Automatic assembling clearance control method for motorcycle disc brake assembly

Abstract

The invention is suitable for the technical field of disc brake assemblies, and particularly relates to a motorcycle disc brake assembly automatic assembly clearance control method which comprises the steps that working condition parameters are determined based on the model of a motorcycle disc brake assembly; determining an instantaneous dragging torque change curve; obtaining a residual hydraulic dragging energy value according to the residual pressure attenuation curve and the instantaneous dragging torque change curve; then high-frequency micro-amplitude axial excitation is applied to the piston to determine a response signal of disc rotation resistance; the characteristic frequency amplitude related to the inherent frequency of the piston and the brake pad assembly is determined from the response signal; and determining combination clearance control data according to the residual hydraulic dragging energy value and the characteristic frequency amplitude, and adjusting the combination clearance of the motorcycle disc brake assembly. According to the automatic assembling clearance control method for the motorcycle disc brake assembly, the problems that due to the fact that stable measurement cannot be achieved in the hydraulic pulse blanking period, defective products are misjudged into qualified products, fuel economy is reduced, and brake pads are abnormally abraded can be solved.

Description

Technical Field

[0001] This application belongs to the field of disc brake assembly technology, and particularly relates to an automated assembly gap control method for motorcycle disc brake assemblies. Background Technology

[0002] A motorcycle disc brake assembly is a component of a motorcycle's braking system; the assembly clearance is the gap that needs to be maintained between the various components during the assembly process of a motorcycle disc brake assembly to ensure that the disc brake assembly can work properly.

[0003] Traditional disc brake assembly processes rely heavily on manual operation, which is not only inefficient but also makes it difficult to ensure the consistency and precision of the assembly gap, thus affecting braking performance and vehicle safety. With the continuous development of automation technology, automated assembly gap control methods for motorcycle disc brake assemblies have emerged.

[0004] The relevant technology tests the piston return clearance by simulating braking action (applying hydraulic pressure) after the assembly gap; however, the inventors discovered that there is a time window between the moment the hydraulic system is depressurized and the moment the piston begins to return to its stable position under the elastic action of the rectangular seal ring, which is called the hydraulic pulse blanking period. During the blanking period, residual pressure fluctuations within the hydraulic system, the viscous resistance of the hydraulic fluid itself, and the static friction between the piston and cylinder have not been completely overcome, causing the piston to be in a critical state. At this time, the microscopic contact force between the friction pads and the brake disc is very small and unstable, making it impossible to perform stable and accurate measurements. Therefore, a defective product with actual micro-drag may be mistakenly judged as a qualified product, which will likely lead to long-term fuel economy deterioration and abnormal brake pad wear. Summary of the Invention

[0005] This application provides an automated assembly gap control method for motorcycle disc brake assemblies, which can solve the problem that the inability to perform stable and accurate measurements during the hydraulic pulse blanking period may lead to the misjudgment of defective products with slight drag as qualified products, resulting in decreased fuel economy and abnormal wear of brake pads.

[0006] In a first aspect, embodiments of this application provide an automated assembly gap control method for motorcycle disc brake assemblies, including: Based on the model of the motorcycle disc brake assembly, the operating parameters related to the pressure release characteristics of the hydraulic system are determined; wherein, the operating parameters include the pressure release phase duration threshold and the piston return vibration detection phase duration threshold. After applying and releasing standard hydraulic pressure to the caliper, the residual pressure decay curve of the caliper hydraulic circuit and the instantaneous drag torque change curve of the disc rotation shaft are obtained within the time threshold of the pressure release phase. The residual hydraulic drag energy value is obtained based on the residual pressure decay curve and the instantaneous drag torque change curve; wherein, the residual hydraulic drag energy value is used to indicate the gap state of the disc brake assembly during the assembly process; A high-frequency micro-amplitude axial excitation is then applied to the piston, and the response signal of the disc rotation resistance is determined within the time threshold of the piston return vibration detection stage; wherein, the response signal is used to indicate the vibration transmission characteristics between the piston, brake pad and disc; The characteristic frequency amplitude related to the natural frequency of the piston and brake pad assembly is determined from the response signal; wherein the characteristic frequency amplitude is used to indicate the amplitude of the vibration peak that appears at a specific frequency point; The residual hydraulic drag energy value and the characteristic frequency amplitude are used to determine the assembly gap control data, and the assembly gap of the motorcycle disc brake assembly is adjusted based on the assembly gap control data.

[0007] The automated assembly clearance control method for motorcycle disc brake assemblies provided in this application determines the operating parameters related to the pressure release characteristics of the hydraulic system based on the model of the motorcycle disc brake assembly; after applying and removing standard oil pressure to the caliper, the residual pressure decay curve of the caliper oil circuit and the instantaneous drag torque change curve of the disc rotation axis are obtained within the time threshold of the pressure release stage; the residual hydraulic drag energy value is obtained based on the residual pressure decay curve and the instantaneous drag torque change curve; then, a high-frequency micro-amplitude axial excitation is applied to the piston, and the response signal of the disc rotation resistance is determined within the time threshold of the piston return vibration detection stage; the characteristic frequency amplitude related to the natural frequency of the piston and brake pad assembly is determined from the response signal; the assembly clearance control data is determined by the residual hydraulic drag energy value and the characteristic frequency amplitude, and the assembly clearance of the motorcycle disc brake assembly is adjusted based on the assembly clearance control data. This method can effectively avoid the situation where defective products with slight drag are mistakenly judged as qualified products due to the inability to perform stable and accurate measurements during the hydraulic pulse blanking period. By accurately acquiring the residual hydraulic drag energy value and characteristic frequency amplitude, the gap state of the disc brake assembly during the assembly process and the vibration transmission characteristics between the piston, brake pads and disc can be reflected more accurately. This can significantly improve the assembly quality and consistency of the disc brake assembly, thereby enhancing the braking effect and driving safety of the motorcycle.

[0008] Secondly, embodiments of this application provide an automated assembly gap control system for motorcycle disc brake assemblies, including: The first determining unit is used to determine the operating condition parameters related to the pressure release characteristics of the hydraulic system based on the model of the motorcycle disc brake assembly; wherein, the operating condition parameters include the pressure release phase duration threshold and the piston return vibration detection phase duration threshold. The first processing unit is used to obtain the residual pressure decay curve of the caliper oil circuit and the instantaneous drag torque change curve of the disc rotation shaft within the time threshold of the pressure release phase after applying and releasing the standard oil pressure to the caliper. The second processing unit is used to obtain the residual hydraulic drag energy value based on the residual pressure decay curve and the instantaneous drag torque change curve; wherein, the residual hydraulic drag energy value is used to indicate the gap state of the disc brake assembly during the assembly process; The second determining unit is used to apply a high-frequency micro-amplitude axial excitation to the piston again and determine the response signal of the disc rotation resistance within the duration threshold of the piston return vibration detection stage; wherein, the response signal is used to indicate the vibration transmission characteristics between the piston, brake pad and disc. An analysis unit is used to determine the characteristic frequency amplitude related to the natural frequency of the piston and brake pad assembly from the response signal; wherein the characteristic frequency amplitude is used to indicate the amplitude of the vibration peak that appears at a specific frequency point; The result unit is used to determine the assembly gap control data by using the residual hydraulic drag energy value and the characteristic frequency amplitude, and to adjust the assembly gap of the motorcycle disc brake assembly based on the assembly gap control data.

[0009] Thirdly, embodiments of this application provide an automated assembly gap control device for motorcycle disc brake assemblies, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the computer program is executed by the processor, it implements the method described in any of the first aspects above.

[0010] Fourthly, embodiments of this application provide a computer program product that, when running on an automated assembly gap control device for motorcycle disc brake assemblies, causes the automated assembly gap control device for motorcycle disc brake assemblies to execute the automated assembly gap control method for motorcycle disc brake assemblies described in any of the first aspects.

[0011] It is understood that the beneficial effects of the second to fourth aspects mentioned above can be found in the relevant descriptions in the first aspect mentioned above, and will not be repeated here. Attached Figure Description

[0012] To more clearly illustrate the technical solutions in the embodiments of this application, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0013] Figure 1This is a flowchart illustrating an embodiment of the automated assembly gap control method for motorcycle disc brake assemblies provided in this application. Figure 2 This is a schematic diagram of the implementation process of step S300 in the automated assembly gap control method for motorcycle disc brake assemblies provided in an embodiment of this application; Figure 3 This is a schematic diagram of the implementation process of step S400 in the automated assembly gap control method for motorcycle disc brake assemblies provided in an embodiment of this application; Figure 4 This is a schematic diagram of the implementation process of step S500 in the automated assembly gap control method for motorcycle disc brake assemblies provided in an embodiment of this application. Figure 5 This is a schematic diagram of the implementation process of step S600 in the automated assembly gap control method for motorcycle disc brake assemblies provided in an embodiment of this application; Figure 6 This is a schematic diagram of the structure of the automated assembly gap control system for motorcycle disc brake assemblies provided in this application embodiment; Figure 7 This is a schematic diagram of the control device provided in the embodiments of this application. Detailed Implementation

[0014] In the following description, specific details such as particular system architectures and techniques are set forth for illustrative purposes and not for limitation, in order to provide a thorough understanding of the embodiments of this application. However, those skilled in the art will understand that this application may also be implemented in other embodiments without these specific details. In other instances, detailed descriptions of well-known systems, apparatuses, circuits, and methods have been omitted so as not to obscure the description of this application with unnecessary detail.

[0015] It should be understood that, when used in this application specification and the appended claims, the term "comprising" indicates the presence of the described features, integrals, steps, operations, elements and / or components, but does not exclude the presence or addition of one or more other features, integrals, steps, operations, elements, components and / or a collection thereof.

[0016] It should also be understood that the term “and / or” as used in this application specification and the appended claims means any combination of one or more of the associated listed items and all possible combinations, and includes such combinations.

[0017] As used in this application specification and the appended claims, the term "if" may be interpreted, depending on the context, as "when," "once," "in response to determination," or "in response to detection." Similarly, the phrase "if determined" or "if detected [the described condition or event]" may be interpreted, depending on the context, as meaning "once determined," "in response to determination," "once detected [the described condition or event]," or "in response to detection [the described condition or event]."

[0018] Furthermore, in the description of this application and the appended claims, the terms "first," "second," "third," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0019] References to "one embodiment" or "some embodiments" as described in this specification mean that one or more embodiments of this application include a specific feature, structure, or characteristic described in connection with that embodiment. Therefore, the phrases "in one embodiment," "in some embodiments," "in other embodiments," "in still other embodiments," etc., appearing in different parts of this specification do not necessarily refer to the same embodiment, but rather mean "one or more, but not all, embodiments," unless otherwise specifically emphasized. The terms "comprising," "including," "having," and variations thereof mean "including but not limited to," unless otherwise specifically emphasized.

[0020] A motorcycle disc brake assembly is a component of a motorcycle's braking system; the assembly clearance is the gap that needs to be maintained between the various components during the assembly process of a motorcycle disc brake assembly to ensure that the disc brake assembly can work properly.

[0021] Traditional disc brake assembly processes rely heavily on manual operation, which is not only inefficient but also makes it difficult to ensure the consistency and precision of the assembly gap, thus affecting braking performance and vehicle safety. With the continuous development of automation technology, automated assembly gap control methods for motorcycle disc brake assemblies have emerged.

[0022] The relevant technology tests the piston return clearance by simulating braking action (applying hydraulic pressure) after the assembly gap; however, the inventors discovered that there is a time window between the moment the hydraulic system is depressurized and the moment the piston begins to return to its stable position under the elastic action of the rectangular seal ring, which is called the hydraulic pulse blanking period. During the blanking period, residual pressure fluctuations within the hydraulic system, the viscous resistance of the hydraulic fluid itself, and the static friction between the piston and cylinder have not been completely overcome, causing the piston to be in a critical state. At this time, the microscopic contact force between the friction pads and the brake disc is extremely small and unstable, making stable and accurate measurement impossible. Therefore, a defective product with actual micro-drag may be mistakenly judged as a qualified product, which will likely lead to long-term fuel economy deterioration and abnormal brake pad wear. To address the aforementioned issues, this application provides an automated assembly gap control method for motorcycle disc brake assemblies. This method involves determining operating parameters related to the hydraulic system's pressure release characteristics based on the motorcycle disc brake assembly model; applying and releasing standard hydraulic pressure to the caliper, and obtaining the residual pressure decay curve of the caliper's hydraulic circuit and the instantaneous drag torque change curve of the disc's rotation axis within a pressure release phase duration threshold; obtaining the residual hydraulic drag energy value based on the residual pressure decay curve and the instantaneous drag torque change curve; applying a high-frequency micro-amplitude axial excitation to the piston, and determining the disc rotation resistance response signal within a piston return vibration detection phase duration threshold; determining the characteristic frequency amplitude related to the natural frequencies of the piston and brake pad components from the response signal; determining the assembly gap control data using the residual hydraulic drag energy value and the characteristic frequency amplitude; and adjusting the motorcycle disc brake assembly's assembly gap based on the assembly gap control data. This effectively avoids the situation where defective products with slight drag are mistakenly judged as qualified products due to the inability to perform stable and accurate measurements during the hydraulic pulse blanking period. By accurately acquiring the residual hydraulic drag energy value and characteristic frequency amplitude, the gap state of the disc brake assembly during the assembly process and the vibration transmission characteristics between the piston, brake pads and disc can be reflected more accurately. This can significantly improve the assembly quality and consistency of the disc brake assembly, thereby enhancing the braking effect and driving safety of the motorcycle.

[0023] The motorcycle disc brake assembly automated assembly gap control method provided in this application embodiment can be applied to a motorcycle disc brake assembly automated assembly gap control device. In this case, the motorcycle disc brake assembly automated assembly gap control device is the executing subject of the motorcycle disc brake assembly automated assembly gap control method provided in this application embodiment. This application embodiment does not impose any restrictions on the specific type of motorcycle disc brake assembly automated assembly gap control device.

[0024] For example, an automated assembly gap control device for motorcycle disc brake assemblies includes a control unit and a gap adjustment mechanism, which is communicatively connected to the control unit. The gap adjustment mechanism may include components such as a servo motor, a precision lead screw, and an adjustment fixture. The servo motor, as the power source, can precisely control the rotation angle and speed according to the instructions issued by the control unit. The precision lead screw converts the rotational motion of the servo motor into linear motion, featuring high precision and high stability to ensure accurate adjustment. The adjustment fixture is used to fix relevant components of the disc brake assembly. Driven by the servo motor and the precision lead screw, the assembly gap is precisely adjusted. The control unit interacts with the gap adjustment mechanism in real time via a communication connection. Based on the determined assembly gap control data, it sends corresponding control signals to the servo motor, thereby achieving automated adjustment of the motorcycle disc brake assembly assembly gap. The servo motor is connected to one end of the precision lead screw via a coupling, enabling precise power transmission without power loss or transmission deviation during operation. The nut of the precision lead screw is fixedly connected to the adjusting clamp. When the lead screw rotates under the drive of the servo motor, the nut moves linearly along the lead screw, thereby driving the adjusting clamp to move synchronously. The adjusting clamp is made of high-strength alloy material and can be designed according to the shape and size of the disc brake assembly components. For example, it can have multiple adjustable clamping arms, each with a flexible chuck at the end, which is wrapped with elastic materials such as rubber or silicone. When it is necessary to clamp different models or sizes of disc brake assembly components, the corresponding parameters are input through the control device, which then controls the electric drive mechanism to adjust the position and angle of the clamping arms, enabling the adjusting clamp to quickly and accurately adapt to the clamping requirements of different components. The servo motor can be a permanent magnet synchronous motor or an asynchronous motor, but is not limited to these. The precision lead screw can be a ball screw or a trapezoidal lead screw. The ball screw uses the rolling of balls between the lead screw and the nut to achieve high-precision linear motion, which has high transmission efficiency and low friction, and can meet the high precision and stability requirements of motorcycle disc brake assembly gap adjustment. A trapezoidal lead screw can transmit power through direct thread engagement between the lead screw and the nut, resulting in a relatively simple structure. The control device can be a tablet computer, laptop computer, netbook, desktop computer, smart screen, computer, etc., but is not limited to these.

[0025] To better understand the automated assembly gap control method for motorcycle disc brake assemblies provided in this application, the specific implementation process of the automated assembly gap control method for motorcycle disc brake assemblies provided in this application will be described below by way of example.

[0026] Figure 1 This illustration shows a schematic flowchart of an automated assembly gap control method for motorcycle disc brake assemblies provided in an embodiment of this application. The automated assembly gap control method for motorcycle disc brake assemblies includes: S100, based on the model of the motorcycle disc brake assembly, determines the operating parameters related to the pressure release characteristics of the hydraulic system; among them, the operating parameters include the pressure release phase duration threshold and the piston return vibration detection phase duration threshold.

[0027] It is understandable that the pressure release stage duration threshold is the maximum expected time from the start of the pressure relief action to the basic dissipation of residual pressure fluctuations and oil viscosity within the hydraulic system, and the piston return vibration detection stage duration threshold is the maximum expected time for the piston to completely overcome static friction and return to its original position under the elastic force of the sealing ring. For example, determining the operating parameters related to the pressure release characteristics of the hydraulic system can be achieved by pre-storing a database of operating parameters for different models of disc brake assemblies in the equipment, and directly querying the database to obtain the corresponding pressure release phase duration threshold and piston return vibration detection phase duration threshold based on the input disc brake assembly model. Alternatively, the disc brake assembly model can be used as an input parameter, and the operating parameters related to the pressure release characteristics of the hydraulic system can be calculated.

[0028] S200, after applying and removing standard hydraulic pressure to the caliper, obtains the residual pressure decay curve of the caliper hydraulic circuit and the instantaneous drag torque change curve of the disc rotation shaft within the pressure release phase duration threshold.

[0029] For example, after applying and releasing standard hydraulic pressure to the caliper, pressure data within the caliper hydraulic circuit is collected by a sensor (e.g., a pressure sensor), and the residual pressure decay curve is plotted based on the pressure change over time. Simultaneously, a sensor (e.g., a torque sensor) is installed on the disc rotor shaft to collect instantaneous drag torque data on the disc rotor shaft, and the instantaneous drag torque change curve is plotted.

[0030] In one possible implementation, S200, a pressure sensor is installed at the inlet of the caliper hydraulic circuit and a torque sensor is installed on the disc rotor shaft; after applying and releasing standard hydraulic pressure to the caliper, the residual pressure decay curve of the caliper hydraulic circuit and the instantaneous drag torque change curve of the disc rotor shaft are obtained within a pressure release phase duration threshold, including: S210: By using a pressure sensor in the caliper oil circuit, multiple pressure data in the oil circuit are collected at a first preset sampling frequency, and a residual pressure decay curve is obtained based on the multiple pressure data.

[0031] It is understandable that the caliper hydraulic circuit is the channel for transmitting hydraulic pressure in the motorcycle disc brake assembly, and the pressure sensor is a device installed in this channel that can convert the hydraulic pressure signal into an electrical signal; the first preset sampling frequency is a pre-set fixed data acquisition interval (the fixed data acquisition interval can be, for example, the number of times per second), used to ensure the continuity and consistency of data acquisition; the residual pressure decay curve is a graph reflecting the trend of the residual pressure in the caliper hydraulic circuit gradually decreasing over time after the standard hydraulic pressure is released, intuitively presenting the entire process of hydraulic release.

[0032] For example, after confirming normal communication between the pressure sensor control device and the caliper hydraulic circuit at the preset installation position, the first preset sampling frequency can be set to 25 times per second. When the disc brake assembly completes the braking action and begins to release the standard hydraulic pressure, the control device sends a data acquisition start command to the pressure sensor. Starting from the initial moment of pressure release, the sensor continuously collects pressure data in the hydraulic circuit at the set frequency. Each acquisition converts the current hydraulic pressure into a corresponding electrical signal, which is then transmitted to the control device. The control device receives these continuous electrical signals, decodes them one by one into specific pressure values ​​(e.g., 5 MPa for the first acquisition, 4.8 MPa for the second, etc.), and records all pressure values ​​in chronological order. Then, with time as the horizontal axis and pressure value as the vertical axis, the pressure value corresponding to each time point is marked as a coordinate point. All coordinate points are then connected sequentially in chronological order to form a continuous curve, which is the residual pressure decay curve.

[0033] This setup, by collecting pressure data at a fixed frequency, can completely capture the entire process of residual pressure change from the initial depressurization to stabilization, reducing the loss of key pressure change information due to excessively large sampling intervals. The decay curve plotted based on continuous data can intuitively reflect the rate of hydraulic release and the amount of remaining hydraulic pressure, providing accurate raw data support for subsequent quantification of the total amount of residual hydraulic pressure.

[0034] S220 uses a torque sensor connected to the disc rotation shaft to collect multiple torque data of the disc rotation shaft under resistance at a second preset sampling frequency, and obtains the instantaneous drag torque change curve based on the multiple torque data.

[0035] It can be understood that: the disc rotating shaft is the component that drives the disc to rotate; the torque sensor is fixed to the shaft through a mechanical connection, which can detect the magnitude of the torque on the shaft in real time and convert it into a measurable signal; the second preset sampling frequency is the sampling interval set for torque data. Since the drag torque can change more frequently, the second preset sampling frequency is usually higher than the first preset sampling frequency; the instantaneous drag torque change curve is a trend graph reflecting the drag resistance (caused by residual hydraulic pressure) on the disc rotating shaft after depressurization and its change over time, reflecting the dynamic change characteristics of the drag torque.

[0036] For example, after confirming that the torque sensor output signal can be normally received by the control device, the second preset sampling frequency is set to 50 times per second. After the standard hydraulic pressure is removed, the motorcycle hub motor is controlled to drive the disc rotor shaft to rotate at a constant speed. At this time, the residual hydraulic pressure will cause the brake pads to generate drag resistance on the disc. The torque sensor senses the torque corresponding to this resistance in real time, and then the control device starts data acquisition. The sensor continuously converts the detected torque into an electrical signal and transmits it at the set frequency. After receiving it, the control device decodes it into a specific torque value (for example, 3 N•m for the first acquisition, 2.9 N•m for the second acquisition, etc.), and records all values ​​in the order of acquisition time. Then, with time as the horizontal axis and torque value as the vertical axis, the torque value corresponding to each time point is marked as a coordinate point. The continuous curve formed by connecting all the coordinate points in sequence is the instantaneous drag torque change curve.

[0037] This setup, using a higher sampling frequency to collect torque data, can accurately capture the instantaneous fluctuations of drag torque, avoiding the omission of key changes due to untimely sampling. The plotted change curve can clearly show the dynamic process of drag torque from the initial depressurization to its gradual disappearance, reflecting the changes in the strength of drag effect. This provides reliable data for subsequent quantification of the cumulative effect of drag torque. At the same time, by directly detecting the force on the rotating shaft through the torque sensor, the data can truly reflect the drag state between the disc and the brake pads.

[0038] S300, the residual hydraulic drag energy value is obtained based on the residual pressure decay curve and the instantaneous drag torque change curve; wherein, the residual hydraulic drag energy value is used to indicate the gap state of the disc brake assembly during the assembly process.

[0039] For example, the residual hydraulic drag energy value is a parameter that quantifies the total energy of the drag effect generated by residual hydraulic pressure on the disc brake assembly by combining two dimensions: residual pressure and drag torque. The residual pressure decay curve is analyzed over time to obtain the residual pressure integral, and the instantaneous drag torque change curve is analyzed over time to obtain the drag torque integral. The residual pressure integral is then multiplied by a preset hydraulic-mechanical coupling coefficient to obtain the equivalent drag energy component. The weighted sum of the equivalent drag energy component and the drag torque integral yields the residual hydraulic drag energy value.

[0040] In one possible implementation, please refer to Figure 2 S300, the residual hydraulic drag energy value is obtained based on the residual pressure decay curve and the instantaneous drag torque change curve, including: S310, the residual pressure decay curve is analyzed over time to obtain the residual pressure integral; the residual pressure integral is used to reflect the total amount of hydraulic pressure that has not been released in the caliper oil circuit.

[0041] It is understandable that analyzing the residual pressure decay curve over time involves calculating the area enclosed by the curve and the time axis within a set time interval. This area represents the residual pressure integral. Its physical meaning is the cumulative effect of residual pressure over time, which comprehensively reflects the total amount of hydraulic pressure that is not fully released in the caliper oil circuit during the pressure relief process, rather than the instantaneous pressure value at a single point in time, thus providing a more comprehensive reflection of the degree of hydraulic residual pressure.

[0042] For example: A first integration time interval is defined, and all pressure data within this interval are extracted from the residual pressure decay curve. Each pressure value is multiplied by the time interval between two adjacent sampling points to obtain the cumulative pressure value for each small time interval. The cumulative pressure values ​​for all small time intervals are then summed to obtain the residual pressure integral. For instance, the first pressure value of 5 MPa multiplied by 0.02 seconds yields 0.1 MPa•s, the second pressure value of 4.8 MPa multiplied by 0.02 seconds yields 0.096 MPa•s, and so on, accumulating all 500 values ​​to finally obtain the residual pressure integral.

[0043] In one possible implementation, please refer to Figure 2 S310, the residual pressure decay curve is analyzed over time to obtain the residual pressure integral, including: S311, Set the first integral time interval; wherein, the first integral time interval is the complete period from the initial moment of removing the standard oil pressure to the end of the pressure release phase duration threshold.

[0044] It can be understood that the initial moment of releasing the standard hydraulic pressure refers to the instant when the disc brake assembly begins to release the standard brake hydraulic pressure in the hydraulic circuit after completing the braking action (e.g., the moment when the supply valve is closed and the pressure relief valve is opened); the pressure release phase duration threshold is a reasonable duration determined in advance through experiments (e.g., 10 seconds or other times), so that the residual pressure in the caliper hydraulic circuit has basically stabilized (no longer drops significantly) within this duration; the first integral time interval covers the complete time range of the entire pressure release process.

[0045] For example: the initial moment of releasing the standard oil pressure is recorded, for example, when the electrical signal of the pressure relief valve opening is detected, and this moment is immediately marked as t0. Then, a preset pressure release phase duration threshold is retrieved (for example, this threshold can be determined in advance through multiple experiments, observing the residual pressure decay curve under different operating conditions, and finding that the pressure is basically stable below 0.1MPa after 10 seconds, so it is set to 10 seconds). The first integration time interval is then defined as the complete period from t0 (the initial moment of pressure relief) to t0+10 seconds (the end time of the duration threshold). If the pressure has stabilized in advance within 10 seconds (for example, the pressure drops to 0.1MPa at the 8th second and there is no significant change in the following 3 seconds), it is still calculated according to the set 10-second interval to ensure the consistency of the integration time range under all operating conditions.

[0046] S312, within the first integration time interval, the residual pressure decay curve is sampled to obtain the residual pressure values ​​of the caliper oil circuit at different times.

[0047] It is understandable that sampling within the first integration time interval involves extracting pressure data at the corresponding time point from the plotted residual pressure decay curve at the original sampling frequency. For example, the first integration time interval is confirmed to be from t0 to t0+10 seconds. For example, the first preset sampling frequency is 50 times per second. Therefore, there are 500 sampling points in this interval (10 seconds × 50 times / second). The pressure value corresponding to each sampling point is extracted one by one in time order. The first sampling point is t0+0.02 seconds. The vertical axis pressure value corresponding to this time point (e.g., 5 MPa) is found from the residual pressure decay curve. The second sampling point is t0+0.04 seconds. The corresponding pressure value (e.g., 4.8 MPa) is extracted. And so on, until the last pressure value corresponding to t0+10 seconds (e.g., 0.08 MPa) is extracted.

[0048] S313, then calculate the residual pressure value to obtain the area enclosed by the pressure curve and the time axis within the time period, and determine the residual pressure integral based on the area value.

[0049] For example, all residual pressure values ​​and corresponding time intervals extracted in step S312 are compiled. Starting from the first pressure value, calculations are performed sequentially. The first pressure value (e.g., 5 MPa) is multiplied by the time interval (0.02 seconds) to obtain the pressure accumulation value for the first small time interval (0.1 MPa•s). Then, the second pressure value (e.g., 4.8 MPa) is multiplied by 0.02 seconds to obtain the second accumulation value (0.096 MPa•s). In this way, the accumulation value corresponding to each pressure value is calculated one by one until the last pressure value is calculated (e.g., 0.08 MPa × 0.02 seconds = 0.0016 MPa•s). Then, all the accumulation values ​​are added together one by one. The sum is the area enclosed by the pressure curve and the time axis, which is used to determine the residual pressure integral.

[0050] With this setup, the calculation method can accurately reflect the area under the pressure curve, reduce errors caused by curve approximation, and each step is based on clear original data, so the calculation results are repeatable. The area value corresponds directly to the residual pressure integral, making the physical meaning of the integral clearer and facilitating subsequent calculations in combination with other parameters.

[0051] S320 analyzes the instantaneous drag torque variation curve over time to obtain the integral of the drag torque.

[0052] It is understandable that the drag torque integral is a parameter used to indicate the cumulative effect of drag resistance on the disc rotation shaft during the pressure relief process. Its physical meaning is the accumulation of drag torque over time, which can comprehensively reflect the total drag effect between the disc and the brake pads due to residual hydraulic pressure.

[0053] For example, the drag torque integral is obtained by setting a second integration time interval, reading the motor three-phase current ripple, and calculating the instantaneous drag torque based on the read motor three-phase current ripple. The drag torque time series can be obtained by averaging the torque values ​​of each two adjacent points in the drag torque time series, multiplying by a preset period, and accumulating point by point.

[0054] In one possible implementation, please refer to Figure 2 S320 analyzes the instantaneous drag torque variation curve over time to obtain the drag torque integral, including: S321, Set the second integral time interval; wherein, the second integral time interval is the complete period from the initial moment of removing the standard oil pressure to the end of the pressure release phase duration threshold.

[0055] For example, the setting of the second integral time interval is similar to that of the first integral time interval, with the initial moment of releasing the standard oil pressure as the starting point (e.g., when the electrical signal of the pressure relief valve opening is detected, it is marked as t0). The threshold for the duration of the pressure release phase is determined by experiments. Thus, the second integral time interval is the complete period from t0 to t0+10 seconds. Even if the pressure stabilizes earlier within 10 seconds, it is still calculated according to this set interval, so that the integral time range is uniform under different operating conditions.

[0056] S322, During the second integral time interval, the control device controls the hub motor controller of the motorcycle to read the three-phase current ripple of the motor in real time, and calculates the instantaneous drag torque based on the read three-phase current ripple of the motor to obtain the drag torque time sequence; wherein, the drag torque time sequence is used to indicate the magnitude of the drag torque on the disc rotating shaft at different times.

[0057] It is understandable that the hub motor controller is the core device for controlling the operation of the hub motor. It can monitor the three-phase current ripple of the motor in real time (the small fluctuations in the A, B, and C phase currents during motor operation, reflecting changes in motor load); the instantaneous drag torque is the torque corresponding to the braking resistance caused by residual hydraulic pressure on the disc rotation shaft; the drag torque time series is the instantaneous drag torque value at each moment arranged in chronological order, which can continuously reflect the dynamic changes of drag torque.

[0058] For example, by sending a data reading command to the hub motor controller, it is explicitly required that the current ripple data of the three phases A, B, and C of the motor be read in real time at a second preset sampling frequency (100 times per second) within the second integral time interval (t0 to t0+10 seconds). After each reading, the hub motor controller transmits the electrical signal of the three-phase current ripple to the control device. After receiving the signal, the controller first filters the signal (removing irrelevant signals such as power supply noise and electromagnetic interference), and then calculates the effective value of the three-phase current according to the preset motor parameters (such as motor torque constant, winding resistance, number of pole pairs, etc., which are stored in the control device in advance). The effective value of the three-phase current is calculated first, and then the effective value is multiplied by the motor torque constant to obtain the instantaneous drag torque value at that moment. Then, the instantaneous drag torque value at each moment is recorded one by one according to the order of the acquisition time to form a drag torque time sequence.

[0059] S323: Take the average of the torque values ​​of each two adjacent points in the drag torque time series, multiply it by the preset period, and accumulate it point by point to obtain the integral of the drag torque.

[0060] It is understandable that averaging the torque values ​​of each two adjacent points is to more accurately approximate the torque change trend between two adjacent sampling points (avoiding the randomness of values ​​at a single moment); the preset period is the time interval between two adjacent sampling points; point-by-point accumulation is to sum the accumulated torque values ​​of all two adjacent points, and the final sum is the drag torque integral, reflecting the total cumulative effect of the drag torque.

[0061] For example, all adjacent torque value pairs are extracted from the drag torque time series, the average value of each pair of data is calculated, each average value is multiplied by a preset period to obtain the torque accumulation value corresponding to each pair of data, and then all torque accumulation values ​​are added one by one to obtain the sum, which is the drag torque integral.

[0062] With this setup, the drag torque time series provides continuous and accurate raw data for subsequent integral calculations and curve plotting. It can fully capture the instantaneous fluctuations of the drag torque, reduce mechanical errors that may occur in direct measurement, and the time series format facilitates subsequent data processing and analysis. The method of averaging adjacent points to calculate the cumulative value can effectively smooth the instantaneous fluctuations of the drag torque and reduce the integral error caused by sudden changes in torque value at a single moment.

[0063] S330 multiplies the residual pressure integral with the preset hydraulic-mechanical coupling coefficient to obtain the equivalent drag energy component.

[0064] It is understandable that the preset hydraulic-mechanical coupling coefficient is a key parameter calibrated in advance through experiments, reflecting the proportion of residual hydraulic energy in the caliper oil circuit converted into mechanical drag energy on the disc rotation axis (e.g., 0.95, because there are slight losses in the hydraulic transmission process, the coefficient is usually less than 1); the equivalent drag energy component is an energy parameter that converts the residual pressure integral on the hydraulic side into the same dimension as the drag torque integral on the mechanical side.

[0065] For example, based on the hydraulic-mechanical coupling coefficient, given the known residual pressure integral and the corresponding actual mechanical drag energy, the ratio between the two is calculated. The average value of multiple experimental results is taken as a fixed coefficient. Based on the residual pressure integral, it is multiplied by the hydraulic-mechanical coupling coefficient. After the calculation is completed, the result is determined as the equivalent drag energy component.

[0066] S340, the equivalent drag energy component and the drag torque integral are weighted and summed to obtain the residual hydraulic drag energy value.

[0067] For example, a preset weighting coefficient is retrieved, which can be determined based on multiple experimental verifications: by comparing the contribution of the two components to the total drag energy under different gap states, the weight of the equivalent drag energy component can be determined to be 0.6, and the weight of the drag torque integral can be determined to be 0.4. Based on the equivalent drag energy component and the drag torque integral, the results of multiplying the two components by their corresponding weights are calculated respectively, and the sum of the two results is the residual hydraulic drag energy value.

[0068] This configuration, by weighting and summing the equivalent drag energy component and the drag torque integral, can comprehensively consider the contributions of the hydraulic and mechanical sides to the drag effect of the disc brake assembly, making the residual hydraulic drag energy value more comprehensive and accurate in reflecting the gap state during the assembly process.

[0069] S400, then apply high-frequency micro-amplitude axial excitation to the piston, and determine the response signal of the disc rotation resistance within the time threshold of the piston return vibration detection stage; wherein, the response signal is used to indicate the vibration transmission characteristics between the piston, brake pad and disc.

[0070] It can be understood that high-frequency micro-amplitude axial excitation refers to a high-frequency, small-amplitude force applied along the piston axis (towards or away from the disc); the piston return vibration detection stage duration threshold is a pre-set detection duration that allows it to fully capture the vibration response; the disc rotation resistance response signal is a comprehensive signal of vibration transmission characteristics and speed fluctuation characteristics under excitation, which can reflect the contact state between the three (the smaller the gap, the stronger the vibration transmission, and the more obvious the response signal).

[0071] For example, a piezoelectric ceramic actuator mounted on the caliper housing applies a high-frequency, low-amplitude excitation along the axial direction to the piston. The excitation direction can be a reciprocating motion approaching and then moving away from the disc, with the frequency maintained at a stable 50Hz. Simultaneously, the piston return vibration detection phase duration threshold can be set to 5 seconds, starting from the moment the excitation is applied. Within these 5 seconds, vibration signals are collected in real time by a vibration sensor on the caliper housing, and disc rotation speed fluctuation data are collected in real time by a speed sensor on the hub motor. The vibration signals and rotation speed fluctuation data are integrated in chronological order, for example, the vibration intensity value at each time point is combined with the corresponding rotation speed fluctuation value to form a response signal of disc rotation resistance. The vibration signal reflects the strength of vibration transmission, and the rotation speed fluctuation data reflects the rotation speed change caused by the change in resistance; both together reflect the response characteristics.

[0072] In one possible implementation, please refer to Figure 3 The S400 caliper housing is equipped with a vibration sensor; a high-frequency, low-amplitude axial excitation is then applied to the piston, and the response signal of the disc rotation resistance is determined within a time threshold during the piston return vibration detection phase, including: S410, within the duration threshold of the piston return vibration detection phase, obtains vibration signals through the vibration sensor on the caliper housing, and determines the time-domain vibration sequence based on the vibration signals; wherein, the time-domain vibration sequence is used to indicate the vibration changes of the disc rotation resistance at different times.

[0073] It is understandable that the vibration sensor, mounted on the caliper housing, can convert the mechanical vibration generated by the excitation into an electrical signal; the time-domain vibration sequence is a continuous data sequence formed by decomposing the vibration signal into vibration intensity values ​​at each moment in time. It can intuitively reflect the dynamic changes of vibration over time, and the vibration change is directly related to the rotational resistance of the disc (the greater the resistance, the stronger the vibration transmission, and the greater the vibration intensity value).

[0074] For example, it is confirmed that the vibration sensor is securely installed in the preset position on the caliper housing and that communication with the control device is normal. During the piston return vibration detection phase, the control device sends a data acquisition command to the vibration sensor, setting the acquisition frequency to X times per second. The sensor continuously converts the detected vibration into an electrical signal at the set frequency and transmits it to the control device. After receiving the electrical signal, the control device first performs filtering processing, then converts the filtered voltage value into a vibration intensity value. The vibration intensity value at each moment is recorded sequentially according to the acquisition time, forming a time-domain vibration sequence.

[0075] This setup, by acquiring vibration signals at high frequency and converting them into a time-domain vibration sequence, can accurately capture the vibration details generated by the excitation, avoiding the loss of vibration change information due to excessively low sampling frequency. Filtering removes irrelevant interference signals, enabling the time-domain vibration sequence to truly reflect the vibration state of the piston and brake pad assembly. This sequence provides continuous and accurate vibration data for subsequent correlation analysis with the speed fluctuation sequence, and the time-domain format facilitates intuitive observation of vibration change patterns, laying the foundation for subsequent feature extraction.

[0076] S420 collects rotational speed fluctuation data and determines the time-domain rotational speed sequence based on the rotational speed fluctuation data; wherein, the rotational speed fluctuation data is used to indicate the rotational speed fluctuation of the disc due to the change in rotational resistance during the piston return vibration detection stage, and the time-domain rotational speed sequence is used to indicate the rotational speed change of the disc at different times.

[0077] For example, a speed sensor installed on the disc rotation axis can collect real-time speed data of the disc at a frequency of X times per second during the piston return vibration detection phase. The reference speed of the disc is retrieved, and the real-time speed data collected each time is compared with the reference speed to calculate the speed fluctuation data. According to the order of collection time, the speed fluctuation data at each moment is recorded one by one to form a time-domain speed sequence.

[0078] This setup, by collecting rotational speed fluctuation data and converting it into a time-domain rotational speed sequence, can indirectly reflect the changes in rotational resistance. When resistance increases, the rotational speed decreases slightly (fluctuation value is negative), and when resistance decreases, the rotational speed increases slightly (fluctuation value is positive), complementing the time-domain vibration sequence. This sequence can capture changes in mechanical resistance that vibration sensors cannot directly detect, making the source of the response signal more comprehensive. The time-domain format facilitates time synchronization analysis with the time-domain vibration sequence, providing a basis for subsequent screening of components with the same frequency.

[0079] S430, perform correlation analysis on the time-domain vibration sequence and the time-domain rotational speed sequence to obtain the vibration component and rotational speed fluctuation component that are in the same frequency as the high-frequency micro-amplitude axial excitation; wherein, the vibration component is used to indicate the vibration component in the vibration sequence that is in the same frequency as the excitation frequency, and the rotational speed fluctuation component is used to indicate the rotational speed component in the rotational speed sequence that is in the same frequency as the excitation frequency.

[0080] It is understandable that correlation analysis refers to finding components in time-domain vibration sequences and time-domain rotational speed sequences that have the same frequency as and change synchronously with the frequency of high-frequency micro-amplitude axial excitation.

[0081] For example, mathematical methods such as Fourier transform are used to convert the time-domain vibration sequence and the time-domain rotational speed sequence from the time domain to the frequency domain. In the frequency domain, the frequency point that is the same as the high-frequency micro-amplitude axial excitation frequency is found, and the amplitude and phase information corresponding to the frequency point are extracted. Then, the sequence is converted back to the time domain to obtain the vibration component and rotational speed fluctuation component that are in sync with the excitation frequency. Alternatively, the cross-correlation function method can be used to calculate the correlation between the time-domain vibration sequence and the time-domain rotational speed sequence under different time delays. The time delay point with the highest correlation is found. The vibration and rotational speed changes corresponding to this point are the components that are in sync with the excitation frequency, thus obtaining the vibration component and rotational speed fluctuation component. This method can effectively eliminate the interference of noise from other frequencies, making the obtained components more realistically reflect the vibration transmission and rotational speed change characteristics between the piston, brake pad, and disc under excitation.

[0082] S440 determines the response signal of the disc rotation resistance based on the vibration component and the rotational speed fluctuation component.

[0083] For example, the vibration component and the rotational speed fluctuation component are integrated in chronological order. For instance, the vibration intensity value and the corresponding rotational speed fluctuation value at the same moment are combined into a single data point. All data points are then arranged chronologically to form a response signal that comprehensively reflects the characteristics of the disc's rotational resistance. In this response signal, the vibration component reflects the vibration transmission between the piston, brake pads, and disc caused by excitation, while the rotational speed fluctuation component reflects the rotational speed fluctuation caused by changes in resistance during disc rotation. Together, they constitute a comprehensive description of the disc's rotational resistance, accurately reflecting the contact state between the three components. The smaller the gap, the stronger the vibration transmission, the more obvious the rotational speed fluctuation, and the more prominent the characteristics of the response signal.

[0084] This setup effectively eliminates environmental noise and other frequency interference, allowing the response signal to retain only the vibration transmission and rotational speed fluctuation information directly related to high-frequency micro-amplitude axial excitation, thus more realistically reflecting the assembly gap status.

[0085] S500 determines the characteristic frequency amplitude related to the natural frequency of the piston and brake pad assembly from the response signal; wherein the characteristic frequency amplitude is used to indicate the amplitude of the vibration peak that appears at a specific frequency point.

[0086] It is understandable that the natural frequency of the piston and brake pad assembly is the inherent vibration frequency of the assembly itself, which is determined by the material, structure, and installation method of the assembly, and will deviate slightly with the change of the assembly gap (the smaller the gap, the closer the natural frequency is to the calibration value).

[0087] For example, the inherent frequency calibration value of the piston and brake pad assembly is retrieved from the parameter library of the control device. This calibration value can be obtained in advance through experimental measurement. The response signal is analyzed to determine the frequency point corresponding to the inherent frequency calibration value. The vibration peak point within the frequency range is determined by the frequency domain distribution of the response signal. The characteristic frequency amplitude is determined based on the difference between the response signal value of the peak point and the response signal value of the adjacent valley point.

[0088] In one possible implementation, please refer to Figure 4 S500, determines the characteristic frequency amplitude related to the natural frequency of the piston and brake pad assembly from the response signal, including: S510 converts the response signal from the time domain to the frequency domain to obtain the corresponding frequency amplitude characteristic curve.

[0089] For example, obtaining the corresponding frequency-amplitude characteristic curve can be achieved by converting the response signal from the time domain to the frequency domain (the conversion method mainly involves decomposing the continuous time-series signal into a combination of sinusoidal signals of different frequencies). After the conversion, the amplitude value corresponding to each frequency is obtained, such as an amplitude of 0.3 corresponding to a frequency of 50Hz, an amplitude of 0.8 corresponding to a frequency of 80.3Hz (near the component's natural frequency), and an amplitude of 0.1 corresponding to a frequency of 100Hz. Then, with frequency as the horizontal axis and amplitude as the vertical axis, the amplitude value corresponding to each frequency is marked as a coordinate point. Finally, all coordinate points are connected sequentially according to frequency to form a continuous frequency-amplitude characteristic curve, thus obtaining the corresponding frequency-amplitude characteristic curve.

[0090] S520, based on the frequency amplitude characteristic curve, determines the frequency point that matches the inherent frequency characteristic value of the piston and brake pad assembly as the target characteristic frequency point.

[0091] For example, the natural frequency calibration value of the piston and brake pad assembly is obtained from the parameter library of the control device. This calibration value is obtained in advance through precise experimental measurement and can accurately reflect the inherent vibration characteristics of the assembly under specific conditions. On the frequency amplitude characteristic curve, with the natural frequency calibration value as the center, a frequency range threshold is set (for example, if the calibration value is 80Hz, the threshold range can be set to ±2Hz, i.e., 78Hz-82Hz). The frequency point with the largest amplitude is found within this frequency range. If there are multiple frequency points with similar amplitudes, abnormal frequency points caused by noise or other interference factors can be eliminated by combining the vibration characteristic analysis of the assembly. Finally, the frequency point that best matches the natural frequency characteristic value of the piston and brake pad assembly is determined and used as the target characteristic frequency point. Through precise frequency range screening and amplitude comparison, the target characteristic frequency point can be accurately found, avoiding misjudgment due to noise or other frequency interference, and providing a reliable basis for subsequent accurate determination of the characteristic frequency amplitude.

[0092] S530, determine the amplitude value corresponding to the target characteristic frequency point, and determine the amplitude value as the characteristic frequency amplitude.

[0093] For example, a target characteristic frequency point is found from the frequency amplitude characteristic curve. This point corresponds to a specific amplitude value on the curve. For example, if the target characteristic frequency point is 80.3Hz, the amplitude value corresponding to this frequency point on the curve is 0.8. This amplitude value is directly extracted and determined as the characteristic frequency amplitude.

[0094] With this setting, the amplitude value can intuitively reflect the magnitude of the vibration intensity of the piston and brake pad assembly at its natural frequency. Changes in the gap will cause the natural frequency of the assembly to shift, which in turn will affect the amplitude value. By accurately determining this value, key data support can be provided for the accurate judgment of the gap status in the future.

[0095] The S600 determines the assembly gap control data by using the residual hydraulic drag energy value and characteristic frequency amplitude, and adjusts the assembly gap of the motorcycle disc brake assembly based on the assembly gap control data.

[0096] It is understandable that the assembly gap control data is a core data set formed by combining the residual hydraulic drag energy value (reflecting the total drag effect on the hydraulic side) and the characteristic frequency amplitude (reflecting the vibration transmission characteristics on the mechanical side), which is used to directly guide the adjustment operation of the assembly gap; the assembly gap of the motorcycle disc brake assembly refers to the installation gap between the piston, brake pad and disc. The purpose of adjustment is to make the gap within the preset standard range to ensure braking effect and driving safety (too small a gap can easily lead to drag and heat generation, and too large a gap can easily lead to braking delay).

[0097] For example, the residual hydraulic drag energy value and characteristic frequency amplitude are extracted, and both data are confirmed to be valid detection results. These two data are then integrated into assembly gap control data to adjust the assembly gap of the motorcycle disc brake assembly.

[0098] This setup can solve the problem that the inability to perform stable and accurate measurements during the hydraulic pulse blanking period may lead to the misjudgment of defective products with slight drag as qualified products, resulting in decreased fuel economy and abnormal brake pad wear.

[0099] In one possible implementation, please refer to Figure 5 The S600 determines the assembly gap control data based on the residual hydraulic drag energy value and characteristic frequency amplitude, and adjusts the assembly gap of the motorcycle disc brake assembly based on the assembly gap control data, including: S610 analyzes the residual hydraulic drag energy value and characteristic frequency amplitude to obtain an estimated value of the assembly gap; the estimated value is used to indicate the range of gap size that may exist in the current motorcycle disc brake assembly after assembly.

[0100] For example, a preset calibration reference table can be retrieved (this table can be developed through experiments: measuring the corresponding residual hydraulic drag energy value and characteristic frequency amplitude under different known gaps, and establishing the correspondence among the three). Based on the current residual hydraulic drag energy value and characteristic frequency amplitude, a matching item is searched in the reference table. If the table records the corresponding gap range, then the estimated value of the assembly gap is determined. If the current data is not completely consistent with the record in the table, then an interpolation method can be used to calculate the corresponding gap range by taking the median value of two adjacent sets of data.

[0101] S620 compares the estimated value of the assembly gap with the preset standard gap range to generate a gap adjustment decision; wherein the gap adjustment decision includes no adjustment, increasing the gap or decreasing the gap.

[0102] For example, a preset standard gap range is retrieved to determine its upper and lower limits. Then, the estimated assembly gap is compared with the standard range, and a gap adjustment decision is determined based on the comparison results.

[0103] S630, based on clearance adjustment decisions, adjusts the assembly clearance of the motorcycle disc brake assembly.

[0104] For example, after confirming that the gap adjustment mechanism has normal communication with the control device and that the piston position sensor is working properly, the operation is executed according to the adjustment decision. If the decision is that no adjustment is needed, a stop command is sent to the adjustment mechanism, no movement is performed, and only the current gap state is recorded. If the decision is to increase the gap, a forward movement command is sent to the adjustment mechanism, and the control mechanism drives the piston to move away from the disc. If the decision is to decrease the gap, a reverse movement command is sent, driving the piston to move closer to the disc. During the movement, the piston movement distance is monitored in real time by the piston position sensor. When the movement distance reaches a preset step size (e.g., a first adjustment step size of 0.02 mm and a second adjustment step size of 0.01 mm), a stop command is sent to complete a single adjustment.

[0105] In one possible implementation, please refer to Figure 5 S630, based on clearance adjustment decisions, performs assembly clearance adjustment on motorcycle disc brake assemblies, including: S631, if the gap adjustment decision is that the gap needs to be increased, the gap adjustment mechanism is controlled to drive the caliper piston to move a preset first adjustment step away from the disc.

[0106] For example, when the clearance adjustment decision determines that the clearance needs to be increased, the control device immediately sends a positive drive command to the clearance adjustment mechanism. Upon receiving the command, the adjustment mechanism starts its built-in micro-drive motor, which converts the rotational motion into linear motion via a precision gear set, driving the caliper piston to move axially outward. During this movement, the piston position sensor provides real-time feedback of the piston's displacement data at a frequency of tens of times per second. The control device continuously compares the actual displacement with the preset first adjustment step. When the target displacement is reached, the control device immediately cuts off the drive motor power and simultaneously activates the electromagnetic brake to lock the piston position, ensuring the adjustment accuracy is within ±0.005mm.

[0107] In one possible implementation, please refer to Figure 5 S630, the method also includes: 631A, if the clearance adjustment decision is to reduce the clearance, the control clearance adjustment mechanism drives the caliper piston to move a preset second adjustment step towards the disc.

[0108] For example, when the clearance adjustment decision determines that the clearance needs to be reduced, the control device will send a reverse drive command to the clearance adjustment mechanism; the micro drive motor in the adjustment mechanism will then start and drive the caliper piston to move axially inward through the precision gear set; the piston position sensor continuously monitors the displacement data and feeds the real-time information back to the control device; when the piston moves a distance that reaches the preset second adjustment step, the control device will immediately stop the motor, and finally control the adjustment error within the range of ±0.005mm.

[0109] This setup, combining the hydraulic drag energy value with the characteristic frequency amplitude of the mechanical side, accurately quantifies the gap state, avoids biased judgment based on a single indicator, reduces human error, and improves adjustment efficiency. It can also avoid the risk of over-adjustment, balance braking response and drag-free driving requirements, adapt to different deviation scenarios, and ensure stable and reliable adjustment.

[0110] It should be understood that the sequence number of each step in the above embodiments does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

[0111] Corresponding to the automated assembly gap control method for motorcycle disc brake assemblies described in the above embodiments, this application also provides an automated assembly gap control system for motorcycle disc brake assemblies, wherein each unit of the system can implement each step of the automated assembly gap control method for motorcycle disc brake assemblies. Figure 6 This paper shows a structural block diagram of an automated assembly gap control system for motorcycle disc brake assemblies provided in an embodiment of this application. For ease of explanation, only the parts related to the embodiments of this application are shown.

[0112] Reference Figure 6 The automated assembly gap control system for the motorcycle disc brake assembly includes: The first determining unit is used to determine the operating parameters related to the pressure release characteristics of the hydraulic system based on the model of the motorcycle disc brake assembly; wherein, the operating parameters include the pressure release phase duration threshold and the piston return vibration detection phase duration threshold. The first processing unit is used to obtain the residual pressure decay curve of the caliper oil circuit and the instantaneous drag torque change curve of the disc rotation shaft within the pressure release phase time threshold after applying and removing the standard oil pressure to the caliper. The second processing unit is used to obtain the residual hydraulic drag energy value based on the residual pressure decay curve and the instantaneous drag torque change curve; wherein, the residual hydraulic drag energy value is used to indicate the gap state of the disc brake assembly during the assembly process. The second determining unit is used to apply a high-frequency micro-amplitude axial excitation to the piston again and determine the response signal of the disc rotation resistance within the duration threshold of the piston return vibration detection stage; wherein, the response signal is used to indicate the vibration transmission characteristics between the piston, brake pad and disc. The analysis unit is used to determine the characteristic frequency amplitude related to the natural frequency of the piston and brake pad assembly from the response signal; wherein the characteristic frequency amplitude is used to indicate the amplitude of the vibration peak that appears at a specific frequency point. The result unit is used to determine the assembly gap control data by using the residual hydraulic drag energy value and characteristic frequency amplitude, and to adjust the assembly gap of the motorcycle disc brake assembly based on the assembly gap control data.

[0113] It should be noted that the information interaction and execution process between the above systems / units are based on the same concept as the method embodiments of this application. For details on their specific functions and technical effects, please refer to the method embodiments section, and they will not be repeated here.

[0114] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional units and modules is merely an example. In practical applications, the above functions can be assigned to different functional units and modules as needed, that is, the internal structure of the system can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiments can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit. Furthermore, the specific names of the functional units and modules are only for easy differentiation and are not intended to limit the scope of protection of this application. The specific working process of the units and modules in the above system can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0115] Figure 7 This is a schematic diagram of the structure of a control device provided in an embodiment of this application. Figure 7 As shown, the control device 6 in this embodiment includes: at least one processor 60 ( Figure 7 Only one is shown in the image), at least one memory 61 ( Figure 7 (Only one is shown in the image) and a computer program 62 stored in the at least one memory 61 and executable on the at least one processor 60, wherein when the processor 60 executes the computer program 62, it causes the control device 6 to perform the steps in any of the above embodiments of the automated assembly gap control method for motorcycle disc brake assemblies, or causes the control device 6 to perform the functions of each module / unit in the above embodiments of the system.

[0116] For example, the computer program 62 may be divided into one or more modules / units, which are stored in the memory 61 and executed by the processor 60 to complete this application. The one or more modules / units may be a series of computer program instruction segments capable of performing a specific function, which describe the execution process of the computer program 62 in the control device 6.

[0117] The control device 6 can be a desktop computer, laptop, or other computing device. This control device may include, but is not limited to, a processor 60 and a memory 61. Those skilled in the art will understand that... Figure 7 This is merely an example of control device 6 and does not constitute a limitation on control device 6. It may include more or fewer components than shown, or combine certain components, or different components, such as input / output devices, network access devices, buses, etc.

[0118] The processor 60 can be a Central Processing Unit (CPU), or it can be other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor can be a microprocessor or any conventional processor.

[0119] In some embodiments, the memory 61 may be an internal storage unit of the control device 6, such as a hard disk or memory of the control device 6. In other embodiments, the memory 61 may be an external storage device of the control device 6, such as a plug-in hard disk, smart media card (SMC), secure digital (SD) card, flash card, etc., equipped on the control device 6. Furthermore, the memory 61 may include both internal storage units and external storage devices of the control device 6. The memory 61 is used to store operating systems, applications, bootloaders, data, and other programs, such as the program code of computer programs. The memory 61 can also be used to temporarily store data that has been output or will be output.

[0120] This application also provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the steps in any of the above method embodiments.

[0121] This application provides a computer program product that, when run on an automated assembly gap control device for motorcycle disc brake assemblies, enables the automated assembly gap control device for motorcycle disc brake assemblies to perform the steps described in any of the above method embodiments.

[0122] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, all or part of the processes in the methods of the above embodiments of this application can be implemented by a computer program instructing related hardware. The computer program can be stored in a computer-readable storage medium, and when executed by a processor, it can implement the steps of the various method embodiments described above. The computer program includes computer program code, which can be in the form of source code, object code, executable files, or certain intermediate forms. The computer-readable medium can include at least: any entity or device capable of carrying computer program code to an automated assembly gap control device for motorcycle disc brake assemblies, a recording medium, a computer memory, a read-only memory (ROM), a random access memory (RAM), an electrical carrier signal, a telecommunication signal, and a software distribution medium, such as a USB flash drive, a portable hard drive, a magnetic disk, or an optical disk.

[0123] In the above embodiments, the descriptions of each embodiment have different focuses. For parts that are not described in detail or recorded in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0124] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0125] In the embodiments provided in this application, it should be understood that the disclosed automated assembly gap control system, device, and method for motorcycle disc brake assemblies can be implemented in other ways. For example, the embodiments of the automated assembly gap control system and device for motorcycle disc brake assemblies described above are merely illustrative. For instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be indirect coupling or communication connection through some interfaces, devices, or units, and may be electrical, mechanical, or other forms.

[0126] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0127] The above-described embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be included within the protection scope of this application.

Claims

1. A method for automatically assembling and controlling the gap of a motorcycle disc brake assembly, characterized by, The method comprises: determining working condition parameters related to pressure release characteristics of a hydraulic system based on a model of a motorcycle disc brake assembly; wherein the working condition parameters include a pressure release stage duration threshold and a piston return vibration detection stage duration threshold; applying and removing standard oil pressure to the caliper, and obtaining a residual pressure decay curve of the caliper oil circuit and an instantaneous drag torque variation curve of the disc rotation axis within the pressure release stage duration threshold; obtaining a residual hydraulic drag energy value from the residual pressure decay curve and the instantaneous drag torque variation curve; wherein the residual hydraulic drag energy value is used to indicate the clearance state of the disc brake assembly during assembly; applying high-frequency micro-amplitude axial excitation to the piston, and determining a response signal of disc rotation resistance within the piston return vibration detection stage duration threshold; wherein the response signal is used to indicate the vibration transmission characteristics between the piston, brake pad and disc; determining a characteristic frequency amplitude related to the natural frequency of the piston and brake pad assembly from the response signal; wherein the characteristic frequency amplitude is used to indicate the amplitude of the vibration peak at a certain frequency point; determining assembly clearance control data from the residual hydraulic drag energy value and the characteristic frequency amplitude, and adjusting the assembly clearance of the motorcycle disc brake assembly based on the assembly clearance control data.

2. The method of claim 1, wherein the method further comprises: The method of obtaining a residual hydraulic drag energy value from the residual pressure decay curve and the instantaneous drag torque variation curve comprises: analyzing the residual pressure decay curve by time to obtain a residual pressure integral; wherein the residual pressure integral is used to reflect the total amount of hydraulic pressure that has not been released in the caliper oil circuit; analyzing the instantaneous drag torque variation curve by time to obtain a drag torque integral; multiplying the residual pressure integral by a preset hydraulic mechanical coupling coefficient to obtain an equivalent drag energy component; weighting and summing the equivalent drag energy component and the drag torque integral to obtain the residual hydraulic drag energy value.

3. The method of claim 2, wherein the method further comprises: The method of analyzing the residual pressure decay curve by time to obtain a residual pressure integral comprises: setting a first integral time interval; wherein the first integral time interval is the complete period from the initial time of removing standard oil pressure to the end of the pressure release stage duration threshold; sampling the residual pressure decay curve within the first integral time interval to obtain residual pressure values of the caliper oil circuit at different times; calculating the area value enclosed by the pressure curve and the time axis in the time period based on the residual pressure values to determine the residual pressure integral.

4. The method of claim 2, wherein the method further comprises: The method of analyzing the instantaneous drag torque variation curve by time to obtain a drag torque integral comprises: setting a second integral time interval; wherein the second integral time interval is the complete period from the initial time of removing standard oil pressure to the end of the pressure release stage duration threshold; In the second integration time interval, the control device controls the motor hub motor controller to read the motor three-phase current ripple in real time, and calculates the instantaneous drag torque according to the read motor three-phase current ripple to obtain a drag torque time sequence; wherein the drag torque time sequence is used to indicate the drag torque of the disc rotating shaft at different times; The torque values of every adjacent two points in the drag torque time sequence are averaged, multiplied by a preset period, and accumulated point by point to obtain the drag torque integral.

5. The method of claim 1 to 4, wherein, The caliper shell is provided with a vibration sensor; the piston is subjected to high-frequency micro-amplitude axial excitation, and the response signal of the disc rotating resistance is determined within the vibration detection stage time threshold of the piston back position, including: Within the vibration detection stage time threshold of the piston back position, the vibration signal is obtained through the vibration sensor on the caliper shell, and the time domain vibration sequence is determined according to the vibration signal; wherein the time domain vibration sequence is used to indicate the vibration change of the disc rotating resistance at different times; The speed fluctuation data is collected, and the time domain speed sequence is determined based on the speed fluctuation data; wherein the speed fluctuation data is used to indicate the speed fluctuation of the disc due to the change of the rotating resistance in the piston back position vibration detection stage, and the time domain speed sequence is used to indicate the speed change of the disc at different times; The time domain vibration sequence and the time domain speed sequence are correlated to obtain a vibration component and a speed fluctuation component with the same frequency as the high-frequency micro-amplitude axial excitation; wherein the vibration component is used to indicate the vibration component with the same frequency as the excitation frequency in the vibration sequence, and the speed fluctuation component is used to indicate the speed component with the same frequency as the excitation frequency in the speed sequence; The response signal of the disc rotating resistance is determined according to the vibration component and the speed fluctuation component.

6. The method of claim 1 to 4, wherein, The determination of the characteristic frequency amplitude related to the inherent frequency of the piston and brake pad assembly from the response signal includes: After the time domain to frequency domain conversion of the response signal, the corresponding frequency amplitude characteristic curve is obtained; Based on the frequency amplitude characteristic curve, the frequency point matching the characteristic value of the inherent frequency of the piston and brake pad assembly is determined as the target characteristic frequency point; The amplitude value corresponding to the target characteristic frequency point is determined, and the amplitude value is determined as the characteristic frequency amplitude.

7. The method of claim 1 to 4, wherein, The residual hydraulic drag energy value and the characteristic frequency amplitude are determined to obtain the assembly gap control data, and the assembly gap of the motorcycle disc brake assembly is adjusted based on the assembly gap control data, including: The residual hydraulic drag energy value and the characteristic frequency amplitude are analyzed to obtain an estimated value of the assembly gap; wherein the estimated value is used to indicate the possible gap size range of the current motorcycle disc brake assembly after assembly; The estimated value of the assembly gap is compared with the preset standard gap range to generate a gap adjustment decision; wherein the gap adjustment decision includes no adjustment, increasing the gap or decreasing the gap; The assembly gap of the motorcycle disc brake assembly is adjusted based on the gap adjustment decision.

8. The method of claim 7, wherein the method further comprises: The assembling gap adjustment of the motorcycle disc brake assembly based on the gap adjustment decision comprises: If the gap adjustment decision is to increase the gap, the gap adjustment mechanism is controlled to drive the caliper piston to move away from the disc by a preset first adjustment step.

9. The method of claim 7, wherein the method further comprises the steps of: providing a plurality of motor cycle disc brake assemblies; and providing a plurality of motor cycle disc brake assemblies with a plurality of different gap settings. The method further comprises: If the gap adjustment decision is to decrease the gap, the gap adjustment mechanism is controlled to drive the caliper piston to move towards the disc by a preset second adjustment step.

10. The method of claim 1 to 4, wherein, The pressure sensor is arranged at the oil inlet of the caliper oil circuit, and the torque sensor is arranged on the disc rotating shaft; after the standard oil pressure is applied to and removed from the caliper, the residual pressure decay curve of the caliper oil circuit and the instantaneous drag torque change curve of the disc rotating shaft are obtained within the pressure release phase time threshold, comprising: The pressure sensor in the caliper oil circuit is used to collect a plurality of pressure data in the oil circuit at a first preset sampling frequency, and the residual pressure decay curve is obtained according to the plurality of pressure data; The torque sensor connected to the disc rotating shaft is used to collect a plurality of torque data of the disc rotating shaft under the action of resistance at a second preset sampling frequency, and the instantaneous drag torque change curve is obtained according to the plurality of torque data.

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