Automobile brake disc stiffness detection device

Abstract

This invention discloses a device for detecting the stiffness of automotive brake discs, belonging to the field of automotive manufacturing technology. The device includes a base plate, with two sets of side support frames fixedly connected to the top of the base plate. Several sets of conveying rollers are movably connected inside the two sets of side support frames, arranged in a linear array. An automotive brake disc is mounted on the top of each conveying roller. This invention features a mechanism where, after the automotive brake disc moves to a suitable position, a position detection block is lowered by pushing the bottom of the brake disc. The lowered position detection block then drives two other detection blocks at the bottom, enabling detection of the brake disc after it has reached its designated position. Subsequent centering and lifting mechanisms, via signals, automatically center and lift the brake disc, achieving automated detection. This automated detection device automates the entire process from loading, positioning, and detecting the brake disc to unloading, significantly reducing manual operation time and labor intensity.

Description

Technical Field

[0001] This utility model relates to the field of automobile manufacturing technology, and in particular to an automobile brake disc stiffness testing device. Background Technology

[0002] The brake disc is the core component of a car's braking system. It is mounted on the wheel hub and works with the brake caliper to convert the vehicle's kinetic energy into heat energy through friction, thereby achieving deceleration or stopping. The performance of the brake disc directly affects the braking effect and vehicle safety. Stiffness testing is a key step in ensuring the performance of the brake disc. A high-stiffness brake disc can maintain a stable shape during braking, reducing deformation and vibration, and improving braking stability and comfort. At the same time, a brake disc with insufficient stiffness is prone to fatigue damage, shortening its service life, and even leading to brake failure, endangering driving safety.

[0003] Traditional automotive brake disc testing devices are mostly unable to achieve automated testing. The operation process is cumbersome, requiring manual placement of the brake discs on the testing platform and adjustment of their position and orientation one by one to ensure precise alignment with the testing equipment. This is not only inefficient but also prone to positioning deviations due to human factors, which in turn affects the testing accuracy and the stability of the results. At the same time, manual testing is labor-intensive, requires high skill levels from operators, and is difficult to improve in terms of testing speed, making it difficult to meet the stringent requirements for testing efficiency and accuracy on large-scale production lines.

[0004] Therefore, this utility model proposes a device for detecting the stiffness of automotive brake discs. Utility Model Content

[0005] The purpose of this invention is to provide an automotive brake disc stiffness testing device to solve the above-mentioned problems.

[0006] To achieve the above objectives, this utility model provides the following technical solution:

[0007] An automotive brake disc stiffness testing device includes a base plate. Two sets of side support frames are fixedly connected to the top of the base plate. Several sets of transmission rollers are movably sleeved inside the two sets of side support frames. The transmission rollers are arranged in a linear array. An automotive brake disc is provided at the top of the transmission rollers. A centering mechanism is movably sleeved on the outer wall of the automotive brake disc. The inner wall of the centering mechanism is fixedly connected to the side support frames.

[0008] A lifting mechanism is provided on the inner side of the conveying roller, and the bottom end of the lifting mechanism is fixedly connected to the base plate.

[0009] Furthermore, the centering mechanism includes four sets of limiting blocks. The inner walls of the four sets of limiting blocks are in contact with the vehicle brake disc. The four sets of limiting blocks are arranged in a circular array with the vehicle brake disc as the center. One end of a transmission rod is fixedly connected to the outer wall of each limiting block. A transmission rotating column is fixedly sleeved inside the other end of the transmission rod. The transmission rotating column is movably sleeved on the outer wall of the transmission rotating column. A gear is fixedly sleeved on the outer wall of the transmission rotating column. A transmission rack meshes on opposite sides of two sets of gears. One end of a transmission rod is hinged to the outer wall of the transmission rack. The two ends of a transmission rod are hinged to opposite sides of the two sets of transmission rods. A rotating shaft is fixedly sleeved inside the transmission rod. The outer wall of the rotating shaft is movably sleeved with the base plate.

[0010] Furthermore, an extension limiting block is fixedly connected to the outer wall of the side support frame. Two sets of transmission rotating columns are movably sleeved inside the extension limiting block. Limiting grooves are opened inside the two sets of transmission rotating columns. Two sets of limiting transmission blocks are slidably sleeved on the inner wall of each limiting groove. The opposite sides of the two sets of limiting transmission blocks are fixedly connected to the transmission rotating column.

[0011] Furthermore, the base plate has two sets of sliding grooves inside, and each sliding groove is slidably fitted with a limiting slider. The limiting slider is elliptical in shape, and its top end is fixedly connected to the transmission rack.

[0012] Furthermore, the lifting mechanism includes four sets of lifting plates. The outer walls of the four sets of lifting plates are disposed inside the conveying rollers and are arranged in a linear array with alternating intervals with the conveying rollers. Lifting columns are fixedly connected to both sides of the bottom end of each lifting plate. The bottom end of each lifting column is fixedly connected to a connecting lifting plate. Four sets of cylinders are fixedly connected to the bottom end of the connecting lifting plate. The four sets of cylinders are arranged in a square four-corner array, and the bottom end of each cylinder is fixedly connected to a base plate.

[0013] Furthermore, position detection blocks are provided on opposite sides of the two sets of conveying rollers. The position detection blocks are triangular in shape. One end of a spring is fixedly connected to the bottom end of the position detection block, and the other end of the spring is fixedly connected to the base plate. Detection block one is fixedly connected to the bottom end of the position detection block, and detection block two is attached to the bottom end of detection block one. The bottom end of detection block two is fixedly connected to the base plate.

[0014] The technical effects and advantages of this utility model are as follows:

[0015] 1. After the car brake disc moves to the appropriate position, the bottom of the car brake disc pushes the position detection block to descend. After descending, the position detection block drives the bottom detection block one and detection block two to realize the detection of the car brake disc after it is in position. This enables the subsequent centering and lifting device to automatically center and fix the car brake disc and lift it through signals, realizing automated detection. The automatic detection device can realize the full automation of the brake disc from loading, positioning, detection to unloading, which greatly reduces the time and labor intensity of manual operation. The automated detection equipment can perform continuous detection, which is suitable for large-scale production environment, can meet the high cycle time requirements of the production line, and improve production efficiency.

[0016] 2. By centering and automatically lifting, the testing environment of the automotive brake disc is kept consistent at all times. Centering can effectively reduce the vibration and shaking of the brake disc during the testing process. Especially when performing dynamic testing, the stable fixing method can ensure that the testing equipment obtains a stable and continuous signal, avoiding signal interference and data fluctuations caused by vibration. The brake disc can be accurately centered and fixed during each test, ensuring the consistency of testing conditions, thereby improving the repeatability and consistency of test results, and facilitating batch testing and quality control. Attached Figure Description

[0017] Figure 1 This is an external structural diagram of the automotive brake disc stiffness testing device of this utility model;

[0018] Figure 2 This is a bottom structural diagram of the automotive brake disc stiffness testing device of this utility model;

[0019] Figure 3 This is a cross-sectional view of the automotive brake disc stiffness testing device of this utility model;

[0020] Figure 4 This is a partial cross-sectional view of the automotive brake disc stiffness testing device of this utility model;

[0021] Figure 5 This is a diagram showing the internal structure of the automotive brake disc stiffness testing device of this utility model.

[0022] Explanation of reference numerals in the attached figures:

[0023] 1. Base plate; 2. Side support frame; 3. Extension limiting block; 4. Transmission rod one; 5. Limiting block; 6. Automobile brake disc; 7. Gear; 8. Limiting slider; 9. Rotating shaft; 10. Transmission roller; 11. Position detection block; 12. Lifting plate; 13. Connecting lifting plate; 14. Cylinder; 15. Lifting column; 16. Spring; 17. Detection block one; 18. Detection block two; 19. Transmission rod two; 20. Transmission rotating column one; 21. Transmission rack; 22. Limiting transmission block; 23. Transmission rotating column two; 24. Transmission rod three. Detailed Implementation

[0024] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0025] Please see Figures 1 to 5 As shown, the automotive brake disc stiffness testing device provided by this utility model includes a base plate 1. Two sets of side support frames 2 are fixedly connected to the top of the base plate 1. Several sets of transmission rollers 10 are movably sleeved inside the two sets of side support frames 2. The transmission rollers 10 are arranged in a linear array. An automotive brake disc 6 is provided at the top of the transmission rollers 10. A centering mechanism is movably sleeved on the outer wall of the automotive brake disc 6. The inner wall of the centering mechanism is fixedly connected to the side support frames 2.

[0026] A lifting mechanism is provided on the inner side of the conveyor roller 10, and the bottom end of the lifting mechanism is fixedly connected to the base plate 1.

[0027] The central mechanism includes four sets of limiting blocks 5. The inner walls of the four sets of limiting blocks 5 are in contact with the car brake disc 6. The four sets of limiting blocks 5 are arranged in a circular array with the car brake disc 6 as the center. The outer walls of the limiting blocks 5 are all fixedly connected to one end of the transmission rod 4. The other end of the transmission rod 4 is fixedly sleeved with the transmission rotating column 23. The outer wall of the transmission rotating column 23 is movably sleeved with the transmission rotating column 20. The outer wall of the transmission rotating column 20 is fixedly sleeved with the gear 7. The two sets of gears 7 mesh with the transmission rack 21 on opposite sides. The outer wall of the transmission rack 21 is hinged to one end of the transmission rod 24. The two sets of transmission rods 24 are hinged to the two ends of the transmission rod 19 on opposite sides. The inside of the transmission rod 19 is fixedly sleeved with the rotating shaft core 9. The outer wall of the rotating shaft core 9 is movably sleeved with the base plate 1.

[0028] An extension limiting block 3 is fixedly connected to the outer wall of the side support frame 2. Two sets of transmission rotating columns 20 are movably sleeved inside the extension limiting block 3. Limiting grooves are opened inside the two sets of transmission rotating columns 20. Two sets of limiting transmission blocks 22 are slidably sleeved on the inner wall of the limiting grooves. The opposite sides of the two sets of limiting transmission blocks 22 are fixedly connected to the transmission rotating column 23.

[0029] By setting a limiting groove inside the first transmission rotating column 20, the second transmission rotating column 23 is sleeved. When the cylinder 14 pushes the car brake disc 6 to rise, the limiting block 5 that is in contact with the car brake disc 6 rises synchronously, thereby causing the second transmission rotating column 23 to slide inside the first transmission rotating column 20, thus avoiding restriction on the lifting of the cylinder 14. However, when the first transmission rotating column 20 rotates, it drives the internal limiting transmission block 22 to rotate synchronously, thereby causing the second transmission rotating column 23 fixed inside the limiting transmission block 22 to rotate synchronously. Through the transmission rod 14, the limiting block 5 is driven to contact the car brake disc 6, so that the device can make the limiting block 5 rise synchronously with the car brake disc 6 without affecting the rotation, thus avoiding affecting the lifting effect of the equipment.

[0030] The base plate 1 has two sets of sliding grooves inside, and each sliding groove is fitted with a limit slider 8. The limit slider 8 is elliptical in shape, and the top of the limit slider 8 is fixedly connected to the transmission rack 21.

[0031] While the transmission rack 21 is pulled or pushed, the limiting slider 8 slides inside the base plate 1. Since the limiting slider 8 is elliptical, the transmission rack 21 always moves in a straight line, avoiding deviation of the movement path of the transmission rack 21 and keeping the movement path of the transmission rack 21 stable.

[0032] The lifting mechanism includes four sets of lifting plates 12. The outer walls of the four sets of lifting plates 12 are set inside the conveyor rollers 10 and are arranged in a linear array with the conveyor rollers 10 at alternating intervals. Lifting columns 15 are fixedly connected to both sides of the bottom end of the lifting plates 12. The bottom end of the lifting columns 15 is fixedly connected to the connecting lifting plate 13. Four sets of cylinders 14 are fixedly connected to the bottom end of the connecting lifting plate 13. The four sets of cylinders 14 are arranged in a square four-corner array. The bottom end of each cylinder 14 is fixedly connected to the base plate 1.

[0033] Position detection blocks 11 are provided on opposite sides of the two sets of conveying rollers 10. The position detection blocks 11 are triangular in shape. One end of a spring 16 is fixedly connected to the bottom end of the position detection block 11. The other end of the spring 16 is fixedly connected to the base plate 1. Detection block one 17 is fixedly connected to the bottom end of the position detection block 11. Detection block two 18 is attached to the bottom end of detection block one 17. The bottom end of detection block two 18 is fixedly connected to the base plate 1.

[0034] Working principle: In use, the detection device is connected to the conveying device. When the car brake disc 6 is conveyed to the top of the device by the conveying device, the bottom end of the car brake disc 6 contacts the top end of the position detection block 11. The inclined surface of the position detection block 11 pushes the position detection block 11 to move downward, thereby driving the first detection block 17 to move downward synchronously until the bottom end of the first detection block 17 is in contact with the second detection block 18, triggering a signal. At this time, the conveying roller 10 that receives the signal stops rolling and drives the rotating shaft 9 to rotate inside the base plate 1 through an external power supply, thereby driving the second transmission rod 19 to rotate simultaneously. As the transmission rod 19 rotates, the two ends of the transmission rod 29, connected by the hinged transmission rod 3 24, pull the transmission racks 21 on both sides to slide inwards synchronously. At this time, the outer wall of the transmission rack 21 meshes with the gears 7 on both sides, causing the two sets of transmission rotating columns 1 20 fixedly sleeved inside the gears 7 to rotate inside the extended limiting block 3. This further drives the transmission rotating column 2 23 to rotate, causing the four sets of transmission rods 1 4 fixedly sleeved at the top of the four sets of transmission rotating columns 2 23 to rotate synchronously toward the side facing the car brake disc 6 until they are in contact with the surface of the car brake disc 6. This pushes the car brake disc 6 to maintain its centered position, ensuring that the brake disc is in the correct position during subsequent testing. Maintaining a stable and precise position reduces measurement errors caused by positional deviations, thereby improving the accuracy and reliability of the test results. When the four sets of limit blocks 5 are in contact with the car brake disc 6, the four sets of cylinders 14 set at the top of the base plate 1 are activated. The output ends of the four sets of cylinders 14 synchronously push the connecting lifting plate 13 to move upward. Through the lifting column 15, the four sets of lifting plates 12 are driven to rise synchronously to the upper end within the gap of the conveying roller 10, and are raised to a suitable detection height. At this time, the detection mechanism at the top performs stiffness detection on the car brake disc 6, thereby achieving the effect of automated detection without the need for manual adjustment. The device can quickly inspect the automotive brake discs 6, improving the inspection efficiency. After the inspection is completed, the device returns to its original position, and the conveyor roller 10 drives the current group of automotive brake discs 6 to the next process. When the automotive brake disc 6 moves away from the upper end of the inspection device, the elastic potential energy of the spring 16 pushes the position detection block 11 back into place, so that the protruding end of the position detection block 11 is higher than the top of the conveyor roller 10 again, and the bottom detection block 17 and detection block 2 18 are no longer attached. When the next group of automotive brake discs 6 moves to the upper end of the inspection device, the cycle repeats, achieving a highly efficient automated inspection effect.

[0035] Finally, it should be noted that the above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Although the present utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A device for testing the stiffness of automotive brake discs, characterized in that, Includes a base plate (1), the top of which is fixedly connected to two sets of side support frames (2), and several sets of conveying rollers (10) are movably sleeved inside the two sets of side support frames (2). The conveying rollers (10) are arranged in a linear array. The top of the conveying rollers (10) is provided with an automobile brake disc (6). The outer wall of the automobile brake disc (6) is movably sleeved with a centering mechanism. The inner wall of the centering mechanism is fixedly connected to the side support frames (2). A lifting mechanism is provided on the inner side of the conveying roller (10), and the bottom end of the lifting mechanism is fixedly connected to the base plate (1).

2. The automotive brake disc stiffness testing device according to claim 1, characterized in that, The centering mechanism includes four sets of limiting blocks (5). The inner walls of the four sets of limiting blocks (5) are in contact with the vehicle brake disc (6). The four sets of limiting blocks (5) are arranged in a circular array with the vehicle brake disc (6) as the center. The outer walls of each limiting block (5) are fixedly connected to one end of a transmission rod (4). The other end of the transmission rod (4) is fixedly sleeved with a transmission rotating column (23). The outer wall of the transmission rotating column (23) is movably sleeved with a transmission rotating column (20). The outer wall of the first transmission rotating column (20) is fixedly sleeved with a gear (7), wherein the two sets of gears (7) mesh with the opposite sides of the transmission rack (21), the outer wall of the transmission rack (21) is hinged to one end of the third transmission rod (24), the two sets of the third transmission rod (24) are hinged to the opposite sides of the two ends of the second transmission rod (19), the inner wall of the second transmission rod (19) is fixedly sleeved with a rotating shaft core (9), and the outer wall of the rotating shaft core (9) is movably sleeved with the base plate (1).

3. The automotive brake disc stiffness testing device according to claim 1, characterized in that, The outer wall of the side support frame (2) is fixedly connected to an extension limiting block (3). The inside of the extension limiting block (3) is movably sleeved with two sets of transmission rotating columns one (20). The inside of the two sets of transmission rotating columns one (20) is provided with limiting grooves. The inner wall of the limiting groove is slidably sleeved with two sets of limiting transmission blocks (22). The opposite sides of the two sets of limiting transmission blocks (22) are fixedly connected to the transmission rotating column two (23).

4. The automotive brake disc stiffness testing device according to claim 1, characterized in that, The base plate (1) has two sets of sliding grooves inside, and each sliding groove is fitted with a limiting slider (8). The limiting slider (8) is elliptical, and the top of the limiting slider (8) is fixedly connected to the transmission rack (21).

5. The automotive brake disc stiffness testing device according to claim 1, characterized in that, The lifting mechanism includes four sets of lifting plates (12). The outer walls of the four sets of lifting plates (12) are set inside the conveying rollers (10) and are arranged in a linear array with the conveying rollers (10) at alternating intervals. Lifting columns (15) are fixedly connected to both sides of the bottom end of the lifting plates (12). The bottom end of the lifting columns (15) is fixedly connected to the connecting lifting plate (13). The bottom end of the connecting lifting plate (13) is fixedly connected to four sets of cylinders (14). The four sets of cylinders (14) are arranged in a square four-corner array. The bottom end of each cylinder (14) is fixedly connected to the base plate (1).

6. The automotive brake disc stiffness testing device according to claim 1, characterized in that, Two sets of conveying rollers (10) are provided with position detection blocks (11) on opposite sides. The position detection blocks (11) are triangular. One end of a spring (16) is fixedly connected to the bottom end of the position detection block (11). The other end of the spring (16) is fixedly connected to the base plate (1). Detection block one (17) is fixedly connected to the bottom end of the position detection block (11). Detection block two (18) is attached to the bottom end of detection block one (17). The bottom end of detection block two (18) is fixedly connected to the base plate (1).

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