Brake pad structure, towing brake detection system of vehicle and vehicle

Abstract

The utility model discloses a brake pad structure, a towing brake detection system of a vehicle and the vehicle. The brake pad structure comprises a brake pad body and a dragging brake detection connecting piece, the brake pad body comprises a friction layer and a conductor, the friction layer is provided with a friction surface, the conductor is arranged on the friction layer, one end of the conductor extends to the friction surface, and the dragging brake detection connecting piece is connected and conducted with the conductor. According to the brake pad structure, one end of the conductor extends to the friction surface, and the dragging brake detection connecting piece is conducted with the conductor, so that the brake pad structure can detect the dragging brake, and therefore, not only can the dragging brake caused by a system fault be identified, but also the dragging brake caused by a mechanical fault can be identified.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a brake pad structure, a vehicle drag brake detection system, and a vehicle. Background Art

[0002] In related technologies, vehicle drag brake alarms are mostly determined by detecting line pressure through the brake system and combining related signals to determine whether the vehicle is dragging brakes. If the brake caliper is stuck, it will also cause drag brakes. In this case, the line pressure and related signals are normal and will not trigger the vehicle alarm. Long-term drag brake operation of the vehicle will increase energy consumption and reduce vehicle traction. If the fault is not discovered in time after the brake pads are worn out, it will cause damage to components such as the brake disc and brake caliper, affecting the safety performance of the vehicle. Utility Model Content

[0003] The present application aims to solve at least one of the above-mentioned technical problems in the prior art to a certain extent. To this end, the present application proposes a brake pad structure that can accurately identify drag brakes.

[0004] The present application also proposes a drag brake detection system having the above brake pad structure.

[0005] The present application also proposes a vehicle having the above-mentioned drag brake detection system.

[0006] According to an embodiment of the present application, the brake pad structure includes: a brake pad body and a drag brake detection connector, the brake pad body includes a friction layer and a conductor, the friction layer has a friction surface, the conductor is arranged on the friction layer, one end of the conductor extends to the friction surface, and the drag brake detection connector is connected to the conductor and is conductive.

[0007] The brake pad structure according to the embodiment of the present application extends one end of a conductor to the friction surface and connects the conductor to the drag brake detection connector, enabling the brake pad structure to detect drag brakes. This allows identification of drag brakes caused not only by system failures but also by mechanical failures. Furthermore, since the conductor is located in the friction layer, the presence of drag brakes can be accurately determined based on the continuity between the conductor and the brake disc, facilitating timely vehicle warning signals when such a condition occurs.

[0008] According to some embodiments of the present application, the friction layer has a non-friction surface, the non-friction surface and the friction surface face away from each other, and the conductor extends at least from the friction surface toward the direction of the non-friction surface.

[0009] According to some embodiments of the present application, the conductor is at least partially embedded in the friction layer.

[0010] According to some embodiments of the present application, the brake pad body further includes a back plate, the friction layer is arranged on the back plate, the surface of the friction layer away from the back plate is the friction surface, and the drag brake detection connector and the conductor are both separated from the back plate.

[0011] According to some embodiments of the present application, a drag brake alarm connector is provided at one end of the drag brake detection connector away from the conductor.

[0012] According to some embodiments of the present application, the brake pad structure also includes a friction detection member, which is arranged on the back plate and protrudes toward the direction of the friction layer. The height of the friction detection member protruding from the back plate is less than the height of the friction surface protruding from the back plate.

[0013] According to some embodiments of the present application, a friction alarm connector is provided at one end of the friction detection member away from the friction layer.

[0014] According to another embodiment of the present application, a drag brake detection system includes: the above-mentioned brake pad structure.

[0015] According to some embodiments of the present application, the drag brake detection system further includes a brake disc, a power supply, a relay, and a drag brake determination module. The friction surface is suitable for contacting or separating from the brake disc, and the drag brake detection connector is connected to the relay. The drag brake detection system is constructed as follows: when the friction surface contacts the brake disc, the power supply is connected to the drag brake determination module via the relay, and the drag brake determination module receives a first electrical signal; when the friction surface separates from the brake disc, the relay loses power, the power supply is disconnected from the drag brake determination module, and the drag brake determination module receives a second electrical signal; wherein the first electrical signal is different from the second electrical signal.

[0016] According to the drag brake detection system of the embodiment of the present application, the brake pad structure extends one end of a conductor to the friction surface and connects the drag brake detection connector to the conductor, enabling the brake pad structure to detect drag brake. This allows identification of drag brake caused not only by system failures but also by mechanical failures. Furthermore, since the conductor is located in the friction layer, the presence of drag brake can be accurately determined based on the conductivity between the conductor and the brake disc, facilitating timely issuance of a vehicle alarm signal when drag brake occurs.

[0017] According to some embodiments of the present application, the drag brake detection connector is connected to the positive electrode of the power supply through the relay, the first electrical signal is a high-level signal, and the second electrical signal is a low-level signal.

[0018] According to yet another embodiment of the present application, a vehicle includes the above-mentioned drag brake detection system.

[0019] According to some embodiments of the present application, the vehicle further includes a vehicle body and an axle, the brake disc is mounted on the axle, and the axle is electrically connected to the vehicle body; when the duration of the first electrical signal received by the drag brake judgment module exceeds a preset threshold, if the vehicle has no mechanical brake application signal and the vehicle speed is greater than zero, the vehicle issues a drag brake alarm signal.

[0020] In a vehicle according to an embodiment of the present application, the brake pad structure extends one end of a conductor to the friction surface and connects a drag brake detection connector to the conductor, enabling the brake pad structure to detect drag brakes. This allows identification of drag brakes caused not only by system failures but also by mechanical failures. Furthermore, the conductor is located in the friction layer, and based on the electrical signal received by the drag brake detection module, it can accurately determine whether drag brakes are occurring, thereby facilitating the timely issuance of a vehicle alarm signal when drag brakes occur.

[0021] Additional aspects and advantages of the present application will be given in part in the description below, and in part will become obvious from the description below, or will be learned through practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 is a top view of a brake pad structure according to an embodiment of the present application;

[0023] Figure 2 yes Figure 1 Schematic cross-section of the middle AA;

[0024] Figure 3 is a schematic diagram of the principle of a drag brake detection system according to an embodiment of the present application;

[0025] Figure 4 is a schematic diagram of the judgment logic of the drag brake detection system according to an embodiment of the present application;

[0026] Figure 5 is a schematic diagram of a vehicle according to an embodiment of the present application.

[0027] Reference numerals:

[0028] Vehicle 1000, drag brake detection system 100, brake pad structure 10, brake pad body 1, friction layer 11, friction surface 111, non-friction surface 112, conductor 12, back plate 13, drag brake detection connector 2, drag brake alarm connector 3, friction detection component 4, friction alarm connector 5, brake disc 20, power supply 30, relay 40, drag brake determination module 50, brake caliper 60. DETAILED DESCRIPTION

[0029] The following describes in detail embodiments of the present application, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present application, and should not be construed as limiting the present application.

[0030] The following combination Figure 1-Figure 5 The brake pad structure 10 , the drag brake detection system 100 , and the vehicle 1000 according to the embodiments of the present application are described in detail.

[0031] Reference Figure 1-Figure 3 As shown, the brake pad structure 10 according to the embodiment of the present application may include a brake pad body 1 and a drag brake detection connector 2, the brake pad body 1 includes a friction layer 11 and a conductor 12, the friction layer 11 has a friction surface 111, the conductor 12 is arranged on the friction layer 11, one end of the conductor 12 extends to the friction surface 111, and the drag brake detection connector 2 is connected to the conductor 12 and is conductive.

[0032] It can be understood that “the conductor 12 is arranged on the friction layer 11” means that the conductor 12 can be arranged on the outer surface of the friction layer 11, the conductor 12 can also be embedded in the friction layer 11, or a part of the conductor 12 can be arranged on the outer surface of the friction layer 11, and the other part of the conductor 12 can be embedded in the friction layer 11.

[0033] Optionally, one end of the conductor 12 may extend to be flush with the friction surface 111, or alternatively, one end of the conductor 12 may not be flush with the friction surface 111. As long as it is ensured that when the friction surface 111 of the friction layer 11 is in contact with the brake disc 20, the conductor 12 is also conductively connected to the brake disc 20.

[0034] The friction layer 11 is made of a friction material and is used to generate braking force by friction with the brake disc 20. When the friction surface 111 of the friction layer 11 contacts the brake disc 20, the conductor 12 also conducts electricity with the brake disc 20. The brake disc 20 is mounted on an axle, which in turn conducts electricity with the vehicle body. By connecting the conductor 12 to a power source 30, the contact state between the brake pad body 1 and the brake disc 20 can be used to determine whether the brake is dragging. For example, when the vehicle 1000 has no mechanical brake application signal and the vehicle's speed is greater than zero, the conductor 12 should theoretically be separated from the brake disc 20. However, if the conductor 12 is still in contact with the brake disc 20, it indicates that the vehicle 1000 is experiencing a dragging brake phenomenon. Thus, when the brake pad structure 10 is used in the braking system of the vehicle 1000, it can not only detect dragging brake phenomena caused by system failures, but also mechanical failures such as the brake caliper 60 being stuck, thereby preventing complete wear of the friction layer 11 of the brake pad body 1.

[0035] In related technologies, the presence of dragging brakes is primarily determined based on vehicle status and pressure values, and can only identify dragging brakes caused by system failures. However, the brake pad structure 10 according to the present embodiment extends one end of the conductor 12 to the friction surface 111 and provides electrical continuity between the dragging brake detection connector 2 and the conductor 12. This allows the brake pad structure 10 to detect dragging brakes, thereby enabling identification of both dragging brakes caused by system failures and those caused by mechanical failures. Furthermore, the conductor 12 is disposed on the friction layer 11. Based on the electrical continuity between the conductor 12 and the brake disc 20, the presence of dragging brakes can be accurately determined, enabling the vehicle 1000 to promptly issue an alarm signal when dragging brakes occur.

[0036] In some embodiments of the present application, reference is made to Figure 2 As shown, the friction layer 11 has a non-friction surface 112, which faces away from the friction surface 111. The conductor 12 extends at least from the friction surface 111 toward the non-friction surface 112. In other words, the conductor 12 extends at least along the thickness of the friction layer 11. This ensures that as the friction layer 11 gradually wears away, the conductor 12 wears away synchronously with the friction layer 11, ensuring that one end of the conductor 12 remains flush with the friction surface 111 at all times.

[0037] It can be understood that “the conductor 12 extends at least from the friction surface 111 to the direction of the non-friction surface 112” means: in one case, the conductor 12 can extend from the friction surface 111 to the direction of the non-friction surface 112 in a direction perpendicular to the friction surface 111, and in this case, the extension direction of the conductor 12 is perpendicular to the friction surface 111; in another case, the extension direction of the conductor 12 can also be non-perpendicular and non-parallel to the friction surface 111, and in this case, the angle between the extension direction of the conductor 12 and the friction surface 111 is an acute angle, for example, the angle between the extension direction of the conductor 12 and the friction surface 111 is 30°, 45°, 60°, 70°, 80°, 85°, etc.

[0038] In some embodiments of the present application, the conductor 12 is made of a conductive material that is easily worn, and the wear rate of the conductor 12 is greater than or equal to the wear rate of the friction layer 11 under the same working conditions. For example, the conductor 12 can be a conductive metal such as copper or aluminum.

[0039] In some embodiments of the present application, reference is made to Figure 1-Figure 2 As shown, conductor 12 is at least partially embedded within friction layer 11. Thus, friction layer 11 provides physical protection for the encased conductor 12, preventing damage to conductor 12 caused by excessive exposure. For example, if conductor 12 is cylindrical, friction layer 11 covers the outer circumference of conductor 12. Conductor 12 can be embedded within friction layer 11 through a molding process, participating in braking and friction together with friction layer 11.

[0040] In some embodiments of the present application, reference is made to Figure 1-Figure 2 As shown, the brake pad body 1 also includes a back plate 13, on which the friction layer 11 is disposed. The surface of the friction layer 11 facing away from the back plate 13 is a friction surface 111. The drag brake detection connector 2 and the conductor 12 are both separated from the back plate 13. The back plate 13 is used to support the friction layer 11 and transmit braking pressure. A mounting structure is provided on the back plate 13, through which the back plate 13 can be mounted on the brake caliper 60, thereby achieving installation of the brake pad structure 10 on the brake caliper 60.

[0041] In some embodiments of the present application, the back plate 13 is a metal plate, which improves the strength and rigidity of the back plate 13 and makes the back plate 13 less susceptible to damage. By separating the drag brake detection connector 2 and the conductor 12 from the back plate 13, neither of the drag brake detection connector 2 and the conductor 12 is electrically connected to the back plate 13, thereby improving the safety performance of the brake pad structure 10.

[0042] In some embodiments of the present application, a drag brake alarm connector 3 is provided at one end of the drag brake detection connector 2 away from the conductor 12. Figure 2 As shown, the right end of the drag brake detection connector 2 is connected to the conductor 12, and the left end of the drag brake detection connector 2 is provided with the drag brake alarm connector 3. In other words, the drag brake detection connector 2 is a conductive wiring harness. The drag brake detection connector 2 is connected to the conductor 12, and the drag brake detection connector 2 and the drag brake alarm connector 3 are led out on the side of the back plate 13 facing away from the friction layer 11. The provision of the drag brake alarm connector 3 facilitates the connection of the drag brake detection connector 2 with other components through the drag brake alarm connector 3. Of course, in other embodiments, the drag brake detection connector 2 can also have other conductive structures.

[0043] In some embodiments of the present application, the brake pad structure 10 further includes a friction detection member 4, which is disposed on the back plate 13 and protrudes toward the friction layer 11. The height of the friction detection member 4 protruding from the back plate 13 is less than the height of the friction surface 111 protruding from the back plate 13. Figure 2 As shown, the right end of the friction detection member 4 protrudes outward and to the right relative to the back plate 13, and the friction surface 111 protrudes to the right of the back plate 13 by a height of L1. The right end of the friction detection member 4 protrudes to the right of the back plate 13 by a height of L2, L2 < L1, and the friction detection member 4 is a conductive wiring harness. A set height for wear alarm is set on the side of the back plate 13 where the friction layer 11 is set (i.e., the right side of the back plate 13). When the friction layer 11 wears to the set height, the friction detection member 4 is worn off, and the vehicle 1000 sends a wear alarm signal to remind the user to replace the friction layer 11 in time to avoid affecting the braking performance after the friction layer 11 is completely worn out. Of course, in other embodiments, the friction detection member 4 can also be other structures for conduction.

[0044] In some embodiments of the present application, a friction alarm connector 5 is provided at one end of the friction detection member 4 away from the friction layer 11. Figure 2 As shown, the right end of the friction detection part 4 passes through the back plate 13 and extends out from the right side of the back plate 13. The left end of the friction detection part 4 is provided with a friction alarm connector 5. By providing the friction alarm connector 5, the friction detection part 4 is conveniently connected to other components through the friction alarm connector 5.

[0045] Reference Figure 3-Figure 4 As shown, a drag brake detection system 100 according to another embodiment of the present application may include the brake pad structure 10 of the above embodiment.

[0046] Reference Figure 3-Figure 4 As shown, the drag brake detection system 100 may further include a brake disc 20, a power supply 30, a relay 40, and a drag brake determination module 50. The brake disc 20 has a vehicle-axle connection structure and can be mounted on the vehicle axle via the vehicle-axle connection structure. The friction surface 111 is adapted to contact or separate from the brake disc 20. The drag brake detection connector 2 is connected to the relay 40. Specifically, the drag brake alarm connector 3 is pluggable with the relay 40, and the drag brake detection connector 2 is connected to the relay 40 via the drag brake alarm connector 3. The drag brake detection system 100 may include a brake caliper 60, with the brake pad body 1 mounted on the brake caliper 60.

[0047] The drag brake detection system 100 is configured as follows: when the friction surface 111 contacts the brake disc 20, the power supply 30 is connected to the drag brake determination module 50 via the relay 40, and the drag brake determination module 50 receives a first electrical signal. When the friction surface 111 separates from the brake disc 20, the relay 40 loses power, the power supply 30 is disconnected from the drag brake determination module 50, and the drag brake determination module 50 receives a second electrical signal; the first electrical signal and the second electrical signal are different.

[0048] Conductor 12 is connected to power source 30 via relay 40, and the presence of dragging brake can be determined by the contact state between brake pad body 1 and brake disc 20. For example, when vehicle 1000 has no mechanical brake application signal and the vehicle's speed is greater than zero, conductor 12 should theoretically be separated from brake disc 20. However, if dragging brake determination module 50 continuously receives the first electrical signal, conductor 12 remains in contact with brake disc 20, indicating that vehicle 1000 is experiencing dragging brake. Thus, when brake pad structure 10 is implemented in the braking system of vehicle 1000, it can not only identify dragging brake caused by system failures, but also mechanical failures such as sticking of the brake caliper 60, thereby preventing complete wear of the friction layer 11 of brake pad body 1.

[0049] According to the drag brake detection system 100 of the present embodiment, the brake pad structure 10 extends one end of a conductor 12 to the friction surface 111 and connects the drag brake detection connector 2 to the conductor 12, enabling the brake pad structure 10 to detect drag brakes. This allows identification of drag brakes caused not only by system failures but also by mechanical failures. Furthermore, since the conductor 12 is located on the friction layer 11, the presence of drag brakes can be accurately determined based on the conductivity between the conductor 12 and the brake disc 20, facilitating timely issuance of an alarm signal by the vehicle 1000 when such a condition occurs.

[0050] In some embodiments of the present application, the drag brake detection connector 2 is connected to the conductor 12 at the friction layer 11, and the drag brake detection connector 2 is connected to the positive pole of the power supply 30 through the relay 40. The power supply 30 is a low-voltage power supply. The first electrical signal is a high-level signal, and the second electrical signal is a low-level signal.

[0051] Specifically, the brake disc 20 is mounted on the axle, which is electrically connected to the vehicle body. If the vehicle body is at zero potential, the brake disc 20 is also at zero potential. During braking, the brake caliper 60 pushes the friction surface 111 of the brake pad body 1 against the brake disc 20. At this point, the power supply 30-relay 40-drag brake detection connector 2-brake pad body 1-brake disc 20 circuit is connected, energizing the relay 40 and connecting the power supply 30-drag brake determination module 50 circuit. At this point, the drag brake determination module 50 receives a high-level signal. When braking is released, the brake pad disengages from the brake disc 20, disconnecting the power supply 30-relay 40-drag brake detection connector 2-brake pad body 1-brake disc 20 circuit. The relay 40 loses power, disconnecting the power supply 30-drag brake determination module 50 circuit, and receiving a low-level signal. If a mechanical failure occurs, such as a stuck brake caliper 60, the friction surface 111 of the brake pad body 1 continues to contact the brake disc 20, causing the drag brake determination module 50 to continue receiving the first electrical signal.

[0052] Reference Figure 3-Figure 5 As shown, a vehicle 1000 according to another embodiment of the present application includes the drag brake detection system 100 of the above embodiment.

[0053] The vehicle 1000 also includes a vehicle body and a vehicle axle. The brake disc 20 is mounted on the vehicle axle, and the vehicle axle is connected to the vehicle body. Figure 4 As shown, when the duration of the first electrical signal received by the drag brake determination module 50 exceeds a preset threshold, if the vehicle 1000 has no mechanical brake application signal and the vehicle speed of the vehicle 1000 is greater than zero (the application of the brake at this time is an abnormal drag brake condition), the vehicle 1000 issues a drag brake alarm signal.

[0054] The vehicle 1000 is provided with a drag brake detection system 100. When the brake is applied, the brake pad body 1 contacts the brake disc 20, and the drag brake detection connector 2 turns on the relay 40 through the conductor 12 in the friction layer 11. When the drag brake alarm module receives a high-level signal and the vehicle 1000 is in an abnormal drag brake condition, the vehicle 1000 issues a drag brake alarm signal.

[0055] The preset threshold value can be set and adjusted according to the operating parameters of the vehicle 1000. For example, the preset threshold value can be 3 seconds, 5 seconds, 8 seconds, 10 seconds, etc. The actual alarm circuit can be set according to the equipment of the vehicle 1000.

[0056] Optionally, the drag brake determination module 50 may be a control unit such as a BCU or a TCMS.

[0057] According to the embodiment of the present application, the brake pad structure 10 of the vehicle 1000 extends one end of the conductor 12 to the friction surface 111 and connects the drag brake detection connector 2 to the conductor 12, enabling the brake pad structure 10 to detect drag brakes. This allows the identification of drag brakes caused not only by system failures but also by mechanical failures. Furthermore, the conductor 12 is disposed on the friction layer 11. Based on the electrical signal received by the drag brake determination module 50, the presence of drag brakes can be accurately determined, facilitating the timely issuance of an alarm signal by the vehicle 1000 when such a situation occurs.

[0058] The brake pad structure 10 and the drag brake detection system 100 of the above embodiment are applicable to a vehicle 1000 equipped with a disc brake. Optionally, the vehicle 1000 is not limited to a rail vehicle, a fuel vehicle, an electric vehicle, or the like.

[0059] In the description of this application, it should be understood that the terms "longitudinal", "transverse", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", etc., indicating the orientation or position relationship, are based on the orientation or position relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on this application.

[0060] In this application, unless otherwise expressly specified or limited, terms such as "mounted," "connected," "connect," and "fixed" should be understood broadly. For example, they may refer to fixed connections, detachable connections, or integration; mechanical connections, electrical connections, or communication; direct connections or indirect connections through an intermediate medium; and internal communication between two components or interaction between two components. Those skilled in the art will understand the specific meanings of these terms in this application based on specific circumstances.

[0061] In the description of this specification, the reference terms "one embodiment", "some embodiments", "example", "specific example" or "some examples" mean that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art can combine and combine different embodiments or examples described in this specification.

[0062] Although the embodiments of the present application have been shown and described above, it can be understood that the above embodiments are exemplary and cannot be understood as limitations on the present application. Ordinary technicians in this field can change, modify, replace and modify the above embodiments within the scope of the present application.

Claims

1. A brake pad structure (10), characterized in that: include: A brake pad body (1), the brake pad body (1) comprising a friction layer (11) and a conductor (12), the friction layer (11) having a friction surface (111), the conductor (12) being arranged on the friction layer (11), and one end of the conductor (12) extending to the friction surface (111); and A drag brake detection connector (2) is connected to the conductor (12) and is in conduction.

2. The brake pad structure (10) according to claim 1, characterized in that The friction layer (11) has a non-friction surface (112), the non-friction surface (112) and the friction surface (111) face away from each other, and the conductor (12) extends at least from the friction surface (111) in the direction of the non-friction surface (112).

3. The brake pad structure (10) according to claim 1 or 2, characterized in that: The conductor (12) is at least partially embedded in the friction layer (11).

4. The brake pad structure (10) according to claim 1, characterized in that The brake pad body (1) further comprises a back plate (13), the friction layer (11) is arranged on the back plate (13), a surface of the friction layer (11) away from the back plate (13) is the friction surface (111), and the drag brake detection connector (2) and the conductor (12) are both separated from the back plate (13).

5. The brake pad structure (10) according to claim 1, 2 or 4, characterized in that A drag brake alarm connector (3) is provided at one end of the drag brake detection connector (2) away from the conductor (12).

6. The brake pad structure (10) according to claim 4, characterized in that The brake pad structure (10) further comprises a friction detection member (4), wherein the friction detection member (4) is arranged on the back plate (13) and protrudes in the direction of the friction layer (11), and the height of the friction detection member (4) protruding from the back plate (13) is less than the height of the friction surface (111) protruding from the back plate (13).

7. The brake pad structure (10) according to claim 6, characterized in that A friction alarm connector (5) is provided at one end of the friction detection member (4) away from the friction layer (11).

8. A vehicle drag brake detection system (100), characterized in that: include: The brake pad structure (10) according to any one of claims 1 to 7.

9. The vehicle drag brake detection system (100) according to claim 8, characterized in that: The drag brake detection system (100) further includes: A brake disc (20), a power supply (30), a relay (40) and a drag brake judgment module (50), wherein the friction surface (111) is adapted to contact or separate from the brake disc (20), and the drag brake detection connector (2) is connected to the relay (40); The drag brake detection system (100) is constructed as follows: when the friction surface (111) contacts the brake disc (20), the power supply (30) is connected to the drag brake judgment module (50) through the relay (40), and the drag brake judgment module (50) receives a first electrical signal; when the friction surface (111) and the brake disc (20) are separated, the relay (40) loses power, the power supply (30) is disconnected from the drag brake judgment module (50), and the drag brake judgment module (50) receives a second electrical signal; The first electrical signal is different from the second electrical signal.

10. The vehicle drag brake detection system (100) according to claim 9, characterized in that: The drag brake detection connector (2) is connected to the positive electrode of the power supply (30) via the relay (40), the first electrical signal is a high-level signal, and the second electrical signal is a low-level signal.

11. A vehicle (1000), characterized in that: The invention comprises the drag brake detection system (100) according to any one of claims 9 to 10.

12. The vehicle (1000) according to claim 11, characterized in that The vehicle (1000) further includes a vehicle body and a vehicle axle, the brake disc (20) is mounted on the vehicle axle, and the vehicle axle is in communication with the vehicle body; When the duration of the first electrical signal received by the drag brake judgment module (50) exceeds a preset threshold, if the vehicle (1000) has no mechanical brake application signal and the vehicle speed of the vehicle (1000) is greater than zero, the vehicle (1000) issues a drag brake alarm signal.

Images