Brake disc end jump and thickness difference detection system and detection method

Abstract

The invention discloses a brake disc end jump and thickness difference detection system and detection method. The detection system comprises an instrument support; the instrument support comprises a radial adjusting device, an axial adjusting device, a fixing frame and an instrument base. The radial adjusting device comprises a radial guide rail, the axial adjusting device comprises an axial guide rail, and the axial guide rail is vertically arranged at one end of the radial guide rail; the fixing frame is arranged at the other end, away from the axial guide rail, of the radial guide rail and detachably and fixedly connected to the steering knuckle assembly. When the fixing frame is fixed to the steering knuckle assembly, the axial guide rail extends in the direction parallel to the axis of the brake disc. The gauge stand is provided with an instrument fixing hole. The two meter seats are both connected to the axial guide rail in a sliding mode, and the extending directions of the meter fixing holes of the two meter seats are collinear and parallel to the extending direction of the axial guide rail. The detection system has the advantages that the detection system can synchronously measure the end jumps of the two brake surfaces of the brake disc, the phase consistency of the end jumps is ensured, and the thickness difference of the brake disc can be accurately calculated.

Description

Technical Field

[0001] The present invention relates to the technical field of brake discs, and in particular to a brake disc end jump and thickness difference detection system and method. Background Art

[0002] Vehicle brake judder is a common brake complaint, which is strongly related to the end jump and thickness difference of the brake disc. When brake judder occurs, in order to analyze the cause of the problem, it is inevitable to measure the end jump and thickness difference of the brake disc.

[0003] At present, in the automotive industry, there are two main solutions to measure the end runout and thickness difference of brake discs: one is to use non-contact special detection equipment to detect the end runout and thickness difference of brake discs; the other is to remove the brake disc and send it to the brake disc manufacturer by express delivery, and the professional and technical personnel of the brake disc manufacturer will complete the end runout and thickness difference detection on the bench, and then return the brake disc. However, non-contact special detection equipment is relatively expensive and is mainly used in R&D units. It cannot be promoted in places such as after-sales and 4S stores due to its high cost; using the bench test of professional and technical personnel of the brake disc manufacturer, because the problem vehicle and the brake disc manufacturer are often not in the same place, the sample must be shipped to the brake disc manufacturer, and the shipping and return cycle is long, which seriously affects the progress of problem analysis. Therefore, it is necessary to study a detection system and detection method with a short detection cycle and low cost, which can be used in places such as after-sales and 4S stores to measure the end runout and thickness difference of the brake disc. Summary of the invention

[0004] In order to solve at least one of the above technical problems, the present invention provides a brake disc end runout and thickness difference detection system and detection method, wherein two micrometers are respectively set at the same phase position of the two braking surfaces of the brake disc through an instrument bracket, and the displacement of the two braking surfaces is measured by the micrometers.

[0005] The present invention solves the technical problem by adopting the following technical solution:

[0006] A brake disc end runout and thickness difference detection system comprises an instrument bracket; the instrument bracket comprises a radial adjustment device, an axial adjustment device, a fixing bracket and a gauge seat; the radial adjustment device comprises a radial guide rail, the axial adjustment device comprises an axial guide rail, the axial guide rail is vertically arranged at one end of the radial guide rail; the fixing bracket is arranged at the other end of the radial guide rail away from the axial guide rail, and is detachably fixedly connected to the steering knuckle assembly; when the fixing bracket is fixed to the steering knuckle assembly, the axial guide rail extends in a direction parallel to the axis of the brake disc; the gauge seat is provided with an instrument fixing hole; the gauge seat comprises two, both of which are slidably connected to the axial guide rail, and the extension directions of the instrument fixing holes of the two gauge seats are collinear and parallel to the extension direction of the axial guide rail.

[0007] Further, the fixing frame includes a sleeve, and a first end of the sleeve is provided with a accommodating cavity and a locking structure; the radial guide rail is vertically arranged at the second end of the sleeve; preferably, the locking structure includes a top screw, and the side wall of the accommodating cavity is provided with a top screw hole adapted to the top screw; more preferably, the locking structure includes a caliper screw having a thread size that is the same as the thread size of the mounting bolt, and the inner wall of the accommodating cavity is provided with an internal thread adapted to the caliper screw.

[0008] Furthermore, the radial guide rail is slidably connected to the second end of the sleeve, so that the radial guide rail can move radially along the brake disc to adjust the radial position of the dial indicator in the brake disc.

[0009] Furthermore, the radial guide rail is provided with a first slide groove, the second end of the sleeve is connected to the first slide groove through a first bolt, and the size of the bolt head of the first bolt is larger than the width of the first slide groove.

[0010] Furthermore, the axial guide rail is arranged on one side of the radial guide rail, and the axial guide rail is slidably connected to the radial guide rail, so that the axial guide rail can move along the radial guide rail to adjust the radial position of the micrometer in the brake disc.

[0011] Furthermore, the radial guide rail is provided with a first slide groove, the axial guide rail is connected to the radial guide rail via a connecting plate, the connecting plate is connected to the first slide groove via a second bolt, and the size of the bolt head of the second bolt is greater than the width of the first slide groove.

[0012] Furthermore, the bottoms of the two watch seats are both clamped on the axial guide rail; the axial guide rail is provided with a second slide groove, and the bottoms of the two watch seats are connected to the second slide groove by a third bolt, and the size of the bolt head of the third bolt is greater than the width of the second slide groove.

[0013] Furthermore, the top of each of the gauge seats includes a first clamping portion and a second clamping portion that are separated from each other, the first clamping portion includes a first accommodating groove, the second clamping portion includes a second accommodating groove, the extension direction of the first accommodating groove and the second accommodating groove are consistent with the extension direction of the axial guide rail, the cross-sections are both set to be a minor arc shape, and the radius of the minor arc is not less than the radius of the micrometer fixing rod; the first clamping portion and the second clamping portion are connected by a fourth bolt to facilitate the installation and fixation of the micrometer.

[0014] Furthermore, the detection system also includes a first micrometer and a second micrometer respectively arranged on two gauge seats, and the measuring heads of the first micrometer and the second micrometer are arranged relatively to each other, so that the first micrometer and the second micrometer can respectively and synchronously measure the displacement of the first braking surface and the second braking surface.

[0015] Furthermore, the first micrometer and the second micrometer are electronic micrometers; the detection system also includes a data processing system, and the first micrometer and the second micrometer are electrically connected to the data processing system, so that the micrometer can automatically collect data, and the data acquisition is convenient and accurate.

[0016] Furthermore, a brake disc end jump and thickness difference detection method is applied to the above-mentioned detection system, comprising the following steps:

[0017] Step 1: Lift the vehicle;

[0018] Step 2: Tighten the fixing bracket to the caliper fastener;

[0019] Step 3, adjust the positions of the first micrometer and the second micrometer and lock them, so that the first micrometer contacts the first braking surface of the brake disc, and the second micrometer contacts the second braking surface of the brake disc;

[0020] Step 4, set the first micrometer and the second micrometer to zero;

[0021] Step 5: Rotate the brake disc to allow the first micrometer and the second micrometer to synchronously collect data and send the data to the data processing system.

[0022] Furthermore, the method further includes setting the positive and negative values ​​of the data collected by the first micrometer and the second micrometer:

[0023] When the measuring heads of the first micrometer and the second micrometer move in a first direction, the collected data are set to positive numbers; when the measuring heads of the first micrometer and the second micrometer move in a direction opposite to the first direction, the collected data are set to negative numbers.

[0024] Furthermore, the method further includes the data processing system subtracting the data collected by the first micrometer from the data collected by the second micrometer to obtain the displacement difference.

[0025] Furthermore, the method further includes setting the positive and negative values ​​of the data collected by the first micrometer and the second micrometer:

[0026] When the measuring head of the first micrometer moves in a first direction, the collected data is set to a positive number, and when it moves in the opposite direction of the first direction, the collected data is set to a negative number; when the measuring head of the second micrometer moves in the first direction, the collected data is set to a negative number, and when it moves in the opposite direction of the first direction, the collected data is set to a positive number.

[0027] Furthermore, the method also includes the data processing system adding the data collected by the first micrometer and the data collected by the second micrometer to obtain the displacement difference.

[0028] Furthermore, the method further includes processing the data collected by the first micrometer and the second micrometer:

[0029] Subtract the minimum value from the maximum value of the data collected by the first micrometer to obtain the end run of the first brake surface; subtract the minimum value from the maximum value of the data collected by the second micrometer to obtain the end run of the second brake surface; subtract the minimum value from the maximum value of the displacement difference to obtain the thickness difference of the brake disc.

[0030] Compared with the prior art, the present invention has the following beneficial effects:

[0031] (1) The detection system has a simple structure and is easy to operate. It can synchronously measure the end runout of the two braking surfaces of the brake disc, ensuring the phase consistency of the end runout and accurately calculating the thickness difference of the brake disc.

[0032] (2) The use of this detection system to detect brake disc end runout and thickness difference has low cost, short cycle and wide applicability. This product can be promoted and used in after-sales service to assist in analyzing and solving after-sales jitter problems. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] In order to better understand the above and other purposes, features, advantages and functions of the present invention, reference may be made to the embodiments shown in the accompanying drawings. The same reference numerals in the accompanying drawings refer to the same components. It should be understood by those skilled in the art that the accompanying drawings are intended to schematically illustrate the preferred embodiments of the present invention and have no limiting effect on the scope of the present invention, and the components in the drawings are not drawn to scale.

[0034] Figure 1 This is a structural schematic diagram of Example 1 of the brake disc end runout and thickness difference detection system of the present invention.

[0035] Figure 2 This is a schematic diagram of the brake disc end runout and thickness difference detection system during detection according to Example 1 of the present invention.

[0036] Figure 3 This is a structural schematic diagram of Example 2 of the brake disc end jump and thickness difference detection system of the present invention.

[0037] Figure 4 It is a structural schematic diagram of the table base of the present invention.

[0038] Figure 5 A schematic diagram of a method for setting a micrometer to collect positive and negative data according to the present invention.

[0039] Figure 6 A schematic diagram of another method for setting a micrometer to collect positive and negative data according to the present invention.

[0040] Figure 7 It is a schematic diagram of the displacement curves of the two braking surfaces of the brake disc of the present invention.

[0041] In the figure: 1- radial guide rail; 11- first slide groove; 2- axial guide rail; 21- second slide groove; 3- sleeve; 31- top screw; 32- first bolt; 4- connecting plate; 41- second bolt; 5- meter base; 51- first clamping part; 511- first accommodating groove; 52- second clamping part; 521- second accommodating groove; 53- meter fixing hole; 54- third bolt; 55- fourth bolt; 56- clamping groove; 61- first micrometer; 62- second micrometer; 611- measuring head; 612- fixing rod; 7- steering knuckle body; 71- mounting bolt; 72- guide pin bolt; 8- brake disc; 81- first brake surface; 82- second brake surface; 9- brake caliper. DETAILED DESCRIPTION

[0042] In order to make the purpose, technical solutions and advantages of the present invention more clearly understood, the exemplary embodiments of the present invention are described below in conjunction with the accompanying drawings, including various details of the embodiments of the present invention to facilitate understanding, which should be considered as merely exemplary. Therefore, it should be recognized by those of ordinary skill in the art that various changes and modifications can be made to the embodiments described herein without departing from the scope and spirit of the present disclosure. Similarly, for the sake of clarity and conciseness, the description of well-known functions and structures is omitted in the following description.

[0043] In the description of the present invention, it should be noted that the term "including" and its variations represent open inclusion, that is, "including but not limited to". The terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance. In addition, in the description of the present invention, the meaning of "plurality" is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0044] The present invention provides a brake disc 8 end jump and thickness difference detection system, referring to Figure 1-Figure 3As shown, it includes an instrument bracket; the instrument bracket includes a radial adjustment device, an axial adjustment device, a fixing frame and a meter seat 5; the radial adjustment device includes a radial guide rail 1, the axial adjustment device includes an axial guide rail 2, and the axial guide rail 2 is vertically arranged at one end of the radial guide rail 1; the fixing frame is arranged at the other end of the radial guide rail 1 away from the axial guide rail 2, and is detachably fixedly connected to the steering knuckle assembly; when the fixing frame is fixed to the steering knuckle assembly, the axial guide rail 2 extends in a direction parallel to the axis of the brake disc 8; the meter seat 5 is provided with an instrument fixing hole 53; the meter seat 5 includes two, both of which are slidably connected to the axial guide rail 2, and the extension directions of the instrument fixing holes 53 of the two meter seats 5 are collinear and parallel to the extension direction of the axial guide rail 2. When measuring the end runout and thickness difference of the brake disc 8, the fixing frame can be fixed on the steering knuckle assembly, and the two micrometers can be fixed on the two gauge seats 5 respectively, so that the two micrometers contact the same phase position of the two braking surfaces of the brake disc 8, and the displacement of the two braking surfaces of the brake disc 8 in the same phase can be measured synchronously, so that the thickness difference of the brake disc 8 can be calculated.

[0045] refer to Figure 2 As shown, when the fixing frame is fixed to the steering knuckle assembly, the fixing frame can be fixed to the caliper fastener, the mounting bolt 71 connecting the brake caliper 9 to the steering knuckle body 7, or the guide bolt 72 on the brake caliper 9. The size of the mounting bolt 71 is larger than the size of the guide bolt 72, and it is better to fix it to the mounting bolt 71. The fixing frame includes a sleeve 3, and the first end of the sleeve 3 is provided with a receiving cavity and a locking structure. The sleeve 3 can be fixed to the mounting bolt 71 through the locking structure. The radial guide rail 1 is vertically arranged at the second end of the sleeve 3, the mounting bolt 71 is perpendicular to the braking surface of the brake disc 8, the radial guide rail 1 is perpendicular to the sleeve 3, and the axial guide rail 2 is perpendicular to the radial guide rail 1, then the axial guide rail 2 is parallel to the sleeve 3, so that the axial guide rail 2 is perpendicular to the braking surface of the brake disc 8, that is, when the sleeve 3 is sleeved on the mounting bolt 71, the axial guide rail 2 extends in a direction parallel to the axis of the brake disc 8.

[0046] In one embodiment, the locking structure includes a top screw 31, and the side wall of the accommodating chamber is provided with a top screw 31 hole adapted to the top screw 31. Preferably, the shape of the accommodating chamber is adapted to the bolt head of the mounting bolt 71. For example, the mounting bolt 71 is a round head bolt, and the accommodating chamber can be set to a circular shape; the mounting bolt 71 is an external hexagonal bolt, and the accommodating chamber can be set to a hexagonal shape; a top screw 31 hole is provided on the side wall of the accommodating chamber, and the top screw 31 is screwed into the top screw 31 hole to support the mounting bolt 71, so that the sleeve 3 can be fixed to the bolt head of the mounting bolt 71. A plurality of top screws 31 can be provided, for example, two, three, four, etc. can be provided.

[0047] In one embodiment, the locking structure includes a caliper screw having the same thread size as the thread size of the mounting bolt 71, the inner wall of the accommodating cavity is provided with an internal thread matched with the caliper screw, and the sleeve 3 is provided as a threaded sleeve 3. When the sleeve 3 is fixed to the mounting bolt 71, the original mounting bolt 71 can be removed and replaced with the caliper screw, and the sleeve 3 can be tightened on the caliper screw for a firm connection. After the measurement is completed, the caliper screw is removed and the mounting bolt 71 is installed.

[0048] In one embodiment, Figure 1 As shown, the radial guide rail 1 is slidably connected to the second end of the sleeve 3, so that the radial guide rail 1 can move radially along the brake disc 8 and adjust the radial position of the dial gauge in the brake disc 8. Specifically, the radial guide rail 1 is provided with a first slide groove 11, and the second end of the sleeve 3 is connected to the first slide groove 11 through a first bolt 32, and the size of the bolt head of the first bolt 32 is greater than the width of the first slide groove 11. A first threaded hole matched with the first bolt 32 can be provided at the second end of the sleeve 3, and the first bolt 32 passes through the first slide groove 11 and is screwed into the first threaded hole. When the first bolt 32 is loosened, the radial guide rail 1 can move and rotate around the first bolt 32; when the position of the radial guide rail 1 is adjusted appropriately, the first bolt 32 can be tightened to fix the radial guide rail 1 on the sleeve 3. The axial guide rail 2 can be connected to the radial guide rail 1 through a connecting plate 4, and the connecting plate 4 can be set in an L shape, with one side connected to the radial guide rail 1 and the other side connected to the axial guide rail 2.

[0049] It is understandable that the size of the bolt head includes the size of the bolt head itself, or includes the size of the gasket set on the bolt. The size of the bolt head is larger than the width of the slide groove so that the bolt head cannot pass through the slide groove and can only press against the slide rail.

[0050] In one embodiment, Figure 3As shown, the axial guide rail 2 is arranged on one side of the radial guide rail 1, and the axial guide rail 2 is slidably connected to the radial guide rail 1, so that the axial guide rail 2 can move along the radial guide rail 1 to adjust the radial position of the dial indicator in the brake disc 8. Specifically, the radial guide rail 1 is provided with a first slide groove 11, and the axial guide rail 2 is connected to the radial guide rail 1 through a connecting plate 4. The connecting plate 4 can be arranged in an L shape, with one side connected to the radial guide rail 1 and one side connected to the axial guide rail 2. The connecting plate 4 is connected to the first slide groove 11 through a second bolt 41, and the size of the bolt head of the second bolt 41 is larger than the width of the first slide groove 11. A second threaded hole matched with the second bolt 41 can be provided on the connecting plate 4, and the second bolt 41 passes through the first slide groove 11 and is screwed into the second threaded hole. When the second bolt 41 is loosened, the axial guide rail 2 can move and rotate around the second bolt 41, that is, it can move and rotate around the radial guide rail 1; when the position of the axial guide rail 2 is adjusted appropriately, the second bolt 41 can be tightened to fix the axial guide rail 2 on the radial guide rail 1. In order to fix it more firmly, the second bolt 41 can be fixed with a nut after passing through the second threaded hole.

[0051] In one embodiment, the bottoms of the two meter seats 5 are both clamped on the axial guide rail 2; the axial guide rail 2 is provided with a second slide groove 21, and the bottoms of the two meter seats 5 are connected to the second slide groove 21 by a third bolt 54, and the size of the bolt head of the third bolt 54 is larger than the width of the second slide groove 21. Specifically, a clamping groove 56 adapted to the axial guide rail 2 can be provided at the bottom of the meter seat 5, and the meter seat 5 is clamped on the axial guide rail 2, so that the meter seat 5 moves along the extension direction of the axial guide rail 2 to prevent the meter seat 5 from deflecting. A third threaded hole adapted to the third bolt 54 is provided at the clamping groove 56, and the third bolt 54 passes through the second slide groove 21 and is screwed into the third threaded hole. When the third bolt 54 is loosened, it can move along the second slide groove 21, so that the two meter seats 5 move along the second slide groove 21. When the positions of the two meter seats 5 are adjusted appropriately, the third bolt 54 can be tightened to fix the two meter seats 5 on the axial guide rail 2.

[0052] In one embodiment, the two table holders 5 can be configured to have the same structure, such as Figure 4As shown, the top of each of the meter holders 5 includes a first engaging portion 51 and a second engaging portion 52 which are separated from each other. The first engaging portion 51 includes a first receiving groove 511, and the second engaging portion 52 includes a second receiving groove 521. The extension direction of the first receiving groove 511 and the second receiving groove 521 are both consistent with the extension direction of the axial guide rail 2. The cross-sections are both set to be in a minor arc shape, and the radius of the minor arc is not less than the radius of the dial gauge fixing rod 612. The first receiving groove 511 and the second receiving groove 521 are engaged to form an instrument fixing hole 53, and the fixing rod 612 of the dial gauge can be inserted into the instrument fixing hole 53. When the fixing rod 612 of the dial gauge is inserted into the instrument fixing hole 53, the first receiving groove 511 and the second receiving groove 521 are respectively pressed against the two sides of the fixing rod 612. The first engaging portion 51 and the second engaging portion 52 are connected by a fourth bolt 55, and the fixing rod 612 of the dial gauge can be fixed. Specifically, the first engaging portion 51 and the second engaging portion 52 are respectively provided with a fourth threaded hole and a fifth threaded hole whose extension directions are collinear, and the extension directions of the fourth threaded hole and the fifth threaded hole are perpendicular to the extension directions of the first receiving groove 511 and the second receiving groove 521. After the dial gauge is inserted into the instrument fixing hole 53, the fourth bolt 55 passes through the fourth threaded hole and the fifth threaded hole, and the fourth bolt 55 is tightened, so that the first engaging portion 51 and the second engaging portion 52 can be connected and fixed, and the dial gauge is clamped in the instrument fixing hole 53, and the installation and fixing of the dial gauge is convenient. Moreover, the fixing rod 612 of the dial gauge can be prevented from being offset in the radial direction of the hole after being inserted into the instrument fixing hole 53, so as to ensure that the extension directions of the measuring heads 611 of the first dial gauge 61 and the second dial gauge 62 are collinear, and both extend in the direction of the instrument fixing hole 53, so as to ensure that the displacement phase of the braking surface measured by the first dial gauge 61 and the second dial gauge 62 is synchronized.

[0053] The detection system further includes a first micrometer 61 and a second micrometer 62 respectively arranged on two gauge seats 5, wherein the measuring heads 611 of the first micrometer 61 and the second micrometer 62 are arranged opposite to each other, and the measuring heads 611 of the first micrometer 61 and the second micrometer 62 can respectively contact the first braking surface 81 and the second braking surface 82 of the brake disc 8, thereby measuring the displacement of the first braking surface 81 and the second braking surface 82. Preferably, the first micrometer 61 and the second micrometer 62 are electronic micrometers, so that the micrometers can automatically collect data, and the data acquisition is convenient and accurate. The detection system further includes a data processing system, wherein the first micrometer 61 and the second micrometer 62 are electrically connected to the data processing system, and the data collected by the micrometers are analyzed, processed and displayed using the data processing system, for example, the maximum value and minimum value of the data collected by the micrometers can be obtained, the data collected by the first micrometer 61 and the second micrometer 62 can be calculated, and the displacement curve can be output.

[0054] The present invention also provides a method for detecting end jump and thickness difference of a brake disc 8, which is applied to the above-mentioned detection system and comprises the following steps:

[0055] Step 1: Lift the vehicle;

[0056] Step 2: Tighten the fixing bracket to the caliper fastener;

[0057] Step 3, adjust the positions of the first micrometer 61 and the second micrometer 62 and lock them, so that the first micrometer 61 contacts the first braking surface 81 of the brake disc 8, and the second micrometer 62 contacts the second braking surface 82 of the brake disc 8;

[0058] Step 4, setting the first micrometer 61 and the second micrometer 62 to zero;

[0059] Step 5: Rotate the brake disc 8 to allow the first micrometer 61 and the second micrometer 62 to synchronously collect data and send the data to the data processing system.

[0060] When measuring the end jump and thickness difference of the brake disc 8, the vehicle can be lifted and the wheels can be removed to facilitate the installation of the detection system. Before measurement, the two micrometers can be fixed on the two gauge seats 5. After the sleeve 3 is set on the mounting bolt 71 and fixed with the top screw 31, the radial position of the axial guide rail 2 on the brake disc 8 is adjusted so that the measuring head 611 of the micrometer is about 10 mm away from the edge of the brake disc 8; then the positions of the two micrometers on the axial guide rail 2 are adjusted. When the values ​​of the two micrometers change, it indicates that the first micrometer 61 contacts the first braking surface 81 of the brake disc 8, and the second micrometer 62 contacts the second braking surface 82 of the brake disc 8. At this time, the positions of the two micrometers are adjusted appropriately, and the radial guide rail 1 and the axial guide rail 2 are locked to lock the positions of the two micrometers. Then slowly rotate the brake disc 8, and the first micrometer 61 and the second micrometer 62 start to collect data synchronously. Preferably, the brake disc 8 rotates at least one circle, and the displacement of one circle of the brake disc 8 is collected. When the micrometer is reset to zero, the phase of the brake disc 8 is set to 0 phase, that is, the displacement of the brake disc 8 in the range of 0-360° is collected.

[0061] The first braking surface 81 and the second braking surface 82 of the brake disc 8 can be displaced in the same direction or in different directions. When calculating the thickness difference, it is necessary to first calculate the displacement difference of the first braking surface 81 and the second braking surface 82 of the same phase. Therefore, the method also includes setting the positive and negative values ​​of the data collected by the first micrometer 61 and the second micrometer 62.

[0062] In one embodiment, reference Figure 5As shown, the method for setting the positive and negative of the data collected by the first micrometer 61 and the second micrometer 62 is: when the measuring heads 611 of the first micrometer 61 and the second micrometer 62 move in the first direction, the collected data is set to a positive number; when the measuring heads 611 of the first micrometer 61 and the second micrometer 62 move in the opposite direction of the first direction, the collected data is set to a negative number. For example, the direction from the first braking surface 81 to the second braking surface 82 is set as the first direction, recorded as the +X direction, and the direction from the second braking surface 82 to the first braking surface 81 is the opposite direction of the first direction, recorded as the -X direction. When the measuring head 611 of the first micrometer 61 moves in the +X direction, the data collected by the first micrometer 61 is a positive number. At this time, the first braking surface 81 contacted by the first micrometer 61 is displaced in the +X direction, which is equivalent to the thinning of the brake disc 8 (assuming that the second braking surface 82 has no displacement); when the measuring head 611 of the first micrometer 61 moves in the -X direction, the data collected by the first micrometer 61 is a negative number. At this time, the first braking surface 81 contacted by the first micrometer 61 is displaced in the -X direction, which is equivalent to the thickening of the brake disc 8 (assuming that the second braking surface 82 has no displacement). When the measuring head 611 of the second micrometer 62 moves in the +X direction, the data collected by the second micrometer 62 is a positive number. At this time, the second braking surface 82 contacted by the second micrometer 62 is displaced in the +X direction, which is equivalent to the thickening of the brake disc 8 (assuming that the first braking surface 81 has no displacement); when the measuring head 611 of the second micrometer 62 moves in the -X direction, the data collected by the second micrometer 62 is a negative number. At this time, the second braking surface 82 contacted by the second micrometer 62 is displaced in the -X direction, which is equivalent to the thinning of the brake disc 8 (assuming that the first braking surface 81 has no displacement).

[0063] At this time, the data processing system subtracts the data collected by the first micrometer 61 from the data collected by the second micrometer 62 to obtain the displacement difference. Preferably, when the measuring head 611 of the micrometer moves along the first direction, the data collected by the micrometer indicating that the thickness of the brake disc 8 increases can be used as a subtrahend. When the displacement difference is a positive number, it indicates that the thickness of the brake disc 8 increases, and when the displacement difference is a negative number, it indicates that the thickness of the brake disc 8 decreases. For example, when the direction from the first braking surface 81 to the second braking surface 82 is set as the first direction, the data collected by the second micrometer 62 can be used as a subtrahend, and the data collected by the first micrometer 61 can be used as a minuend. For example, the displacement of the first braking surface 81 collected by the first micrometer 61 is d1 (d1>0), and the displacement of the second braking surface 82 collected by the second micrometer 62 is -d2 (d2>0), then the first braking surface 81 and the second braking surface 82 are both thinned, and the displacement difference of the data collected by the two micrometers is -d2-d1, and the thickness of the brake disc 8 is thinned (d1+d2).

[0064] In one embodiment, reference Figure 6As shown, the method for setting the positive and negative of the data collected by the first micrometer 61 and the second micrometer 62 is: when the measuring head 611 of the first micrometer 61 moves in the first direction, the collected data is set to a positive number, and when it moves in the opposite direction of the first direction, the collected data is set to a negative number; when the measuring head 611 of the second micrometer 62 moves in the first direction, the collected data is set to a negative number, and when it moves in the opposite direction of the first direction, the collected data is set to a positive number. Preferably, when the data collected by the micrometer indicates that the thickness of the brake disc 8 increases, the collected data is set to a positive number; when the data collected by the micrometer indicates that the thickness of the brake disc 8 decreases, the collected data is set to a negative number. For example, the direction from the second braking surface 82 to the first braking surface 81 is set as the first direction, recorded as the +X direction, and the direction from the first braking surface 81 to the second braking surface 82 is the opposite direction of the first direction, recorded as the -X direction. When the measuring head 611 of the first micrometer 61 moves in the +X direction, the data collected by the first micrometer 61 is a positive number. At this time, the first braking surface 81 contacted by the first micrometer 61 is displaced in the +X direction, which is equivalent to the thickening of the brake disc 8 (assuming that the second braking surface 82 has no displacement); when the measuring head 611 of the first micrometer 61 moves in the -X direction, the data collected by the first micrometer 61 is a negative number. At this time, the first braking surface 81 contacted by the first micrometer 61 is displaced in the -X direction, which is equivalent to the thinning of the brake disc 8 (assuming that the second braking surface 82 has no displacement). When the measuring head 611 of the second micrometer 62 moves in the +X direction, the data collected by the second micrometer 62 is a negative number. At this time, the second braking surface 82 contacted by the second micrometer 62 is displaced in the +X direction, which is equivalent to the thinning of the brake disc 8 (assuming that the first braking surface 81 has no displacement); when the measuring head 611 of the second micrometer 62 moves in the -X direction, the data collected by the second micrometer 62 is a positive number. At this time, the second braking surface 82 contacted by the second micrometer 62 is displaced in the -X direction, which is equivalent to the thickening of the brake disc 8 (assuming that the first braking surface 81 has no displacement).

[0065] At this time, the data processing system adds the data collected by the first micrometer 61 and the data collected by the second micrometer 62 to obtain the displacement difference. For example, the displacement of the first brake surface 81 collected by the first micrometer 61 is d1 (d1>0), and the displacement of the second brake surface 82 collected by the second micrometer 62 is -d2 (d2>0), then the first brake surface 81 is thickened, and the second brake surface 82 is thinned. The displacement difference of the data collected by the two micrometers is d1-d2. When d1>d2, the brake disc 8 is thickened; when d1<d2, the thickness of the brake disc 8 is thinned; when d1=d2, the thickness of the brake disc 8 remains unchanged.

[0066] The method further includes processing the data collected by the first micrometer 61 and the second micrometer 62: subtracting the maximum value from the minimum value of the data collected by the first micrometer 61 to obtain the end runout of the first brake surface 81; subtracting the maximum value from the minimum value of the data collected by the second micrometer 62 to obtain the end runout of the second brake surface 82; and subtracting the maximum value from the minimum value of the displacement difference to obtain the thickness difference of the brake disc 8. Figure 7 As shown, a brake disc 8 is tested, curve a is the displacement curve of the first brake surface 81 collected by the first micrometer 61, curve b is the displacement curve of the second brake surface 82 collected by the second micrometer 62, and curve c is the displacement difference curve (for the convenience of observation, curves a, b, and c are offset to separate the three curves). The end runout of the first brake surface 81 can be obtained by subtracting the minimum value from the maximum value of curve a, the end runout of the second brake surface 82 can be obtained by subtracting the minimum value from the maximum value of curve b, and the thickness difference of the brake disc 8 can be obtained by subtracting the minimum value from the maximum value of curve c.

[0067] The end runout and thickness difference of 10 brake discs 8 were tested in the laboratory using non-contact special testing equipment and on the vehicle using the testing system of the present application. The test results are shown in Table 1:

[0068] Table 1 Brake disc end runout and thickness difference measured in the laboratory and in this application ( / mm)

[0069]

[0070] As can be seen from Table 1, the detection results of the end runout and thickness difference of the brake disc 8 using the detection system of the present application are basically consistent with the results of the laboratory test using non-contact special detection equipment. The detection system can synchronously and accurately measure the end runout of the two braking surfaces of the brake disc 8, ensuring the phase consistency of the end runout of the two braking surfaces, and can accurately calculate the thickness difference of the brake disc 8. The detection system has a simple structure and is easy to operate. The cost of using the detection system to detect the end runout and thickness difference of the brake disc 8 is low, the cycle is short, and the applicability is wide. The product can be promoted and used in after-sales to assist in analysis and solve after-sales jitter problems.

[0071] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims

1. A brake disc end jump and thickness difference detection system, characterized in that: It comprises an instrument bracket; the instrument bracket comprises a radial adjustment device, an axial adjustment device, a fixing frame and a meter seat; the radial adjustment device comprises a radial guide rail, the axial adjustment device comprises an axial guide rail, the axial guide rail is vertically arranged at one end of the radial guide rail; the fixing frame is arranged at the other end of the radial guide rail away from the axial guide rail, and is detachably fixedly connected to the steering knuckle assembly; when the fixing frame is fixed to the steering knuckle assembly, the axial guide rail extends in a direction parallel to the axis of the brake disc; the meter seat is provided with an instrument fixing hole; the meter seat comprises two, both of which are slidably connected to the axial guide rail, and the extension directions of the instrument fixing holes of the two meter seats are collinear and parallel to the extension direction of the axial guide rail.

2. The brake disc end jump and thickness difference detection system according to claim 1 is characterized in that: The fixing frame includes a sleeve, and a first end of the sleeve is provided with a accommodating cavity and a locking structure; the radial guide rail is vertically arranged at the second end of the sleeve; preferably, the locking structure includes a top screw, and the side wall of the accommodating cavity is provided with a top screw hole adapted to the top screw; more preferably, the locking structure includes a caliper screw having a thread size that is the same as the thread size of the mounting bolt, and the inner wall of the accommodating cavity is provided with an internal thread adapted to the caliper screw.

3. The brake disc end jump and thickness difference detection system according to claim 2 is characterized in that: The radial guide rail is slidably connected to the second end of the sleeve.

4. The brake disc end jump and thickness difference detection system according to claim 3 is characterized in that: The radial guide rail is provided with a first slide groove, and the second end of the sleeve is connected to the first slide groove through a first bolt, and the size of the bolt head of the first bolt is larger than the width of the first slide groove.

5. The brake disc end jump and thickness difference detection system according to claim 2 is characterized in that: The axial guide rail is arranged on one side of the radial guide rail, and the axial guide rail is slidably connected to the radial guide rail.

6. The brake disc end runout and thickness difference detection system according to claim 5, characterized in that: The radial guide rail is provided with a first slide groove, the axial guide rail is connected to the radial guide rail through a connecting plate, the connecting plate is connected to the first slide groove through a second bolt, and the size of the bolt head of the second bolt is greater than the width of the first slide groove.

7. The brake disc end runout and thickness difference detection system according to claim 1, characterized in that: The bottoms of the two watch seats are both clamped on the axial guide rail; the axial guide rail is provided with a second slide groove, and the bottoms of the two watch seats are connected to the second slide groove by a third bolt, and the size of the bolt head of the third bolt is greater than the width of the second slide groove.

8. The brake disc end jump and thickness difference detection system according to claim 7 is characterized in that: The top of each of the gauge seats includes a first engaging portion and a second engaging portion that are separated from each other, the first engaging portion includes a first accommodating groove, the second engaging portion includes a second accommodating groove, the extension direction of the first accommodating groove and the second accommodating groove are consistent with the extension direction of the axial guide rail, the cross-sections are both arranged to be a minor arc shape, and the radius of the minor arc is not less than the radius of the micrometer fixing rod; the first engaging portion and the second engaging portion are connected by a fourth bolt.

9. The brake disc end runout and thickness difference detection system according to any one of claims 1 to 8, characterized in that: The detection system further comprises a first micrometer and a second micrometer which are respectively arranged on two gauge seats, and the measuring heads of the first micrometer and the second micrometer are arranged opposite to each other.

10. The brake disc end runout and thickness difference detection system according to claim 9, characterized in that: The first micrometer and the second micrometer are electronic micrometers; the detection system also includes a data processing system, and the first micrometer and the second micrometer are electrically connected to the data processing system.

11. A brake disc end jump and thickness difference detection method, applied to the detection system according to claim 10, characterized in that: The following steps are involved: Step 1: Lift the vehicle; Step 2: Tighten the fixing bracket to the caliper fastener; Step 3, adjust the positions of the first micrometer and the second micrometer and lock them, so that the first micrometer contacts the first braking surface of the brake disc, and the second micrometer contacts the second braking surface of the brake disc; Step 4, set the first micrometer and the second micrometer to zero; Step 5: Rotate the brake disc to allow the first micrometer and the second micrometer to synchronously collect data and send the data to the data processing system.

12. The brake disc end runout and thickness difference detection method according to claim 11, characterized in that: The method further includes setting the positive and negative values ​​of the data collected by the first micrometer and the second micrometer: When the measuring heads of the first micrometer and the second micrometer move in a first direction, the collected data are set to positive numbers; when the measuring heads of the first micrometer and the second micrometer move in a direction opposite to the first direction, the collected data are set to negative numbers.

13. The brake disc end runout and thickness difference detection method according to claim 12, characterized in that: The method also includes the data processing system subtracting the data collected by the first micrometer from the data collected by the second micrometer to obtain the displacement difference.

14. The brake disc end runout and thickness difference detection method according to claim 11, characterized in that: The method further includes setting the positive and negative values ​​of the data collected by the first micrometer and the second micrometer: When the measuring head of the first micrometer moves in a first direction, the collected data is set to a positive number, and when it moves in the opposite direction of the first direction, the collected data is set to a negative number; when the measuring head of the second micrometer moves in the first direction, the collected data is set to a negative number, and when it moves in the opposite direction of the first direction, the collected data is set to a positive number.

15. The brake disc end runout and thickness difference detection method according to claim 14, characterized in that: The method also includes the data processing system adding the data collected by the first micrometer and the data collected by the second micrometer to obtain the displacement difference.

16. The brake disc end runout and thickness difference detection method according to claim 13 or 15, characterized in that: The method further comprises processing the data collected by the first micrometer and the second micrometer: Subtract the minimum value from the maximum value of the data collected by the first micrometer to obtain the end run of the first brake surface; subtract the minimum value from the maximum value of the data collected by the second micrometer to obtain the end run of the second brake surface; subtract the minimum value from the maximum value of the displacement difference to obtain the thickness difference of the brake disc.

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