Intelligent detection device for automobile brake pad

Abstract

The application discloses a kind of intelligent detection equipment for automobile brake pad, including equipment host, fixed frame, brake disc, brake device, brake ring, linkage ring and detection camera assembly.Brake disc is rotatably installed in fixed frame and is driven by driving motor, and brake device forms clamping cavity for clamping brake pad to be measured;Brake disc front end surface is provided with more than one annular groove, and brake ring is movably arranged in each annular groove, and brake ring is extended or retracted through electric push rod on linkage ring to select different contact areas for detection.Linkage ring is matched with arc-shaped guide groove less than 360 degrees through guide limiting block, and dynamic vibration is generated with the help of ball and spherical hole;Drive block on brake ring is pushed out detection camera assembly after being pressed, and brake pad is scanned and detected.The application can continuously complete friction, vibration crack, visual scanning, instantaneous brake stop and local over-grinding simulation detection, and improve brake pad defect identification accuracy and detection reliability.

Description

Technical Field

[0001] This invention relates to the field of brake pad testing, and more specifically to an intelligent testing device for automotive brake pads. Background Technology

[0002] Automotive brake pads are a key friction component in a vehicle's braking system. They typically work in conjunction with brake discs, converting the vehicle's kinetic energy into heat energy through friction to achieve deceleration or braking. Over long-term use, brake pads are exposed to high temperatures, compression, frictional impacts, and dust particle intrusion, which can lead to uneven wear, localized over-wear, grooves, cracks, chipping at edges and corners, poor adhesion between the friction material layer and the backing plate, and localized peeling of the wear-resistant layer. If these problems are not detected in time during production testing, maintenance testing, or lifespan assessment, they can result in reduced braking force, abnormal braking noise, and brake vibration. In severe cases, they may even compromise vehicle safety. Therefore, accurate, comprehensive, and near-realistic braking condition testing of brake pads is of paramount importance.

[0003] Existing brake pad inspection methods typically include visual inspection, thickness measurement, flatness measurement, hardness testing, friction performance testing, and simple image recognition inspection. For visual inspection, the brake pad surface is usually observed manually or photographed using a camera while the brake pad is stationary. For friction performance testing, the brake pad is typically brought into contact with a simulated brake disc or friction wheel, and the coefficient of friction, wear, or temperature rise is measured under certain pressure and speed conditions. While these methods can assess the basic quality of brake pads to some extent, they still suffer from drawbacks such as a simplistic inspection process, significant discrepancies between the inspected conditions and actual braking processes, insufficient continuity of inspection, and difficulty in detecting hidden defects.

[0004] Specifically, traditional static visual inspection relies primarily on the appearance differences of brake pad surfaces under natural conditions for identification. When brake pads have minute cracks, shallow cracks, or weak cracks extending from the inside to the surface but not yet fully opened, the visual difference between the crack and the surrounding normal friction material is not obvious due to the small crack width, the crack edges being in a closed or adhered state under static conditions, and the presence of friction dust, oxide layers, material textures, processing marks, and light reflection interference on the brake pad surface. This makes it difficult for the camera device to stably capture the crack outline. In particular, some microcracks caused by thermal stress, impact loads, or frictional fatigue do not show obvious opening and closing changes at their edges when not subjected to vibration, impact, or instantaneous braking force. Therefore, under ordinary static shooting conditions, they often appear as faint light-colored lines or are obscured by surface textures, leading to the risk of missed detection.

[0005] Meanwhile, existing friction testing equipment generally focuses more on overall friction performance testing, typically placing the brake pad in contact with a complete disc surface or a continuous friction surface. The testing process is mostly based on friction testing under a single contact state. This type of testing structure makes it difficult to select friction areas with different radii, circumferences, or contact ranges according to testing needs. It cannot flexibly simulate the conditions under actual use where brake pads, due to localized over-wear, localized indentations, or localized material loss, result in incomplete contact with the brake disc. When excessive wear occurs in a localized area of ​​the brake pad, it does not always maintain complete surface contact with the brake disc; instead, some areas may be suspended, some areas may have concentrated contact pressure, and some contact points may experience abnormal stress. If existing testing equipment still uses a complete, continuous friction surface for testing, it will be difficult to accurately reflect changes in braking capacity of the brake pad under localized indentation or void conditions.

[0006] Furthermore, existing testing equipment often requires a multi-step process for visual inspection, friction testing, and impact testing. This involves first static imaging, then friction testing, and finally, if necessary, impact or peel testing. These steps involve pauses, transfers, or re-clamping. Multiple clamping not only introduces positioning errors but also leads to inconsistencies in the stress, posture, and contact states of the brake pads at different testing stages, resulting in a lack of continuous correlation between test results. For problems such as weak cracks, interlayer peeling tendency, and abnormal contact caused by localized over-wear, these defects often only become apparent during continuous stress, vibration, or instantaneous braking. Once the testing process is interrupted, the defect state may re-close or recover, making it difficult for the testing device to capture the dynamic changes in the defect from its appearance to its expansion towards failure tendency. Summary of the Invention

[0007] To address the aforementioned problems, this invention provides an intelligent testing device for automotive brake pads, which effectively overcomes the shortcomings of existing technologies.

[0008] This invention is achieved through the following technical solution: an intelligent testing device for automotive brake pads, comprising: The main unit of the equipment includes a mounting frame; The brake disc is rotatably mounted in the fixed frame and guided by the circumferential limit of the fixed frame. The back of the brake disc is driven to rotate by a drive motor. The braking device is fixedly installed on the top of the mounting bracket, and a clamping cavity is formed on the side facing the brake disc, in which the brake pad to be tested is installed; One or more brake rings are movably installed in an annular groove opened on the front end face of the brake disc, and one brake ring is installed in each annular groove. A linkage ring is rotatably installed in each of the annular grooves. The brake ring is installed on the outer end of the linkage ring. A plurality of electric push rods are embedded in the side of the linkage ring opposite to the brake ring. The output end of the electric push rod is fixedly connected to the brake ring. The brake ring is pushed out to the front end face of the brake disc or retracted into the annular groove by the electric push rod. As needed, select one or more brake rings to contact the brake pads under test for testing.

[0009] As a preferred technical solution, each annular groove has an arc-shaped guide groove of less than 360 degrees on its inner wall surface, and each linkage ring has a guide limiting block at the position corresponding to the annular groove. When testing, the guide limiting block is located at the starting position of the arc-shaped guide groove.

[0010] As a preferred technical solution, each of the annular grooves has one or more spherical holes arranged along the circumferential direction on its bottom surface, and the bottom of the linkage ring is provided with at least one set of spring-loaded buckle mechanisms.

[0011] As a preferred technical solution, each set of spring-loaded mechanisms includes a floating block. The floating block is provided with a spherical mounting groove relative to the bottom surface of the annular groove. A ball is installed in each spherical mounting groove. The floating block is floatingly installed in a floating cavity opened on the bottom surface of the linkage ring. A first support spring is provided in each floating cavity. The floating block is pushed out by the first support spring. The floating block and the ball can be completely retracted into the floating cavity and compress the first support spring.

[0012] As a preferred technical solution, a protruding drive block is provided on the front end of the brake ring corresponding to the position of the brake pad to be tested. Each drive block has an inwardly recessed detection camera component on its upper and lower surfaces. When the drive block is squeezed, the detection camera components at the upper and lower ends are pushed out through the drive block.

[0013] As a preferred technical solution, the detection camera assembly includes a protective shell and a detection camera, wherein the detection camera is embedded in the protective shell and the lens surface of the detection camera faces the brake pad to be tested.

[0014] As a preferred technical solution, each of the protective shells facing the driving block is provided with an inclined extrusion surface, and the driving block is rounded on the side corresponding to the inclined extrusion surface. When the driving block moves toward the inclined extrusion surface, it pushes the two protective shells outward. At this time, the two detection cameras at the upper and lower ends unfold and scan the brake pads to be tested, starting from the brake ring and extending along the extension direction.

[0015] As a preferred technical solution, a second support spring is provided on the inner end of the drive block, and the drive block is pushed outward by the second support spring.

[0016] As a preferred technical solution, a limiting protrusion is provided on one side of the housing, and a third support spring is installed between the limiting protrusion and the driving block. One end of the third support spring is fixedly connected to the limiting protrusion, and the other end is fixedly connected to the driving block. The detection camera assembly is reset by the third support spring.

[0017] As a preferred technical solution, the bottom of the fixing frame is provided with a base, which provides support.

[0018] The beneficial effects of this invention are as follows: By setting one or more annular grooves on the front surface of the brake disc and movably installing brake rings in each annular groove, and driving the brake rings to extend to the front surface of the brake disc or retract into the annular grooves via a linkage ring and an electric push rod, the testing equipment can select one or more brake rings to participate in contact testing according to the testing requirements of the brake pads to be tested. Compared with the traditional method of performing single friction testing on the entire brake disc surface, this invention can form testing states with different radius ranges, different circumferential ranges, and different contact combinations. It can simulate the local contact between the normal brake disc and the brake pads, and can also simulate the actual working conditions of the brake pads not being able to fully fit the brake disc due to local over-wear, local depressions, or local voids by partially retracting the brake rings, thus making the braking capacity testing of the brake pads closer to the real use state.

[0019] This invention installs the brake pad under test within the clamping cavity of the braking device, ensuring contact between the brake ring and the brake pad. Based on the brake pad's clamped and positioned position, a relatively stable detection benchmark is formed centered on the clamping position. A drive block at the front end of the brake ring, when compressed, can simultaneously extend the upper and lower detection camera components, allowing the cameras to expand and scan the brake pad from the brake ring along the extension direction. This structure synchronizes the visual detection action with the brake ring's contact action, eliminating the need for a separate shooting and deployment mechanism or readjusting the camera position before and after friction testing. This achieves coordinated brake pad contact, force application, and scanning detection, improving the continuity of the detection process and structural synergy.

[0020] This invention incorporates arc-shaped guide grooves less than 360 degrees within each annular groove and guide limiting blocks at corresponding positions on the linkage ring. This allows the brake ring to maintain a relatively controlled state within a defined circumferential angle range as the brake disc rotates, thanks to the cooperation of the guide limiting blocks and the arc-shaped guide grooves. Even after the brake ring makes contact with the brake pad under test, the brake disc continues to rotate under the influence of the drive motor, while the brake ring remains in a relatively suspended or restricted motion state within the defined range of the arc-shaped guide grooves. This allows for continuous friction, force retention, and relative detection during brake disc rotation. This structure does not simply stop the brake disc immediately after contact with the brake pad; rather, it maintains a dynamic detection process within a defined angle range, providing continuous detection conditions for weak crack manifestation, surface anomaly scanning, and friction state observation.

[0021] This invention utilizes a spherical hole along the circumferential direction on the bottom surface of the annular groove and a spring-loaded mechanism at the bottom of the linkage ring. This allows a ball to continuously enter and exit the spherical hole under the action of a first support spring. When the brake disc rotates in a restricted manner relative to the linkage ring, continuous elastic impact and vibration are generated between the ball and the spherical hole, creating a dynamic vibration state in the brake disc and brake ring area. This vibration state causes slight opening and closing, edge misalignment, or shadow changes in minute cracks, weak cracks, and hidden defects on or near the surface of the brake pads during vibration. This makes defects that are difficult to identify in a static state due to crack closure, dust coverage, surface texture interference, or unclear lighting angles more easily captured by the detection camera during dynamic scanning, improving the ability to identify hidden cracks and early damage.

[0022] This invention utilizes the mechanical cooperation between the drive block, the inclined extrusion surface, the protective shell, and the detection camera. When the drive block is subjected to the action of the brake pad being tested or brake contact, it pushes the upper and lower protective shells outwards, thereby driving the detection camera closer and unfolding it to a suitable scanning position. When not being tested or under pressure, the detection camera can retract into the vicinity of the protective shell and brake ring, reducing damage to the camera caused by friction dust, impact debris, or brake pad contact. When testing is required, it can extend promptly with the movement of the drive block to complete the scan, balancing detection accuracy and component protection.

[0023] This invention uses a second support spring to push the drive block outwards, and a limiting protrusion and a third support spring to reset the detection camera assembly, allowing the drive block and the detection camera assembly to automatically return to their initial positions after completing one contact scan. This structure ensures that the extension and reset of the camera assembly rely on the contact action of the brake ring to form a linked mechanism, eliminating the need for a complex independent drive mechanism. This reduces control links and potential failure points, improving the stability of equipment operation and the repeatability of detection actions.

[0024] This invention enables the brake disc to be momentarily limited and generate a large instantaneous braking force when the guide limiting block moves from the starting position to the tail position of the arc-shaped guide groove. This instantaneous braking force allows for further detection of the structural reliability of the brake pad under sudden braking impact conditions, particularly observing whether the wear-resistant layer exhibits a tendency to peel off from the main body layer, crack expansion, or localized detachment. Compared to traditional separate peeling tests or individual impact tests, this invention continuously generates instantaneous braking detection after the aforementioned friction, vibration, and visual scanning processes, eliminating the need for mid-process disassembly, shutdown, or re-clamping. This allows for a more realistic reflection of the defect evolution of the brake pad during continuous braking.

[0025] The multiple brake rings of this invention can be fully extended to form a large contact area for conventional braking testing, or partially extended and partially retracted to form intermittent contact testing, or fully retracted or retracted in a preset combination to form a partially hollowed-out contact state. Through this switchable contact area method, the device can simulate the situation where multiple indentations appear or areas fail to adhere to the brake disc after localized over-wear of the brake pads, thereby detecting the braking ability, contact stability, and abnormal wear trends that the brake pads can still produce in an incompletely adhered state. This testing method overcomes the limitation of traditional equipment that can only use complete and continuous friction surfaces for testing, improving its adaptability to complex wear conditions.

[0026] This invention achieves sequential linkage between brake ring extension / retraction selection, brake pad contact friction, ball bearing impact vibration, camera component extension scanning, and instantaneous braking detection. This allows the brake pad to complete multiple detection actions in a single clamping state, with a smooth and continuous detection process that eliminates the need for repeated pauses, transfers, or repositioning. Because each detection action is performed continuously under the same clamping reference, the same force process, and the same dynamic environment, it effectively reduces errors caused by multiple clamping and segmented detection. This establishes a correspondence between visual detection results, vibration display results, friction contact results, and instantaneous braking results, thereby improving the overall reliability and comprehensive judgment value of the detection results. Attached Figure Description

[0027] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, 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 the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0028] Figure 1 This is a front view of the present invention. Figure 2 This is a schematic diagram of the back structure of the present invention; Figure 3This is a cross-sectional schematic diagram of the present invention; Figure 4 For the present invention Figure 3 A magnified view of a section at point A in the middle; Figure 5 This is a partial structural diagram of the present invention; Figure label name: 2. Fixing frame; 6. Brake disc; 8. Drive motor; 4. Braking device; 3. Brake pad to be tested; 5. Brake ring; 17. Annular groove; 16. Linkage ring; 11. Electric push rod; 14. Arc-shaped guide groove; 15. Guide limit block; 12. Spherical hole; 10. Floating block; 9. Ball bearing; 13. First support spring; 18. Drive block; 21. Protective shell; 19. Second support spring; 20. Third support spring; 1. Base. Detailed Implementation

[0029] All features disclosed in this specification, or all steps in all disclosed methods or processes, may be combined in any way, except for mutually exclusive features and / or steps.

[0030] Any feature disclosed in this specification (including any appended claims, abstract, and drawings) may be replaced by other equivalent or similar features for a similar purpose, unless specifically stated otherwise. That is, unless specifically stated otherwise, each feature is merely one example of a series of equivalent or similar features.

[0031] like Figures 1-5 As shown, this embodiment provides an intelligent testing device for automotive brake pads, primarily used to detect surface cracks, hidden weak cracks, localized over-wear, the reliability of the bond between the wear layer and the main body, and braking capacity under incomplete bonding conditions in the brake pads 3 to be tested. The intelligent testing device includes a main unit, which serves as the mounting base for the entire machine. Internally or externally, it is equipped with a mounting frame 2 to support various testing mechanisms. The mounting frame 2 can adopt a frame-type, box-type, or support-type structure to form a stable installation space. The inner side of the mounting frame 2 forms an installation area to accommodate the brake disc 6, allowing the brake disc 6 to rotate stably within the mounting frame 2. The mounting frame 2 also provides circumferential limiting and guiding for the outer periphery of the brake disc 6, thereby preventing radial displacement of the brake disc 6 during high-speed rotation, braking impact, or testing vibration, improving coaxiality and stability during the testing process.

[0032] The brake disc 6 is rotatably mounted within the mounting bracket 2. The back of the brake disc 6 is connected to the drive motor 8, which can rotate the brake disc 6 via a motor shaft, coupling, drive shaft, or reduction gear assembly. During testing, the brake disc 6 simulates the rotating disc surface in a vehicle braking system. The drive motor 8 causes the brake disc 6 to rotate at a preset speed, providing a dynamic friction testing environment for the brake pad 3 under test. The mounting bracket 2 can be equipped with a limiting support structure or a guiding fit structure on the outer periphery of the brake disc 6 to prevent significant shaking caused by brake pad clamping, brake ring 5 extension, snap-fit ​​impact, or instantaneous braking during rotation. The front end of the brake disc 6 faces the brake pad 3 under test, while the back end is used to connect to the drive motor 8. This creates a front-end detection and rear-end drive arrangement, separating the detection area from the drive area and facilitating the placement of the brake ring 5, the detection camera assembly, and other linkage components.

[0033] A braking device 4 is fixedly installed on the top of the mounting bracket 2. The side of the braking device 4 facing the brake disc 6 forms a clamping cavity for mounting the brake pad 3 to be tested. The clamping cavity can be configured as an arc-shaped receiving cavity, a clamping groove, or a limiting cavity with a clamping element, depending on the shape of the brake pad 3 to be tested, so that the brake pad 3 to be tested can be stably fixed with its friction surface facing the brake disc 6. After the brake pad 3 to be tested is installed, its friction surface faces the front end of the brake disc 6. The braking device 4 can clamp the back or edge of the brake pad 3 to be tested, so that the brake pad 3 to be tested will not fall out of the clamping cavity due to the rotation of the brake disc 6, contact of the brake ring 5, or impact of instantaneous braking during the testing process. Through the clamping action of the clamping cavity, the brake pad 3 to be tested maintains the same installation reference throughout the testing process. Subsequent friction testing, vibration manifestation testing, camera scanning testing, and instantaneous braking testing are all completed continuously under the same clamping state, avoiding positional errors caused by multiple disassembly and assembly during segmented testing.

[0034] The front end face of the brake disc 6 has one or more annular grooves 17, which are arranged along the circumference of the brake disc 6 and can be set as multiple concentric annular grooves with different radii according to the testing needs. A brake ring 5 is movably installed in each annular groove 17, and the brake ring 5 can extend or retract relative to the front end face of the brake disc 6. When the brake ring 5 extends to the front end face of the brake disc 6, the front end face of the brake ring 5 can contact the friction surface of the brake pad 3 under test, thus participating in friction detection; when the brake ring 5 retracts into the annular groove 17, the corresponding area of ​​the brake ring 5 no longer contacts the brake pad 3 under test, and that area of ​​the brake disc 6 forms an avoidance or hollow state relative to the brake pad 3 under test. Multiple brake rings 5 ​​can be controlled independently or in a preset combination, allowing the testing equipment to select one brake ring 5, multiple brake rings 5, or all brake rings 5 ​​to participate in the testing according to different testing items, thereby forming brake pad testing states with different radius ranges, different contact areas, and different contact combinations.

[0035] A linkage ring 16 is rotatably mounted within each annular groove 17. The linkage ring 16 and the brake disc 6 can rotate relative to each other or rotate under restricted conditions. The brake ring 5 is mounted on the outer end of the linkage ring 16. Multiple electric push rods 11 are embedded in the side of the linkage ring 16 opposite to the brake ring 5. These electric push rods 11 are spaced apart along the circumference of the linkage ring 16, and their output ends are fixedly connected to the brake ring 5. When a brake ring 5 needs to be tested, the electric push rod 11 corresponding to that brake ring 5 extends synchronously, pushing the brake ring 5 out of the annular groove 17 so that its front end extends to or slightly above the front end of the brake disc 6, allowing it to contact the brake pad 3 under test. When the contact test in that area needs to be canceled, the electric push rod 11 retracts, causing the brake ring 5 to retract into the annular groove 17, thus disengaging the brake ring 5 from the brake pad 3 under test. The engagement state of the brake ring 5 can be switched before or during testing by the extension and retraction of the electric push rod 11, allowing the brake pad to undergo various testing conditions such as complete contact, partial contact, intermittent contact, or hollow simulated contact.

[0036] In one specific implementation, when it is necessary to simulate a relatively complete frictional contact state between the brake pad and the brake disc 6 under normal use, multiple brake rings 5 ​​can be controlled to extend simultaneously, so that multiple brake rings 5 ​​together constitute the frictional area in contact with the brake pad. When it is necessary to simulate a state where the brake pad is partially worn, partially dented, or partially missing material, resulting in incomplete contact with the brake disc 6, one or more brake rings 5 ​​can be controlled to retract into the annular groove 17, so that the corresponding area does not participate in contact. At this time, a local non-contact area is formed between the brake pad 3 under test and the brake disc 6. This non-contact area is equivalent to the void area generated when the brake pad has local over-wear points or dents. By observing the braking effect, frictional stability, vibration changes, and surface abnormalities when the brake pad contacts the other brake rings 5 ​​in this state, the braking ability and structural reliability of the brake pad under incomplete contact conditions can be judged.

[0037] Each annular groove 17 has an arc-shaped guide groove 14 with an angle of less than 360 degrees on its inner wall. A guide limiting block 15 is positioned on the linkage ring 16 corresponding to the annular groove 17. The guide limiting block 15 extends into the arc-shaped guide groove 14 and can move along its length. Because the arc-shaped guide groove 14 has an angle of less than 360 degrees, the guide limiting block 15 can only move within the circumferential angle range defined by the arc-shaped guide groove 14 and cannot rotate continuously around the annular groove 17 without restriction. During testing, the guide limiting block 15 is located at the starting position of the arc-shaped guide groove 14. When the brake disc 6 is driven to rotate by the drive motor 8, and the brake ring 5 contacts the brake pad 3 under test to form a certain braking resistance, the linkage ring 16 and the brake ring 5 will not rotate freely and synchronously with the brake disc 6 under the frictional resistance of the brake pad. Instead, they will form a restricted relative movement under the combined action of the guide limiting block 15 and the arc-shaped guide groove 14. In this way, although the brake disc 6 is still rotated by the drive motor 8, the brake ring 5 remains under control within a limited angle range, so that a continuous, gradual friction detection process with dynamic resistance changes can be formed between the brake ring 5 and the brake pad 3 under test.

[0038] The bottom surface of the annular groove 17 has one or more spherical holes 12 arranged circumferentially, and the bottom of the linkage ring 16 is provided with at least one set of spring-loaded mechanisms. The spring-loaded mechanism includes a floating block 10, and a spherical mounting groove is provided on one side of the floating block 10 opposite to the bottom surface of the annular groove 17. A ball 9 is installed in the spherical mounting groove, and the ball 9 can roll or rotate in the spherical mounting groove and can form an elastic snap-fit ​​with the spherical hole 12 on the bottom surface of the annular groove 17. A floating cavity is opened on the bottom surface of the linkage ring 16, and the floating block 10 is floatingly installed in the floating cavity. A first support spring 13 is provided in the floating cavity. One end of the first support spring 13 abuts or connects to the inner wall of the floating cavity, and the other end abuts or connects to the floating block 10, so that the first support spring 13 can push the floating block 10 toward the bottom surface of the annular groove 17. Under normal conditions, the floating block 10, under the action of the first support spring 13, drives the ball 9 to abut against the bottom surface of the annular groove 17. When the ball 9 encounters the spherical hole 12, it can partially enter the spherical hole 12. When the brake disc 6 continues to move relative to the linkage ring 16, the edge of the spherical hole 12 squeezes the ball 9, causing the ball 9 to drive the floating block 10 to retract into the floating cavity and compress the first support spring 13. After the ball 9 passes the spherical hole 12, the first support spring 13 pushes the floating block 10 out again, causing the ball 9 to abut against the bottom surface of the annular groove 17 again or enter the next spherical hole 12.

[0039] With the above structure, during the restricted rotation of the brake disc 6 relative to the linkage ring 16, the ball 9 continuously enters and exits the spherical hole 12 as the bottom of the linkage ring 16 moves relative to the bottom surface of the annular groove 17, thereby generating continuous elastic impact, micro-vibration, and rhythmic damping changes. This vibration is not generated by a separate vibration motor, but is naturally formed by the relative movement of the brake disc 6, the spherical hole 12, the ball 9, the floating block 10, and the first support spring 13 working together. This vibration can be transmitted to the brake disc 6, the brake ring 5, and the brake pad 3 under test that is in contact with the brake ring 5, so that the brake pad 3 under test is subjected to dynamic vibration while in frictional contact. For some minute cracks, weak fissures, or shallow hidden defects that are not easily observed in a static state, the crack edges may be closed in a static state and are easily covered by friction dust, material texture, processing scratches, or light reflection. Therefore, it is difficult to accurately identify them by static visual inspection alone. However, in the vibrating state, the crack edges are prone to slight opening and closing, displacement, or shadow changes, which allows the inspection camera to capture the dynamic manifestation characteristics of the crack in continuous scanning, thereby improving the detection accuracy of hidden cracks.

[0040] A protruding drive block 18 is provided on the front end of the brake ring 5 corresponding to the position of the brake pad 3 under test. The drive block 18 extends towards the brake pad 3 along with the brake ring 5. Retractable detection camera components are provided on both the upper and lower surfaces of the drive block 18. When the drive block 18 is not compressed, the detection camera components are in a relatively retracted position to avoid direct exposure of the detection camera components to the friction contact area, reducing damage to the detection camera components caused by dust, debris, and impact. When the brake ring 5 extends and approaches or contacts the brake pad 3 under test, the drive block 18 is compressed by the brake pad 3 or the corresponding contact structure, causing the drive block 18 to displace towards the interior of the brake ring 5. Through mechanical cooperation between itself and the detection camera components, the drive block 18 pushes out the detection camera components from the vicinity of the brake ring 5, causing the detection camera components to unfold outwards. The upper and lower detection camera components are located on the upper and lower sides of the drive block 18, respectively. When they are pushed out, they can scan the upper and lower areas or relative areas of the brake pad 3 to be tested from the brake ring 5 along the extension direction, making the detection range of the brake pad more complete.

[0041] The inspection camera assembly includes a protective housing 21 and an inspection camera. The inspection camera is embedded within the protective housing 21, which provides external protection for the camera. The lens of the inspection camera faces the brake pad 3 under test, allowing it to directly capture image information of the brake pad 3's surface when extended. The protective housing 21 can be made of a hard, wear-resistant material and forms an enclosure around the inspection camera, preventing it from being directly exposed to brake dust, friction particles, and instantaneous vibration impacts. The inspection camera can be electrically connected to the image processing module, display module, or storage module within the main unit of the equipment to transmit the captured images of the brake pad surface to the main unit for identification and analysis. This image recognition and analysis can be used to determine whether the brake pad surface has defects such as cracks, chipping, pits, ablation, abnormal wear marks, material peeling, or localized over-wearing.

[0042] The protective shell 21 has an inclined pressing surface on the side facing the drive block 18, and the side of the drive block 18 corresponding to the inclined pressing surface is set as a rounded corner or a smooth transition surface. When the drive block 18 is pressed and moves towards the inclined pressing surface, the rounded corner of the drive block 18 contacts the inclined pressing surface, and the linear displacement of the drive block 18 is converted into the outward pushing motion of the protective shell 21 through the inclined pressing surface, thereby pushing the upper and lower protective shells 21 outward respectively. Since the drive block 18 and the inclined pressing surface are in a rounded pressing fit, the jamming and wear during the pressing process can be reduced, making the pushing action of the protective shell 21 smoother. The detection camera is installed inside the protective shell 21. After the protective shell 21 is pushed out, the detection camera extends out with the protective shell 21. At this time, the two detection cameras at the upper and lower ends unfold outward from near the brake ring 5, and scan the brake pad 3 under test during the process of the brake ring 5 contacting the brake pad 3 under test, the spring-loaded mechanism vibrating, and the brake disc 6 continuing to rotate under restriction. The scanning action occurs synchronously with the contact action of the brake ring 5. It does not require manual adjustment of the camera position before the brake pad detection, nor does it require separate shooting after the friction detection is completed. It can achieve continuous linkage of contact, vibration and image acquisition.

[0043] A second support spring 19 is provided on the inner end of the drive block 18. The second support spring 19 is used to push the drive block 18 outward, so that the drive block 18 can maintain a convex state when it is not subjected to external pressure. When the brake ring 5 extends and contacts the brake pad 3 under test, the drive block 18 is compressed and moves inward, compressing the second support spring 19. When the brake ring 5 disengages from the brake pad 3 under test or the compressive force disappears, the second support spring 19 releases its elastic force, pushing the drive block 18 outward again, so that the drive block 18 returns to its initial position. With the setting of the second support spring 19, the drive block 18 can automatically complete the extension, compression, retraction and reset actions in each test, providing a stable initial state for the next test.

[0044] A limiting protrusion is provided on one side of the protective shell 21. A third support spring 20 is installed between the limiting protrusion and the drive block 18. One end of the third support spring 20 is fixedly connected to the limiting protrusion, and the other end is fixedly connected to the drive block 18, or it forms an elastic reset engagement with the drive block 18 through a connector. The third support spring 20 is used to provide a reset force to the detection camera assembly after the drive block 18 presses the protective shell 21 and causes the detection camera assembly to extend. When the drive block 18 is pressed and pushes the protective shell 21 outward, the third support spring 20 is stretched or compressed to store energy; when the pressure on the drive block 18 is released, the third support spring 20 releases its elastic force, causing the protective shell 21 and the detection camera to retract to their original inward position. Through the cooperation of the limiting protrusion and the third support spring 20, the detection camera assembly can be reset in time after scanning, avoiding the detection camera from being exposed for a long time. At the same time, it can also prevent the protective shell 21 from interfering with other components when the brake ring 5 retracts or the brake disc 6 stops.

[0045] The base 1 is located at the bottom of the fixed frame 2. The base 1 supports the fixed frame 2 and the brake disc 6, drive motor 8, braking device 4, and related testing components mounted on the fixed frame 2. The base 1 can be a thickened base plate, support feet, or a mounting seat with shock-absorbing pads to improve the overall stability of the machine. Since the equipment generates braking friction, spring-loaded vibration, and instantaneous braking impact during the testing process, the base 1 can provide sufficient support strength for the main unit of the equipment, ensuring that the entire machine remains stable during continuous testing and preventing the test results from being affected by unstable bottom support.

[0046] In actual testing, the brake pad 3 to be tested is first installed into the clamping cavity of the brake device 4, with the friction surface of the brake pad 3 facing the front end face of the brake disc 6, and the brake pad 3 is clamped and fixed by the brake device 4. Then, the brake ring 5 that needs to be extended is selected according to the test item. For example, the brake ring 5 located in the inner ring can be extended alone to test the contact performance of the inner area of ​​the brake pad; the brake ring 5 in the outer ring can be extended alone to test the wear and braking state of the outer area of ​​the brake pad; or multiple brake rings 5 ​​can be extended simultaneously to simulate a multi-area contact state. The electric push rod 11 corresponding to the brake ring 5 extends, pushing the brake ring 5 from the annular groove 17 to the front end face of the brake disc 6, so that the brake ring 5 can contact the brake pad 3 to be tested. The brake rings 5 ​​that are not selected remain retracted in the annular groove 17 and do not contact the brake pad 3 to be tested, thereby forming a predetermined contact combination between the brake disc 6 and the brake pad.

[0047] After the drive motor 8 starts, it drives the brake disc 6 to rotate, and the brake disc 6 drives the annular groove 17 and the spherical hole 12 on the bottom surface of the annular groove 17 to rotate synchronously. Due to the frictional resistance after the brake ring 5 contacts the brake pad 3 under test, the linkage ring 16 forms a restricted movement relative to the brake disc 6 under the cooperation of the guide limiting block 15 and the arc-shaped guide groove 14. At this time, the guide limiting block 15 gradually moves from the starting position to the tail position of the arc-shaped guide groove 14. During this process, the brake disc 6 does not stop immediately, but continues to rotate within the limited angle range, so that the brake ring 5 and the brake pad 3 under test form continuous dynamic friction. At the same time, the ball 9 repeatedly enters and exits between the spherical hole 12 and the bottom surface of the annular groove 17, and the floating block 10 floats up and down in the floating cavity and repeatedly compresses and releases the first support spring 13, thereby generating continuous elastic impact vibration in the area of ​​the brake disc 6 and the brake ring 5. The detection camera component extends under the linkage of the drive block 18 to scan the brake pad 3 under test in the state of friction and vibration, thereby obtaining a true surface image of the brake pad in a dynamic environment.

[0048] When brake pads have hidden cracks or weak fissures, these cracks may not be easily detected by the camera under static conditions due to factors such as the crack edges being close together, friction dust obscuring them, surface texture interference, shallow crack depth, or inconspicuous light reflection. During the inspection process of this equipment, the brake pads are subjected to the combined effects of the friction force of the brake ring 5, the vibration force of the spring-loaded mechanism, and the dynamic load generated by the restricted rotation of the brake disc 6. The crack edges may exhibit slight opening and closing, positional misalignment, or shadow changes. The detection camera can capture these dynamic change characteristics during the scanning process, enabling the main unit of the equipment to more accurately determine the location of the crack and the defect trend. Therefore, this equipment does not just perform ordinary static imaging of brake pads, but conducts comprehensive inspection during the contact stress, vibration manifestation, and continuous scanning process of the brake pads.

[0049] When the guide limit block 15 moves to the tail end of the arc-shaped guide groove 14, since the arc-shaped guide groove 14 is less than 360 degrees, the guide limit block 15 is limited by the tail end of the arc-shaped guide groove 14. The relative movement between the brake disc 6 and the linkage ring 16 is momentarily restricted, and the brake disc 6 experiences instantaneous braking or significant deceleration impact. At this time, the brake pad 3 under test bears a large instantaneous braking force and impact load. The detection camera component can continue to collect image changes of the brake pad before and after the instantaneous braking. The main unit of the equipment can determine whether the wear layer of the brake pad is separated from the main layer, locally warped, cracked, or detached based on the image changes. Since this instantaneous braking detection occurs continuously after the aforementioned dynamic friction, spring vibration, and image scanning, it can reflect the defect evolution of the brake pad during continuous braking, rather than making a fragmented judgment in a completely independent detection station.

[0050] When simulating multiple indentation points after localized over-wear of brake pads, one or more brake rings 5 ​​can be retracted into the annular groove 17, preventing the corresponding position of the retracted brake ring 5 from contacting the brake pad 3 under test. This creates a non-contact area resembling a partially hollowed-out region. The remaining extended brake rings 5 ​​continue to contact the brake pad 3 under test and generate braking friction. This simulates the actual state of the brake pad surface after localized indentation, excessive wear, or material loss, preventing complete contact with the brake disc 6. By comparing the brake pad contact performance, vibration changes, image defects, and instantaneous braking state under different combinations of brake ring 5 extension and retraction, it can be determined whether the braking capacity of the brake pad 3 under localized over-wear conditions decreases, and whether it is prone to uneven contact, stress concentration, localized peeling, or abnormal wear expansion.

[0051] Throughout the entire testing process, the extension and retraction of the brake ring 5, the contact friction between the brake pad and the brake ring 5, the restricted movement of the linkage ring 16, the impact vibration between the ball 9 and the spherical hole 12, the linkage extension scanning of the detection camera assembly, and the instantaneous braking generated when the guide limit block 15 reaches the end of the arc-shaped guide groove 14 are all continuously completed within the same main unit of the equipment. The brake pad 3 under test does not need to be transferred between different testing stations, nor does it need to be repeatedly disassembled and re-clamped, thus maintaining the consistency of the testing benchmark. Through this continuous linkage testing method, the equipment can obtain the test results of the brake pad under different contact states, different dynamic load states, and different instantaneous impact states without interrupting the testing process. This allows the visual inspection results, friction inspection results, vibration display results, and braking impact results to correspond with each other, thereby improving the completeness, accuracy, and reliability of brake pad testing.

[0052] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any changes or substitutions conceived without inventive effort should be included within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope defined in the claims.

Claims

1. An intelligent testing device for automotive brake pads, characterized in that, include: The main unit of the equipment includes a fixed frame (2); The brake disc (6) is rotatably mounted in the fixed frame (2) and is guided by the circumferential limit of the fixed frame (2). The back of the brake disc (6) is driven to rotate by the drive motor (8). The brake device (4) is fixedly installed on the top of the fixed frame (2), and its side facing the brake disc (6) forms a clamping cavity, in which the brake pad (3) to be tested is installed; One or more brake rings (5) are movably installed in an annular groove (17) opened on the front end face of the brake disc (6), and a brake ring (5) is installed in each annular groove (17); A linkage ring (16) is rotatably installed in each of the annular grooves (17). The brake ring (5) is installed on the outer end of the linkage ring (16). Multiple electric push rods (11) are embedded on the side of the linkage ring (16) opposite to the brake ring (5). The output end of the electric push rod (11) is fixedly connected to the brake ring (5). The brake ring (5) is pushed out to the front end face of the brake disc (6) or retracted into the annular groove (17) by the electric push rod (11). As needed, select one or more brake rings (5) to contact the brake pad (3) to be tested for detection.

2. The intelligent testing device for automotive brake pads according to claim 1, characterized in that: Each annular groove (17) has an arc-shaped guide groove (14) with a radius of less than 360 degrees on its inner wall surface. Each linkage ring (16) has a guide limiting block (15) corresponding to the position of the annular groove (17). When testing, the guide limiting block (15) is located at the starting position of the arc-shaped guide groove (14).

3. The intelligent testing device for automotive brake pads according to claim 2, characterized in that: Each of the annular grooves (17) has one or more spherical holes (12) arranged along the circumferential direction on its bottom surface, and the bottom of the linkage ring (16) is provided with at least one set of spring-loaded mechanisms.

4. The intelligent testing device for automotive brake pads according to claim 3, characterized in that: Each set of the spring-loaded mechanism includes a floating block (10). The floating block (10) has a spherical mounting groove on the bottom surface of the annular groove (17). A ball (9) is installed in each spherical mounting groove. The floating block (10) is floatingly installed in the floating cavity opened on the bottom surface of the linkage ring (16). A first support spring (13) is provided in the floating cavity. The floating block (10) is pushed out by the first support spring (13). The floating block (10) and the ball (9) can be completely retracted into the floating cavity and compress the first support spring (13).

5. The intelligent testing device for automotive brake pads according to claim 1, characterized in that: The front end of the brake ring (5) is provided with a protruding drive block (18) corresponding to the position of the brake pad (3) to be tested. Each drive block (18) has an inwardly recessed detection camera component on its upper and lower surfaces. When the drive block (18) is squeezed, the detection camera components at the upper and lower ends are pushed out through the drive block (18).

6. The intelligent testing device for automotive brake pads according to claim 5, characterized in that: The detection camera assembly includes a protective shell (21) and a detection camera. The detection camera is embedded in the protective shell (21), and the lens surface of the detection camera faces the brake pad (3) to be tested.

7. The intelligent testing device for automotive brake pads according to claim 6, characterized in that: The protective shell (21) has an inclined extrusion surface on the side facing the drive block (18). The drive block (18) has rounded corners on the side corresponding to the inclined extrusion surface. When the drive block (18) moves toward the inclined extrusion surface, it pushes the two protective shells (21) outward. At this time, the two detection cameras at the upper and lower ends unfold and scan the brake pad (3) to be tested, starting from the brake ring (5) and extending along the extension direction.

8. The intelligent testing device for automotive brake pads according to claim 7, characterized in that: The inner end of the drive block (18) is provided with a second support spring (19), which pushes the drive block (18) outward.

9. The intelligent testing device for automotive brake pads according to claim 8, characterized in that: A limiting protrusion is provided on one side of the housing. A third support spring (20) is installed between the limiting protrusion and the drive block (18). One end of the third support spring (20) is fixedly connected to the limiting protrusion, and the other end is fixedly connected to the drive block (18). The detection camera assembly is reset by the third support spring (20).

10. The intelligent testing device for automotive brake pads according to claim 1, characterized in that: The bottom of the fixing frame (2) is provided with a base (1), which provides support.

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