Simulation fixture for simulating brake calipers

Abstract

This disclosure relates to a simulation fixture for simulating a brake caliper. The simulation fixture includes a cylinder barrel, a bushing, an upper end cap, and a seal. The bushing is disposed inside the cylinder barrel and has an annular inner wall surface. The upper end cap is connected to the first end of the cylinder barrel and abuts against the first end of the bushing. The seal is disposed at the second end of the bushing. The seal, the upper end cap, and the inner wall surface of the bushing together form an oil cavity. The upper end cap has an inlet and an outlet hole communicating with the oil cavity. The cylinder barrel, bushing, and upper end cap are all made of rigid materials. This simulation fixture can replace the inner cavity of a real caliper with an equivalent volume, reducing or even eliminating the influence of flexible components such as rubber dust covers and exhaust dead zones caused by complex flow channels. It is compatible with different displacement requirements and can be used to simulate different brake calipers corresponding to different piston diameters, meeting the stringent requirements for reference rigidity in high-precision clamping force calibration and hose expansion compensation testing.

Description

Technical Field

[0001] This disclosure relates to the field of braking systems, and more specifically, to a simulation tooling for simulating a brake caliper. Background Technology

[0002] In the field of automotive braking system performance testing and bench calibration, real brake calipers are typically used as the test platform. However, the internal volume of a real caliper is affected by casting tolerances, runner burrs, and deformation of the rubber dust boot. Within the working range of 10-16 mL, the elastic deformation of the dust boot absorbs a large amount of hydraulic stroke, resulting in a non-linear hydraulic-clamping force output and high data dispersion. This makes it impossible to provide a constant rigid volume reference, severely affecting the repeatability of the test data. Furthermore, the internal oil passages of the caliper are tortuous, with multiple dead zones. Air bubbles are easily left behind during brake fluid filling. The compressibility of these air bubbles causes hysteresis and sawtooth fluctuations in the test curve. Moreover, the air removal process before each test takes tens of minutes, resulting in very low testing efficiency. Summary of the Invention

[0003] The purpose of this disclosure is to provide a simulated tooling for a brake caliper that can replace the inner cavity of a real caliper with the same volume, reducing or even eliminating the influence of flexible components such as rubber dust covers and exhaust dead angles caused by complex flow channels, so as to at least partially solve the above-mentioned technical problems.

[0004] To achieve the above objectives, this disclosure provides a simulation tooling for simulating a brake caliper. The simulation tooling includes a cylinder barrel, a bushing, an upper end cap, and a seal. The bushing is disposed inside the cylinder barrel and has an annular inner wall surface. The upper end cap is connected to a first end of the cylinder barrel and abuts against the first end of the bushing. The seal is disposed at a second end of the bushing. The seal, the upper end cap, and the inner wall surface of the bushing together form an oil cavity. The upper end cap has an inlet and an outlet hole communicating with the oil cavity. The cylinder barrel, the bushing, and the upper end cap are all made of rigid material.

[0005] In some possible implementations, the simulated tooling is configured to adjust the volume of the oil cavity by changing the bushings with different inner diameters.

[0006] In some possible implementations, the first end of the bushing has an annular protrusion extending radially outward, the annular protrusion being sealingly sandwiched between the cylinder barrel and the upper end cap.

[0007] In some possible implementations, the first end of the cylinder barrel is provided with an annular first mounting groove, and the annular protrusion is provided in the first mounting groove; and / or, the upper end cover is provided with an annular second mounting groove on the side facing the bushing, and the annular protrusion is provided in the second mounting groove.

[0008] In some possible implementations, the bushing is radially interference-fitted with the cylinder barrel; or, the outer wall surface of the bushing is in contact with the inner surface of the cylinder barrel.

[0009] In some possible implementations, the seal has an end face located within the bushing, and the simulated tooling is configured to adjust the axial position of the end face by adjusting the axial position of the seal to adjust the volume of the oil chamber.

[0010] In some possible implementations, the seal includes a shaft with the end face at one end inside the bushing and a flange extending radially outward at the other end outside the bushing. A gasket, made of a rigid material, is optionally provided between the flange and a second end of the bushing and fitted onto the shaft. The simulated tooling is configured to adjust the axial position of the end face by adjusting the number of gaskets, thereby adjusting the volume of the oil cavity.

[0011] In some possible implementations, the simulation tooling further includes an adjusting end cap disposed at the second end of the cylinder barrel, the adjusting end cap having an abutting protrusion extending toward the flange structure for abutting against the side of the flange structure opposite to the gasket.

[0012] In some possible implementations, a sealing ring is provided between the adjusting end cap and the cylinder barrel, the sealing ring surrounding the outside of the abutment protrusion.

[0013] In some possible implementations, at least one of the cylinder barrel, the bushing, and the upper end cap is made of chromium-molybdenum alloy steel with a yield strength greater than 800 MPa; and / or, the gasket is made of bearing steel, wherein the axial dimensional tolerance of the bearing steel is less than or equal to 0.005 mm.

[0014] Through the above technical solution, the present invention discloses a simulation fixture for simulating brake calipers. Its cylinder, bushing, and upper end cap are all made of rigid materials, and the oil chamber is formed by the inner wall of the seal, upper end cap, and bushing. This accurately simulates the internal volume of a real caliper, thereby reducing or even avoiding interference caused by the deformation of flexible components such as rubber dust covers. Furthermore, the bushing has an annular inner wall, which, together with the bushing, seal, and upper end cap, forms a straight-tube high-pressure internal flow channel (i.e., the oil chamber). This reduces or even eliminates exhaust dead zones caused by complex flow channels, effectively shortening the time required for the pre-test air exhaust process. In addition, the bushing's annular inner wall, together with the upper end cap and seal, forms the oil chamber. This reduces the complexity of the flow channel, facilitates machining, and reduces the impact of casting tolerances and casting defects such as burrs in the flow channel, as seen in real calipers. In summary, the simulation fixture provided in this disclosure can provide a clean hydraulic-clamping force conversion link for the braking system, meeting the stringent requirements for reference rigidity in high-precision clamping force sensor calibration and hose expansion compensation testing. It can be applied to multiple stages such as automotive parts R&D verification, production line quality control, and braking system bench calibration. Attached Figure Description

[0015] The accompanying drawings, which are incorporated in and form a part of this specification, illustrate embodiments consistent with this disclosure and, together with the description, serve to explain the principles of this disclosure.

[0016] Figure 1 This is a cross-sectional view of a simulated tooling for a simulated brake caliper provided in an exemplary embodiment of this disclosure; Figure 2 This is a side view of a simulated tooling for simulating a brake caliper, provided in an exemplary embodiment of this disclosure; Figure 3 This is a partially enlarged side view of position A, which is a cross-sectional view of a simulated tooling for simulating a brake caliper provided in an exemplary embodiment of this disclosure; Figure 4 The simulation tooling is shown relative to Figure 3 Another implementation method; Figure 5 This is a perspective view of a simulated tooling for a simulated brake caliper provided in an exemplary embodiment of this disclosure.

[0017] Explanation of reference numerals in the attached figures 1. Simulated tooling; 11. Cylinder barrel; 111. First mounting groove; 112. Inner side; 12. Bushing; 121. Inner wall; 122. Annular protrusion; 123. Outer wall; 124. Annular sealing protrusion; 13. Upper end cover; 131. Inlet hole; 132. Outlet hole; 133. Second mounting groove; 14. Seal; 141. End face; 142. Shaft; 143. Flanged structure; 15. Gasket; 16. Adjusting end cover; 161. Abutment protrusion; 17. Sealing ring; 18. Fastening bolt; 2. Oil chamber. Detailed Implementation

[0018] The specific embodiments of this disclosure are described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are for illustration and explanation only and are not intended to limit this disclosure.

[0019] In this disclosure, unless otherwise stated, "inner" and "outer" refer to the inner and outer contours of the corresponding components. Furthermore, the terms "first" and "second" used in this disclosure are for distinguishing one element from another and do not have any order or importance. In addition, when the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements.

[0020] In a specific embodiment of this disclosure, a simulation tooling for simulating a brake caliper is provided, with reference to... Figures 1-4 As shown, the simulated tooling 1 includes a cylinder barrel 11, a bushing 12, an upper end cap 13, and a seal 14. The bushing 12 is disposed inside the cylinder barrel 11 and has an annular inner wall surface 121. The upper end cap 13 is connected to the first end of the cylinder barrel 11 and abuts against the first end of the bushing 12. The seal 14 is disposed at the second end of the bushing 12. The seal 14, the upper end cap 13, and the inner wall surface 121 of the bushing 12 together form an oil cavity 2. The upper end cap 13 is provided with an inlet hole 131 and an outlet hole 132 communicating with the oil cavity 2. The cylinder barrel 11, the bushing 12, and the upper end cap 13 are all made of rigid material.

[0021] Through the above technical solution, the simulation tooling disclosed herein for simulating brake calipers is made of rigid materials for the cylinder barrel 11, bushing 12 and upper end cover 13, and the oil chamber 2 is formed by the sealing element 14, the upper end cover 13 and the inner wall surface 121 of the bushing 12, which can reduce or even avoid interference caused by the deformation of flexible components such as rubber dust covers.

[0022] In addition, the bushing 12 has an annular inner wall surface 121. Through the bushing 12, the seal 14 and the upper end cover 13, a straight high-pressure inner cavity flow channel (i.e., oil cavity 2) can be formed, which reduces or even eliminates the exhaust dead angle caused by the complex flow channel, and can effectively shorten the time of the air exhaust process before testing.

[0023] In addition, the bushing 12 has an annular inner wall surface 121, which together with the upper end cap 13 and the seal 14 form an oil cavity 2. By reducing the complexity of the flow channel, it is easier to process and can reduce the influence of casting defects such as casting tolerances caused by real calipers and flow channel burrs.

[0024] In addition, the bushing 12 is installed inside the cylinder barrel 11, which can improve the overall rigidity of the simulated tooling and reduce the influence of deformation factors.

[0025] In summary, the simulation fixture provided in this disclosure can provide a clean hydraulic-clamping force conversion link for the braking system, meeting the stringent requirements for reference rigidity in high-precision clamping force sensor calibration and hose expansion compensation testing. It can be applied to multiple stages such as automotive parts R&D verification, production line quality control, and braking system bench calibration.

[0026] Furthermore, the opening size of the inlet hole 131 and the outlet hole 132 can be freely set according to the working pressure and the actual site conditions, and this disclosure does not impose any limitations on this.

[0027] For example, when brake fluid is started to be filled into the oil chamber 2, the brake fluid enters the oil chamber 2 through the inlet 131, and the gas in the oil chamber 2 is discharged through the outlet 132. During this period, the brake fluid in the oil chamber 2 is allowed to be discharged from the outlet 132 along with the gas until all the gas in the oil chamber 2 is discharged. Then the outlet 132 is closed to avoid the compressibility of air bubbles affecting the test data during subsequent pressurization.

[0028] The brake fluid can be DOT3 / DOT4 / DOT5 / DOT5.1 type. This disclosure does not limit the material of the brake fluid and can be freely set according to the working temperature and actual site conditions.

[0029] In some specific embodiments, the simulation tool 1 is configured to adjust the volume of the oil cavity 2 by replacing bushings 12 with different inner diameters.

[0030] In this way, the inner diameter of the oil chamber 2 can be adjusted by replacing the bushing 12 with different inner diameters, thereby adjusting the volume of the oil chamber 2, so as to match or simulate calipers with different displacements.

[0031] It should be noted that, as described below, when the seal 14 includes a shaft 142 inserted into the inner side of the bushing 12, when replacing the bushing 12 with a different inner diameter, it is necessary to simultaneously replace the seal with the corresponding outer diameter (outer diameter of the shaft 142). This way, the oil chamber volume can be quickly adjusted without replacing the cylinder 11; only the bushing 12 and its matching seal 14 need to be replaced, significantly reducing changeover time and hardware costs. This disclosure does not limit the inner diameter of the bushing or the seal matching the bushing; these can be set according to the volume of the brake caliper to be simulated.

[0032] refer to Figure 3 As shown, in some embodiments, the first end of the bushing 12 has an annular protrusion 122 extending radially outward, the annular protrusion 122 being sealed between the cylinder barrel 11 and the upper end cover 13. In this way, the annular protrusion 122 is embedded between the cylinder barrel 11 and the upper end cover 13, which can reduce the risk of oil leakage under high pressure conditions and improve the detection accuracy of simulation tests.

[0033] For example, the cylinder 11 in the simulated tooling 1 can be sealed to the upper end cover 13 by locking it with evenly distributed fastening bolts 18.

[0034] In addition, during the pressurization process, the upper end cover 13 and the cylinder barrel 11 are sealed only by fastening the bolts 18. Although this can effectively reduce the risk of oil leakage at the joint surface between the upper end cover 13 and the cylinder barrel 11, the clamping itself does not directly achieve a seal. In order to reduce the risk of oil leakage under high pressure, the joint surface between the bushing 12 and the upper end cover 13 is misaligned with the joint surface between the cylinder barrel 11 and the upper end cover 13 to form a stepped seal, instead of forming a straight through leakage channel. This can effectively reduce the risk of oil leakage.

[0035] For example, the upper end cover 13 is provided with an annular second mounting groove 133 on the side facing the bushing 12, and an annular protrusion 122 is provided in the second mounting groove 133, so that the mating surface between the bushing 12 and the upper end cover 13 is misaligned with the mating surface between the cylinder barrel 11 and the upper end cover 13 to form a stepped seal. This ensures that the upper end cover can reduce the risk of oil leakage under high pressure conditions when the fastening bolts 18 are locked.

[0036] Understandably, to ensure the interchangeability of bushings 12 with different inner diameters, in some embodiments, the radial width of the second mounting groove 133 is greater than the radial width of the annular protrusion 122, so as to accommodate the annular protrusion of bushings 12 with different inner diameters. Furthermore, the radially outer surface of the annular protrusion 122 can conform to the wall of the second mounting groove 133, and there can be a gap between the radially inner surface of the annular protrusion 122 and the wall of the second mounting groove 133. Alternatively, when installing the bushing 12 with the smallest inner diameter, the radial width of the second mounting groove 133 is equal to the radial width of the annular protrusion 122, and both the radially inner and outer surfaces of the annular protrusion 122 conform to the second mounting groove (e.g., ...). Figure 3 As shown), after replacing the bushing 12 with one of larger inner diameter, the outer radial side of the annular protrusion 122 can fit against the wall of the second mounting groove 133, and there can be a gap between the inner radial side of the annular protrusion 122 and the wall of the second mounting groove 133. Alternatively, for example... Figure 4As shown, in some other embodiments, the top end of the annular protrusion 122 may be provided with an annular sealing protrusion 124 protruding outward along the axial direction. The radial dimension of the annular sealing protrusion 124 is smaller than the radial dimension of the annular protrusion 122. The annular sealing protrusion 124 is inserted into and sealed against the second mounting groove 133. In different bushings 12, the radial dimension of the annular sealing protrusion 124 is the same. In this way, even if different bushings 12 are replaced, the annular sealing protrusion 124 can be sealed into the second mounting groove 133.

[0037] In addition, in some embodiments, the first end of the cylinder barrel 11 is provided with an annular first mounting groove 111, and the annular protrusion 122 is provided in the first mounting groove 111. In this way, the first mounting groove 111 facilitates the precise positioning of the annular protrusion 122 and facilitates the quick assembly of the seal 14.

[0038] refer to Figure 1 and Figure 2 As shown, in some embodiments, the bushing 12 and the cylinder barrel 11 are radially interference-fitted. During pressurization, the cylinder barrel 11 provides support for the bushing 12, reducing the deformation of the bushing 12, maintaining the rigidity of the bushing, reducing the impact on the volume of the oil chamber 2, and improving the detection accuracy of the simulation test.

[0039] The bushing roughness Ra≤0.8μm can reduce the influence of structures such as burrs in the flow channel. It should be noted that this disclosure does not impose a specific limit on the bushing roughness, and it can be flexibly set according to actual needs.

[0040] In other embodiments, the outer wall surface 123 of the bushing 12 can also be fitted with the inner surface 112 of the cylinder barrel 11. This facilitates the separation of the bushing 12 from the cylinder barrel 11, shortens the working time, and improves the overall testing speed.

[0041] refer to Figure 1 and Figure 2 As shown, in some embodiments, the seal 14 has an end face 141 located within the bushing 12, and the simulated tooling 1 is configured to adjust the axial position of the end face 141 by adjusting the axial position of the seal 14, thereby adjusting the volume of the oil chamber 2.

[0042] In this way, the axial depth / size of the oil chamber 2 can be adjusted by the axial position of the seal 14, thereby changing the volume of the oil chamber 2.

[0043] Furthermore, when it is necessary to adjust the volume of the oil chamber 2, it can be selectively adjusted by replacing bushings 12 with different inner diameters and corresponding seals 14, or by adjusting the axial position of the seals. For example, a larger volume range can be adjusted by replacing bushings 12 and seals 14, while a smaller volume range can be adjusted by adjusting the axial position of the seals, i.e., fine-tuning.

[0044] For example, in some specific embodiments, the seal 14 includes a shaft 142, one end of which is located inside the bushing 12 and has an end face 141, and the other end of which is located outside the bushing 12 and has a flange structure 143 extending radially outward. A gasket 15 sleeved on the shaft 142 is optionally provided between the flange structure 143 and the second end of the bushing 12. The gasket 15 is made of a rigid material. The tooling 1 is configured to adjust the axial position of the end face 141 by adjusting the number of gaskets 15, so as to adjust the volume of the oil cavity 2.

[0045] Specifically, a flange structure 143 is provided on the seal 14, and a gasket 15 is provided between the flange structure 143 and the bushing 12. The position of the seal 14 in the axial direction is adjusted by adjusting the number of gaskets 15, so as to achieve fine adjustment of the depth of the oil cavity 2 under a fixed inner diameter (inner diameter of the bushing 12).

[0046] A set of gaskets 15 can be provided. Gaskets 15 can be hardened steel gaskets that have undergone precision grinding. The thickness of each gasket 15 can be the same or different. For example, the thickness of the gaskets 15 can be 1.00mm, 2.00mm, 3.00mm, 4.00mm, 5.00mm, etc. It is understood that the number and thickness of the gaskets in this disclosure can be flexibly set according to actual needs and are not limited herein.

[0047] In some embodiments, the bushing 12, seal 14, and gasket 15 allow for precise volume adjustments within the range of 10-16 mL to accurately simulate and reproduce the actual caliper cavity volume of 10-16 ml. Verification has shown that when simulating the actual caliper cavity volume of 10-16 ml, constructing the oil chamber 2 using a simulated tooling can reduce or even eliminate venting dead zones caused by complex flow channels, thereby shortening the tooling filling and venting time to less than 5 minutes, thus reducing working time and improving overall testing speed.

[0048] In some specific embodiments, the simulation tooling 1 also includes an adjustment end cap 16, which is disposed at the second end of the cylinder barrel 11. The adjustment end cap 16 has an abutment protrusion 161 extending toward the flange structure 143, which is used to abut against the side of the flange structure 143 away from the gasket 15.

[0049] Specifically, the abutment protrusion 161 on the adjusting end cover 16 cooperates with the flange structure 143 on the seal 14. By locking the adjusting end cover 16 to the cylinder 11, the seal 14 is pressed onto the gasket 15, and the gasket 15 is pressed onto the bushing 12, so as to reduce the impact of the high pressure in the oil chamber pushing the seal 14 to move and causing volume changes.

[0050] The adjusting end cover 16 can also be locked to the cylinder barrel 11 by a number of other evenly distributed fastening bolts 18.

[0051] In some implementations, the adjusting end cap 16 is also made of a rigid material to reduce the impact of volume changes caused by deformation.

[0052] In some specific embodiments, a sealing ring 17 is provided between the adjusting end cover 16 and the cylinder barrel 11, and the sealing ring 17 surrounds the outer side of the abutting protrusion 161.

[0053] Specifically, this prevents brake fluid from leaking under high-pressure conditions through the gaps between the seal 14 and the bushing 12, the seal 14 and the gasket 15, and the adjustment end cap 16 and the cylinder barrel 11. Furthermore, the sealing ring 17 can act as a sealant, reducing brake fluid leakage and improving the accuracy of the test.

[0054] The sealing ring 17 can be made of a combination of polytetrafluoroethylene and nitrile rubber to form a composite sealing ring to prevent high-pressure leakage. It is understood that the material of the sealing ring 17 in this disclosure can be flexibly set according to actual needs and is not limited herein.

[0055] In some specific embodiments, at least one of the cylinder barrel 11, bushing 12 and upper end cap 13 is made of chromium-molybdenum alloy steel with a yield strength greater than 800 MPa.

[0056] For example, the cylinder barrel 11 and bushing 12 can be made of 42CrMo alloy steel, heat-treated to HRC30-34. The standard braking pressure is 120 Bar, and the design burst pressure of the chromium-molybdenum alloy steel is greater than 300 Bar. A redundancy design safety factor of more than 2.5 times is implemented to ensure safe operation of the equipment. The selection of materials for bushing 12 not only considers the rigidity and strength of the material but also selects materials that are compatible with and have good tolerance to different types of brake fluids as mentioned above.

[0057] The materials of the seal 14, the upper end cover 13 and the adjusting end cover 16 can be the same as the materials of the cylinder barrel 11 and the bushing 12.

[0058] The materials and thicknesses of the cylinder barrel 11, bushing 12, and upper end cover 13 in this disclosure can be flexibly set according to actual needs, and are not limited here.

[0059] In some specific implementations, the gasket is made of bearing steel with an axial dimensional tolerance of less than or equal to 0.005 mm, in order to improve the accuracy of the volume of the oil chamber 2.

[0060] Among them, the gasket 15 can be made of GCr15 bearing steel. The material of the gasket 15 in this disclosure can be flexibly set according to actual needs, and is not limited here.

[0061] The simulated tooling for the simulated brake caliper provided in this disclosure can be used for calibrating the clamping force of the brake caliper, for example, for calibrating a high-precision clamping force sensor.

[0062] Specifically, the clamping force of a real brake caliper is not standardized due to the influence of flexible components such as rubber dust covers, making it unsuitable for calibration. In this disclosure, however, the volume of a real brake caliper is simulated using a simulated fixture, reducing or even eliminating the influence of flexible components such as rubber dust covers and the exhaust dead zones caused by complex flow channels. The output force (equivalent to clamping force) can be theoretically calculated and used for clamping force calibration.

[0063] The volume of the simulated caliper's oil chamber 2 can be calculated, for example, the theoretical volume V = πR²h, where R is the inner diameter of the bushing 12 and h is the axial depth of the oil chamber 2. Based on the required volume of the actual caliper to be simulated, bushings 12 with appropriate inner diameters and / or a corresponding number of shims 15 can be selected to make the oil chamber 2 simulate the volume of the actual caliper.

[0064] In one exemplary implementation, CAE simulation can be used for stiffness pre-verification. For example, a finite element model of all components of the simulated tooling can be established, wherein the material of each component (e.g., cylinder 11, bushing 12, seal 14, upper end cap 13, gasket 15, and adjusting end cap 16) is set, and the pressure conditions of the entire pressure range of 0-300 bar are simulated to calculate the radial deformation, axial compression, and stress distribution of the cavity. If the deformation exceeds the design threshold, optimization is performed by adjusting the size and material of the components to ensure that the overall stiffness of the simulated tooling matches the pressure-bearing deformation characteristics of the target caliper.

[0065] Then, the actual simulation fixture can be clamped onto the test bench. Before testing, the inlet 131 can be connected to the hydraulic pipeline of the test bench via an oil pipe, and the outlet 132 can be connected to the return oil container via an oil pipe. Valves can be installed on each oil pipe. The hydraulic test bench can be started to inject brake fluid into the oil chamber 2 through the inlet 131 and vent gas through the outlet 132. After brake fluid without air bubbles continuously flows out of the outlet 132, the venting work is completed. The valve between the outlet 132 and the return oil container is also mentioned.

[0066] Subsequently, in one implementation, conventional braking pressure of 0-120 bar can be applied in stages, and the actual deformation of each component can be measured using a displacement sensor. The results are then compared with the CAE simulation results and the deformation data of a real brake caliper of the same specification to confirm that the simulated tooling meets the rigid volume reference requirements.

[0067] Alternatively, in another implementation, the deformation of the simulated fixture can be indirectly measured using a volumetric method. For example, a pressure sensor can be installed outside the inlet 131 to detect the internal pressure of the oil chamber 2 after brake fluid is added. To increase data accuracy, a pressure sensor can also be installed at the outlet. Subsequently, a conventional braking pressure of 0-120 bar is applied in stages, while recording the volume of brake fluid consumed. As the pressure increases, the oil chamber expands under internal pressure, increasing its volume. To maintain pressure stability, additional brake fluid needs to be injected. The volume of the injected brake fluid (i.e., the consumed brake fluid) is approximately equal to the increase in the volume of the oil chamber. By comparing the theoretical volume of the oil chamber 2 before deformation with the volume of consumed brake fluid, the deformation of the oil chamber 2 can be roughly determined. By comparing this with the CAE simulation results and the deformation data of a real brake caliper of the same specification, it can be confirmed that the simulated fixture meets the rigid volumetric reference requirements.

[0068] When testing the output force (equivalent to clamping force) of a simulated caliper, the test can be conducted in, but is not limited to, the following ways.

[0069] For example, the simulated fixture is fixed on the clamping force test bench, and the output end of the seal (i.e., the end away from the oil chamber) is coaxially aligned with the standard high-precision clamping force sensor on the bench. The hydraulic bench gradually increases the pressure according to a preset gradient, covering at least the entire range of normal vehicle braking from 0-120 bar. After each pressure level stabilizes, two sets of data are collected simultaneously: the hydraulic pressure P in the oil chamber 2 of the simulated fixture (which can be obtained through a pressure sensor), and the output value F of the standard clamping force sensor. The simulated fixture is supported by rigid materials and has no flexible parts such as rubber to absorb energy. The hydraulic pressure and the output clamping force have a strictly linear relationship, theoretically F=P. S, where P is the hydraulic pressure and S is the effective pressure-bearing area within the oil chamber. Multiple sets of collected data are linearly fitted to generate a standard hydraulic-clamping force calibration curve. The deviation coefficient between the measured values ​​on the test bench and the theoretical standard values ​​is calculated. The deviation compensation coefficient is written into the test bench acquisition system to complete the calibration of the pressure sensor and clamping force acquisition module, establishing a pure hydraulic-clamping force transmission benchmark. After the test bench is calibrated, the simulated fixture can be removed, and the actual brake caliper to be tested can be installed. Clamping force testing can be conducted using the calibrated test bench. If hydraulic pressure is applied at the same gradient, the actual output clamping force of the real caliper is collected. Using the calibrated rigid benchmark as a reference, nonlinear errors caused by caliper dust cover deformation, sealing friction, and casting tolerances can be eliminated, accurately assessing whether the caliper clamping force performance meets design requirements. Specialized tests such as brake hose expansion compensation and hydraulic system response characteristics can also be performed.

[0070] The preferred embodiments of this disclosure have been described in detail above with reference to the accompanying drawings. However, this disclosure is not limited to the specific details of the above embodiments. Within the scope of the technical concept of this disclosure, various simple modifications can be made to the technical solutions of this disclosure, and these simple modifications all fall within the protection scope of this disclosure.

[0071] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. In order to avoid unnecessary repetition, this disclosure will not describe the various possible combinations separately.

[0072] Furthermore, various different embodiments of this disclosure can be combined in any way, as long as they do not violate the spirit of this disclosure, they should also be regarded as the content disclosed in this disclosure.

Claims

1. A simulation tooling for simulating a brake caliper, characterized in that, include: Hydraulic cylinder barrel; A bushing is disposed inside the cylinder barrel, the bushing having an annular inner wall surface; The upper end cap is connected to the first end of the cylinder barrel and abuts against the first end of the bushing; and A sealing element is disposed at the second end of the bushing; The inner wall surfaces of the seal, the upper end cover, and the bushing together form an oil cavity. The upper end cover is provided with an inlet and an outlet that communicate with the oil cavity. The cylinder barrel, the bushing, and the upper end cover are all made of rigid material.

2. The simulation tooling for a simulated brake caliper according to claim 1, characterized in that, The simulated tooling structure allows for adjustment of the oil cavity volume by replacing bushings with different inner diameters.

3. The simulation tooling for a simulated brake caliper according to claim 1 or 2, characterized in that, The first end of the bushing has an annular protrusion extending radially outward, the annular protrusion being sealed between the cylinder barrel and the upper end cap.

4. The simulation tooling for simulating a brake caliper according to claim 3, characterized in that, The first end of the cylinder barrel is provided with an annular first mounting groove, and the annular protrusion is provided in the first mounting groove; and / or, The upper end cap is provided with an annular second mounting groove on the side facing the bushing, and the annular protrusion is provided in the second mounting groove.

5. The simulation tooling for a simulated brake caliper according to claim 3, characterized in that, The bushing and the cylinder barrel are interference-fitted radially; or... The outer wall surface of the bushing is in contact with the inner side surface of the cylinder barrel.

6. The simulation tooling for a simulated brake caliper according to claim 1 or 2, characterized in that, The seal has an end face located within the bushing, and the simulated tooling is configured to adjust the axial position of the end face by adjusting the axial position of the seal, thereby adjusting the volume of the oil chamber.

7. The simulation tooling for a simulated brake caliper according to claim 6, characterized in that, The sealing element includes a shaft, one end of which is located inside the bushing and has the end face, and the other end of which is located outside the bushing and has a flange structure extending radially outward. A gasket fitted onto the shaft is optionally provided between the flange structure and the second end of the bushing. The gasket is made of a rigid material. The simulated tooling is constructed to adjust the axial position of the end face by adjusting the number of gaskets, thereby adjusting the volume of the oil cavity.

8. The simulation tooling for a simulated brake caliper according to claim 7, characterized in that, The simulated tooling also includes an adjusting end cap, which is disposed at the second end of the cylinder barrel. The adjusting end cap has an abutting protrusion extending toward the flange structure, which is used to abut against the side of the flange structure opposite to the gasket.

9. The simulation tooling for a simulated brake caliper according to claim 8, characterized in that, A sealing ring is provided between the adjusting end cover and the cylinder barrel, and the sealing ring surrounds the outside of the abutting protrusion.

10. The simulation tooling for a simulated brake caliper according to claim 7, characterized in that, At least one of the cylinder barrel, the bushing, and the upper end cap is made of chromium-molybdenum alloy steel with a yield strength greater than 800 MPa; and / or, The gasket is made of bearing steel, and the axial dimensional tolerance of the bearing steel is less than or equal to 0.005 mm.

Images