Friction pad wear measuring device, brakes and vehicles

Abstract

This application discloses a friction pad wear measurement device, a brake, and a vehicle, belonging to the field of automotive technology. The friction pad wear measurement device includes a braking mechanism and a clearance adjustment component. The braking mechanism includes a transmission assembly and a brake component, with the brake component connected to the transmission assembly. The clearance adjustment component is connected to the brake component and can drive the brake component to perform a first linear motion relative to itself and the transmission assembly. When the brake component performs the first linear motion, it has a first position and a second position. The first position is when the brake component moves away from the brake disc and is stationary relative to the transmission assembly. The second position is when the brake component pushes the friction pad to contact the brake disc. A stroke limiting structure is provided between the brake component and at least one of the clearance adjustment component and the transmission assembly. The stroke limiting structure is used to limit the brake component to the first position. The friction pad wear measurement device is configured to determine the wear amount of the friction pad based on the distance between the first position and the second position.

Description

Technical Field

[0001] This application relates to the field of automotive technology, and in particular to a friction pad wear measurement device, a brake, and a vehicle. Background Technology

[0002] Car brake pads are a key component of automotive braking systems. During braking, the brake pads, driven by the braking mechanism, clamp onto the brake disc, which rotates with the wheel, generating frictional torque to slow the wheel down. In the field of EMB (Electronic Mechanical Brake) technology, a mechanical alarm is usually installed at the brake pads. This alarm emits a specific sound when the friction material of the brake pads is worn down, allowing the driver to identify that the brake pads are worn and replace them. To avoid adding a mechanical alarm, software calculation methods exist to roughly estimate the wear of the brake pads. However, because these software calculation methods rely on the forward and reverse rotation of the motor to calculate the wear, cumulative errors occur, making it difficult to accurately estimate the wear of the brake pads. Utility Model Content

[0003] This application provides a friction pad wear measurement device, a brake, and a vehicle to at least partially solve the above-mentioned technical problems.

[0004] To achieve the above objectives, according to a first aspect of this application, a friction pad wear measurement device is provided, comprising:

[0005] A braking mechanism, comprising a transmission assembly and a braking element, wherein the braking element is connected to the transmission assembly;

[0006] A clearance adjusting component is connected to the brake component. The clearance adjusting component can drive the brake component to make a first linear motion relative to itself and the transmission assembly. When the brake component makes the first linear motion, it has a first position and a second position. The first position is when the brake component moves away from the brake disc and is stationary relative to the transmission assembly. The second position is when the brake component pushes the friction pad to contact the brake disc.

[0007] Wherein, a stroke limiting structure is provided between the braking component and at least one of the clearance adjusting component and the transmission assembly, the stroke limiting structure being used to limit the braking component to the first position, and the friction pad wear measuring device being configured to determine the wear amount of the friction pad based on the distance between the first position and the second position.

[0008] Optionally, the travel limiting structure includes:

[0009] A first limiting part is disposed on the braking member;

[0010] The second limiting part is disposed on at least one of the gap adjusting member and the transmission assembly, and when the braking member moves to the first position, the second limiting part abuts against the first limiting part.

[0011] Optionally, the braking element includes:

[0012] A rotating shaft, one end of which has an outwardly projecting flange along its own radial direction, wherein the clearance adjusting member is located between the transmission assembly and the outwardly projecting flange, wherein:

[0013] The first limiting portion includes a first abutting surface, which is located on the side of the outer flange near the gap adjusting member; or,

[0014] The first limiting part includes a first boss, which protrudes from the surface of the outer flange near the gap adjusting member;

[0015] The second limiting part includes a first groove, which is recessed on the surface of the gap adjusting member near the outer flange. When the braking member is in the first position, the first boss is inserted into the first groove.

[0016] Optionally, the first groove is an annular groove extending circumferentially along the axis of rotation.

[0017] Optionally, the clearance adjusting member includes a gear sleeved on the rotating shaft, and the second limiting part includes a second abutting surface located on the surface of the gear near the outer flange.

[0018] Optionally, during the rotation of the gear around its own axis, it drives the rotating shaft to perform the first linear motion, and the stroke limiting structure further includes:

[0019] The second boss, along the radial direction of the rotating shaft, protrudes from the inner wall surface of the gear near the rotating shaft;

[0020] The second groove is recessed on the outer wall surface of the rotating shaft. Along the axial direction of the rotating shaft, the second groove extends from the end of the rotating shaft away from the outer flange to a position close to the outer flange. The second boss is adapted to the second groove and slidably inserted into the second groove.

[0021] Wherein, the first abutting surface is the side wall surface of the second groove near the outer flange, and along the axial direction of the rotating shaft, the second abutting surface is the surface of the second boss near the outer flange.

[0022] Optionally, the transmission assembly includes:

[0023] A turntable is connected to the brake component via a threaded structure. The turntable can rotate around its own axis during braking to drive the brake component to perform a second linear motion.

[0024] A fixed plate is located on the side of the turntable away from the gap adjusting member and is arranged with the turntable to form a plurality of receiving cavities;

[0025] Rolling balls, wherein multiple rolling balls are disposed in a plurality of receiving cavities in a one-to-one correspondence; and / or,

[0026] The friction pad wear measurement device also includes:

[0027] A driver is connected to the gap adjustment member in a transmission manner, and the driver drives the gap adjustment member to drive the brake member to perform the first linear motion.

[0028] Optionally, the drive includes a motor, and the friction pad wear measuring device further includes:

[0029] A data acquisition component is used to acquire the operating parameters of the motor, the operating parameters including at least one of speed and phase current;

[0030] A controller, electrically connected to the data acquisition component, is configured to receive the operating parameters;

[0031] The controller is configured to: record the first position information of the brake when the operating parameters reach a first preset condition, and record the second position information of the brake when the operating parameters reach a second preset condition, and perform a difference operation on the first position information and the second position information to obtain the distance, wherein the first preset condition is the condition reached when the brake is restricted to the first position, and the second preset condition is the condition reached when the brake is located in the second position.

[0032] According to a second aspect of this application, a brake is also provided, including the aforementioned friction pad wear measurement device.

[0033] According to a third aspect of this application, a vehicle is also provided, including the aforementioned brake.

[0034] The friction pad wear measuring device in this embodiment includes a braking mechanism and a clearance adjusting component. The clearance adjusting component is connected to the braking component and can drive the braking component to perform a first linear motion relative to the transmission assembly. During the first linear motion of the braking component, the braking clearance between the friction pad and the brake disc connected to it can be adjusted. To measure the wear of the friction pad, the braking component has a first position and a second position during the first linear motion. The first position is when the braking component moves away from the brake disc and is stationary relative to the transmission assembly. The second position is when the braking component pushes the friction pad into contact with the brake disc. When the braking component moves to the first position, it will be restricted to the first position by a stroke limiting structure provided between the braking component and at least one of the clearance adjusting component and the transmission assembly. Therefore, the friction pad wear measuring device can determine the wear of the friction pad based on the distance between the first position and the second position.

[0035] Because the travel limiting structure mechanically restricts the brake components, ensuring that their initial position remains fixed throughout the vehicle's lifespan, wear calculations can be made accurately once the second position of the brake components is determined. Simultaneously, the travel limiting structure also corrects the initial position of the brake components, mitigating the risk of drift and further ensuring the accuracy of friction pad wear measurements during user operation.

[0036] Other features and advantages of this application will be described in detail in the following detailed description section. Attached Figure Description

[0037] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0038] To gain a more complete understanding of this application and its beneficial effects, the following description will be provided in conjunction with the accompanying drawings, wherein the same reference numerals in the following description denote the same parts.

[0039] Figure 1 This is a schematic diagram of the structure of the friction pad wear measurement device provided in an exemplary embodiment of this disclosure;

[0040] Figure 2 A cross-sectional view of the friction pad wear measuring device when the brake element is in the first position;

[0041] Figure 3 A cross-sectional view of the friction pad wear measuring device when the brake element is in the second position;

[0042] Figure 4 This is a schematic diagram of the braking component.

[0043] Figure 5 This is a schematic diagram of the gap adjustment component;

[0044] Figure 6 This is a schematic diagram of the turntable structure;

[0045] Figure 7 This is a circuit connection diagram of the friction pad wear measurement device provided in an exemplary embodiment of this disclosure;

[0046] Figure 8 This is a schematic flowchart of the friction pad wear measurement method provided in an exemplary embodiment of this disclosure;

[0047] Figure 9 This is a schematic diagram of the position acquisition process of the braking component provided in an exemplary embodiment of this disclosure.

[0048] Explanation of reference numerals in the attached figures:

[0049] 10. Braking mechanism; 11. Transmission assembly; 111. Turntable; 101. Internal thread; 102. Ramp groove; 112. Fixed disc; 113. Ball; 12. Braking component; 121. Rotating shaft; 211. Outer flange; 212. External thread;

[0050] 20. Clearance adjusting parts; 21. Gears;

[0051] 30. Stroke limiting structure; 31. First limiting part; 32. Second limiting part; 33. Second boss; 34. Second groove;

[0052] 40. Electric motor;

[0053] 50. Data acquisition component; 51. Position sensor; 52. Current sampling sensor;

[0054] 60. Controller;

[0055] 70. Friction plate;

[0056] 80. Brake disc;

[0057] 90. Piston. Detailed Implementation

[0058] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the protection scope of this application.

[0059] In technologies for measuring or calculating the wear of friction pad 70, using a mechanical alarm to monitor wear increases costs and hinders intelligent operation. Secondly, while software-based wear calculations eliminate the need for additional alarms or other components, the estimation of wear is relatively rough.

[0060] Through in-depth research, the inventors of this invention discovered that if only a pure software calculation scheme is used, in a new vehicle state, the initial position A is defined as the position where the motor 40 rotates and drives the piston 90 to move outward until the friction pad 70 and brake disc 80 contact. After driving for a period of time, the motor 40 pushes the piston 90 outward again to obtain a new contact position between the friction pad 70 and brake disc 80, which is defined as position B. The distance BA is determined as the wear amount of the friction pad 70. This mode has a large deviation because during the braking process, the motor 40 repeatedly rotates forward and backward millions of times, resulting in cumulative errors. It is difficult to find the accurate change in position B relative to position A, making it difficult to accurately estimate the wear amount.

[0061] To achieve accurate measurement of the wear amount of the friction plate 70, the first embodiment of this application provides a friction plate wear measurement device. Please refer to [link to relevant documentation]. Figures 1 to 6 The device includes a braking mechanism 10 and a clearance adjusting member 20. The braking mechanism 10 includes a transmission assembly 11 and a brake element 12, with the brake element 12 connected to the transmission assembly 11. The brake element 12 is connected to a piston 90, and a friction pad 70 is mounted on the side of the piston 90 opposite to the brake element 12. During vehicle braking, the transmission assembly 11 of the braking mechanism 10 drives the brake element 12 to push the friction pad 70 to a position clamping the brake disc 80, thereby achieving the braking function. Figure 2 In this embodiment, the friction pad 70 located on the side of the brake disc 80 opposite to the brake element 12 is usually fixedly installed, such as fixed on the side of the caliper slot opposite to the piston 90. The specific implementation method of the transmission assembly 11 driving the brake element 12 to achieve the braking condition can be selected as needed, which is irrelevant to the problem to be solved by the embodiments of this application, and will not be described in detail here.

[0062] The gap adjusting member 20 is connected to the braking member 12. The gap adjusting member 20 can drive the braking member 12 to perform a first linear motion relative to itself and the transmission assembly 11. That is, the braking member 12 performs a first linear motion relative to the gap adjusting member 20 and the transmission assembly 11. At this time, the entire transmission assembly 11 can be locked to remain stationary. For example, when the braking member 12 moves along a first direction (such as...) Figure 2When the brake disc 80 (in the direction indicated by the middle arrow X) makes its first linear motion, it can not only adjust the brake clearance between the friction pad 70 and the brake disc 80 to ensure the clearance is within a suitable range and improve braking performance, but also measure the wear of the friction pad 70. The brake element 12 has a first position and a second position during this first linear motion. The first position is when the brake element 12 moves away from the brake disc 80 and is stationary relative to the transmission assembly 11; this first position is the starting position for measuring the wear. The second position is when the brake element 12 pushes the friction pad 70 into contact with the brake disc 80.

[0063] Among them, such as Figures 2 to 3 As shown, a stroke limiting structure 30 is provided between at least one of the braking component 12, the clearance adjusting component 20, and the transmission assembly 11. The stroke limiting structure 30 can be provided between the braking component 12 and the clearance adjusting component 20, or between the braking component 12 and the transmission assembly 11, or between the braking component 12, the clearance adjusting component 20, and the transmission assembly 11, depending on the specific requirements.

[0064] The travel limiting structure 30 is used to restrict the brake element 12 to a first position. Therefore, whether the vehicle is new or has been driven for a period of time, the travel limiting structure 30 can be used to determine the starting measurement position by restricting the brake element 12 to the first position. The friction pad wear measuring device is configured to determine the wear amount of the friction pad 70 based on the distance between the first and second positions. Due to the travel limiting structure, the first position can be ensured to remain unchanged throughout the vehicle's entire lifespan, avoiding the risk of starting point drift caused by accumulated errors during vehicle use.

[0065] Meanwhile, this embodiment integrates the stroke limiting structure 30 between at least one of the brake component 12, the clearance adjusting component 20, and the transmission assembly 11, which avoids the cost increase caused by adding a mechanical alarm and ensures that the overall structure of the brake with the measuring device installed does not add too many assembly parts, thus ensuring the compactness and reliability of the overall brake structure and reducing the cost of the brake.

[0066] As can be seen, the friction pad wear measuring device in this embodiment includes a braking mechanism 10 and a clearance adjusting member 20. The clearance adjusting member 20 is connected to the braking member 12 and can drive the braking member 12 to make a first linear motion relative to the transmission assembly 11. During the first linear motion of the braking member 12, the braking clearance between the friction pad 70 and the brake disc 80 connected to it can be adjusted. To measure the wear of the friction pad 70, the braking member 12 has a first position and a second position when making the first linear motion. The first position is when the braking member 12 moves away from the brake disc 80 and is stationary relative to the transmission assembly 11. The second position is when the braking member 12 pushes the friction pad 70 into contact with the brake disc 80. When the braking member 12 moves to the first position, it will be restricted to the first position by the stroke limiting structure 30 provided between the braking member 12 and at least one of the clearance adjusting member 20 and the transmission assembly 11. Thus, the friction pad wear measuring device can determine the wear of the friction pad 70 based on the distance between the first position and the second position.

[0067] Because the travel limiting structure 30 can mechanically limit the brake element 12, ensuring that the first position of the brake element 12 remains fixed throughout the vehicle's entire lifespan, the wear amount can be accurately calculated simply by determining the second position of the brake element 12. Simultaneously, the travel limiting structure 30 can also correct the starting position of the brake element 12, i.e., the first position, to avoid the risk of drift in the starting position, further ensuring the accuracy of the wear measurement of the friction pad 70 during user operation.

[0068] In this application, as Figure 3 As shown, the stroke limiting structure 30 includes a first limiting part 31 and a second limiting part 32. The first limiting part 31 is disposed on the brake member 12. The second limiting part 32 is disposed on at least one of the gap adjusting member 20 and the transmission assembly 11. When the brake member 12 moves to the first position, the second limiting part 32 abuts against the first limiting part 31. Therefore, in this embodiment, by having the first limiting part 31 and the second limiting part 32 on the brake member 12 abut against each other, the brake member 12 is stably and reliably limited to the first position, achieving precise limiting of the measurement starting point.

[0069] In some embodiments, the braking component 12 includes a rotating shaft 121, one end of which has an outer flange 211 protruding radially outward. The outer flange 211 is used to connect with the piston 90 to ensure the connection strength between the rotating shaft 121 and the piston 90. The clearance adjustment component 20 is located between the transmission assembly 11 and the outer flange 211.

[0070] in:

[0071] The first limiting part 31 includes a first abutting surface located on the side of the outer flange 211 near the clearance adjusting member 20. Thus, by abutting the first abutting surface and the second limiting part 32, the brake member 12 is stably and reliably limited to a first position.

[0072] Alternatively, in some embodiments, the first limiting part 31 includes a first boss that protrudes from the surface of the outer flange 211 near the gap adjusting member 20. The second limiting part 32 includes a first groove that is recessed into the surface of the gap adjusting member 20 near the outer flange 211. When the brake member 12 is in the first position, the first boss is inserted into the first groove. Thus, this embodiment can stably and accurately limit the brake member 12 to the first position through the mutual cooperation of the first boss and the first groove. Moreover, the first boss and the first groove are convenient to set and can be obtained without complex assembly operations. The first boss can be integrally formed with the rotating shaft 121.

[0073] The first groove is an annular groove extending circumferentially along the rotating shaft 121. Therefore, regardless of how many times the rotating shaft 121 rotates during its first linear motion, the first boss can be inserted into the first groove to restrict the brake element 12. The first groove is easy to manufacture, and the design requirements for the position of the first boss are low, further reducing costs and assembly design difficulty.

[0074] In some embodiments, the clearance adjustment member 20 includes a gear sleeved on the rotating shaft 121, and the second limiting portion 32 includes a second abutting surface located on the surface of the gear near the outer flange 211. Thus, in this embodiment, the brake member 12 is stably limited to a first position by the first abutting surface and the second abutting surface abutting against each other.

[0075] In some embodiments, both the first contact surface and the second contact surface can be planes. When the first contact surface and the second contact surface are in plane form, the contact area between them can be ensured, and the first contact surface and the second contact surface are not prone to wear during numerous collisions and contactes, thereby making the travel limiting structure 30 more precise in limiting the first position.

[0076] As the gear rotates around its own axis, it drives the shaft 121 to perform the first linear motion. For example, Figure 4 and Figure 5As shown, the stroke limiting structure 30 also includes a second boss 33 and a second groove 34. Along the radial direction of the shaft 121, the second boss 33 protrudes from the inner wall surface of the gear near the shaft 121. The second groove 34 is recessed into the outer wall surface of the shaft 121. Along the axial direction of the shaft 121, the second groove 34 extends from the end of the shaft 121 away from the outer flange 211 to a position near the outer flange 211. The second boss 33 and the second groove 34 are adapted to each other and slidably inserted into the second groove 34. The engagement of the second boss 33 and the second groove 34 can limit the gear along the circumference of the shaft 121, so that the gear can drive the shaft 121 to perform a first linear motion during rotation. Furthermore, the second groove 34 extending along the axial direction of the shaft 121 also ensures that the shaft 121 can move relative to the gear.

[0077] In this embodiment, the first abutment surface is the side wall surface of the second groove 34 near the outer flange 211 along the axial direction of the rotating shaft 121, and the second abutment surface is the surface of the second boss 33 near the outer flange 211. Therefore, by respectively setting the first and second abutment surfaces in the second groove 34 and the second boss 33, this embodiment achieves the movement function of the gear and the rotating shaft 121 while ensuring that when the second boss 33 abuts against the side wall surface of the second groove 34 near the outer flange 211, the rotating shaft 121 is precisely confined to a first position. The overall structure achieves the positional constraint of the rotating shaft 121 without requiring additional constraint structures on the rotating shaft 121 and other parts of the gear, reducing processing and assembly steps, making the measuring device structure simpler, and assembly more efficient and convenient.

[0078] In some embodiments, both the second boss 33 and the second groove 34 may include at least two, with at least two second bosses 33 spaced apart circumferentially along the gear, and at least two second grooves 34 spaced apart circumferentially along the shaft 121 and corresponding one-to-one with the at least two second bosses 33. Thus, the one-to-one cooperation of at least two second bosses 33 and second grooves 34 not only improves the transmission stability between the gear and the shaft 121, but also improves the stability when the shaft 121 is confined to a first position.

[0079] In some embodiments, the transmission assembly 11 includes a turntable 111, a fixed disc 112, and a plurality of balls 113. The turntable 111 is connected to the brake element 12 via a threaded structure. Under braking conditions, the turntable 111 can rotate around its own axis to drive the brake element 12 to perform a second linear motion. That is, when the brake element 12 performs a second linear motion driven by the turntable 111, it can push the friction pad 70 to clamp the brake disc 80. The threaded structure may include a matching external thread 212 and an internal thread 101. The external thread 212 is disposed on the surface of the rotating shaft 121 offset from the outer flange 211, and the internal thread 101 is disposed on the inner wall surface of the turntable 111. The gear drives the rotating shaft 121 to rotate relative to the turntable 111, enabling the rotating shaft 121 to perform a first linear motion relative to the transmission assembly 11.

[0080] A fixed plate 112 is located on the side of the turntable 111 away from the clearance adjustment member 20 and forms multiple receiving cavities with the turntable 111. The fixed plate 112 is typically fixed inside a housing (such as the housing of a caliper). Multiple balls 113 are correspondingly disposed in the multiple receiving cavities. Figure 6 As shown, the receiving cavity is specifically formed by a ramp groove 102 set on the side of the turntable 111 and the fixed plate 112 close to each other. Since the depth of the ramp groove 102 along the circumference of the turntable 111 is different, when the turntable 111 rotates relative to the fixed plate 112, multiple rolling balls 113 can roll in the receiving cavity, thereby pushing the turntable 111 to drive the rotating shaft 121 to make a second linear motion relative to the fixed plate 112, thus realizing the braking operation.

[0081] The friction pad wear measurement device in this embodiment also includes a driver, which is connected to the clearance adjustment member 20 in a transmission manner. The driver drives the clearance adjustment member 20 to drive the brake member 12 to make a first linear motion.

[0082] In this embodiment, the turntable 111 can be driven to rotate directly by a drive source, or it can be driven to rotate by a shifting mechanism disposed between the driver and the turntable 111. The shifting mechanism has a first state and a second state. In the first state, the shifting mechanism drives the clearance adjustment member 20 to move the brake member 12 in a first linear motion and locks the turntable 111 in a stationary state (since the fixed plate 112 is fixed by the outer casing, only the turntable 111 needs to be locked), so that the transmission assembly 11 as a whole can be in a stationary state. In the second state, the shifting mechanism drives the turntable 111 to move the brake member 12 in a second linear motion. The driver can also be connected to the clearance adjustment member 20 via the shifting mechanism, so that the shifting mechanism drives the turntable 111 to rotate in one working state, and drives the clearance adjustment member 20 to move the brake member 12 in the first linear motion in another working state. Since the specific implementation of the shifting mechanism can be selected as needed, and this is irrelevant to the problem to be solved by the embodiments of this application, it will not be described in detail here.

[0083] Of course, during the first linear motion of the brake element 12, the turntable 111 can also be locked by other locking structures (such as ratchet).

[0084] like Figure 7 As shown, in some embodiments, the driver includes a motor 40, and the friction pad wear measurement device further includes a data acquisition component 50 and a controller 60. The data acquisition component 50 is used to acquire operating parameters of the motor 40, including at least one of rotational speed and phase current. The controller 60 is electrically connected to the data acquisition component 50 to receive the operating parameters. Specifically, the controller 60 may include the vehicle's electronic control unit (ECU).

[0085] The controller 60 is configured to: record the first position information of the brake 12 when the working parameters reach the first preset condition, and record the second position information of the brake 12 when the working parameters reach the second preset condition, and perform a difference operation on the first position information and the second position information to obtain the distance. The first preset condition is the condition reached when the working parameters are restricted to the first position, and the second preset condition is the condition reached when the working parameters are located in the second position.

[0086] Therefore, in this embodiment, the controller 60 can determine whether the brake 12 has reached the first position and the second position based on whether the working parameters of the motor 40 detected by the data acquisition component 50 have reached the corresponding preset conditions, and obtain the travel distance between the two positions by recording the position information when it reaches the corresponding position, thereby realizing the accurate measurement of the wear of the friction plate 70.

[0087] If the first position information is A, and the second position information is B in the new vehicle state and B' after driving for a period of time, when calculating the difference in wear amount (BA) in the new vehicle state and the difference in wear amount (B'-A) ​​during user use, since the brake component 12 is restricted by the travel limiting structure 30 when it reaches the first position, the first position information A recorded by the controller 60 remains unchanged. Therefore, the wear amount of the friction plate 70 can be accurately calculated throughout the entire life cycle of the vehicle.

[0088] The data acquisition component 50 includes a position sensor 51 and a current sampling sensor 52. The position sensor 51 is mounted on the motor 40 and electrically connected to the controller 60. The position sensor 51 can collect the rotational speed of the motor 40 and send the speed data to the controller 60. The current sampling sensor 52 is electrically connected between the controller 60 and the motor 40 and is used to collect the phase current of the motor 40.

[0089] The position sensor 51 may specifically include at least one of a rotary encoder, a Hall effect speed sensor, or a magnetoresistive magnetoelectric sensor. The rotary encoder can be mounted on the rotor of the motor 40 and can calculate the rotational speed in real time based on the change in the rotor's rotational angle per unit time. The Hall effect speed sensor can be mounted on the end cover or stator of the motor 40 to collect the rotational speed of the motor 40. The magnetoresistive magnetoelectric sensor can be mounted on the shaft of the motor 40 to detect and collect the rotational speed.

[0090] The current sampling sensor 52 may specifically include at least one of the following: a sampling resistor, a Hall current sensor, etc. For example, the sampling resistor may be directly connected in series with the phase line of the motor 40, and the phase current value can be obtained by measuring the voltage across the sampling resistor.

[0091] Furthermore, after the brake 12 has performed countless braking processes in the second linear motion, although the numerous forward and reverse rotations of the motor 40 will cause the cumulative error of the rotor rotation angle of the motor 40, which may lead to position drift, the controller 60 can correct the first position A of the brake 12 based on the historically detected working parameters, and then accurately calculate the wear amount through the difference obtained by A-B'.

[0092] In some embodiments, the initial first position can be taken as the zero point of the coordinate system where the brake member 12 is located. Thus, by obtaining the second position information (which can be information represented by coordinate values) of the second position, the distance between the second position and the zero point can be calculated, and the amount of wear can be accurately obtained.

[0093] The second embodiment of this application provides a method for measuring the wear of a friction plate. The method for measuring the wear of a friction plate is implemented by the friction plate wear measuring device described above. For details on the structure of the friction plate wear measuring device, please refer to the content provided in the first embodiment of this application. This application will not repeat it here.

[0094] like Figure 8 As shown, the method for measuring the wear of friction plates includes the following steps:

[0095] Step S11: When the transmission assembly 11 of the braking mechanism 10 is locked in a stationary state, the control gap adjustment member 20 drives the brake member 12 to make a first linear motion relative to the transmission assembly 11, so that the brake member 12 can move to the first position and the second position.

[0096] Step S12: When the brake element 12 moves away from the brake disc 80 and is restricted by the stroke limiting structure 30 to a first position that is stationary relative to the transmission assembly 11, the first position information of the brake element 12 is recorded.

[0097] Step S13: When the brake element 12 pushes the friction pad 70 to the second position where it contacts the brake disc 80, record the second position information of the brake element 12.

[0098] Step S14: Based on the difference obtained by subtracting the first position information and the second position information (the difference is the distance between the first position and the second position), determine the wear amount of the friction plate 70.

[0099] Through steps S11 to S14 described above, the stroke limiting structure 30 mechanically limits the brake element 12, ensuring that its first position remains fixed throughout the vehicle's lifespan. When calculating wear, the amount of wear can be accurately calculated simply by determining the second position of the brake element 12. Simultaneously, the stroke limiting structure 30 also corrects the initial position (first position) of the brake element 12 to avoid the risk of drifting at the initial position, further ensuring the accuracy of the user's measurement of the wear on the friction pad 70.

[0100] In some embodiments, the friction pad wear measuring device further includes a driver, which includes a motor 40. In step S11, during the process of controlling the gap adjustment member 20 to drive the brake member 12 to perform a first linear motion relative to the transmission assembly 11, the method provided in this application includes the following steps:

[0101] The motor 40 is controlled to rotate forward, driving the gap adjustment component 20 to move the brake component 12 away from the brake disc 80, thereby ensuring that the brake component 12 can move to the first position. The motor 40 is controlled to rotate in reverse, driving the gap adjustment component 20 to move the brake component 12 to push the friction plate 70 into contact with the brake disc 80, thereby ensuring that the brake component 12 can move to the second position. Thus, when measuring the wear of the friction plate 70, this embodiment only needs to control the forward and reverse rotation of the motor 40 to drive the brake component 12 to move to the first or second position. When the motor 40 rotates forward until the working parameters reach the first preset condition, the controller 60 records the first position information; when the motor 40 rotates in reverse until the working parameters reach the second preset condition, the controller 60 records the second position information. Therefore, this embodiment does not require additional position identification devices, enabling the controller 60 to accurately record the position information of the brake component 12 when it is in the corresponding position, which is more conducive to the energy-saving and cost-reducing design goals of the brake using this measuring device.

[0102] like Figure 9 As shown, before step S14 determines the distance between the first position and the second position based on the first position information and the second position information, the method provided in this application further includes the following steps:

[0103] Step S21: Obtain the operating parameters of the motor 40 collected by the data acquisition component 50. The operating parameters include at least one of speed and phase current.

[0104] Step S22: When the working parameters reach the first preset condition, the first position information of the brake 12 is recorded. The first preset condition is the condition reached when the working parameters are restricted to the first position of the brake 12.

[0105] Step S23: When the working parameters reach the second preset condition, the second position information of the brake 12 is recorded. The second preset condition is the condition reached when the working parameters are in the second position.

[0106] Therefore, this embodiment can determine whether the brake 12 has reached the first position and the second position by judging whether the working parameters of the motor 40 detected by the data acquisition component 50 have reached the corresponding preset conditions, and obtain the travel distance between the two positions by recording the position information when it reaches the corresponding position, thereby realizing the accurate measurement of the wear of the friction plate 70.

[0107] The first or second preset condition includes the condition that the rotational speed decreases from a first value to a second value, and the first or second preset condition also includes the condition that the phase current rises to a preset value multiple of the rated value within a predetermined time. That is, when the brake 12 reaches the first position and the second position, the motor 40 will experience a stall phenomenon, which will lead to a sudden decrease in the rotational speed of the motor 40 and a sharp increase in the phase current. This embodiment uses such changes to accurately determine whether the brake 12 has reached the corresponding position.

[0108] The method provided in this application further includes controlling the motor 40 to stop running when the operating parameters reach the first preset condition and / or the second preset condition. Therefore, when the brake 12 reaches the first position or the second position and records the corresponding position information, the motor 40 can be shut off in a timely manner, avoiding energy waste and damage to the motor 40 caused by prolonged stalling.

[0109] Based on the above, in some application implementations, the working principle and process for measuring the wear of the friction plate 70 can be mainly as follows:

[0110] 11) The fixed plate 112 of the transmission assembly 11 is fixed inside the housing and remains stationary.

[0111] 12) Lock the turntable 111 to keep it stationary. The motor 40 drives the gear to rotate, which in turn drives the rotating shaft 121 to rotate. The external thread 212 on the rotating shaft 121 is connected to the internal thread 101 on the inner wall of the turntable 111, and then makes the first linear movement.

[0112] 13) The controller 60 controls the motor 40 to rotate forward, and the shaft 121 moves inward away from the brake disc 80. Under the action of the stroke limiting structure 30, the shaft 121 will hit the gear, thereby causing the motor 40 to form a stall characteristic, and the controller 60 records the first position information at this time.

[0113] 14) The controller 60 controls the motor 40 to reverse, and the rotating shaft 121 moves to the outside of the brake disc 80, so that the piston 90 pushes the friction plate 70 to clamp the brake disc 80 to form a stall feature, and the controller 60 records the second position information at this time.

[0114] Therefore, in this embodiment, in addition to limiting the movement of the rotating shaft 121 near the outer side of the brake disc 80, the added stroke limiting structure 30 further limits the movement of the rotating shaft 121 to its innermost first position. The wear amount of the friction pad 70 is then calculated based on the recorded distance between the two positions. This wear measurement method avoids algorithm drift and eliminates the need for a mechanical alarm on the friction pad 70, reducing costs.

[0115] Wear measurement algorithm implementation process:

[0116] 21) The motor 40 of the electromechanical braking system EMB drives the shaft 121 to move inward away from the brake disc 80 at a lower speed. When the shaft 121 reaches the innermost first position and is restricted by the travel limiting structure 30, the speed of the motor 40 suddenly decreases and the phase current increases sharply. The controller 60 software determines that the shaft 121 has reached the first position and records it as position A.

[0117] 22) The motor 40 reverses and drives the shaft 121 to move towards the outside of the brake disc 80 until it reaches the second position where the friction pad 70 contacts the brake disc 80, which is recorded as position B.

[0118] 23) When calculating the difference between the wear amount reflected in the new vehicle state (BA) and the wear amount reflected in the user's use process (B'-A), since the brake component 12 is restricted by the travel limiting structure 30 when it reaches the first position, the first position information A recorded by the controller 60 remains unchanged. Thus, the wear amount of the friction plate 70 can be accurately calculated throughout the entire life cycle of the vehicle.

[0119] 3. Avoiding drift: After the brake 12 has performed countless braking processes in the second linear motion, although the countless forward and reverse rotations of the motor 40 will cause the cumulative error of the rotor rotation angle of the motor 40, which may lead to position drift, since the first position A of the brake 12 is limited by the stroke limiting structure 30 in this application, the controller 60 can correct the first position based on the historically detected working parameters, and then accurately calculate the wear amount by the difference obtained by A-B'.

[0120] The third embodiment of this application also provides a brake, which includes a friction pad wear measurement device. The friction pad wear measurement device can implement the friction pad wear measurement method provided in the second embodiment. The structure of the friction pad wear measurement device can be found in the content provided in the first embodiment of this application, and the friction pad wear measurement method can be found in the content provided in the second embodiment of this application. These details will not be repeated here.

[0121] The fourth embodiment of this application also provides a vehicle, which includes a brake. The structure of the brake is described in the third embodiment of this application and will not be repeated here. The vehicle can be a gasoline-powered vehicle, a plug-in hybrid electric vehicle, or a new energy vehicle, etc., and this application does not specifically limit it.

[0122] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

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

[0124] The embodiments, implementation methods, and related technical features of this application can be combined and substituted for each other without conflict.

[0125] The above are merely preferred embodiments of this application and are not intended to limit this application in any way. Any simple modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of this application without departing from the scope of the technical solution of this application shall still fall within the scope of the technical solution of this application.

Claims

1. A device for measuring the wear of friction plates, characterized in that, include: Braking mechanism (10), the braking mechanism (10) includes a transmission assembly (11) and a braking element (12), the braking element (12) being connected to the transmission assembly (11); A gap adjusting member (20) is connected to the brake member (12). The gap adjusting member (20) can drive the brake member (12) to make a first linear motion relative to itself and the transmission assembly (11). When the brake member (12) makes the first linear motion, it has a first position and a second position. The first position is when the brake member (12) moves away from the brake disc (80) and is stationary relative to the transmission assembly (11). The second position is when the brake member (12) pushes the friction plate (70) to contact the brake disc (80). A stroke limiting structure (30) is provided between at least one of the braking member (12), the clearance adjusting member (20), and the transmission assembly (11), the stroke limiting structure (30) being used to limit the braking member (12) to the first position, and the friction pad wear measuring device being configured to determine the wear amount of the friction pad (70) based on the distance between the first position and the second position.

2. The friction pad wear measuring device according to claim 1, characterized in that, The travel restriction structure (30) includes: A first limiting part (31) is provided on the brake member (12); The second limiting part (32) is disposed on at least one of the gap adjusting member (20) and the transmission assembly (11), and when the braking member (12) moves to the first position, the second limiting part (32) abuts against the first limiting part (31).

3. The friction pad wear measuring device according to claim 2, characterized in that, The braking element (12) includes: A rotating shaft (121) has an outer flange (211) protruding radially outward at one end. The gap adjustment member (20) is located between the transmission assembly (11) and the outer flange (211), wherein: The first limiting part (31) includes a first abutting surface located on the side of the outer flange (211) near the gap adjusting member (20); or, The first limiting part (31) includes a first boss, which protrudes from the surface of the outer flange (211) on the side near the gap adjusting member (20); The second limiting part (32) includes a first groove, which is recessed on the surface of the gap adjusting member (20) near the outer flange (211). When the braking member (12) is in the first position, the first boss is inserted into the first groove.

4. The friction pad wear measuring device according to claim 3, characterized in that, The first groove is an annular groove extending circumferentially along the axis of rotation (121).

5. The friction pad wear measuring device according to claim 3, characterized in that, The gap adjustment member (20) includes a gear (21) which is sleeved on the rotating shaft (121). The second limiting part (32) includes a second abutting surface located on the surface of the gear (21) near the outer flange (211).

6. The friction pad wear measuring device according to claim 5, characterized in that, As the gear (21) rotates around its own axis, it drives the rotating shaft (121) to perform the first linear motion. The stroke limiting structure (30) further includes: The second boss (33) is provided on the inner wall surface of the gear (21) near the rotating shaft (121) along the radial direction of the rotating shaft (121); The second groove (34) is recessed on the outer wall surface of the rotating shaft (121). Along the axial direction of the rotating shaft (121), the second groove (34) extends from one end of the rotating shaft (121) away from the outer flange (211) to a position close to the outer flange (211). The second boss (33) is adapted to the second groove (34) and slidably inserted into the second groove (34). Wherein, the first abutting surface is the side wall surface of the second groove (34) near the outer flange (211) along the axial direction of the rotating shaft (121), and the second abutting surface is the surface of the second boss (33) near the outer flange (211).

7. The friction pad wear measuring device according to any one of claims 1 to 6, characterized in that, The transmission assembly (11) includes: Turntable (111) is connected to the brake (12) via a threaded structure. The turntable (111) can rotate around its own axis under braking conditions to drive the brake (12) to make a second linear motion. A fixed plate (112) is located on the side of the turntable (111) away from the gap adjustment member (20) and is formed with the turntable (111) to form a plurality of receiving cavities; Rolling balls (113), wherein multiple rolling balls (113) are disposed in multiple receiving cavities in a one-to-one correspondence; and / or, The friction plate wear measurement device also includes: The driver is connected to the gap adjustment member (20) and drives the gap adjustment member (20) to drive the brake member (12) to perform the first linear motion.

8. The friction pad wear measuring device according to claim 7, characterized in that, The driver includes a motor (40), and the friction pad wear measurement device further includes: A data acquisition component (50) is used to acquire the operating parameters of the motor (40), the operating parameters including at least one of speed and phase current; A controller (60) is electrically connected to the data acquisition component (50) to receive the operating parameters.

9. A brake, characterized in that, The friction pad wear measuring device includes any one of claims 1-8.

10. A vehicle, characterized in that, Includes the brake as described in claim 9.

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