System and method for detecting performance of wet brake of trackless rubber-tyred vehicle

Abstract

The invention discloses a trackless rubber-tyred vehicle wet brake performance detection system and method, and belongs to the technical field of brake performance detection. The detection system comprises a first oil tank, a pumping circulation mechanism, a rotating mechanism, a telescopic loading mechanism, a temperature control mechanism and an upper computer. The pumping circulation mechanism and the first oil tank form a closed circulation loop which can filter and cool oil; the rotating mechanism drives the first friction plate to rotate in the first oil tank; the telescopic loading mechanism drives the second friction plate to be close to the first friction plate and applies controllable normal pressure, and the two form a friction pair; the temperature control mechanism adjusts and detects the temperature of the oil and the friction pair. The system cooperatively controls each mechanism through the upper computer, simulates the real braking condition of the wet brake, synchronously collects and analyzes performance data, and provides an accurate and reliable detection means for research and development and performance evaluation of the brake.

Description

A performance testing system and method for wet brakes on trackless rubber-tired vehicles Technical Field

[0001] This invention relates to the field of brake performance testing technology, and in particular to a system and method for testing the performance of wet brakes on trackless rubber-tired vehicles. Background Technology

[0002] As a crucial auxiliary transportation device in underground mines, the reliability of the braking system of trackless rubber-tired vehicles directly impacts vehicle operation safety and production efficiency. Wet brakes, with their advantages of smooth braking, good heat dissipation, and long service life, are widely used in trackless rubber-tired vehicles. However, under variable operating conditions in underground mines, such as frequent starts and stops, heavy-load downhill driving, and slippery road surfaces, the dynamic and static friction pads of wet brakes generate a large amount of frictional heat during braking. This can easily lead to a sharp increase in the temperature of the friction pair, causing thermal fade, thermal deformation, or even brake failure, seriously affecting braking performance and driving safety. Therefore, conducting performance tests on wet brakes under simulated actual working conditions and exploring the effects of spindle speed, braking pressure, and oil temperature on brake performance is of great significance for improving the braking reliability of trackless rubber-tired vehicles and optimizing braking system design.

[0003] Currently, performance testing devices for wet brakes mostly rely on complex hydraulic loading and large-inertia flywheel simulation, resulting in high equipment costs, cumbersome operation and maintenance, and generally suffer from problems such as limited functionality, incomplete coverage of operating conditions, low system integration, and inconvenient replacement of friction pairs. Therefore, developing a wet brake performance testing system that can simulate the real operating conditions of trackless rubber-tired vehicles, has a reasonable structure, comprehensive testing conditions, and convenient operation is of great engineering application value for a deeper understanding of its braking mechanism and promoting the safe and efficient operation of trackless rubber-tired vehicles. Summary of the Invention

[0004] In view of this, this application provides a performance testing system for wet brakes of trackless rubber-tired vehicles. This testing system aims to solve the problems of existing wet brake testing devices, such as reliance on complex hydraulic loading and large-inertia flywheel simulation, high equipment cost, cumbersome operation and maintenance, limited functionality, incomplete coverage of working conditions, and inconvenience in replacing friction pairs. It is conducive to improving the accuracy and comprehensiveness of wet brake performance testing, realizing the simulation testing of multiple working conditions such as braking process, brake runaway, and different temperatures. At the same time, it simplifies the equipment structure, reduces maintenance difficulty, and improves testing efficiency, providing reliable support for the research and development optimization and performance evaluation of wet brakes for trackless rubber-tired vehicles, thereby ensuring the operational safety and production efficiency of trackless rubber-tired vehicles in underground mines.

[0005] To achieve the above objectives, this application adopts the following technical solution:

[0006] This application provides a performance testing system for wet brakes on trackless rubber-tired vehicles, the testing system comprising:

[0007] stand;

[0008] The first oil tank is mounted on the platform;

[0009] A circulating filtration and cooling device, the input end of which is connected to the output end of the first oil tank and the output end of which is connected to the input end of the first oil tank, to form a closed circulation loop for filtering and cooling the oil in the working chamber of the first oil tank.

[0010] A rotating mechanism is mounted on the platform; it includes a first friction plate detachably mounted on its rotating end, the first friction plate being located within the working chamber of the first oil tank;

[0011] A telescopic loading mechanism is mounted on the platform; it includes a second friction plate detachably mounted on its telescopic end, the second friction plate being located in the working chamber of the first oil tank and disposed opposite to the first friction plate, the telescopic loading mechanism being used to drive the second friction plate to move toward the first friction plate and apply controllable normal pressure so that the two form a friction pair;

[0012] The temperature control mechanism is used to adjust the oil temperature in the working chamber of the first oil tank and to detect the oil temperature and friction pair temperature in the first oil tank.

[0013] In this process, the first friction plate and the second friction plate, which are in a rotating state, generate friction to simulate the braking and deceleration conditions of a wet brake, and the braking and deceleration performance is monitored by a host computer.

[0014] In some embodiments, the rotating mechanism includes:

[0015] The first drive motor is connected to the platform via the first bent plate frame;

[0016] The torque and speed sensor has its input end connected to the output end of the first drive motor via a first coupling; it is connected to the platform via a second bent plate frame.

[0017] The drive shaft has one end connected to the output end of the first drive motor via a second coupling; the other end extends into the working chamber of the first oil tank.

[0018] A clamping assembly, which is connected to the drive shaft and disposed in the working cavity, is used to clamp the first friction plate;

[0019] The first bearing housing is mounted on the bearing surface of the platform, and its inner ring is connected to the outer peripheral wall of the drive shaft.

[0020] In some embodiments, the clamping assembly includes:

[0021] A locking pressure plate is connected to the drive shaft via a keyway.

[0022] A pressure block is located on one side of the locking pressure plate and is detachably connected to the drive shaft by an extension bolt; the first friction plate is located between the locking pressure plate and the pressure block, and the first friction plate is clamped in both directions by tightening the extension bolt;

[0023] A rotary skeleton oil seal is provided at the connection between the drive shaft and the first oil tank.

[0024] In some embodiments, the telescopic loading mechanism includes:

[0025] The second drive motor has its front end and rear end connected to the platform via a third curved plate frame;

[0026] An electric actuator, the input end of which is connected to the output end of the second drive motor;

[0027] A pressure sensor, the input end of which is connected to the telescopic end of the electric push rod;

[0028] A support fixture is disposed within the working chamber of the first oil tank; a slot adapted to the shape of the second friction plate is opened on the side facing the first friction plate, and the second friction plate is embedded in the slot; a receiving groove is opened in the central area of ​​the support fixture; when the first friction plate rubs against the second friction plate, the pressure block of the clamping assembly extends into the receiving groove;

[0029] The transmission arm has one end connected to the output end of the pressure sensor, and the other end extends into the working chamber of the first oil tank and is connected to the back side of the bearing fixture.

[0030] Two guide shafts are symmetrically arranged on both sides of the transmission arm; one end of each guide shaft is connected to the back side of the bearing fixture, and the other end is suspended in the air, moving in a straight line as the electric push rod extends and retracts;

[0031] Two second bearing seats are mounted on the bearing surface of the platform, one guide shaft passes through one second bearing seat, and a movement clearance is reserved between the outer peripheral wall of each guide shaft and the inner ring of the second bearing seat.

[0032] The third bearing housing is installed on the bearing surface of the platform, the transmission arm passes through the third bearing housing, and a movement gap is reserved between the outer peripheral wall of the transmission arm and the inner ring of the third bearing housing.

[0033] Leak-proof sealing rings are provided at the locations where the two guide shafts and the transmission arm connect to the side wall of the first oil tank.

[0034] In some embodiments, the temperature control mechanism includes: a heating rod, an oil temperature sensor, and a plurality of friction plate temperature sensors;

[0035] The heating rod and the oil temperature sensor are installed on the same wall of the first oil tank by threaded connection, and both are installed at the same height; one end of each is connected to the power supply, and the other end extends into the working chamber of the first oil tank.

[0036] The friction plate temperature sensor is uniformly mounted on the support fixture along the circumference, and the temperature measuring end is in contact with the second friction plate.

[0037] In some embodiments, the circulating filter cooling device includes:

[0038] The second oil tank has its inlet connected to the outlet of the first oil tank via a pipeline; its outlet is equipped with a return oil filter and a cooler on its inner side.

[0039] The motor is mounted on the second oil tank;

[0040] An oil pump, one end of which is connected to a motor, and the other end of which extends into the oil in the second oil tank; its pumping end is equipped with an inlet filter for filtering the oil.

[0041] A valve assembly is located on the second oil tank and contains an overflow valve and multiple throttle valves. Its input end is connected to the oil pump through an oil outlet pipe extending into the second oil tank, and its output end is connected to the oil inlet of the first oil tank through a pipeline.

[0042] The pressure gauge can monitor the working pressure in the second oil tank in real time.

[0043] In some embodiments, the first housing is a sealed transparent component.

[0044] This application also provides a method for testing the performance of a wet brake system for trackless rubber-tired vehicles, the method including the following three testing modes:

[0045] Mode 1: Performance testing method for wet brakes during braking process;

[0046] This detection mode simulates the deceleration behavior of a trackless rubber-tired vehicle during braking by controlling the speed of the first drive motor, and simultaneously collects relevant data. The specific steps are as follows:

[0047] Step S1: Heat the oil in the first oil tank through the temperature control mechanism and stabilize it at the set initial temperature T0; start the circulating filter cooling device; control the rotation mechanism to accelerate the drive shaft to the preset initial speed n0 and run it stably;

[0048] Step S2: Control the electric push rod to apply a normal force F at a preset loading rate v, so that the second friction plate presses against the first friction plate; at the same time, switch the control mode of the first drive motor to the speed servo control mode, and control the transmission shaft to decelerate from the initial speed to a stop according to the set deceleration, thereby simulating the real braking deceleration process;

[0049] Step S3: During the entire braking process, the host computer synchronously collects and records the normal loading force of the electric push rod, the torque of the drive shaft, the rotational speed of the drive shaft, the oil temperature in the first oil tank, and the data of the temperature sensor of each friction plate; and based on the collected data, calculates the friction coefficient μ, braking time, peak temperature of the friction pair, and temperature rise rate performance parameters during the braking process.

[0050] Mode 2: Performance testing method for wet brakes under brake runaway conditions;

[0051] This testing mode is used to simulate the performance of wet brakes under braking runaway conditions, and to test their stability and anti-fading ability. The specific steps are as follows:

[0052] Step S1: Heat the oil in the first oil tank through the temperature control mechanism and stabilize it at the set initial temperature T0; start the circulating filter cooling device; control the rotation mechanism to accelerate the drive shaft to the preset initial speed n0 and run it stably. This speed can be set to three different levels: first-level speed, second-level speed, and third-level speed according to the detection requirements to simulate different speeds of the trackless rubber-wheeled vehicle under the condition of brake failure.

[0053] Step S2: Control the electric push rod (43) to apply normal force F at a preset loading rate v, so that the second friction plate presses against the first friction plate; during this process, the first drive motor works in speed control mode, and controls the first drive motor to maintain the transmission shaft speed constant at n0;

[0054] Step S3: Within the set duration t, the host computer continuously collects data on the normal loading force of the electric push rod, the torque of the drive shaft, the rotational speed of the drive shaft, the oil temperature in the first oil tank, and the data from the friction plate temperature sensor, until the friction pair temperature reaches equilibrium or the friction pair shows significant performance degradation.

[0055] Step S4: Calculate the friction coefficient μ, peak temperature of the friction pair, and temperature rise rate performance parameters during the detection process based on the collected data; analyze the changing trends of the friction coefficient μ and friction pair temperature under constant speed n0 and pressure with runaway time, and evaluate the thermal degradation resistance and working stability of the wet brake.

[0056] Mode 3: Performance testing methods for wet brakes at different temperatures;

[0057] This testing mode is used to study the impact of initial oil temperature on the braking performance of wet brakes, covering extreme temperature conditions. The specific steps are as follows:

[0058] Step S1: By controlling the heating rod and the cooler to work together, the oil temperature in the first oil tank changes according to a set temperature curve, which covers the first temperature value. Second temperature value and the third temperature value Three typical temperature levels;

[0059] Step S2: During the process of the oil temperature in the first oil tank changing according to the set temperature curve, when the oil temperature reaches the first temperature value specified in the preset temperature curve... Second temperature value and the third temperature value During platform testing, a wet brake performance test was performed once during the braking process: All operating parameters except for fluid temperature were kept consistent during the wet brake performance test.

[0060] Step S3: During the detection process, the system continuously collects data on the normal loading force of the second friction plate, the torque of the drive shaft, the speed of the drive shaft, the oil temperature in the first oil tank, and the data from the temperature sensor of each friction plate.

[0061] Step S4: Based on the collected data, calculate the friction coefficient μ, peak temperature of the friction pair, and temperature rise rate performance parameters during the detection process; compare and analyze the braking performance data obtained at different oil temperatures, including the braking time, friction coefficient curve, and friction pair temperature curve of the oil in the first oil tank at different temperatures, to reveal the influence law of oil temperature on the performance of wet brakes.

[0062] The formula for calculating the friction coefficient μ is as follows:

[0063]

[0064] Where M is the torque of the drive shaft, F is the normal loading force of the electric push rod, and R is the effective friction radius of the contact surface of the first friction plate and the second friction plate.

[0065] Compared to existing wet brake testing technologies, the advantages of this invention are as follows: The trackless rubber-tired vehicle wet brake performance testing system proposed in this invention uses a servo electric push rod to provide normal loading force, replacing the complex hydraulic loading system in traditional testing benches, greatly simplifying the mechanical structure and reducing manufacturing costs and maintenance difficulty. Simultaneously, by integrating the drive, loading, lubrication, temperature control, and measurement and control modules, the reliability of the testing system is improved. The trackless rubber-tired vehicle wet brake performance testing system can independently and collaboratively control the core parameters during the wet brake's operation, enabling single-factor influence studies and performing three types of core tests: wet brake performance testing during braking, wet brake performance testing under brake runaway conditions, and wet brake performance testing at different temperatures. The first oil tank is made of transparent material, facilitating direct observation of the friction pair's working state and the oil state; the fixture components and bearing jigs are designed for quick disassembly, greatly facilitating specimen replacement and installation; this testing system achieves intelligent management from parameter setting and process control to data acquisition and analysis, significantly improving the efficiency of a single test and ensuring the repeatability of the testing process. Attached Figure Description

[0066] Figure 1 is a schematic diagram of the performance testing system for a wet brake on a trackless rubber-tired vehicle provided in an embodiment of this application from a first angle.

[0067] Figure 2 is a second-angle structural schematic diagram of a wet brake performance testing system for a trackless rubber-tired vehicle provided in an embodiment of this application;

[0068] Figure 3 is a schematic diagram of the rotating mechanism provided in an embodiment of this application;

[0069] Figure 4 is an exploded view of Figure 3;

[0070] Figure 5 is a structural schematic diagram of the telescopic loading mechanism provided in an embodiment of this application;

[0071] Figure 6 is an exploded view of Figure 5;

[0072] Figure 7 is a schematic diagram of the connection between the heating rod, the oil temperature sensor and the first oil tank provided in an embodiment of this application;

[0073] Figure 8 is a schematic diagram of the connection between a friction plate temperature sensor and a support fixture provided in an embodiment of this application;

[0074] Figure 9 is a schematic diagram of the structure of the circulating filter cooling device provided in the embodiment of this application;

[0075] Figure 10 is a schematic flowchart of the wet brake performance testing method in Mode 1 of the embodiments of this application.

[0076] Figure 11 is a schematic flowchart of the wet brake performance testing method under the brake runaway state in Mode 2 of the embodiment of this application;

[0077] Figure 12 is a schematic flowchart of the wet brake performance testing method under three different temperatures according to an embodiment of this application.

[0078] Figure label:

[0079] 1. First fuel tank; 11. Fuel outlet; 12. Fuel inlet;

[0080] 2. Circulating filter cooling device; 21. Second oil tank; 211. Inlet; 212. Outlet; 22. Third drive motor; 23. Oil pump; 24. Valve group; 241. Overflow valve; 242. Throttle valve; 25. Oil outlet pipeline; 26. Pressure gauge;

[0081] 3. Rotating mechanism; 31. First friction plate; 32. First drive motor; 33. Torque and speed sensor; 34. Drive shaft; 35. Fixture assembly; 351. Locking pressure plate; 352. Pressure block; 36. First bearing housing; 38. First coupling; 39. Second coupling;

[0082] 4. Telescopic loading mechanism; 41. Second friction plate; 42. Second drive motor; 43. Electric push rod; 44. Pressure sensor; 45. Bearing fixture; 451. Slot; 452. Receiving groove; 46. Transmission arm; 47. Guide shaft; 48. Second bearing seat; 49. Third bearing seat;

[0083] 5. Temperature control mechanism; 51. Heating rod; 52. Oil temperature sensor; 53. Friction plate temperature sensor;

[0084] 100. Stand;

[0085] a. First bending plate frame; b. Second bending plate frame; c. Third bending plate frame; d. Rotary skeleton oil seal. Detailed Implementation

[0086] In the embodiments of this application, the terms "exemplary" or "for example" are used to indicate examples, illustrations, or descriptions. Any embodiment or design described as "exemplary" or "for example" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or designs. Specifically, the use of terms such as "exemplary" or "for example" is intended to present the relevant concepts in a specific manner.

[0087] In the embodiments of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined with "first" and "second" may explicitly or implicitly include one or more of that feature.

[0088] In the description of the embodiments of this application, the term "at least one" means one or more, and "more than one" means two or more. "At least one of the following" or similar expressions refer to any combination of these items, including any combination of a single item or a plurality of items. For example, at least one of a, b, or c can mean: a, b, c, a and b, a and c, b and c, or a and b and c, where a, b, and c can be a single item or a plurality of items.

[0089] In the description of the embodiments of this application, the term "and / or" refers to and covers any and all possible combinations of one or more of the associated listed items. The term "and / or" describes an association relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Additionally, the character " / " in this application generally indicates that the preceding and following related objects have an "or" relationship.

[0090] In the description of the embodiments of this application, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, "linking" can be a detachable connection or a non-detachable connection; it can be a direct connection or an indirect connection through an intermediate medium. "Fixed connection" refers to a connection where the relative positional relationship remains unchanged after the connection. Furthermore, the directional terms mentioned in the embodiments of this application, such as "inner" and "outer," are only for reference to the directions in the accompanying drawings. Therefore, the directional terms used are for better and clearer explanation and understanding of the embodiments of this application, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the embodiments of this application.

[0091] In the description of embodiments of this application, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0092] Please refer to Figures 1, 2, 3, 4, 5, and 6. Figure 1 is a structural schematic diagram of a trackless rubber-tired vehicle wet brake performance testing system provided by an embodiment of this application from a first angle. Figure 2 is a structural schematic diagram of a trackless rubber-tired vehicle wet brake performance testing system provided by an embodiment of this application from a second angle. Figure 3 is a structural schematic diagram of a rotating mechanism 3 provided by an embodiment of this application. Figure 4 is an exploded view of Figure 3. Figure 5 is a structural schematic diagram of a telescopic loading mechanism 4 provided by an embodiment of this application. Figure 6 is an exploded view of Figure 5. The testing system includes a first oil tank 1, a circulating filter cooling device 2, a rotating mechanism 3, a telescopic loading mechanism 4, a temperature control mechanism 5, a host computer, and a control unit.

[0093] The input end of the aforementioned circulating filtration and cooling device 2 is connected to the output end of the first oil tank 1, and the output end is connected to the input end of the first oil tank 1 to form a closed-loop circulation circuit for filtering and cooling the oil in the working chamber of the first oil tank 1.

[0094] The aforementioned rotating mechanism 3 may include a first friction plate 31 detachably mounted on its rotating end. The first friction plate 31 is located in the working chamber of the first oil tank 1. The rotating mechanism 3 is used to drive the first friction plate 31 to rotate and detect its torque and speed.

[0095] The aforementioned telescopic loading mechanism 4 may include a second friction plate 41 detachably mounted on its telescopic end. The second friction plate 41 is located in the working chamber of the first oil tank 1 and is disposed opposite to the first friction plate 31. The telescopic loading mechanism 4 is used to drive the second friction plate 41 toward the first friction plate 31 and apply controllable normal pressure so that the two form a friction pair.

[0096] For example, the first oil tank 1 is a sealed transparent box, which makes it easy to observe the friction of the internal friction pair.

[0097] The temperature control mechanism 5 is used to adjust the oil temperature in the working chamber of the first oil tank 1, and to detect the oil temperature and friction pair temperature in the first oil tank 1.

[0098] The host computer is electrically connected to the circulating filter cooling device 2, temperature control mechanism 5, rotating mechanism 3, and telescopic loading mechanism 4, respectively, to control the operation of each mechanism and synchronously collect and process test data. The control unit is a programmable logic controller (PLC), which establishes communication connections with the host computer, circulating filter cooling device 2, temperature control mechanism 5, rotating mechanism 3, and telescopic loading mechanism 4, receives instructions, and executes closed-loop control logic. The host computer runs dedicated measurement and control software to set test parameters, control the test process, and collect and store all data from the sensing units in real time.

[0099] The telescopic loading mechanism 4 drives the second friction plate 41 to extend forward and apply a pressure load, so that the first friction plate 31 in the rotating state rubs against the second friction plate 41, simulating the braking condition of a wet brake, and the braking performance is monitored by the host computer.

[0100] In this way, by setting up a closed-loop circulating filtration and cooling device 2, the oil in the first oil tank 1 can be continuously filtered and cooled, preventing impurities in the oil from affecting the contact state of the friction pair, while maintaining a stable oil temperature and ensuring the accuracy of the braking condition simulation. The rotating mechanism 3 can drive the first friction pad 31 to rotate and simultaneously detect torque and speed. The telescopic loading mechanism 4 can accurately apply controllable normal pressure. Together with the temperature control mechanism 5, it can detect the oil temperature and friction pair temperature. Then, through the upper computer, the coordinated control of each mechanism and the synchronous acquisition and processing of data can be realized, which can completely simulate the real braking condition of the wet brake. This enables quantitative detection and analysis of the brake's friction performance and thermal performance, providing a reliable data foundation for product development and quality assessment.

[0101] In some embodiments, the testing system may further include a test bench 100. The rotating mechanism 3, the telescopic loading mechanism 4, and the first oil tank 1 are all mounted on the bearing surface of the test bench 100. In this way, by setting up the test bench 100, a common and stable mounting base is provided for the first oil tank 1, the rotating mechanism 3, and the telescopic loading mechanism 4, ensuring that the main components maintain precise relative positions during the test, enhancing the rigidity and stability of the entire system, avoiding poor contact between the first friction plate 31 and the second friction plate 41 due to installation position deviations of the mechanisms, ensuring the stability and repeatability of the test process, and facilitating the handling and installation of the entire equipment.

[0102] Please refer to Figures 3 and 4, and together with Figure 1, in some embodiments, the rotating mechanism 3 may include, in addition to the first friction plate 31, a first drive motor 32, a torque and speed sensor 33, a transmission shaft 34, a clamp assembly 35, and a first bearing seat 36.

[0103] The first drive motor 32 is connected to the test bench 100 via the first bending plate a. The input end of the torque-speed sensor 33 is connected to the output end of the first drive motor 32 via the first coupling 38. The torque-speed sensor 33 is connected to the test bench 100 via the second bending plate b.

[0104] One end of the drive shaft 34 is connected to the output end of the first drive motor 32 via the second coupling 39, and the other end extends into the working chamber of the first oil tank 1.

[0105] The clamping assembly 35 is connected to the drive shaft 34 and is located in the working cavity, and is used to clamp the first friction plate 31.

[0106] The first bearing housing 36 is mounted on the bearing surface of the stand 100, and its inner ring is connected to the outer peripheral wall of the drive shaft 34.

[0107] In this way, the first drive motor 32 and the torque and speed sensor 33 are mounted on the stand 100 via the first bending plate a and the second bending plate b, respectively, ensuring the installation accuracy of each component and preventing vibration and displacement during operation. The cooperation between the first bearing seat 36 and the drive shaft 34 provides stable support for the drive shaft 34, reducing radial runout during the rotation of the drive shaft 34, improving the installation stability of the power and measuring components, and enhancing the accuracy of torque and speed detection data. The clamp assembly 35 reliably clamps the first friction plate 31, ensuring that the first friction plate 31 rotates synchronously with the drive shaft 34.

[0108] Please continue to refer to Figures 3 and 4. In some embodiments, the clamping assembly 35 may include a locking pressure plate 351 and a pressure block 352.

[0109] The locking pressure plate 351 has a through hole in the central area along the axial direction, and a mating groove is provided on the inner peripheral wall of the locking pressure plate. A flat key is provided on the drive shaft 34, and the connection between the locking pressure plate and the drive shaft 34 is realized by the flat key engaging with the mating groove.

[0110] The pressure block 352 is located on one side of the locking pressure plate 351 and is detachably connected to the drive shaft via an extension bolt. The first friction plate 31 is located between the locking pressure plate 351 and the pressure block 352, and the first friction plate 31 is bidirectionally clamped by tightening the extension bolt. Specifically, the extension bolt can be screwed into the interior of the drive shaft from the end of the drive shaft.

[0111] A rotary skeleton oil seal d is provided at the connection between the drive shaft and the first oil tank 1.

[0112] In this way, the clamping assembly 35 adopts a two-way clamping structure consisting of a locking pressure plate 351, a pressure block 352, and an extended bolt, which makes the installation and removal of the first friction plate 31 simple and secure, and facilitates the replacement of new or different specifications of the first friction plate 31 for testing. The rotating skeleton oil seal d can effectively prevent the oil in the first oil tank 1 from leaking outward along the rotating transmission axis.

[0113] Please refer to Figures 5 and 6, and together with Figure 1, in some embodiments, the telescopic loading mechanism 4 may include a second drive motor 42, an electric push rod 43, a pressure sensor 44, a load-bearing fixture 45, a transmission arm 46, two guide shafts 47, two second bearing seats 48, and a third bearing seat 49.

[0114] The front and rear ends of the second drive motor 42 are respectively connected to the platform 100 through a third curved plate frame c.

[0115] The input end of the electric actuator 43 is connected to the output end of the second drive motor 42. The input end of the pressure sensor 44 is connected to the telescopic end of the electric actuator 43.

[0116] The support fixture 45 is disposed within the working cavity of the first oil tank 1. A groove 451, adapted to the shape of the second friction plate 41, is formed on the side facing the first friction plate 31, and the second friction plate 41 is embedded in the groove 451. A receiving groove 452 is formed in the central area of ​​the support fixture 45. When the first friction plate 31 rubs against the second friction plate 41, the pressure block 352 of the clamp assembly 35 extends into the receiving groove 452.

[0117] One end of the transmission arm 46 is connected to the output end of the pressure sensor 44, and the other end extends into the working chamber of the first oil tank 1 and is connected to the back side of the support fixture 45.

[0118] Two guide shafts 47 are symmetrically arranged on both sides of the transmission arm 46. One end of each guide shaft 47 is connected to the back side of the support fixture 45, and the other end is suspended in the air, moving in a straight line as the electric push rod 43 extends and retracts.

[0119] Two second bearing seats 48 are mounted on the bearing surface of the stand 100. A guide shaft 47 passes through one second bearing seat, and a movement clearance is reserved between the outer peripheral wall of each guide shaft 47 and the inner ring of the second bearing seat 48.

[0120] The third bearing housing 49 is mounted on the bearing surface of the stand 100. The transmission arm 46 passes through the third bearing housing 49, and a movement clearance is reserved between the outer peripheral wall of the transmission arm 46 and the inner ring of the third bearing housing 49.

[0121] Leak-proof sealing rings are provided at the locations where the two guide shafts 47 and the transmission arm 46 connect to the side wall of the first oil tank 1.

[0122] In this way, the second drive motor 42 is mounted on the platform 100 via two third curved plate brackets c, which improves the installation stability of the second drive motor 42 and avoids shaking during extension and retraction. The slot 451 on the bearing fixture 45 enables precise positioning of the second friction plate 41, and the design of the receiving slot 452 prevents interference between the pressure block 352 and the bearing fixture 45, ensuring effective contact between the first friction plate 31 and the second friction plate 41. The reserved movement clearance between the guide shaft 47 and the second bearing seat 48, and between the transmission arm 46 and the third bearing seat 49, ensures smooth linear movement of the guide shaft 47 and the transmission arm 46, ensuring the accuracy of normal pressure application. Furthermore, the cooperation between the two guide shafts 47 and the second bearing seat 48 constrains the bearing fixture 45 to only perform precise linear movement, preventing swaying or jamming during loading. The anti-leakage sealing ring effectively prevents oil in the first oil tank 1 from leaking from the connection point.

[0123] Please refer to Figures 7 and 8, and together with Figure 1. Figure 7 is a schematic diagram of the connection between the heating rod 51, the oil temperature sensor 52 and the first oil tank 1 provided in the embodiment of this application. Figure 8 is a schematic diagram of the connection between the friction plate temperature sensor 53 and the support fixture 45 provided in the embodiment of this application. In some embodiments, the temperature control mechanism 5 includes the heating rod 51, the oil temperature sensor 52 and multiple friction plate temperature sensors 53.

[0124] The heating rod 51 and the oil temperature sensor 52 are connected by threads and installed on the same wall of the first oil tank 1, and both are installed at the same height on the same wall of the first oil tank 1. One end of each is connected to the power supply, and the other end extends into the working cavity of the first oil tank 1.

[0125] The friction plate temperature sensor 53 is uniformly mounted on the support fixture 45 in the circumferential direction, and the temperature measuring end is in contact with the second friction plate 41.

[0126] In this way, by installing the heating rod 51 and the oil temperature sensor 52 at the same height on the same wall of the first oil tank 1, the oil temperature sensor 52 can more accurately detect the oil temperature near the heating rod 51, improving the response speed and accuracy of temperature control. Multiple friction plate temperature sensors 53 are evenly installed circumferentially on the support fixture 45 and in contact with the second friction plate 41, allowing for comprehensive detection of the temperature at different locations on the second friction plate 41. This avoids temperature data deviations caused by single-point temperature measurement, accurately reflects the true temperature distribution of the friction pair, and helps in analyzing the uniformity of the thermal field and identifying localized overheating phenomena.

[0127] Please refer to Figure 9, which is in conjunction with Figure 1. Figure 9 is a schematic diagram of the structure of the circulating filter cooling device 2 provided in the embodiments of this application. In some embodiments, the circulating filter cooling device 2 may include a second oil tank 21, a third drive motor 22, an oil pump 23, a valve group 24, and a pressure gauge 26.

[0128] The inlet 211 of the second oil tank 21 is connected to the outlet 11 of the first oil tank 1 via a pipeline. An oil return filter and a cooler are installed inside its outlet 212. The third drive motor 22 is mounted on the second oil tank 21.

[0129] One end of the oil pump 23 is connected to the third drive motor 22, and the other end extends into the oil in the second oil tank 21. The pumping end of the oil pump 23 is equipped with an inlet filter for filtering the oil. For example, the oil pump can be a gear-type oil pump.

[0130] Valve assembly 24 is mounted on the second oil tank 21, and contains an overflow valve 241 and multiple throttle valves 242. The input end of valve assembly 24 is connected to oil pump 23 through an oil outlet pipe 25 extending into the second oil tank 21, and the output end of valve assembly 24 is connected to the oil inlet 12 of the first oil tank 1 through a pipeline.

[0131] Pressure gauge 26 can monitor the working pressure in the second oil tank 21 in real time.

[0132] Specifically, the complete path of the oil in the detection system is as follows: Second oil tank 21 output port 212 - oil inlet filter - oil pump 23 - overflow valve 241 - throttle valve 242 - first oil tank 1 oil inlet port 12 - first oil tank 1 oil outlet port 11 - return oil filter - cooler - second oil tank 21 input port 211, which constitutes a closed loop.

[0133] In this way, the circulating filtration and cooling device 2, through the second oil tank 21, the third drive motor 22, the oil pump 23, the valve group 24, the return oil filter, and the cooler, forms an external circulation loop. This loop continuously forces circulation of the oil in the first oil tank 1 during the test, effectively filtering out friction debris, keeping the oil clean, reducing wear on the first friction plate 31 and the second friction plate 41, and ensuring test accuracy. The cooler effectively removes heat generated during braking, and in conjunction with the overflow valve and throttle valve in the valve group 24, it precisely regulates the circulating pressure and flow rate of the oil, helping to maintain or regulate the oil temperature, ensuring the consistency and controllability of test conditions, and extending the service life of the oil. The pressure gauge 26 monitors the pressure in the second oil tank 21 in real time, facilitating the timely detection of pressure anomalies in the circulation system and ensuring stable operation of the circulation system.

[0134] Please refer to Figures 10, 11, and 12, and together with Figures 1 to 9. Figure 10 is a schematic flowchart of the wet brake performance testing method in Mode 1 of the present application embodiment. Figure 11 is a schematic flowchart of the wet brake performance testing method in Mode 2 under the brake runaway state of the present application embodiment. Figure 12 is a schematic flowchart of the wet brake performance testing method in Mode 3 at different temperatures of the present application embodiment.

[0135] The following example illustrates the method of this detection system, which includes the following three detection modes:

[0136] Mode 1: Performance testing method for wet brakes during braking process.

[0137] This detection mode simulates the deceleration behavior of a trackless rubber-tired vehicle during braking by controlling the first drive motor to a speed of 32, and simultaneously collects relevant data. The specific steps are as follows:

[0138] Step S1: The oil in the first oil tank 1 is heated by the temperature control mechanism 5 and stabilized at the set initial temperature T0. The circulating filter cooling device 2 is started. The rotation mechanism 3 is controlled to accelerate the drive shaft 34 to the preset initial speed n0 and run it stably.

[0139] Step S2: Control the electric push rod 43 to apply a normal force F at a preset loading rate v, so that the second friction plate 41 presses against the first friction plate 31. At the same time, switch the control mode of the first drive motor 32 to the speed servo control mode, and control the transmission shaft 34 to decelerate from the initial speed to a stop according to the set deceleration, thereby simulating the real braking deceleration process.

[0140] Step S3: Throughout the braking process, the host computer synchronously collects and records the normal loading force of the electric push rod 43, the torque of the drive shaft 34, the rotational speed of the drive shaft 34, the oil temperature in the first oil tank 1, and the data from the temperature sensors 53 of each friction plate. Based on the collected data, the friction coefficient μ, braking time, peak temperature of the friction pair, and temperature rise rate performance parameters during braking are calculated.

[0141] Mode 2: Performance testing method for wet brakes under brake runaway conditions.

[0142] This testing mode is used to simulate the performance of wet brakes under braking runaway conditions, and to evaluate their stability and resistance to brake fade. The specific steps are as follows:

[0143] Step S1: The oil in the first oil tank 1 is heated by the temperature control mechanism 5 and stabilized at the set initial temperature T0. The circulating filter cooling device 2 is started. The rotation mechanism 3 is controlled to accelerate the drive shaft 34 to the preset initial speed n0 and run stably. This speed can be set to three different levels: first-level speed, second-level speed, and third-level speed, according to the detection requirements, to simulate different speeds of the trackless rubber-wheeled vehicle under brake failure.

[0144] In some examples, the first-stage speed ranges from 1800 r / min to 2000 r / min, the second-stage speed ranges from 800 r / min to 1000 r / min, and the third-stage speed ranges from 300 r / min to 500 r / min.

[0145] Step S2: Control the electric push rod 43 to apply a normal force F at a preset loading rate v, so that the second friction plate 41 presses against the first friction plate 31. During this process, the first drive motor 32 operates in speed control mode, controlling the first drive motor 32 to maintain the rotational speed of the transmission shaft 34 at a constant n0.

[0146] Step S3: Within the set duration t, the host computer continuously collects the normal loading force of the electric push rod 43, the torque of the drive shaft 34, the rotational speed of the drive shaft 34, the oil temperature in the first oil tank 1, and the data of the friction plate temperature sensor 53, until the friction pair temperature reaches equilibrium or the friction pair shows obvious performance degradation.

[0147] Step S4: Calculate the friction coefficient μ, peak temperature of the friction pair, and temperature rise rate performance parameters during the detection process based on the collected data. Analyze the changing trends of the friction coefficient μ and friction pair temperature with runaway time under constant speed n0 and pressure to evaluate the thermal degradation resistance and operational stability of the wet brake.

[0148] Mode 3: Performance testing methods for wet brakes at different temperatures.

[0149] This testing mode is used to study the impact of initial oil temperature on the braking performance of wet brakes, covering extreme temperature conditions. The specific steps are as follows:

[0150] Step S1: By controlling the heating rod and the cooler to work together, the oil temperature in the first oil tank 1 is changed according to a set temperature curve, which covers the first temperature value. Second temperature value and the third temperature value Three typical temperatures.

[0151] Step S2: During the process of the oil temperature in the first oil tank 1 changing according to the set temperature curve, when the oil temperature reaches the first temperature value specified in the preset temperature curve... Second temperature value and the third temperature value At the same time, a wet brake performance test is performed once during the braking process: when performing the wet brake performance test during the braking process, all operating parameters except for the oil temperature in the first oil tank are kept consistent.

[0152] In some examples, the first temperature value of the oil temperature in the first oil tank 1 The value range is 100℃~120℃, which is the second temperature value of the oil temperature in the first oil tank 1. The value range is 40℃~60℃, which is the third temperature value of the oil temperature in the first oil tank 1. The value range is 10℃~30℃.

[0153] Step S3: During the detection process, the system continuously collects data on the normal loading force of the second friction plate 41, the torque of the drive shaft 34, the rotational speed of the drive shaft 34, the oil temperature in the first oil tank 1, and the data from the temperature sensor 53 of each friction plate;

[0154] Step S4: Based on the collected data, calculate the friction coefficient μ, peak temperature of the friction pair, and temperature rise rate performance parameters during the testing process. Compare and analyze the braking performance data obtained at different oil temperatures, including the braking time, friction coefficient curve, and friction pair temperature curve of the oil in the first oil tank 1 at different temperatures, to reveal the influence of oil temperature on the performance of the wet brake.

[0155] The formula for calculating the friction coefficient μ is as follows:

[0156]

[0157] Where M is the torque of the drive shaft 34, F is the normal loading force of the electric push rod 43, and R is the effective friction radius of the contact surface of the first friction plate 31 and the second friction plate 41.

[0158] Thus, in the methods provided in this application embodiment, Mode 1 simulates the actual braking deceleration process by controlling the deceleration of the first drive motor 32, and by controlling the first drive motor 32 and the electric push rod 43, key performance parameters such as braking time and dynamic friction coefficient can be measured. Mode 2 simulates the braking runaway condition by maintaining a constant rotational speed of the transmission shaft 34, and can collect data on the changes in friction pair temperature and friction coefficient μ over time, effectively evaluating the thermal fade resistance and operational stability of the wet brake. Mode 3 controls the heating rod 51 to work in conjunction with the cooler to keep the oil temperature at a first temperature value. Second temperature value and the third temperature value Three typical level changes can be used to compare braking performance data at different temperatures, clarify the influence of oil temperature on the performance of wet brakes, and provide comprehensive and reliable test data for the research and development and optimization of wet brakes.

[0159] The above are merely preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A performance testing system for wet brakes on trackless rubber-tired vehicles, characterized in that, include: A test stand (100); a first oil tank (1) mounted on the test stand (100); a circulating filter cooling device (2) whose input end is connected to the output end of the first oil tank (1) and whose output end is connected to the input end of the first oil tank (1) to form a closed-loop circulation circuit for filtering and cooling the oil in the working chamber of the first oil tank (1); a rotating mechanism (3) mounted on the test stand (100); which includes a first friction plate (31) detachably mounted on its rotating end, the first friction plate (31) being located in the working chamber of the first oil tank (1); a telescopic loading mechanism (4) mounted on the test stand (100); which includes a first friction plate (31) detachably mounted on its telescopic end. Two friction plates (41) are located in the working chamber of the first oil tank (1) and are arranged opposite to the first friction plate (31). The telescopic loading mechanism (4) is used to drive the second friction plate (41) to move toward the first friction plate (31) and apply controllable normal pressure so that the two form a friction pair. The temperature control mechanism (5) is used to adjust the oil temperature in the working chamber of the first oil tank (1) and detect the oil temperature and friction pair temperature in the first oil tank (1). The first friction plate (31) in the rotating state generates friction with the second friction plate (41) to simulate the braking deceleration condition of the wet brake and monitor the braking deceleration performance through the host computer.

2. The trackless rubber-tired vehicle wet brake performance testing system according to claim 1, characterized in that, The rotating mechanism (3) includes: a first drive motor (32), which is connected to the platform (100) via a first bending plate frame (a); a torque speed sensor (33), whose input end is connected to the output end of the first drive motor (32) via a first coupling (38); which is connected to the platform (100) via a second bending plate frame (b); a drive shaft (34), one end of which is connected to the output end of the first drive motor (32) via a second coupling (39); and the other end of which extends into the working cavity of the first oil tank (1); a clamp assembly (35), which is connected to the drive shaft (34) and disposed in the working cavity for clamping the first friction plate (31); and a first bearing seat (36), which is mounted on the bearing surface of the platform (100) and whose inner ring is connected to the outer peripheral wall of the drive shaft (34).

3. The trackless rubber-tired vehicle wet brake performance testing system according to claim 2, characterized in that, The clamping assembly (35) includes: a locking pressure plate (351), which is connected to the drive shaft (34) via a keyway; a pressure block (352), which is located on one side of the locking pressure plate (351) and is detachably connected to the drive shaft (34) via an extension bolt; the first friction plate (31) is located between the locking pressure plate (351) and the pressure block (352), and the first friction plate (31) is clamped bidirectionally by tightening the extension bolt; a rotary skeleton oil seal (d) is provided at the connection between the drive shaft and the first oil tank (1).

4. The trackless rubber-tired vehicle wet brake performance testing system according to claim 3, characterized in that, The telescopic loading mechanism (4) includes: a second drive motor (42), whose front end and rear end are respectively connected to the platform (100) through a third bent plate frame (c); an electric push rod (43), whose input end is connected to the output end of the second drive motor (42); a pressure sensor (44), whose input end is connected to the telescopic end of the electric push rod (43); and a bearing fixture (45), which is located in the working cavity of the first oil tank (1); and has an opening on the side facing the first friction plate (31) that is aligned with the first friction plate (31). The second friction plate (41) has a groove (451) that is shaped to fit the second friction plate (41), and the second friction plate (41) is embedded in the groove (451); the central area of ​​the support fixture (45) has a receiving groove (452); when the first friction plate (31) rubs against the second friction plate (41), the pressure block (352) of the clamp assembly (35) extends into the receiving groove (452); the transmission arm (46) has one end connected to the output end of the pressure sensor (44), and the other end extends into the first oil The working cavity of the box (1) is connected to the back side of the bearing fixture (45); two guide shafts (47) are symmetrically arranged on both sides of the transmission arm (46); one end of each guide shaft (47) is connected to the back side of the bearing fixture (45), and the other end is suspended, moving in a straight line as the electric push rod (43) extends and retracts; two second bearing seats (48) are installed on the bearing surface of the platform (100), one guide shaft (47) passes through one second bearing seat, and each guide shaft (47) is connected to the back side of the bearing fixture (45). The outer peripheral wall of the shaft (47) is reserved with a movement gap between it and the inner ring of the second bearing seat (48); the third bearing seat (49) is installed on the bearing surface of the frame (100), the transmission arm (46) passes through the third bearing seat (49), and the outer peripheral wall of the transmission arm (46) is reserved with a movement gap between it and the inner ring of the third bearing seat (49); a leak-proof sealing ring is provided at the position where the two guide shafts (47), the transmission arm (46) and the side wall of the first oil tank (1) are connected.

5. The trackless rubber-tired vehicle wet brake performance testing system according to claim 4, characterized in that, The temperature control mechanism (5) includes: a heating rod (51), an oil temperature sensor (52), and multiple friction plate temperature sensors (53); the heating rod (51) and the oil temperature sensor (52) are installed on the same wall of the first oil tank (1) by threaded connection, and the two are installed at the same height; one end of each is connected to the power supply, and the other end extends into the working cavity of the first oil tank (1); the friction plate temperature sensor (53) is evenly installed on the support fixture (45) in the circumferential direction, and the temperature measuring end is in contact with the second friction plate (41).

6. The trackless rubber-tired vehicle wet brake performance testing system according to claim 1, characterized in that, The circulating filtration cooling device (2) includes: a second oil tank (21), whose inlet (211) is connected to the oil outlet (11) of the first oil tank (1) via a pipeline; an oil return filter and a cooler are provided on the inner side of its outlet (212); a third drive motor (22) is installed on the second oil tank (21); an oil pump (23), one end of which is connected to the third drive motor (22), and the other end extends into the oil in the second oil tank (21); its pumping end is provided with an oil inlet filter for filtering the oil; a valve group (24), which is located on the second oil tank (21), and is provided with an overflow valve (241) and multiple throttle valves (242); its inlet is connected to the oil pump (23) via an oil outlet pipeline (25) extending into the second oil tank (21); its outlet is connected to the oil inlet (12) of the first oil tank (1) via a pipeline; and a pressure gauge (26) which can monitor the working pressure in the second oil tank (21) in real time.

7. The trackless rubber-tired vehicle wet brake performance testing system according to claim 1, characterized in that, The first oil tank (1) is a sealed transparent part.

8. A method for testing the performance of wet brakes in a trackless rubber-tired vehicle, applied to the trackless rubber-tired vehicle wet brake performance testing system as described in claim 4, characterized in that, The following detection modes are included: Mode 1, performance test of wet brake during braking process: This detection mode simulates the deceleration behavior during the braking process of a trackless rubber-wheeled vehicle by controlling the speed of the first drive motor (32) and collecting relevant data simultaneously. The specific steps are as follows: Step S1: The oil in the first oil tank (1) is heated by the temperature control mechanism (5) and stabilized at the set initial temperature T0; the circulating filter cooling device (2) is started; the rotating mechanism (3) is controlled to accelerate the transmission shaft (34) to the preset initial speed n0 and run stably; Step S2: The electric push rod (43) is controlled to apply a normal force F at the preset loading rate v, so that the second friction plate (41) presses the first friction plate (31); at the same time, the control of the first drive motor (32) is adjusted. The braking mode is switched to speed servo control mode, and the transmission shaft (34) is controlled to decelerate from the initial speed to a stop according to the set deceleration, thereby simulating the real braking deceleration process; Step S3: During the entire braking process, the host computer synchronously collects and records the normal loading force of the electric push rod (43), the torque of the transmission shaft (34), the speed of the transmission shaft (34), the oil temperature in the first oil tank (1), and the data of each friction plate temperature sensor (53); and based on the collected data, calculates the friction coefficient μ, braking time, peak temperature of the friction pair and temperature rise rate performance parameters during the braking process; Mode 2, performance detection of wet brake under braking runaway state: This detection mode is used to simulate the performance of wet brake under braking runaway state. The stability and anti-fading ability of the trackless rubber-wheeled vehicle are tested. The specific steps are as follows: Step S1: The oil in the first oil tank (1) is heated by the temperature control mechanism (5) and stabilized at the set initial temperature T0; the circulating filter cooling device (2) is started; the rotating mechanism (3) is controlled to accelerate the transmission shaft (34) to the preset initial speed n0 and run stably. The speed can be set to three different levels according to the test requirements: first-level speed, second-level speed, and third-level speed, to simulate different speeds of the trackless rubber-wheeled vehicle under the condition of brake failure; Step S2: The electric push rod (43) is controlled to apply the normal force F at the preset loading rate v, so that the second friction plate (41) presses the first friction plate (31); during this process, the first drive motor (32) works in speed control. In the first drive motor (32), the speed of the transmission shaft (34) is kept constant at n0. In step S3, within the set duration t, the host computer continuously collects the normal loading force of the electric push rod (43), the torque of the transmission shaft (34), the speed of the transmission shaft (34), the oil temperature in the first oil tank (1), and the data of the friction plate temperature sensor (53) until the friction pair temperature reaches equilibrium or the friction pair shows obvious performance degradation. In step S4, the friction coefficient μ, the peak temperature of the friction pair and the temperature rise rate performance parameters during the detection process are calculated based on the collected data. The changing trends of the constant speed n0 and the friction coefficient μ and the friction pair temperature with the runaway time are analyzed to evaluate the thermal degradation resistance and working stability of the wet brake.Mode 3, Performance testing of wet brakes at different temperatures: This testing mode is used to study the influence of the initial temperature of the oil on the braking performance of the wet brake, covering extreme temperature conditions. The specific steps are as follows: Step S1: By controlling the heating rod and the cooler to work together, the oil temperature in the first oil tank (1) changes according to the set temperature curve, and the set temperature curve covers the first temperature value; Second temperature value and the third temperature value Three typical temperature levels; Step S2: During the process of the oil temperature in the first oil tank (1) changing according to the set temperature curve, when the oil temperature reaches the first temperature value specified in the preset temperature curve... Second temperature value and the third temperature value When the platform is in operation, a wet brake performance test is performed once during the braking process: When performing the wet brake performance test during the braking process, all operating parameters except for the oil temperature are kept consistent; Step S3: During the test, the system continuously collects the normal loading force of the second friction pad (41), the torque of the drive shaft (34), the speed of the drive shaft (34), the oil temperature in the first oil tank (1), and the data of each friction pad temperature sensor (53); Step S4: Based on the collected data, the friction coefficient μ, the peak temperature of the friction pair, and the temperature rise rate performance parameters during the test are calculated; The braking performance data obtained at different oil temperatures are compared and analyzed, including the braking time, friction coefficient curve, and friction pair temperature curve of the oil in the first oil tank (1) at different temperatures, to reveal the influence law of oil temperature on the performance of the wet brake; The formula for calculating the friction coefficient μ is as follows: Where M is the torque of the drive shaft (34), F is the normal loading force of the electric push rod, and R is the effective friction radius of the contact surface of the first friction plate (31) and the second friction plate (41).

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