inner wall of the detection groove 2 near the first motor 14. A brake caliper 12 is bolted to the end of the support rod 9 away from the first motor 14. Two inner walls of the brake caliper 12 that are close to each other are fixedly connected to two brake pads 15 respectively. The brake caliper 12 is connected to a hydraulic assembly, which is electrically connected to the controller.

[0046] Specifically, the blower assembly 7 includes a second chamber 704 opened inside the detection body 1. A second motor 703 is fixedly connected to the second chamber 704 with screws. The output shaft of the second motor 703 extends through the detection body 1 into the detection groove 2 and is coaxially fixedly connected with several fan blades 702 with screws. A protective cover 701 for protecting the fan blades 702 is fixedly connected to the inner wall of the detection groove 2 with screws. The second motor 703 is electrically connected to the controller.

[0047] Specifically, the hydraulic components include a hydraulic pipe connected to the brake caliper 12, which in turn connects to a hydraulic pump, which is electrically connected to the controller. The signal components include a level sensor 16 fixedly connected to the bottom of the detection tank 2, which is also electrically connected to the controller. Several sealing rings are provided at the connection points between the rotating shaft 8 and the output shaft of the second motor 703 and the detection body 1. The hydraulic pump provides stable hydraulic power, enabling the brake caliper 12 to quickly and accurately clamp the brake pads 15, simulating a real braking process. The pressure of the hydraulic system can be adjusted according to the detection requirements to simulate performance under different braking forces.

[0048] The specific implementation process is as follows: First, the brake pads 15 to be tested are installed on the brake calipers 12, and the corresponding brake discs 6 are installed at the same time to make the test results more consistent with the actual situation, so as to improve the reliability and scientific nature of the test results.

[0049] When the controller operates based on Strategy 1, it first closes the second solenoid valve 4 and opens the first solenoid valve 11, allowing clean water to be injected into the detection tank 2 through the water inlet pipe 10. At the same time, the liquid level sensor 16 monitors the liquid level in the detection tank 2 in real time and transmits the corresponding signal to the controller. The controller analyzes the real-time liquid level in the detection tank 2 and compares it with the pre-set first liquid level. When the real-time liquid level is greater than or equal to the first liquid level, the controller controls the first solenoid valve 11 to close, thereby maintaining the real-time liquid level in the detection tank 2 near the first liquid level, thus simulating the actual situation of low water accumulation on the road during rainy days.

[0050] Then, the controller starts the first motor 14, which drives the first pulley 17, which is fixedly connected to its output shaft, to rotate. The first pulley 17 then drives the second pulley 18, which is connected to it via belt drive, to rotate. Since the second pulley 18 is fixedly connected to the rotating shaft 8 and the connection between the rotating shaft 8 and the detection body 1 is a rotatable connection, the rotating shaft 8 drives the brake disc 6, which is fixedly connected to it, to rotate. At the same time, it also drives the tire 5 to rotate around its central axis. The belt drive can convert the mechanical energy of the rotation of the first motor 14 into the kinetic energy of the rotation of the tire 5. It can also protect the first motor 14 from overload and burnout when braking, thus making the whole simulation process more consistent with the actual braking situation of a car, thereby improving safety and the reliability of the detection data. During the rotation of tire 5, the water in the test groove 2 will splash onto the brake disc 6. To better simulate the working effect of brake pad 15 under actual conditions, after tire 5 has been rotating for about fifteen minutes, the hydraulic pump is started by the controller to deliver hydraulic oil to the brake caliper 12 through the hydraulic pipe. The hydraulic action causes the two brake plates in the brake caliper 12 to squeeze the brake disc 6, thus braking. At the same time, the output of the first motor 14 is stopped. After tire 5 stops rotating, relevant data (speed of the first motor 14, braking time, hydraulic pump output pressure, etc.) are recorded. Then, after tire 5 has stopped for about one minute, the first motor 14 is started again, and the above operation is repeated to obtain multiple sets of data. These data are then analyzed to eliminate the interference of randomness in the test data during the simulated test of brake pad 15, thereby improving the reliability of the test data.

[0051] During the rotation and braking of tire 5, the controller will start the second motor 703. The output shaft of the second motor 703 will drive the fan blade 702 to rotate and blow air onto the brake disc 6 to simulate the air flow around the brake pad 15 under actual conditions, thereby improving the accuracy of the detection data.

[0052] Meanwhile, by adding factors that affect the service life of the car brake pads 15, such as mud and small stones, into the testing tank 2, the usage and performance of the car brake pads 15 under other environmental conditions, such as muddy roads, can be simulated, thereby better testing the performance indicators of the car brake pads 15. Furthermore, to prevent water from entering the first chamber 13 and the second chamber 704 during testing and causing damage to the first motor 14 and the second motor 703, sealing rings are installed at the connection points between the output shaft and the rotating shaft 8 of the second motor 703 and the testing body 1 for waterproofing.

[0053] After the test is completed, the controller opens the second solenoid valve 4 and the first solenoid valve 11, allowing the simulated materials such as clean water and mud in the test tank 2 to be discharged from the test tank 2 through the water outlet pipe 3. Then the first solenoid valve 11 is closed. When the real-time liquid level in the test tank 2 is lower than the preset threshold, the second solenoid valve 4 is closed, which facilitates the cleaning of the test tank 2 and reduces the burden on the staff.

[0054] Example 2:

[0055] The difference from the above embodiments is that, as shown in the appendix Figure 3 As shown: The controller is also used to control the rotation speed of the second motor 703 according to the rotation speed of the first motor 14.

[0056] The specific implementation process is as follows: During the rotation and braking process of the tire 5, the controller controls the rotation speed of the second motor 703 based on the rotation speed of the first motor 14, thereby controlling the rotation of the fan blade 702, thus simulating the heat generated by the friction between the tire 5 and the braking system and the influence of the surrounding air flow on the braking system during vehicle operation; at the same time, it simulates the gas flow around the brake pad 15 in actual conditions to improve the accuracy and reliability of the detection results.

[0057] Example 3:

[0058] The difference from the above embodiments is that, as shown in the appendix Figure 2 As shown: the output shaft of the second motor 703 and the central axis of the rotating shaft 8 are both on the same horizontal plane; the protective cover 701 is located on an inner side wall of the detection groove 2 along the length direction and away from the brake caliper 12.

[0059] The specific implementation process is as follows: the output shaft of the second motor 703 and the central axis of the rotating shaft 8 are both on the same horizontal plane, and the protective cover 701 is located on an inner side wall of the detection groove 2 along the length direction and away from the brake caliper 12. This is all to enable the fan blade 702 to better simulate the air flow around the brake pad 15 in actual situation when it rotates to generate wind, thereby further improving the reliability and scientific degree of the brake pad 15 detection results.

[0060] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus.

[0061] The above descriptions are merely embodiments of the present invention. Commonly known structures and characteristics of the solutions are not described in detail here. Those skilled in the art are aware of all common technical knowledge in the field prior to the application date or priority date, are aware of all existing technologies in that field, and have the ability to apply conventional experimental methods prior to that date. Those skilled in the art can, under the guidance of this application, improve and implement this solution in combination with their own capabilities. Some typical known structures or methods should not be obstacles for those skilled in the art to implement this application. It should be noted that those skilled in the art can make several modifications and improvements without departing from the structure of the present invention. These should also be considered within the scope of protection of the present invention, and will not affect the effectiveness of the implementation of the present invention or the practicality of the patent. The scope of protection claimed in this application should be determined by the content of its claims, and the specific embodiments described in the specification can be used to interpret the content of the claims.

Claims

1. A performance testing device for automotive brake pads, characterized in that: The system includes a controller, tires (5), a detection body (1), and two brake pads (15). The top of the detection body (1) has a detection groove (2). The two sides of the detection body (1) along the length direction are respectively provided with an inlet pipe (10) and an outlet pipe (3) that communicate with the detection groove (2). The inlet pipe (10) and the outlet pipe (3) are respectively provided with a first solenoid valve (11) and a second solenoid valve (4). The first solenoid valve (11) and the second solenoid valve (4) are both electrically connected to the controller. The detection groove (2) is equipped with wheels for simulating car driving. The rotating assembly of the tire (5) is fixedly connected to the tire (5) on the same axis. A brake assembly for braking the rotating assembly is installed in the detection groove (2). The brake pads (15) are all fixedly connected to the brake assembly. The rotating assembly is located within the movement trajectory of the brake assembly. A blower assembly (7) for simulating the actual airflow when the car is driving is installed on the inner wall of the detection groove (2). A signal assembly for detecting the liquid level is installed at the bottom of the detection groove (2). The rotating assembly, brake assembly, blower assembly (7) and signal assembly are all electrically connected to the controller. The controller is used to control the first solenoid valve (11) and the second solenoid valve (4) according to the preset detection environment conditions strategy to adjust the liquid level inside the detection tank (2); The rotating assembly includes a first chamber (13) inside the detection body (1), a first motor (14) is fixedly connected inside the first chamber (13), a first pulley (17) is coaxially fixedly connected to the output shaft of the first motor (14), a rotating shaft (8) is rotatably connected to the inner wall of the first chamber (13), a second pulley (18) corresponding to the first pulley (17) is coaxially fixedly connected to the rotating shaft (8), the first pulley (17) and the second pulley (18) are connected by belt drive, the end of the rotating shaft (8) away from the first motor (14) passes through the detection body (1) and extends into the detection groove (2) and is coaxially fixedly connected to a brake disc (6), the end of the brake disc (6) away from the first motor (14) is detachably connected to the tire (5), and the first motor (14) is electrically connected to the controller.

2. The performance testing device for automotive brake pads according to claim 1, characterized in that: The brake assembly includes a support rod (9) fixedly connected to an inner wall of the detection slot (2) near the first motor (14). A brake caliper (12) is fixedly connected to the end of the support rod (9) away from the first motor (14). The two inner walls of the brake caliper (12) that are close to each other are fixedly connected to two brake pads (15). The brake caliper (12) is connected to a hydraulic assembly, which is electrically connected to the controller.

3. The performance testing device for automotive brake pads according to claim 2, characterized in that: The blower assembly (7) includes a second chamber (704) opened inside the detection body (1). A second motor (703) is fixedly connected inside the second chamber (704). The output shaft of the second motor (703) extends through the detection body (1) to the detection groove (2) and is coaxially fixedly connected to several fan blades (702). A protective cover (701) for protecting the fan blades (702) is fixedly connected to the inner wall of the detection groove (2). The second motor (703) is electrically connected to the controller.

4. The performance testing device for automotive brake pads according to claim 3, characterized in that: The hydraulic assembly includes a hydraulic pipe connected to the brake caliper (12), the hydraulic pipe being connected to a hydraulic pump, and the hydraulic pump being electrically connected to the controller.

5. The performance testing device for automotive brake pads according to claim 4, characterized in that: The signal components include a liquid level sensor (16) fixedly connected to the bottom of the detection tank (2), and the liquid level sensor (16) is electrically connected to the controller.

6. The performance testing device for automotive brake pads according to claim 5, characterized in that: Several sealing rings are provided at the connection between the rotating shaft (8) and the output shaft of the second motor (703) and the detection body (1).

7. The performance testing device for automotive brake pads according to claim 6, characterized in that: Strategies for detecting environmental conditions include: Strategy 1: The controller controls the first solenoid valve (11) and the second solenoid valve (4) to make the liquid level in the detection tank (2) 5-10 cm higher than the bottom of the tire (5), and sets the above liquid level as the first liquid level; Strategy 2: The controller controls the first solenoid valve (11) and the second solenoid valve (4) to make the liquid level in the detection tank (2) 40-50 cm higher than the bottom of the tire (5), and sets the above liquid level as the second liquid level.

8. The performance testing device for automotive brake pads according to claim 7, characterized in that: The controller is also used to control the rotation speed of the second motor (703) according to the rotation speed of the first motor (14).

9. The performance testing device for automotive brake pads according to claim 8, characterized in that: The output shaft of the second motor (703) and the central axis of the rotating shaft (8) are both on the same horizontal plane; the protective cover (701) is located on an inner side wall of the detection groove (2) along the length direction and away from the brake caliper (12).

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