Fatigue strength testing device for electronic mechanical brake

Abstract

The utility model belongs to the technical field of automobile part bench test, and discloses an electronic mechanical brake fatigue strength testing device, which comprises a motor, a speed reducer, a fixed flange, a bearing assembly and a rotary flange, and is characterized in that the speed reducer is in transmission connection with an output shaft of the motor; the fixed flange is fixedly installed on a shell of the speed reducer. The bearing assembly is fixedly installed on the fixing flange, the brake is fixedly installed on the bearing assembly, and the fixing flange and the bearing assembly are static connecting parts. The rotating flange is installed on a transmission shaft of the speed reducer, the brake disc is fixedly installed on the rotating flange, the speed reducer and the rotating flange are dynamic connecting parts, and the brake is screwed into the peripheral edge of the brake disc and used for clamping or releasing the brake disc. The layout structure of the fatigue strength testing device for the electronic mechanical brake is optimized, so that the fatigue strength testing device is convenient to disassemble and assemble, the structure is simplified, and the cost is reduced.

Description

Technical Field

[0001] The utility model relates to the technical field of bench tests for automotive parts, and particularly to a fatigue strength testing device for electromechanical brakes. Background Art

[0002] The automotive braking system is one of the core components of vehicle safety performance. As key components in the braking system, the performance of brake calipers and brakes plays a decisive role in the effectiveness and reliability of the entire braking system. Brake calipers are usually made of high-strength alloy materials to withstand the huge torsional stress during vehicle braking. However, during long-term use, brake calipers and brakes may be subjected to a lot of torsional stress. Therefore, it is very important to understand the torsional fatigue strength of brake calipers and brakes. The torsional fatigue strength test is a standard method for evaluating the performance of brake calipers. Through this method, the torsional stress borne by the brake caliper during long-term use can be simulated to determine whether it has sufficient fatigue strength to meet the safety performance requirements.

[0003] The existing testing devices have relatively complex structures and high costs. For example, the application number is CN202221729849.9, and the application name is a torsional fatigue strength test bench for brakes. Its composition structure is complex and it is not convenient to disassemble and assemble. Summary of the Utility Model

[0004] The purpose of the utility model is to provide a fatigue strength testing device for electromechanical brakes, optimize the structural layout, facilitate disassembly and assembly, and reduce costs.

[0005] To achieve this purpose, the utility model adopts the following technical solutions:

[0006] A fatigue strength testing device for electromechanical brakes, comprising:

[0007] A motor;

[0008] A speed reducer, which is in transmission connection with the output shaft of the motor;

[0009] A fixed flange, which is fixedly installed on the outer shell of the speed reducer;

[0010] A bearing assembly, which is fixedly installed on the fixed flange, and the brake is fixedly installed on the bearing assembly. The fixed flange and the bearing assembly are static connection components;

[0011] A rotating flange, which is installed on the transmission shaft of the speed reducer, and the brake disc is fixedly installed on the rotating flange. The speed reducer and the rotating flange are dynamic connection components. The peripheral edge of the brake disc is screwed into the brake, and the brake is used to clamp or release the brake disc.

[0012] As an alternative technical solution, the bearing assembly includes an adapter sleeve and a bearing sleeve. The adapter sleeve is detachably installed at the end of the fixed flange, the bearing sleeve is detachably installed at one end of the adapter sleeve away from the fixed flange, and the brake is installed on the bearing sleeve.

[0013] As an alternative technical solution, the bearing sleeve is provided with a bearing portion protruding radially, and the brake is fixedly installed on the bearing portion.

[0014] As an alternative technical solution, a transmission sleeve is fixedly sleeved on the circumference of the transmission shaft. One end of the transmission sleeve is located outside the fixed flange and is connected to the rotating flange, and the other end of the transmission sleeve is located inside the fixed flange.

[0015] As an alternative technical solution, a gap is formed between the outer wall of the transmission sleeve and the inner wall of the fixed flange.

[0016] As an alternative technical solution, the inner wall of the transmission sleeve is in close contact with the outer wall of the transmission shaft.

[0017] As an alternative technical solution, the transmission shaft is horizontally arranged and is coaxially arranged with the rotating flange.

[0018] As an alternative technical solution, the bearing portion is located above the rotating flange.

[0019] As an alternative technical solution, the motor is installed on the top of the housing. The central axis of the output shaft of the motor extends in the vertical direction. The speed reducer includes two transmission shafts, and the two transmission shafts are symmetrically arranged on both sides of the output shaft of the motor. There are two fixed flanges, two bearing assemblies and two rotating flanges, and the two fixed flanges, two bearing assemblies and two rotating flanges are symmetrically arranged on both sides of the output shaft of the motor.

[0020] As an alternative technical solution, the adapter sleeve and the fixed flange are fixedly connected by bolts; the bearing sleeve and the adapter sleeve are fixedly connected by bolts.

[0021] Advantages of the present utility model:

[0022] The fatigue strength testing device for an electromechanical brake provided by the present utility model includes a motor, a speed reducer, a fixed flange, a bearing assembly, and a rotating flange. The speed reducer is in transmission connection with the output shaft of the motor; the fixed flange is fixedly installed on the outer shell of the speed reducer; the bearing assembly is fixedly installed on the fixed flange, and the brake is fixedly installed on the bearing assembly. The fixed flange and the bearing assembly are static connection components; the rotating flange is installed on the transmission shaft of the speed reducer, and the brake disc is fixedly installed on the rotating flange. The speed reducer and the rotating flange are dynamic connection components. The peripheral edge of the brake disc is screwed into the brake, and the brake is used to clamp or release the brake disc.

[0023] After the brake disc is installed on the rotating flange and the brake is installed on the bearing assembly, the motor is started. The power output by the motor is decelerated by the speed reducer and then drives the rotating flange by the transmission shaft. The brake disc installed on the rotating flange rotates synchronously. When performing the fatigue strength test, the brake repeatedly clamps and releases the brake disc. Since the brake is installed on the bearing assembly and the bearing assembly is installed on the outer shell of the speed reducer through the fixed flange, the support components such as brackets and bases are reduced, the cost is reduced, and the floor space is reduced. The bearing assembly and the fixed flange can ensure the installation stability of the brake and prevent it from being driven by the brake disc.

[0024] The present utility model uses the bearing assembly to bear the brake and the rotating flange to bear the brake disc, which facilitates the replacement of the brake and the brake disc. It is also possible to remove the bearing assembly and the brake together or remove the rotating flange and the brake disc together, reducing the disassembly process and improving the detection efficiency. Description of the Drawings

[0025] Figure 1 is a schematic structural diagram of the fatigue strength testing device for an electromechanical brake of the present utility model;

[0026] Figure 2 is a cross-sectional view of the fatigue strength testing device for an electromechanical brake of the present utility model;

[0027] Figure 3 is Figure 2 a partial enlarged view of position A in

[0028] In the figure:

[0029] 100. Brake disc; 200. Brake;

[0030] 1. Motor;

[0031] 2. Speed reducer; 21. Outer shell; 22. Transmission shaft;

[0032] 3. Fixed flange;

[0033] 4. Bearing assembly; 41. Adapter sleeve; 42. Bearing sleeve; 421. Bearing part;

[0034] 5. Rotating flange;

[0035] 6. Transmission sleeve. Specific embodiments

[0036] The following further describes the present utility model in detail with reference to the drawings and embodiments. It can be understood that the specific embodiments described herein are only used to explain the present utility model, rather than limiting the present utility model. In addition, it should be noted that for the convenience of description, only the parts related to the present utility model are shown in the drawings, rather than all the structures.

[0037] In the description of the present utility model, unless otherwise clearly defined and limited, the terms "connected", "connected", and "fixed" should be understood in a broad sense. For example, it can be a fixed connection, a connection, or integrated; it can be a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium, and it can be the communication inside two elements or the interaction relationship between two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present utility model can be understood according to specific situations.

[0038] In the present utility model, unless otherwise clearly defined and limited, the first feature being "above" or "below" the second feature may include the direct contact between the first and second features, or may include the situation where the first and second features are not in direct contact but in contact through other features between them. Moreover, the first feature being "above", "above", and "on" the second feature includes the first feature being directly above and obliquely above the second feature, or merely indicating that the horizontal height of the first feature is higher than that of the second feature. The first feature being "below", "below", and "under" the second feature includes the first feature being directly below and obliquely below the second feature, or merely indicating that the horizontal height of the first feature is lower than that of the second feature.

[0039] In the description of this embodiment, the orientation or positional relationships such as "above", "below", "right", etc. are based on the orientation or positional relationships shown in the drawings. It is only for the convenience of description and simplifying the operation, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation. Therefore, it should not be understood as a limitation to the present utility model. In addition, the terms "first" and "second" are only used for distinction in description and do not have special meanings.

[0040] As Figures 1 to 3As shown, this embodiment provides an electronic mechanical brake fatigue strength testing device, which includes a motor 1, a reducer 2, a fixed flange 3, a bearing assembly 4 and a rotating flange 5; the reducer 2 is drivingly connected to the output shaft of the motor 1; the fixed flange 3 is fixedly installed on the housing 21 of the reducer 2; the bearing assembly 4 is fixedly installed on the fixed flange 3, and the brake 200 is fixedly installed on the bearing assembly 4, and the fixed flange 3 and the bearing assembly 4 are static connection components; the rotating flange 5 is installed on the transmission shaft 22 of the reducer 2, and the brake disc 100 is fixedly installed on the rotating flange 5, and the reducer 2 and the rotating flange 5 are dynamic connection components, and the peripheral edge of the brake disc 100 is screwed into the brake 200, and the brake 200 is used to clamp or release the brake disc 100.

[0041] The fixed flange 3 is fixedly installed on the housing 21 of the reducer 2, and the bearing assembly 4 is fixedly installed on the fixed flange 3. No matter whether the brake 200 is in a clamped state or a released state for the brake disc 100, the fixed flange 3 and the bearing assembly 4 are both fixed and are static connection components, statically supporting the brake 200; the reducer 2 is connected to the output shaft of the motor 1 in a transmission manner, and the rotating flange 5 is installed on the transmission shaft 22 of the reducer 2. When the motor 1 is started, the transmission shaft 22 and the rotating flange 5 both rotate, and are dynamic connection components, driving the brake disc 100 to rotate.

[0042] Specifically, after the brake disc 100 is installed on the rotating flange 5 and the brake 200 is installed on the bearing assembly 4, the motor 1 is started. The power output by the motor 1 is decelerated by the reducer 2, and then driven by the transmission shaft 22 to drive the rotating flange 5. The brake disc 100 installed on the rotating flange 5 rotates synchronously. When the fatigue strength test is performed, the brake 200 repeatedly clamps and releases the brake disc 100. Since the brake 200 is installed on the bearing assembly 4, the bearing assembly 4 is installed on the housing 21 of the reducer 2 through the fixed flange 3, which reduces supporting components such as brackets and bases, reduces costs, and reduces floor space. The bearing assembly 4 and the fixed flange 3 can ensure the installation stability of the brake 200 and avoid being driven by the brake disc 100.

[0043] This embodiment uses the bearing assembly 4 to bear the brake 200 and uses the rotating flange 5 to bear the brake disc 100, so as to facilitate the replacement of the brake 200 and the brake disc 100. The bearing assembly 4 and the brake 200 can also be removed together or the rotating flange 5 and the brake disc 100 can be removed together, so as to reduce the disassembly process and improve the detection efficiency.

[0044] In the prior art, the brake 200 is installed on a bracket or a base, and both the bracket and the base occupy a certain spatial position, which is not conducive to miniaturization. In this embodiment, the brake 200 is installed on the bearing assembly 4, eliminating the need for an additional bracket or base, reducing costs, and facilitating miniaturization. The transmission shaft 22 of the speed reducer 2 transmits torque to the brake disc 100. When the brake 200 clamps the brake disc 100, the brake 200 also transmits the torque to the housing 21 of the speed reducer 2.

[0045] Using a detection unit such as a temperature sensor, a torque sensor, etc. to detect the temperature change and torque change of the brake disc 100, and thus judging the fatigue strength of the brake disc 100 is prior art, which will not be elaborated in this embodiment one by one.

[0046] Optionally, the bearing assembly 4 includes an adapter sleeve 41 and a bearing sleeve 42. The adapter sleeve 41 is detachably installed at the end of the fixed flange 3, and the bearing sleeve 42 is detachably installed at one end of the adapter sleeve 41 away from the fixed flange 3. The brake 200 is installed on the bearing sleeve 42.

[0047] The adapter sleeve 41 and the bearing sleeve 42 are connected by a threaded fastener such as a bolt. When it is necessary to disassemble the brake 200, after removing the bolt between the adapter sleeve 41 and the bearing sleeve 42, then remove the bearing sleeve 42 and the brake 200 together, and the adapter sleeve 41 remains fixed to the fixed flange 3.

[0048] Optionally, the bearing sleeve 42 is provided with a radially protruding bearing portion 421, and the brake 200 is installed on the bearing portion 421. The gap between the brake 200 and the rotating flange 5 and the gap between the brake 200 and the adapter sleeve 41 are both appropriately increased, which can prevent the rotating flange 5 in the rotating state from touching the brake 200 and other related parts.

[0049] Optionally, a transmission sleeve 6 is fixedly sleeved on the circumference of the transmission shaft 22. One end of the transmission sleeve 6 is located outside the fixed flange 3 and is connected to the rotating flange 5, and the other end of the transmission sleeve 6 is located inside the fixed flange 3.

[0050] The transmission shaft 22 is the output shaft of the speed reducer 2 and is not convenient to replace. It is necessary to avoid situations such as the slipping and damage of the threaded holes on the transmission shaft 22. Therefore, in this embodiment, a transmission sleeve 6 is fixedly sleeved on the circumference of the transmission shaft 22. The transmission sleeve 6 is used as a consumable and serves to protect the transmission shaft 22. The transmission sleeve 6 is connected to the rotating flange 5. When the rotating flange 5 and the brake disc 100 are replaced together, they will not touch the transmission shaft 22.

[0051] Optionally, the rotating flange 5 is fixed to the end of the transmission sleeve 6 by a threaded fastener such as a bolt. When it is necessary to replace the rotating flange 5 and the brake disc 100 together, the user needs to quickly remove the bolt.

[0052] Optionally, a gap is formed between the outer wall of the transmission sleeve 6 and the inner wall of the fixed flange 3. When the transmission sleeve 6 rotates synchronously with the transmission shaft 22, the outer wall of the transmission sleeve 6 does not touch the inner wall of the fixed flange 3, thus avoiding abrasion.

[0053] Optionally, the inner wall of the transmission sleeve 6 is in close contact with the outer wall of the transmission shaft 22.

[0054] In this embodiment, the transmission shaft 22 is horizontally arranged and coaxial with the rotating flange 5. During the process of the brake 200 mounted on the bearing assembly 4 clamping and releasing the brake disc 100, no additional force in other directions is applied to the brake disc 100.

[0055] In some other embodiments, the transmission shaft 22 is vertically arranged and coaxial with the rotating flange 5.

[0056] Optionally, the bearing part 421 is located above the rotating flange 5. Therefore, the brake 200 is located above the rotating flange. The brake 200 is fixed by means of a supporting effect rather than a pulling effect, and the installation stability of the brake 200 is better.

[0057] Optionally, the motor 1 is installed on the top of the housing 21. The central axis of the output shaft of the motor 1 extends in the vertical direction. The speed reducer 2 includes two transmission shafts 22, and the two transmission shafts 22 are symmetrically arranged on both sides of the output shaft of the motor 1. There are two fixed flanges 3, two bearing assemblies 4 and two rotating flanges 5, and the two fixed flanges 3, the two bearing assemblies 4 and the two rotating flanges 5 are all symmetrically arranged on both sides of the output shaft of the motor 1.

[0058] Optionally, the adapter sleeve 41 and the fixed flange 3 are fixedly connected by bolts; the bearing sleeve 42 and the adapter sleeve 41 are fixedly connected by bolts.

[0059] Obviously, the above-mentioned embodiments of the present invention are merely examples for clearly illustrating the present invention, rather than limiting the implementation manners of the present invention. For those of ordinary skill in the art, various obvious changes, re-adjustments and substitutions can be made without departing from the protection scope of the present invention. It is not necessary and impossible to enumerate all the implementation manners here. Any modifications, equivalent substitutions and improvements made within the spirit and principle of the present invention shall be included in the protection scope of the claims of the present invention.

Claims

1. An electromechanical brake fatigue strength testing device, characterized in that: include: Motor (1); A reducer (2) drivingly connected to the output shaft of the motor (1); A fixed flange (3) fixedly mounted on a housing (21) of the reducer (2); A bearing assembly (4) is fixedly mounted on the fixing flange (3), and a brake (200) is fixedly mounted on the bearing assembly (4); the fixing flange (3) and the bearing assembly (4) are static connection components; A rotating flange (5) is mounted on a transmission shaft (22) of the reducer (2); a brake disc (100) is fixedly mounted on the rotating flange (5); the reducer (2) and the rotating flange (5) are dynamically connected components; a peripheral edge of the brake disc (100) is screwed into the brake (200); and the brake (200) is used to clamp or release the brake disc (100).

2. The electronic mechanical brake fatigue strength testing device according to claim 1, characterized in that: The bearing assembly (4) comprises an adapter sleeve (41) and a bearing sleeve (42); the adapter sleeve (41) is detachably mounted on the end of the fixed flange (3); the bearing sleeve (42) is detachably mounted on an end of the adapter sleeve (41) away from the fixed flange (3); and the brake (200) is mounted on the bearing sleeve (42).

3. The electronic mechanical brake fatigue strength testing device according to claim 2, characterized in that: The bearing sleeve (42) is provided with a bearing portion (421) protruding in the radial direction, and the brake (200) is fixedly mounted on the bearing portion (421).

4. The electronic mechanical brake fatigue strength testing device according to claim 3, characterized in that: A transmission sleeve (6) is provided on the peripheral fixed sleeve of the transmission shaft (22), one end of the transmission sleeve (6) is located outside the fixed flange (3) and connected to the rotating flange (5), and the other end of the transmission sleeve (6) is located inside the fixed flange (3).

5. The electronic mechanical brake fatigue strength testing device according to claim 4, characterized in that: A gap is formed between the outer wall of the transmission sleeve (6) and the inner wall of the fixing flange (3).

6. The electronic mechanical brake fatigue strength testing device according to claim 4, characterized in that: The inner wall of the transmission sleeve (6) is in tight contact with the outer wall of the transmission shaft (22).

7. The electronic mechanical brake fatigue strength testing device according to claim 3, characterized in that: The transmission shaft (22) is arranged horizontally, and the transmission shaft (22) and the rotating flange (5) are arranged coaxially.

8. The electronic mechanical brake fatigue strength testing device according to claim 7, characterized in that: The bearing portion (421) is located above the rotating flange (5).

9. The electromechanical brake fatigue strength testing device according to claim 1, characterized in that: The motor (1) is mounted on the top of the housing (21), the central axis of the output shaft of the motor (1) extends in the vertical direction, the reducer (2) comprises two transmission shafts (22), the two transmission shafts (22) are symmetrically arranged on both sides of the output shaft of the motor (1), the fixed flange (3), the bearing assembly (4) and the rotating flange (5) are each provided with two, the two fixed flanges (3), the two bearing assemblies (4) and the two rotating flanges (5) are all symmetrically arranged on both sides of the output shaft of the motor (1).

10. The electronic mechanical brake fatigue strength testing device according to claim 2, characterized in that: The adapter sleeve (41) and the fixing flange (3) are fixedly connected by bolts; The bearing sleeve (42) and the adapter sleeve (41) are fixedly connected by bolts.

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