A brake pad testing device

Abstract

The application belongs to the technical field of friction plate testing, and particularly relates to a brake friction plate testing device, which comprises a base, a motor and a rotating shaft, a mounting seat is fixedly arranged on one side of the top of the base, the motor is fixedly arranged on the top of the mounting seat, one end of the rotating shaft is fixedly connected with the output end of the motor, and the device further comprises: a mounting mechanism arranged on the shaft wall of the rotating shaft, the shaft wall of the rotating shaft is provided with a brake disc through the mounting mechanism; a first fixing rod is vertically and fixedly arranged on the top of the base, a moving rod is arranged on the top of the base and located on one side of the first fixing rod, the upper end of the first fixing rod and the upper end of the moving rod are both provided with a friction mechanism, and the two friction mechanisms are respectively in contact with the two sides of the brake disc. The application can synchronously control the compression load of double-sided friction plates, cooperate with an airflow simulation mechanism, quantitatively evaluate the wear uniformity of gradient brake anti-deformation friction plates online, calculate the service life, and effectively improve the authenticity and reference value of the performance evaluation result of the friction plate.

Description

Technical Field

[0001] This invention belongs to the field of friction pad testing technology, and in particular relates to a brake friction pad testing device. Background Technology

[0002] Brake friction pads are a core safety component of vehicle braking systems. Their coefficient of friction and wear resistance directly determine the reliability of braking. In the development of new friction pad materials and the quality inspection of finished products, performance testing is conducted using bench equipment to simulate the braking conditions of a real vehicle. Currently, most mainstream testing devices in the industry adopt a structure where brake discs are clamped by two friction pads on both sides. This relies on the simultaneous pressing of the two friction pads against the disc surface to replicate the paired friction state of a real vehicle disc brake. Gradient braking anti-deformation friction pads employ a layered gradient material structure, relying on different proportions of friction materials in the inner and outer layers to offset the defects caused by high braking temperatures and uneven wear deformation. This is currently the mainstream friction pad product for vehicles used on long downhill slopes and heavy-duty vehicles.

[0003] However, in actual testing, the contact pressure between the existing dual-sided gradient braking anti-deformation friction pads and the brake disc cannot be precisely controlled, resulting in inconsistent contact states between the two sides of the friction pads, which directly interferes with the determination of the core indicator of wear uniformity. In addition, the existing test equipment cannot simulate the real state of airflow dynamically acting on the friction pair during vehicle operation and braking action, which greatly reduces the reference value of the performance evaluation of gradient braking anti-deformation friction pads. Summary of the Invention

[0004] The purpose of this invention is to address the above-mentioned problems by providing a brake friction pad testing device.

[0005] To achieve the above objectives, the present invention adopts the following technical solution: a brake friction pad testing device, comprising a base, a motor, and a rotating shaft, wherein a mounting seat is fixedly provided on one side of the top of the base, the motor is fixedly mounted on the top of the mounting seat, one end of the rotating shaft is fixedly connected to the output end of the motor, and further comprising:

[0006] An installation mechanism is provided on the shaft wall of the rotating shaft, and a brake disc is installed on the shaft wall of the rotating shaft through the installation mechanism;

[0007] The first fixed rod is vertically fixed on the top of the base. A movable rod is provided on the top of the base and on one side of the first fixed rod. Both the upper end of the first fixed rod and the upper end of the movable rod are provided with friction mechanisms, and the two friction mechanisms are respectively in contact with the two sides of the brake disc.

[0008] An airflow simulation mechanism is located on one side of the brake disc and two friction mechanisms, and the airflow simulation mechanism is linked to the rotating shaft. The airflow simulation mechanism adjusts the airflow intensity according to the braking state.

[0009] The jacking mechanism is located on the top of the base and is connected to the end of the rotating shaft away from the motor. It is used to suppress the rotational runout of the rotating shaft.

[0010] The controller is fixedly mounted on the top of the mounting base, and the motor, friction mechanism, airflow simulation mechanism and jacking mechanism are all electrically connected to the controller.

[0011] Preferably, the mounting mechanism includes a mounting plate fixedly mounted on a rotating shaft, and mounting screws are fixedly provided on the side wall of the mounting plate at positions corresponding to the mounting holes on the brake disc. The rod walls of the plurality of mounting screws are threaded with mounting nuts for fixing the brake disc.

[0012] Preferably, the friction mechanism includes a first hydraulic cylinder fixedly mounted on a first fixed rod and a moving rod. A pressure sensor is fixedly mounted on the moving end of the first hydraulic cylinder, and an arc-shaped clamping block is fixedly mounted on the force-receiving end of the pressure sensor. A friction plate is fixedly bonded to the side wall of the arc-shaped clamping block.

[0013] Preferably, a sliding block is fixedly provided at the lower end of the moving rod, a sliding groove that cooperates with the sliding block is provided on one side of the base, and a fixing bolt that is threadedly connected to the sliding block is provided on the top of the base and on both sides of the sliding groove.

[0014] Preferably, the airflow simulation mechanism includes a bracket fixedly mounted on the side wall of the mounting base. A drive shaft is rotatably mounted on the top of the bracket. A first bevel gear is fixedly mounted on the shaft wall of the drive shaft. A second bevel gear is fixedly mounted on one end of the drive shaft, and the first and second bevel gears mesh with each other. A fan blade is fixedly mounted on the other end of the drive shaft. A dustproof air duct covering the fan blade is provided on the shaft wall of the drive shaft. A support plate is horizontally fixed to the wall of the first fixed rod. A hollow air blowing plate is vertically fixed to the upper surface of the support plate, and the hollow air blowing plate faces the brake. Multiple evenly distributed air blowing holes are provided on one side of the disk. A support rod is fixed between the bottom of the dustproof air duct and the side wall of the support plate. A first air blowing pipe is fixed on the top of the dustproof air duct. Two second air blowing pipes are symmetrically fixed on the pipe wall of the first air blowing pipe. A partition plate is vertically fixed in the middle of the hollow air blowing plate. The two second air blowing pipes extend to both sides of the partition plate. Wind pressure sensors are fixedly installed on the side wall of the hollow air blowing plate and on both sides of the partition plate. The moving ends of the two first hydraulic cylinders are provided with air adjustment mechanisms to block the air blowing holes.

[0015] Preferably, the air regulating mechanism includes a connecting rod fixedly mounted on the moving end of the first hydraulic cylinder, a baffle plate fixedly mounted on the end of the connecting rod away from the first hydraulic cylinder, and a rubber sealing sheet fixedly mounted on the side of the baffle plate in contact with the side wall of the hollow air blowing plate.

[0016] Preferably, the pushing mechanism includes a second fixed rod fixedly disposed on the top of the base, a second hydraulic cylinder fixedly disposed at the upper end of the second fixed rod, and a pushing sleeve rotatably connected to the moving end of the second hydraulic cylinder and abutting against the end of the rotating shaft, the inner wall of the pushing sleeve being trumpet-shaped.

[0017] Preferably, the first fixed rod and the movable rod are symmetrically arranged with the brake disc as the center line, and the position of the movable rod is staggered from the position of the second fixed rod.

[0018] Compared with existing technologies, the present invention has the following advantages:

[0019] 1. The present invention uses a friction mechanism to synchronously control the clamping load of the friction pads on the brake disc by a first hydraulic cylinder and a pressure sensor. During the test, the friction contact reaction force can be collected in real time, and the braking pressure of the friction pads on both sides can be precisely adjusted to keep them consistent. This eliminates the contact deviation caused by uneven load, avoids the phenomenon of local uneven wear caused by the force imbalance of the friction pads, and ensures that the wear uniformity test data is true and reliable.

[0020] 2. This invention utilizes an airflow simulation mechanism that drives the fan blades to generate airflow via a rotating shaft and gear set. The airflow is then transported to a hollow blower plate through a blower pipe and acts directionally on the friction pair gap between the friction pad and the brake disc through the blower holes. Simultaneously, it can start and stop synchronously with the brake disc rotation speed, realistically reproducing the dynamic airflow environment during vehicle coasting and alternating braking. This continuously blows away accumulated wear debris at the friction interface and balances the temperature field across the entire friction pair, solving the problem of significant differences between the working conditions of traditional test devices and actual vehicles, and enhancing the reference value for evaluating the wear performance of friction pads.

[0021] 3. The present invention uses an air-adjusting mechanism to move the baffle plate synchronously when the hydraulic cylinder feeds and compensates for the stroke. The baffle plate blocks the air blowing hole to change the airflow area. In conjunction with the wind pressure sensor, the wind pressure changes in real time, and the wear rate of one side of the friction plate can be intuitively judged. The wear uniformity can be evaluated online without stopping the machine for disassembly. The effective braking time can also be statistically analyzed by combining the wind pressure value data to quantitatively determine the actual service life of the friction plate. Attached Figure Description

[0022] Figure 1 This is a perspective view of the invention from a first-person perspective;

[0023] Figure 2 This is a perspective view of the invention from a second viewpoint;

[0024] Figure 3 This is a perspective view of the brake disc located on one side of the airflow simulation mechanism in this invention;

[0025] Figure 4 This is a perspective view of the mounting mechanism in this invention;

[0026] Figure 5 This is a perspective view of the back of the airflow simulation mechanism in this invention;

[0027] Figure 6 This is a perspective view of the friction mechanism and the air regulating mechanism in this invention;

[0028] Figure 7 This is a perspective view of the pushing mechanism in this invention.

[0029] In the diagram: 1. Base, 2. Motor, 3. Shaft, 4. Mounting seat, 5. Mounting mechanism, 51. Mounting plate, 52. Mounting screw, 53. Mounting nut, 6. Brake disc, 7. First fixed rod, 8. Moving rod, 9. Friction mechanism, 91. First hydraulic cylinder, 92. Pressure sensor, 93. Arc-shaped clamp, 94. Friction plate, 10. Airflow simulation mechanism, 101. Bracket, 102. Drive shaft, 103. First bevel gear, 104. Second bevel gear, 105. Fan blade, 106. Dustproof air duct, 107. Support plate, 108. Hollow air blowing plate, 109. Air blowing hole, 11. Pushing mechanism, 111. Second fixed rod, 112. Second hydraulic cylinder, 113. Pushing sleeve, 12. Controller, 13. Sliding block, 14. Sliding groove, 15. Fixing bolt, 16. Support rod, 17. First air blowing pipe, 18. Second air blowing pipe, 19. Divider plate, 20. Wind pressure sensor, 21. Air adjustment mechanism, 211. Connecting rod, 212. Wind baffle plate, 213. Rubber sealing plate. Detailed Implementation

[0030] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments.

[0031] like Figures 1-3As shown, a brake friction pad testing device includes a base 1, a motor 2, and a rotating shaft 3. A mounting base 4 is fixedly mounted on one side of the top of the base 1. The motor 2 is fixedly mounted on the top of the mounting base 4. One end of the rotating shaft 3 is fixedly connected to the output end of the motor 2. The device also includes: a mounting mechanism 5, mounted on the shaft wall of the rotating shaft 3, with a brake disc 6 mounted on the shaft wall of the rotating shaft 3 via the mounting mechanism 5; a first fixed rod 7, vertically fixed to the top of the base 1; and a movable rod 8, located on the top of the base 1 and to one side of the first fixed rod 7. The first fixed rod 7 and the movable rod 8 are symmetrically arranged about the brake disc 6 as a centerline. The upper end of the first fixed rod 7 is connected to the movable rod 8. The upper end of each rod 8 is provided with a friction mechanism 9, and the two friction mechanisms 9 are respectively in contact with the two sides of the brake disc 6; the airflow simulation mechanism 10 is set on one side of the brake disc 6 and the two friction mechanisms 9, and the airflow simulation mechanism 10 is linked with the rotating shaft 3, and the airflow simulation mechanism 10 adjusts the airflow intensity according to the braking state; the push mechanism 11 is set on the top of the base 1, and the push mechanism 11 is connected to the end of the rotating shaft 3 away from the motor 2, which is used to suppress the rotational jump of the rotating shaft 3; the controller 12 is fixedly set on the top of the mounting base 4, and the motor 2, friction mechanism 9, airflow simulation mechanism 10 and push mechanism 11 are all electrically connected to the controller 12.

[0032] In practical use, in this embodiment, the brake disc 6 is first installed on the shaft wall of the rotating shaft 3. At the same time, the end of the rotating shaft 3 is pressed tightly by the pushing mechanism 11 to increase the stability of the rotation of the rotating shaft 3. Then, the motor 2 is started, and the operation of the motor 2 drives the rotating shaft 3 and the brake disc 6 on its shaft wall to rotate. Then, the friction mechanism 9 on both sides is started by the controller 12, so that the friction mechanism 9 on both sides contacts the two sides of the brake disc 6 respectively and performs a braking test. Since the friction mechanism 9 has the function of pressure monitoring and adjustment, the braking pressure on both sides of the brake disc 6 is kept consistent, which provides a reliable test condition basis for the subsequent accurate measurement of the friction pad 94 to evaluate the wear uniformity. During this process, torque detection instruments and temperature monitoring instruments can also be used to test the friction coefficient and anti-deformation ability, which is not proposed in this solution. During the rotation of the rotating shaft 3, the airflow simulation mechanism 10 is driven simultaneously. The airflow generated by the airflow simulation mechanism 10 blows towards the contact part between the friction mechanism 9 and the brake disc 6, which can simulate the airflow acting on the friction part during vehicle driving. Moreover, the airflow generated by the airflow simulation mechanism 10 is proportional to the rotation speed of the rotating shaft 3, which improves the performance evaluation and reference value of the test.

[0033] like Figures 3-4 As shown, in this embodiment, the mounting mechanism 5 includes a mounting plate 51 fixedly mounted on the rotating shaft 3. The side wall of the mounting plate 51 is fixedly provided with mounting screws 52 at positions corresponding to the mounting holes on the brake disc 6. The rod walls of the plurality of mounting screws 52 are threadedly connected with mounting nuts 53 for fixing the brake disc 6.

[0034] In actual use, in this embodiment, the brake disc 6 is first inserted into the shaft wall of the rotating shaft 3, so that the mounting holes on the brake disc 6 are correspondingly inserted into multiple mounting screws 52. Finally, multiple mounting nuts 53 are threadedly connected to the mounting screws 52 to securely install the brake disc 6 and the mounting disc 51, so that the rotating shaft 3 drives the brake disc 6 synchronously when rotating, and it is not easy for slippage to occur, thus increasing the stability of rotation.

[0035] like Figures 2-3 and Figure 6 As shown, in this embodiment, the friction mechanism 9 includes a first hydraulic cylinder 91 fixedly mounted on a first fixed rod 7 and a moving rod 8. A pressure sensor 92 is fixedly mounted on the moving end of the first hydraulic cylinder 91. An arc-shaped clamping block 93 is fixedly mounted on the force-receiving end of the pressure sensor 92. A friction plate 94 is fixedly bonded to the side wall of the arc-shaped clamping block 93. The friction plate 94 is a gradient braking anti-deformation friction plate. The friction plate 94 and the arc-shaped clamping block 93 are fixedly connected by a nitrile-phenolic thermosetting adhesive.

[0036] In actual use, in this embodiment, when the first hydraulic cylinder 91 extends, it drives the pressure sensor 92 and the arc-shaped clamping block 93 to move until the friction plate 94 contacts the side wall of the brake disc 6. At this time, a reverse force is generated and acts on the force-bearing end of the pressure sensor 92, which increases the pressure value of the pressure sensor 92. This allows the contact force between the friction plate 94 and the brake disc 6 to be detected, so that the pressure between the friction plates 94 on both sides and the brake disc 6 is kept consistent, ensuring that the clamping load on both sides is synchronous and equal. When the friction plates 94 on both sides just contact the sides of the brake disc 6, the extension amount of the first hydraulic cylinder 91 on both sides is the same.

[0037] like Figure 2 As shown, in this embodiment, a sliding block 13 is fixedly provided at the lower end of the moving rod 8, and a sliding groove 14 that cooperates with the sliding block 13 is provided on one side of the base 1. Fixing bolts 15 that are threadedly connected to the sliding block 13 are provided on the top of the base 1 and on both sides of the sliding groove 14. An anti-disengagement limiting structure is provided between the sliding block 13 and the sliding groove 14 to increase the stability of the moving rod 8 moving on the base 1.

[0038] In actual use, in this embodiment, when installing the brake disc 6, the moving rod 8 along with the upper friction mechanism 9 needs to be moved away. At the same time, the sliding block 13 at the lower end of the moving rod 8 is moved out from the sliding groove 14. At this time, the moved friction mechanism 9 provides installation space between the brake disc 6 and the mounting plate 51. After the brake disc 6 is installed, the moving rod 8 along with the upper friction mechanism 9 is reset. Finally, the sliding block 13 is fixed to the base 1 by the fixing bolt 15 to ensure that the friction mechanisms 9 on both sides are located on both sides of the brake disc 6. When it is necessary to disassemble the brake disc 6, the moving rod 8 along with the upper friction mechanism 9 can be moved away.

[0039] like Figures 1-3 and Figure 5 As shown, in this embodiment, the airflow simulation mechanism 10 includes a bracket 101 fixedly mounted on the side wall of the mounting base 4. A drive shaft 102 is rotatably mounted on the top of the bracket 101. A first bevel gear 103 is fixedly mounted on the shaft wall of the shaft 3. A second bevel gear 104 is fixedly mounted on one end of the drive shaft 102. The first bevel gear 103 and the second bevel gear 104 mesh with each other. A fan blade 105 is fixedly mounted on the other end of the drive shaft 102. A dustproof duct 106 is provided on the shaft wall of the drive shaft 102 to cover the fan blade 105. The fan blade 105 is a suction blade that can draw external air into the dustproof duct 106. A dustproof net is fixedly installed at the opening of the dustproof duct 106 to reduce dust carried by the air. To reduce the probability of the body entering, a support plate 107 is horizontally fixed to the wall of the first fixed rod 7. A hollow air blowing plate 108 is vertically fixed to the upper surface of the support plate 107. The hollow air blowing plate 108 has multiple evenly distributed air blowing holes 109 on the side facing the brake disc 6. A support rod 16 is fixed between the bottom of the dustproof air duct 106 and the side wall of the support plate 107. A first air blowing pipe 17 is fixed to the top of the dustproof air duct 106. Two second air blowing pipes 18 are symmetrically fixed to the wall of the first air blowing pipe 17. A partition plate 19 is vertically fixed to the middle of the hollow air blowing plate 108. The two second air blowing pipes 18 extend to both sides of the partition plate 19. The side wall of the hollow air blowing plate 108 and Wind pressure sensors 20 are fixedly installed on both sides of the partition plate 19. The wind pressure sensors 20 are high-precision differential pressure sensors, which can accurately capture minute wind pressure fluctuations inside the hollow air blowing plate 108. The moving ends of the two first hydraulic cylinders 91 are equipped with air regulating mechanisms 21 that block the air blowing holes 109. The air regulating mechanism 21 includes a connecting rod 211 fixedly installed on the moving end of the first hydraulic cylinder 91. A baffle plate 212 is fixedly installed at the end of the connecting rod 211 away from the first hydraulic cylinder 91. A rubber sealing sheet 213 is fixedly installed on the side of the baffle plate 212, which contacts the side wall of the hollow air blowing plate 108, thereby increasing the tightness of the contact between the baffle plate 212 and the hollow air blowing plate 108 and enhancing the air flow. Regarding the sealing effect of the air blowing holes 109, during this process, the overall feed displacement of the first hydraulic cylinder 91 may be too small due to the wear of the friction plate 94, and the displacement stroke of the baffle plate 212 may be short. This can easily lead to insufficient sealing area and weak wind pressure changes, posing a potential risk of insufficient detection accuracy. To solve this problem, a large number of air blowing holes 109 are densely arranged on the hollow air blowing plate 108. Even if the baffle plate 212 undergoes a small displacement, it can still cover a sufficient number of air blowing holes 109, achieving a significant change in the effective shielding area. The wind pressure inside the hollow air blowing plate 108 can form a clearly discernible pressure difference fluctuation, ensuring that the wind pressure sensor 20 can stably capture signals, and the wear detection remains accurate and reliable.

[0040] In actual use, in this embodiment, when the rotating shaft 3 rotates, it can drive the first bevel gear 103 to rotate. The first bevel gear 103 synchronously drives the second bevel gear 104 and the transmission shaft 102 on its inner wall, causing the fan blades 105 on the transmission shaft 102 to rotate. The fan blades 105 can draw external air into the dustproof air duct 106 and then discharge it into the first air blowing pipe 17 and the second air blowing pipe 18. Since there are two second air blowing pipes 18, they can enter the two sides of the partition plate 19 inside the hollow air blowing plate 108 respectively, and then blow the air through the corresponding air blowing holes 109 onto the brake disc 6 and the friction plates 94 on both sides. The contact position is precisely located to realistically simulate the airflow during vehicle operation. This blowing structure is synchronously driven by the rotating shaft 3, eliminating the need for an additional independent fan. It can start and stop the airflow synchronously with braking, accurately reproducing the dynamic ventilation environment of the friction pair under alternating braking and coasting conditions. Furthermore, it can blow away wear debris generated at the friction interface in real time, balancing the temperature field of the friction pair and improving the accuracy and reference value of the wear uniformity test results for the friction plate 94. As the test progresses, the friction plate 94 will experience continuous wear, causing a decrease in the pressure value of the pressure sensor 92. To maintain a constant pressure value, the second... One hydraulic cylinder 91 needs to continuously extend to ensure that the clamping load of the friction plates 94 on both sides and the brake disc 6 is synchronous and equal. At the same time, the moving end of the first hydraulic cylinder 91 on both sides will drive the connecting rod 211, so that the baffles 212 at the ends of the two connecting rods 211 are relatively close. When the baffles 212 on both sides move against the side wall of the hollow air blowing plate 108, they will gradually block the air blowing holes 109. The greater the distance between the two baffles 212, the more air blowing holes 109 are blocked. At this time, the air pressure value of the two air pressure sensors 20 set on the hollow air blowing plate 108 also increases. If the wear uniformity of the friction pads 94 on both sides is roughly the same, the wind pressure values ​​of the two wind pressure sensors 20 are relatively close. If the wear degree of the friction pads 94 on both sides is significantly different, the wind pressure values ​​of the two wind pressure sensors 20 will differ significantly. During actual vehicle operation, the weak airflow generated by the rotation of the wheel itself acts on the surface of the brake disc 6, which is limited and negligible compared to the blowing effect of the oncoming wind on the friction pair. In this embodiment, the fan blades 105 are synchronously driven by the rotating shaft 3 to generate a directional and stable forced airflow, which can simulate the working condition of the oncoming airflow acting on the friction pair on both sides of the brake disc 5.

[0041] like Figures 1-2 and Figure 7As shown, further, in this embodiment, the pushing mechanism 11 includes a second fixed rod 111 fixedly disposed on the top of the base 1. A second hydraulic cylinder 112 is fixedly disposed at the upper end of the second fixed rod 111. The moving end of the second hydraulic cylinder 112 is rotatably connected to a pushing sleeve 113 that abuts against the end of the rotating shaft 3. The inner wall of the pushing sleeve 113 is funnel-shaped. This structure can accurately abut against the end aligned with the rotating shaft 3, so that the pushing sleeve 113 and the rotating shaft 3 are coaxially disposed. The position of the moving rod 8 is staggered from the position of the second fixed rod 111 to avoid the second fixed rod 111 from obstructing the movement of the moving rod 8.

[0042] In actual use, in this embodiment, after the brake disc 6 is installed on the rotating shaft 3, since the end of the rotating shaft 3 is suspended, by controlling the extension of the second hydraulic cylinder 112, the inner wall of the push sleeve 113 is pressed against the end of the rotating shaft 3. The push sleeve 113 and the moving end of the second hydraulic cylinder 112 are rotatably connected. After being pressed, the push sleeve 113 can rotate synchronously with the rotating shaft 3. There is no relative sliding friction between the two, and no additional wear will be generated. At the same time, the flared inner wall can completely fit the outer ring of the end face of the rotating shaft 3, and form uniform support for the end of the rotating shaft 3 from multiple points in the circumference. With the coaxial limit of the output end of the motor 2 at the other end of the rotating shaft 3, the radial offset of the rotating shaft 3 can be constrained in all directions, effectively suppressing high-speed rotation jump, and ensuring long-term stable coaxiality.

[0043] The operation process of this embodiment is as follows: the test personnel first fix the brake disc 6 onto the rotating shaft 3, and then activate the push mechanism 11 through the controller 12 to press the end of the rotating shaft 3, thereby suppressing the rotational jump of the rotating shaft 3 and improving the operating stability of the rotating shaft 3;

[0044] Subsequently, the motor 2 is started by the controller 12. The motor 2 drives the rotating shaft 3 to rotate synchronously with the brake disc 6. When the braking test is performed, the controller 12 drives the friction mechanism 9 on both sides to act, so that the friction pads 94 on both sides are in contact with the side wall of the brake disc 6 to perform braking. The reverse force generated by friction is transmitted to the force receiving end of the pressure sensor 92. The pressure sensor 92 collects the clamping load in real time and feeds it back to the controller 12, thereby accurately controlling the contact pressure between the friction pads 94 on both sides and the brake disc 6, ensuring that the clamping load on both sides is synchronous and equal, eliminating the test error caused by the pressure deviation on one side, avoiding local uneven wear and abnormal deformation of the friction pads 94 at high temperature due to uneven force on both sides, and providing stable test conditions for accurately detecting the wear uniformity of the friction pads 94.

[0045] During the rotation of the rotating shaft 3, the first bevel gear 103 is driven to rotate synchronously. The first bevel gear 103 meshes and drives the second bevel gear 104 and the built-in transmission shaft 102. The transmission shaft 102 drives the fan blades 105 to rotate synchronously. The fan blades 105 draw outside air into the dustproof air duct 106 and then split it into the first air blowing pipe 17 and two second air blowing pipes 18. The two airflows are respectively introduced into the two side cavities of the partition plate 19 inside the hollow air blowing plate 108, and are blown directionally to the friction interface between the brake disc 6 and the friction pad 94 through the corresponding air blowing holes 109. This truly restores the working condition of the airflow acting on the friction pair when the vehicle is running. This air-cooling structure is synchronously driven by the brake rotating shaft 3. The airflow is synchronously opened and closed with the start and stop of braking. It can accurately reproduce the dynamic ventilation environment of the friction pair under the alternating states of gliding and braking, continuously blow away the wear debris accumulated on the friction interface, balance the temperature field of the friction pair, and effectively improve the authenticity and reference value of the wear uniformity detection data of the friction pad 94.

[0046] As the test continues, the friction plate 94 wears and thins, causing the clamping load collected by the pressure sensor 92 to gradually decrease. To maintain a constant set pressure, the first hydraulic cylinders 91 on both sides continuously feed outwards to compensate for the stroke, ensuring that the clamping load of the friction plates 94 on the brake disc 6 is always equal. The moving ends of the two first hydraulic cylinders 91 synchronously pull the connecting rod 211, causing the end baffles 212 to move closer to each other. The baffles 212 slide along the side wall of the hollow air blower 108 and gradually block the air blowers 109. The greater the feed, the more air blowers 109 are blocked by the baffles 212. The two wind pressure sensors 20 installed on the hollow air blower 108 collect the air duct pressure difference in real time and then feed the wind pressure value back to the control. The greater the wear of the friction plate 94, the higher the air pressure value in the air duct. If the wear of the friction plates 94 on both sides is uniform, the values ​​collected by the two sets of air pressure sensors 20 are basically similar. If the wear degree on both sides is significantly different, the air pressure difference between the two sides is significant. The controller 12 can quantify the wear deviation of the friction plates 94 on both sides in real time based on the air pressure difference. The wear uniformity can be determined without stopping the machine to disassemble the sample. At the same time, with the precise and controllable clamping load and dynamic air cooling system, the accuracy of the wear performance test results of the friction plate 94 is further improved. In this process, the controller 12 combines the air pressure change data to synchronously calculate the effective braking time corresponding to the friction plates 94 on both sides and determine the actual service life of the friction plates 94 on both sides.

[0047] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A brake friction pad testing device, comprising a base (1), a motor (2), and a rotating shaft (3), wherein a mounting seat (4) is fixedly provided on one side of the top of the base (1), the motor (2) is fixedly disposed on the top of the mounting seat (4), and one end of the rotating shaft (3) is fixedly connected to the output end of the motor (2), characterized in that, Also includes: The mounting mechanism (5) is set on the shaft wall of the rotating shaft (3), and the shaft wall of the rotating shaft (3) is equipped with a brake disc (6) through the mounting mechanism (5). The first fixed rod (7) is vertically fixed on the top of the base (1). The top of the base (1) and one side of the first fixed rod (7) is provided with a moving rod (8). The upper end of the first fixed rod (7) and the upper end of the moving rod (8) are both provided with friction mechanisms (9), and the two friction mechanisms (9) are respectively in contact with the two sides of the brake disc (6). An airflow simulation mechanism (10) is located on one side of the brake disc (6) and two friction mechanisms (9), and the airflow simulation mechanism (10) is linked with the rotating shaft (3). The airflow simulation mechanism (10) adjusts the airflow intensity according to the braking state. The push mechanism (11) is located on the top of the base (1) and is connected to the end of the rotating shaft (3) away from the motor (2) to suppress the rotational jump of the rotating shaft (3); The controller (12) is fixedly installed on the top of the mounting base (4). The motor (2), friction mechanism (9), airflow simulation mechanism (10) and pushing mechanism (11) are all electrically connected to the controller (12).

2. The brake friction pad testing device according to claim 1, characterized in that, The mounting mechanism (5) includes a mounting plate (51) fixedly mounted on the rotating shaft (3). The side wall of the mounting plate (51) is fixedly provided with mounting screws (52) corresponding to the mounting holes on the brake disc (6). The rod walls of the plurality of mounting screws (52) are threaded with mounting nuts (53) for fixing the brake disc (6).

3. The brake friction pad testing device according to claim 1, characterized in that, The friction mechanism (9) includes a first hydraulic cylinder (91) fixedly mounted on a first fixed rod (7) and a moving rod (8). A pressure sensor (92) is fixedly mounted on the moving end of the first hydraulic cylinder (91). An arc-shaped clamp (93) is fixedly mounted on the force-bearing end of the pressure sensor (92). A friction plate (94) is fixedly bonded to the side wall of the arc-shaped clamp (93).

4. The brake friction pad testing device according to claim 1, characterized in that, The lower end of the moving rod (8) is fixedly provided with a sliding block (13), and a sliding groove (14) that cooperates with the sliding block (13) is provided on one side of the base (1). The top of the base (1) and both sides of the sliding groove (14) are provided with fixing bolts (15) that are threadedly connected to the sliding block (13).

5. The brake friction pad testing device according to claim 3, characterized in that, The airflow simulation mechanism (10) includes a bracket (101) fixedly mounted on the side wall of the mounting base (4). A drive shaft (102) is rotatably mounted on the top of the bracket (101). A first bevel gear (103) is fixedly mounted on the shaft wall of the shaft (3). A second bevel gear (104) is fixedly mounted on one end of the drive shaft (102). The first bevel gear (103) and the second bevel gear (104) are meshed together. A fan blade (105) is fixedly mounted on the other end of the drive shaft (102). A dustproof air duct (106) covering the fan blade (105) is provided on the shaft wall of the drive shaft (102). A support plate (107) is horizontally fixed on the rod wall of the first fixed rod (7). A hollow air blowing plate (108) is vertically fixed on the upper surface of the support plate (107). The hollow air blowing plate (108) is... 8) Multiple evenly distributed air holes (109) are provided on one side facing the brake disc (6). A support rod (16) is fixed between the bottom of the dustproof air duct (106) and the side wall of the support plate (107). A first air pipe (17) is fixed on the top of the dustproof air duct (106). Two second air pipes (18) are symmetrically fixed on the pipe wall of the first air pipe (17). A partition plate (19) is vertically fixed in the middle of the hollow air blowing plate (108). The two second air pipes (18) extend to both sides of the partition plate (19). A wind pressure sensor (20) is fixedly installed on the side wall of the hollow air blowing plate (108) and on both sides of the partition plate (19). The moving ends of the two first hydraulic cylinders (91) are provided with an air adjustment mechanism (21) to block the air holes (109).

6. The brake friction pad testing device according to claim 5, characterized in that, The air regulating mechanism (21) includes a connecting rod (211) fixedly installed on the moving end of the first hydraulic cylinder (91). A baffle plate (212) is fixedly installed at one end of the connecting rod (211) away from the first hydraulic cylinder (91). A rubber sealing sheet (213) is fixedly installed on the side of the baffle plate (212) and is in contact with the side wall of the hollow air blowing plate (108).

7. The brake friction pad testing device according to claim 1, characterized in that, The pushing mechanism (11) includes a second fixed rod (111) fixedly installed on the top of the base (1). The upper end of the second fixed rod (111) is fixedly provided with a second hydraulic cylinder (112). The moving end of the second hydraulic cylinder (112) is rotatably connected to a pushing sleeve (113) that abuts against the end of the rotating shaft (3). The inner wall of the pushing sleeve (113) is trumpet-shaped.

8. The brake friction pad testing device according to claim 7, characterized in that, The first fixed rod (7) and the moving rod (8) are symmetrically arranged with the brake disc (6) as the center line, and the position of the moving rod (8) is offset from the position of the second fixed rod (111).

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