Train disc brake test device and method considering wheel-rail creep effect

Abstract

The invention discloses a train disc brake test device and method considering a wheel-rail creep effect, and the device comprises a test bench pedestal, a fixed portal frame, a track simulation system, an axle load system, a disc brake system and a control system, the fixed portal frame is fixedly arranged on the test bench pedestal, and the track simulation system is arranged on the fixed portal frame. The axle load system is fixedly arranged above the test bed base through the fixed portal frame, the disc brake system is fixedly arranged on the axle load system, and the track simulation system is installed on the test bed base and is in rolling contact with the axle load system. According to the invention, the brake performance analysis of the disc type brake system under wheel-rail creep and the dynamic response to simultaneous braking of a plurality of brake discs can be realized. Therefore, the braking characteristics of the disc type braking system under the wheel rail creep condition and the complex coupling mechanism between the braking system and the wheel rail are deeply discussed.

Description

Technical Field

[0001] The invention relates to the technical field of friction vibration, and in particular to a train disc brake test device and method taking wheel-rail creep into consideration. Background Art

[0002] During the operation of rail transit vehicles, the braking system plays a key role in ensuring driving safety. Traditional braking systems may experience performance degradation under high speeds and complex working conditions, while disc brake systems have become the preferred solution for improving train braking safety due to their superior heat dissipation performance and braking efficiency. Specifically, disc brakes play an indispensable role in rail transit vehicles of different types and operating environments, providing a stable and reliable guarantee for the safe parking of vehicles.

[0003] Wheel-rail creep refers to the relative sliding between the wheels and the rails due to the change in friction during the braking process of the train. When the train's braking system applies torque, the friction causes a slight sliding between the wheels and the rails, a phenomenon called creep. Appropriate creep helps ensure effective contact between the wheels and the rails during braking, thereby improving braking efficiency. However, excessive creep can lead to wear on the wheel and rail surfaces, unstable braking response, and safety hazards. The occurrence of creep is affected by many factors, including the material properties of the wheels and rails, the contact surface morphology, the amount of force applied, and the driving state. This phenomenon is extremely important in train operation, as it directly affects the braking effect and safety.

[0004] Although current brake test rigs provide important support for performance evaluation and R&D, many of them are unable to adequately simulate actual operating conditions, especially in terms of their ability to truly react to wheel-rail creep. These test rigs are usually based on fixed experimental conditions and fail to effectively simulate the complex dynamic interaction between wheels and rails in actual operation, especially creep, which further makes it difficult to consider this critical factor when designing and improving brake systems. At the same time, existing rigs have certain limitations in the number of brake rigs, which restricts the study of the dynamic characteristics of multiple brake discs when braking simultaneously. In addition, these rigs cannot effectively explore the impact of wheel-rail creep on the brake system in different installation positions. Summary of the invention

[0005] In order to solve the problem that the existing brake test device cannot fully simulate the real wheel-rail creep phenomenon under actual operating conditions, the present invention proposes a train disc brake test device and method taking into account the wheel-rail creep effect to solve the above problem.

[0006] The present application discloses a train disc brake test device taking into account the wheel-rail creep effect, comprising a test bench base, a fixed gantry, a track simulation system, an axle weight system, a disc brake system and a control system, wherein the fixed gantry is fixedly arranged on the test bench base, the axle weight system is fixedly arranged above the test bench base through the fixed gantry, the disc brake system is fixedly arranged on the axle weight system, and the track simulation system is installed on the test bench base and is in rolling contact with the axle weight system.

[0007] Preferably, the track simulation system includes a motor, a coupling, a reducer, a track wheel and a wheel axle. The motor drives the wheel axle to rotate through the motor shaft, the coupling and the reducer in sequence. The two track wheels are symmetrically arranged at both ends of the wheel axle, and the distance between the two track wheels is 1435 mm. By accurately controlling the friction contact, not only the stability of the friction force is ensured, but also the wheel-rail contact of the train during braking can be effectively simulated, thereby accurately reproducing the wheel-rail creep effect.

[0008] Preferably, the rail wheel is made of rail steel, has multiple through holes inside, and has a curved tread. This structure provides a larger contact area for wheel-rail creep, helps to disperse local pressure between the wheel and rail, makes the transmission of friction more uniform, reduces wear and fatigue, and improves the durability of the wheel and rail.

[0009] Preferably, the axle load system includes wheels, axles, hydraulic devices and suspension devices. The axles are fixed to the fixed portal frame by bolts. Two wheels are symmetrically arranged at both ends of the axles and in contact with the rail wheels below. Hydraulic devices are symmetrically arranged at the ends of the axles and fixed to the fixed portal frame by suspension devices.

[0010] Preferably, the wheel is made of low-carbon high-strength alloy steel, the tread is a wear-type tread, the outer edge of the wheel is provided with a slope or an arc for guiding and reducing wear, and the transition between the wheel and the rim is through spokes or a solid structure to ensure that it reproduces the actual running state of the train during the simulation process.

[0011] Preferably, a plurality of disc brake systems are included, and the plurality of disc brake systems are arranged on the axle at equal distances.

[0012] Preferably, the disc brake system includes a brake disc, a brake pad, a brake caliper, a cylinder and a suspension device. The brake pads are symmetrically arranged on both sides of the brake disc and fixed to the suspension device through the brake caliper. The brake caliper is equipped with a cylinder, which is connected to a pneumatic pump through an air pipe. The suspension device is fixed on a fixed mast. The use of the brake caliper can achieve a fast braking response and improve driving safety and controllability. The design can be diversified to meet the needs of different types of trains and can be optimized according to performance indicators.

[0013] Preferably, the brake pad adopts a combined brake pad structure, which is composed of a plurality of minimum friction units, and a polygonal friction block is selected as the minimum friction unit, and the polygonal friction block is manufactured by a powder metallurgy process.

[0014] Preferably, the control system includes a track simulation system control system, an axle load system control system and a disc brake system control system.

[0015] The present application also discloses a train disc brake test method considering wheel-rail creep, and the test is performed using the train disc brake test device considering wheel-rail creep, comprising the following steps: S1. Install brake pads and sensors; S2. Set the working quantity of the disc brake system; S3, setting the axle load pressure, motor speed and cylinder brake pressure in the control system; S4, sending a pressurization signal to the axle weight system, applying pressure to the wheel through the hydraulic device to simulate the axle weight; S5, the driving motor rotates, which in turn drives the coupling, the reducer, the wheel axle and the track wheel to rotate, and the track wheel drives the wheel and the brake disc to rotate in turn through friction; S6, transmitting a braking command to the disc brake system and selecting a braking mode; S7. Send a pressure signal to the cylinder of the disc brake system, which drives the brake caliper to rotate and makes the brake pad contact with the brake disc.

[0016] Beneficial effects of the present invention: 1. The present invention generates wheel-rail creep by frictional contact between the wheel pair and the rail wheel during braking, thereby analyzing the braking performance of the disc brake system under the wheel-rail creep environment. In addition, the wheel-rail relationship has high flexibility and adjustability. Through the control system, the contact conditions between the simulated wheel and rail, such as the wheel-rail gap and contact angle, can be easily adjusted to achieve different wheel-rail creep states.

[0017] 2. The present invention uses three sets of disc brake systems to install the brake discs on the axles at a certain distance to effectively balance the force applied to the wheels, making the mechanical characteristics during braking more uniform, avoiding the force concentration phenomenon that may occur in traditional brake systems, and improving the response speed and stability of the brake system. In addition, each of the three sets of disc brake systems includes an independent power device, which can realize different braking strategies for each brake system and analyze the dynamic response of multiple brake systems when braking simultaneously. Furthermore, the influence of wheel-rail creep on disc brake systems in different positions can be explored.

[0018] 3. The present invention applies pressure to the axle through the axle weight system to simulate the actual axle weight of the train. It can simulate the axle weight range of the train from empty to fully loaded, and this simulation includes not only static load but also dynamic load changes, which makes it possible to study the performance of the braking system under different load conditions.

[0019] 4. When implementing train braking, the present invention monitors the status of the wheelset in real time through a combination of multiple sensors such as acceleration sensors and temperature sensors installed on the brake pads and noise sensors near the track wheels, including important data such as the temperature, pressure, speed and wear degree of the wheelset and the braking system. At the same time, the system allows operators to dynamically adjust the braking force and braking mode based on the real-time monitoring results. Through real-time detection and adjustment of each braking process, more intelligent and precise train braking control can be achieved.

[0020] 5. The present invention can provide guidance for the next step of the optimal design of the disc brake system by understanding the braking characteristics and behavioral features of the disc brake system under the action of wheel-rail creep, thereby further improving the braking performance of the disc brake system. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 This is a structural schematic diagram of a train disc brake test device considering wheel-rail creep according to an embodiment of the present invention; Figure 2 A schematic diagram of the structure of a track simulation system according to an embodiment of the present invention; Figure 3 A schematic diagram of the structure of an axle load system according to an embodiment of the present invention; Figure 4 It is a schematic diagram of the structure of a hydraulic device according to an embodiment of the present invention; Figure 5 This is a schematic diagram of the interaction between the rail wheel and the wheelset according to an embodiment of the present invention; Figure 6 A schematic diagram of the structure of a disc brake system according to an embodiment of the present invention; Figure 7 Schematic diagram of the brake pad structure according to an embodiment of the present invention.

[0022] The reference numerals are as follows: 1-test bench base, 2-fixed gantry, 3-track simulation system, 301-motor, 302-coupling, 303-reducer, 304-track wheel, 305-axle, 4-axle weight system, 401-wheel, 402-axle, 403-hydraulic device, 404-suspension device, 5-disc brake system, 501-brake disc, 502-brake pad, 503-brake caliper, 504-cylinder, 505-suspension equipment, 6-control system. DETAILED DESCRIPTION

[0023] In order to make the objectives, technical solutions and advantages of the present application more clearly understood, the present application is further described in detail below with reference to the accompanying drawings and examples.

[0024] Embodiment 1 The first embodiment of the present application discloses a train disc brake test device taking into account the wheel-rail creep effect. Figure 1 As shown, it includes a test bench base 1, a fixed gantry 2, a track simulation system 3, an axle load system 4, a disc brake system 5 and a control system 6. The fixed gantry 2 is fixed on the test bench base 1 by bolts, the axle load system 4 is fixed above the test bench base 1 through four columns of the fixed gantry 2, the disc brake system 5 is fixed on the axle 402 of the axle load system 4, and the track simulation system 3 is installed on the test bench base 1 and is in rolling contact with the wheel 401 of the axle load system 4.

[0025] like Figure 2 As shown, the track simulation system 3 includes a motor 301, a coupling 302, a reducer 303, a track wheel 304 and a wheel axle 305. The motor 301 drives the wheel axle 305 to rotate through the motor shaft, the coupling 302 and the reducer 303 in sequence. The two track wheels 304 are symmetrically arranged at both ends of the wheel axle 305, and the distance between the two track wheels 304 is 1435 mm. By accurately controlling the friction contact, not only the stability of the friction force is ensured, but also the wheel-rail contact of the train during braking can be effectively simulated, thereby accurately reproducing the wheel-rail creep effect.

[0026] The material of the track wheel 304 is rail steel, with multiple through holes inside, and the tread curvature of the track wheel 304 is 5°. This structure provides a larger contact area for wheel-rail creep, helps to disperse local pressure between the wheel and rail, makes the transmission of friction more uniform, reduces wear and fatigue, and improves the durability of the wheel and rail.

[0027] like Figure 3-Figure 5 As shown, the axle load system 4 includes wheels 401, an axle 402, a hydraulic device 403 and a suspension device 404. The axle 402 is fixed on the fixed portal frame 2 by bolts. Two wheels 401 are symmetrically arranged at both ends of the axle 402 and are in contact with the track wheel 304 below. The hydraulic device 403 is symmetrically arranged at the end of the axle 402, and the hydraulic device 403 is fixed on the fixed portal frame 2 through the suspension device 404.

[0028] Wheel 401 is made of low-carbon high-strength alloy steel, and the tread is a wear-type tread. The outer edge of wheel 401 is provided with a slope or arc for guiding and reducing wear. The transition between the wheel 401 and the rim is through spokes or solid structures to ensure that it reproduces the running state of the actual train during the simulation process.

[0029] like Figure 6As shown, the disc brake system 5 includes a brake disc 501, a brake pad 502, a brake caliper 503, a cylinder 504 and a suspension device 505. The brake pad 502 is symmetrically arranged on both sides of the brake disc 501 and fixed to the suspension device 505 through the brake caliper 503. The brake caliper is equipped with a cylinder 504, and the cylinder 504 is connected to a pneumatic pump through an air pipe. The suspension device 505 is fixedly arranged on the fixed gantry 2. The use of the brake caliper 503 can achieve a fast braking response and improve driving safety and controllability. And the design can be diversified to meet the needs of different types of trains and can be optimized according to performance indicators. Figure 7 As shown, the brake pad 502 adopts a combined brake pad structure, which is composed of multiple minimum friction units, and a polygonal friction block is selected as the minimum friction unit. The polygonal friction block is manufactured by powder metallurgy process to optimize friction performance and heat dissipation effect.

[0030] In this embodiment, there are three sets of disc brake systems 5, which are equidistantly arranged on the axle 402 and each includes an independent power device, so that each brake system can use different braking strategies. In addition, the force applied to the wheelset can be effectively balanced, and the mutual influence between the discs can be collected and observed, so that the mechanical characteristics during the braking process are more uniform, thereby reducing the wear of the wheelset and extending its service life, and improving the reliability of the test results.

[0031] The control system includes a track simulation system control system, an axle load system control system and a disc brake system control system. The track simulation system control system controls the speed of the motor 301 to drive the track wheel 304 to rotate, thereby simulating different vehicle speeds. The axle load system control system controls the hydraulic device 403 to apply pressure to the suspension device 404, which is further transmitted to the axle 402 to simulate the actual axle weight. The disc brake system control system controls the air pressure of the cylinder 504 to control the different braking forces of the brake pad 502. During the braking process, the control system uses a combination of multiple sensors such as acceleration sensors and temperature sensors installed on the brake pads and noise sensors near the track wheels to fully capture the dynamic response of the wheelset. These sensors transmit the collected data to the central processing unit, and after processing and analysis, the vibration amplitude, frequency characteristics and noise level of the wheelset under different braking conditions can be obtained.

[0032] The train disc brake test device considering the wheel-rail creep effect proposed in Example 1 is used to conduct a train disc brake test considering the wheel-rail creep effect. The specific test method is shown in Examples 2 to 5.

[0033] Embodiment 2 The train disc brake test device considering the wheel-rail creep effect proposed in the first embodiment is used to conduct a braking test of the disc brake device under wheel-rail excitation, which specifically includes the following steps: S1. Install brake pad 502, acceleration sensor, temperature sensor and noise sensor.

[0034] S2. Set the disc brake system 5 instruction so that three sets of disc brake systems 5 work simultaneously.

[0035] S3. Set the axle load pressure to 10 tons, the motor speed to 20 km / h, and the brake pressure of cylinder 503 to 18 kN in the control system.

[0036] S4. Send a pressure signal to the axle load system 4, apply pressure to the wheel 401 through the hydraulic device 403, set the pressure to 10 tons, and simulate the test under a load of 10 tons.

[0037] S5, the driving motor 301 rotates, which in turn drives the coupling 302, the reducer 303, the axle 305 and the track wheel 304 to rotate. The track wheel 304 drives the wheel 401 and the brake disc 501 to rotate in turn through friction. The driving stops when the speed reaches 20 km / h.

[0038] S6. Transmit a braking command to the disc brake system 5, and select three sets of disc brake systems 5 to work simultaneously.

[0039] S7. Send a pressure signal to the cylinder 504 of the disc brake system 5, and drive the brake caliper 503 to rotate through the cylinder 504, so that the brake pad 502 contacts the brake disc 501, and the brake pressure is set to 18 kN.

[0040] Embodiment 3 The train disc brake test device considering the wheel-rail creep effect proposed in the first embodiment is used to conduct a drag braking test of the disc brake device under wheel-rail creep, which specifically includes the following steps: S1. Install brake pad 502, acceleration sensor, temperature sensor and noise sensor.

[0041] S2. Set the disc brake system 5 instruction so that three sets of disc brake systems 5 work simultaneously.

[0042] S3. Set the axle load pressure to 12 tons, the motor speed to 20 km / h, and the brake pressure of cylinder 503 to 15 kN in the control system.

[0043] S4. Send a pressure signal to the axle load system 4, apply pressure to the wheel 401 through the hydraulic device 403, set the pressure to 10 tons, and simulate the test under a load of 12 tons.

[0044] S5, the driving motor 301 rotates, which in turn drives the coupling 302, the reducer 303, the axle 305 and the track wheel 304 to rotate. The track wheel 304 drives the wheel 401 and the brake disc 501 to rotate in turn through friction. The speed is set to 20km / h and a constant speed is maintained during braking to achieve a dragging effect.

[0045] S6. Transmit a braking command to the disc brake system 5, and select three sets of disc brake systems 5 to work simultaneously.

[0046] S7. Send a pressure signal to the cylinder 504 of the disc brake system 5, and drive the brake caliper 503 to rotate through the cylinder 504, so that the brake pad 502 contacts the brake disc 501, and the brake pressure is set to 15 kN.

[0047] Embodiment 4 The train disc brake test device considering the wheel-rail creep effect proposed in the first embodiment is used to conduct a brake test with different numbers of disc brake systems under wheel-rail creep, specifically including the following steps: S1. Install brake pad 502, acceleration sensor, temperature sensor and noise sensor.

[0048] S2, setting the disc brake system 5 instruction to operate a single disc brake system 5 for 5 minutes, and adding the remaining disc brake systems 5 in turn at intervals of 5 minutes, and finally operating the three disc brake systems simultaneously.

[0049] S3. Set the axle load pressure to 15 tons, the motor speed to 20 km / h, and the brake pressure of cylinder 503 to 18 kN in the control system.

[0050] S4. Send a pressure signal to the axle load system 4, apply pressure to the wheel 401 through the hydraulic device 403, set the pressure to 10 tons, and simulate the test under a load of 15 tons.

[0051] S5, the driving motor 301 rotates, which in turn drives the coupling 302, the reducer 303, the axle 305 and the track wheel 304 to rotate. The track wheel 304 drives the wheel 401 and the brake disc 501 to rotate in turn through friction. The speed is set to 20km / h and a constant speed is maintained during braking to achieve a dragging effect.

[0052] S6. Transmit a braking command to the disc brake system 5. Initially, a single disc brake system 5 works for 5 minutes, and the remaining disc brake systems 5 are added in turn at intervals of 5 minutes. Finally, the three disc brake systems work simultaneously.

[0053] S7. Send a pressure signal to the cylinder 504 of the disc brake system 5, and drive the brake caliper 503 to rotate through the cylinder 504, so that the brake pad 502 contacts the brake disc 501, and the brake pressure is set to 18 kN.

[0054] Embodiment 5 The train disc brake test device considering the wheel-rail creep effect proposed in the first embodiment is used to conduct a braking test of the disc brake system under the condition of wheel-rail creep with axle load variation, which specifically includes the following steps: S1. Install brake pad 502, acceleration sensor, temperature sensor and noise sensor.

[0055] S2. Set the disc brake system 5 instruction so that three sets of disc brake systems 5 work simultaneously.

[0056] S3. Set the axle load pressure in the control system to gradually decrease from 17 tons to 3 tons, the deceleration to 1 ton / minute, the motor speed to 20 km / h, and the brake pressure of cylinder 503 to 18 kN.

[0057] S4. Send a pressure signal to the axle load system 4, apply pressure to the wheel 401 through the hydraulic device 403, set the pressure to gradually decrease from 17 tons to 3 tons, and the deceleration rate is 1 ton / minute to simulate the braking test under the change of axle load.

[0058] S5, the driving motor 301 rotates, which in turn drives the coupling 302, the reducer 303, the axle 305 and the track wheel 304 to rotate. The track wheel 304 drives the wheel 401 and the brake disc 501 to rotate in turn through friction. The speed is set to 20km / h and a constant speed is maintained during braking to achieve a dragging effect.

[0059] S6. Transmit a braking command to the disc brake system 5. Initially, a single disc brake system 5 works for 5 minutes, and the remaining disc brake systems 5 are added in turn at intervals of 5 minutes. Finally, the three disc brake systems work simultaneously.

[0060] S7. Send a pressure signal to the cylinder 504 of the disc brake system 5, and drive the brake caliper 503 to rotate through the cylinder 504, so that the brake pad 502 contacts the brake disc 501, and the brake pressure is set to 18 kN.

[0061] The above shows and describes the basic principles, main features and advantages of the present invention. It should be understood by those skilled in the art that the present invention is not limited to the above embodiments. The above embodiments and descriptions are only for explaining the principles of the present invention. Without departing from the spirit and scope of the present invention, the present invention may have various changes and improvements, which fall within the scope of the present invention. The scope of protection of the present invention is defined by the attached claims and their equivalents.

Claims

1. A train disc brake test device taking into account wheel-rail creep, characterized in that: The invention comprises a test bench base (1), a fixed gantry (2), a track simulation system (3), an axle load system (4), a disc brake system (5) and a control system (6), wherein the fixed gantry (2) is fixedly arranged on the test bench base (1), the axle load system (4) is fixedly arranged above the test bench base (1) through the fixed gantry (2), the disc brake system (5) is fixedly arranged on the axle load system (4), and the track simulation system (3) is installed on the test bench base (1) and is in rolling contact with the axle load system (4).

2. The train disc brake test device considering wheel-rail creep according to claim 1 is characterized in that: The track simulation system (3) comprises a motor (301), a coupling (302), a reducer (303), a track wheel (304) and a wheel axle (305); the motor (301) is sequentially connected to a motor shaft, a coupling (302), a reducer (303) and a wheel axle (305); and two track wheels (304) are symmetrically arranged at both ends of the wheel axle (305).

3. The train disc brake test device considering wheel-rail creep according to claim 2 is characterized in that: The material of the track wheel (304) is rail steel, a plurality of through holes are provided inside, and the tread of the track wheel (304) has an arc.

4. The train disc brake test device considering wheel-rail creep according to claim 3 is characterized in that: The axle load system (4) comprises wheels (401), an axle (402), a hydraulic device (403) and a suspension device (404); the axle (402) is fixedly arranged on the fixed portal frame (2); two wheels (401) are symmetrically arranged at both ends of the axle (402) and are in contact with the track wheel (304); hydraulic devices (403) are symmetrically arranged at the ends of the axle (402); and the hydraulic devices (403) are fixedly arranged on the fixed portal frame (2) via the suspension device (404).

5. The train disc brake test device considering wheel-rail creep according to claim 4, characterized in that: The wheel (401) is made of low-carbon high-strength alloy steel, the tread is a wear-resistant tread, and the outer edge of the wheel (401) is provided with an inclined surface or an arc shape, and the wheel rim is transitioned to the outer edge through spokes or a solid structure.

6. The train disc brake test device considering wheel-rail creep according to claim 5, characterized in that: It comprises a plurality of disc brake systems (5), wherein the plurality of disc brake systems (5) are arranged at equal distances on the axle (402).

7. The train disc brake test device considering wheel-rail creep according to claim 6, characterized in that: The disc brake system (5) comprises a brake disc (501), a brake pad (502), a brake caliper (503), a cylinder (504) and a suspension device (505); the brake pad (502) is symmetrically arranged on both sides of the brake disc (501) and fixed to the suspension device (505) via the brake caliper (503); the brake caliper is equipped with a cylinder (504); the cylinder (504) is connected to a pneumatic pump via an air pipe; and the suspension device (505) is fixedly arranged on a fixed mast (2).

8. The train disc brake test device considering wheel-rail creep according to claim 7, characterized in that: The brake pad (502) adopts a combined brake pad structure, which is composed of a plurality of minimum friction units. A polygonal friction block is selected as the minimum friction unit, and the polygonal friction block is manufactured by a powder metallurgy process.

9. The train disc brake test device considering wheel-rail creep according to claim 8, characterized in that: The control system includes a track simulation system control system, an axle load system control system and a disc brake system control system.

10. A train disc brake test method considering wheel-rail creep, characterized in that: The test is carried out using the train disc brake test device considering the wheel-rail creep effect as described in any one of claims 1 to 9, comprising the following steps: S1. Install the brake pad (502) and the sensor; S2, setting the working quantity of the disc brake system (5); S3, setting the axle load pressure, motor speed and brake pressure of the cylinder (503) in the control system; S4, sending a pressure signal to the axle load system (4), applying pressure to the wheel (401) through the hydraulic device (403) to simulate the axle load; S5, the driving motor (301) rotates, which in turn drives the coupling (302), the reducer (303), the wheel axle (305) and the track wheel (304) to rotate, and the track wheel (304) in turn drives the wheel (401) and the brake disc (501) to rotate through friction; S6, transmitting a braking command to the disc brake system (5) and selecting a braking mode; S7. Send a pressure signal to the cylinder (504) of the disc brake system (5), and drive the brake caliper (503) to rotate through the cylinder (504), so that the brake pad (502) contacts the brake disc (501).

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