A test fixture for strength testing of automobile brake support

Abstract

This utility model discloses a test fixture for testing the strength of automotive brake brackets, relating to the field of automotive brake technology. Its key technical features include an L-plate and a sliding track formed on the horizontal plate of the L-plate. A convex slider is slidably connected to the inner cavity of the sliding track, and a movable base plate is fixedly mounted on the convex slider. This utility model, by setting a multi-directional force application structure, can effectively simulate the multi-directional dynamic load caused by tire rotation during braking, replicating the complex alternating stress borne by the brake bracket mounting hole and guide pin hole. Simultaneously, by using a second electric telescopic rod to push the movable base plate, it simulates both the installation stiffness in actual vehicle conditions and the tensile load simulation on the caliper mounting arm. This solves the problem of traditional test fixtures being limited to single-direction loading, improving the accuracy and consistency of test data, and enabling a more realistic assessment of the bracket's durability and reliability under complex stress environments.

Description

Technical Field

[0001] This utility model relates to the field of automotive brake technology, specifically a test fixture for testing the strength of automotive brake brackets. Background Technology

[0002] The brake bracket of an automobile is not just a simple "iron frame". As the core load-bearing component connecting the brake caliper and the steering knuckle, it undertakes the key tasks of fixing the caliper, guiding the brake pads to slide, and transmitting braking torque. Its structural strength, fatigue life and dynamic response characteristics directly determine the performance of the vehicle's braking system and driving safety.

[0003] However, most of the test fixtures used in current tests are still limited to single-direction loading conditions, which cannot accurately reproduce the multi-directional force state that exists in the actual braking process. This test condition is seriously inconsistent with the real situation, which makes it impossible to fully evaluate the durability and reliability of the bracket under complex alternating loads, resulting in a significant deviation between the test data and the actual performance. Therefore, we propose a new type of test fixture for testing the strength of automotive brake brackets. Utility Model Content

[0004] To address the shortcomings of existing technologies, this utility model provides a testing fixture for testing the strength of automotive brake brackets, which can effectively solve the problems mentioned in the background art.

[0005] To achieve the above objectives, the present invention provides the following technical solution: a test fixture for testing the strength of an automobile brake bracket, comprising an L-plate and a slide rail formed on the horizontal plate of the L-plate, wherein a convex slider is slidably connected to the inner cavity of the slide rail, a movable base plate is fixedly mounted on the convex slider, and a multi-directional force application structure is provided on the movable base plate.

[0006] The multi-directional force application structure includes a self-locking motor fixedly mounted on a movable base plate. A drive gear is fixedly mounted on the output end of the self-locking motor. A driven gear ring meshes with the outer side of the drive gear. Several circumferentially distributed connecting oblique rods are fixedly mounted on the outer side of the driven gear ring. A linkage shaft collar is fixedly mounted on the end of the connecting oblique rod away from the driven gear ring. A first electric telescopic rod is fixedly mounted on the inner side of the linkage shaft collar. The output end of the first electric telescopic rod is rotatably connected to the upright through a rotating seat. Guide pin fixing rods are symmetrically mounted on the upright.

[0007] Preferably, anti-detachment plates are fixedly installed on both sides of the driving gear, the anti-detachment plates are located on both sides of the driven gear ring, and the outer diameter of the anti-detachment plates is larger than the inner diameter of the driven gear ring.

[0008] Preferably, a second electric telescopic rod is symmetrically installed laterally on the vertical plate of the L-plate, and the output end of the second electric telescopic rod is fixedly connected to the movable base plate.

[0009] Preferably, brake bracket fixing rods are vertically and symmetrically installed on the vertical plate of the L plate.

[0010] Preferably, there are two guide pin fixing rods and two brake bracket fixing rods.

[0011] Preferably, each of the guide pin fixing rods and brake bracket fixing rods is threaded with two positioning screw nuts.

[0012] Preferably, the cross-sectional shape of the slide rail matches the shape of the convex slider to achieve a sliding connection.

[0013] Preferably, the number of connecting diagonal rods is five, and they are evenly distributed along the circumference of the driven gear ring.

[0014] Compared with the prior art, the present invention has the following beneficial effects:

[0015] 1. By setting up a multi-directional force application structure, including a self-locking motor, driving gear, driven gear ring, connecting diagonal rod, linkage shaft ring and first electric telescopic rod, it is possible to simulate the multi-directional dynamic load caused by tire rotation during braking, realize the reproduction of the complex alternating stress borne by the brake bracket mounting hole and guide pin hole, and evaluate the durability and reliability of the bracket under real braking conditions.

[0016] 2. By setting a second electric telescopic rod to push the moving base plate along the slide rail, combined with the dual-point locking structure of the brake bracket fixing rod and the guide pin fixing rod, the installation stiffness of the actual vehicle installation state is simulated, and the tensile load of the brake bracket caliper mounting arm is simulated. This effectively restores the stress state of the bracket during braking and improves the accuracy of test data and the consistency of working conditions. Attached Figure Description

[0017] Figure 1 This is a complete structural schematic diagram of the present invention;

[0018] Figure 2 This utility model Figure 1 Another perspective structural diagram;

[0019] Figure 3 This is a schematic diagram of the multi-directional force application structure of this utility model;

[0020] Figure 4 This utility model Figure 3 Another perspective structural diagram;

[0021] Figure 5 This utility model Figure 4 Enlarged structural diagram at point A above;

[0022] Figure 6 This is a schematic diagram of the structure of the driving gear and driven gear ring of this utility model.

[0023] In the picture:

[0024] 1. L-plate; 2. Slide rail; 3. Moving base plate; 4. Multi-directional force application structure; 401. Motor with self-locking function; 402. Drive gear; 403. Driven gear ring; 404. Connecting diagonal rod; 405. Linkage shaft collar; 406. First electric telescopic rod; 407. Upright pole; 408. Guide pin fixing rod; 5. Second electric telescopic rod; 6. Brake bracket fixing rod; 7. Positioning screw nut. Detailed Implementation

[0025] In this utility model, unless otherwise stated, the orientations used, such as "up" and "down", usually refer to the direction shown in the accompanying drawings, or to the vertical, perpendicular, or gravitational direction; similarly, for ease of understanding and description, "left" and "right" usually refer to the left and right shown in the accompanying drawings; "inner" and "outer" refer to the inner and outer contours of each component itself, but the above directional terms are not used to limit this utility model.

[0026] This utility model provides a technical solution:

[0027] Please see Figures 1-6 A test fixture for testing the strength of automotive brake brackets includes an L-plate 1 and a slide rail 2 formed on the horizontal plate of the L-plate 1. A convex slider is slidably connected to the inner cavity of the slide rail 2. A movable base plate 3 is fixedly mounted on the convex slider. A multi-directional force application structure 4 is provided on the movable base plate 3.

[0028] The multi-directional force application structure 4 includes a self-locking motor 401 fixedly mounted on the movable base plate 3. A drive gear 402 is fixedly mounted on the output end of the self-locking motor 401. A driven gear ring 403 meshes with the outer side of the drive gear 402. Several circumferentially distributed connecting rods 404 are fixedly mounted on the outer side of the driven gear ring 403. A linkage shaft ring 405 is fixedly mounted on the end of the connecting rod 404 away from the driven gear ring 403. A first electric telescopic rod 406 is fixedly mounted on the inner side of the linkage shaft ring 405. The output end of the first electric telescopic rod 406 is rotatably connected to the upright 407 through a rotating seat. Guide pin fixing rods 408 are symmetrically mounted on the upright 407.

[0029] The multi-directional force application structure 4 drives the active gear 402 through the motor 401 to rotate the driven gear ring 403. The motion is transmitted to the linkage ring 405 through the circumferentially distributed connecting diagonal rods 404, thereby adjusting the spatial angle of the first electric telescopic rod 406 so that it can apply loads to the guide pin holes of the brake bracket from different directions. This simulates the multi-directional dynamic alternating stress caused by the rotation of the tire during actual braking, effectively reproducing the stress state of the bracket under complex working conditions and improving the authenticity and accuracy of the test.

[0030] In some embodiments, anti-detachment plates are fixedly installed on both sides of the driving gear 402. The anti-detachment plates are located on both sides of the driven gear ring 403, and the outer diameter of the anti-detachment plates is larger than the inner diameter of the driven gear ring 403.

[0031] In this embodiment, the anti-detachment plate, through its outer diameter structure which is larger than the inner diameter of the driven gear ring 403, forms axial constraints from both sides during gear transmission. Its function is to prevent the driven gear ring 403 from axially moving or even disengaging when rotating or under force, ensuring the continuity and stability of power transmission, and guaranteeing the safety of the testing process and the accuracy of the results.

[0032] Please see Figure 1 and Figure 2 A second electric telescopic rod 5 is symmetrically installed horizontally on the vertical plate of L plate 1, and the output end of the second electric telescopic rod 5 is fixedly connected to the movable base plate 3.

[0033] During operation, the second electric telescopic rod 5 directly pushes the moving base plate 3 and its multi-directional force application structure 4 to move laterally along the slide rail 2 through the telescopic movement of its output end, simulating the tensile load on the caliper mounting arm during braking, and ensuring the precise alignment and clamping of the guide pin hole.

[0034] Please see Figure 1 and Figure 2 Brake bracket fixing rods 6 are vertically and symmetrically installed on the vertical plate of L1.

[0035] During operation, the brake bracket fixing rod 6 passes through the mounting hole of the bracket under test and is locked in both directions by the positioning screw nuts 7 at both ends. Its function is to achieve initial fixation of the brake bracket, provide a stable installation benchmark, and form a dual-point constraint together with the guide pin fixing rod 408 to simulate the installation stiffness of the actual vehicle installation state and ensure that the stress state of the bracket during the test is real and reliable.

[0036] In some embodiments, there are two guide pin fixing rods 408 and two brake bracket fixing rods 6.

[0037] In this embodiment,

[0038] Both the guide pin fixing rod 408 and the brake bracket fixing rod 6 are set to two rods, which are inserted into the guide pin hole and the mounting hole of the bracket respectively during operation. The four-point bidirectional locking is achieved by the positioning screw nut 7. Its function is to form a stable dual-point constraint structure, evenly distribute the load, simulate the actual assembly state, prevent the occurrence of off-center load or torsion during the test, and ensure that the force is real and reliable.

[0039] Please see Figure 1 , Figure 2 and Figure 3 Each guide pin fixing rod 408 and brake bracket fixing rod 6 is threaded with two positioning screw nuts 7.

[0040] During operation, the positioning screw nut 7 is tightened by engaging with the threaded connection of the fixing rod, thereby achieving bidirectional clamping and fixing of the brake bracket, providing adjustable locking force, and ensuring that the bracket remains stable and does not shift during testing.

[0041] In some embodiments, the cross-sectional shape of the slide rail 2 matches the shape of the convex slider to achieve a sliding connection.

[0042] In this embodiment, the sliding track 2 and the convex slider form a tight sliding fit through their matching cross-sectional shapes during operation, providing precise lateral guidance and a stable movement trajectory for the moving substrate 3, preventing offset or jamming during load application, and ensuring that the multi-directional force application structure 4 can be accurately aligned and act on the test bracket.

[0043] In some embodiments, the number of connecting diagonal rods 404 is five, and they are evenly distributed around the driven gear ring 403.

[0044] In this embodiment, during operation, the connecting diagonal rod 404 transmits the rotational motion of the driven gear ring 403 synchronously and smoothly to the linkage shaft ring 405 through its five circumferentially evenly distributed structures. This ensures that the first electric telescopic rod 406 is subjected to balanced force when the spatial angle is adjusted, avoiding off-center load or vibration. This ensures the accuracy and stability of multi-directional load application and improves the reliability of test results.

[0045] In practical use, the working principle of this utility model is as follows:

[0046] During the installation phase, the operator first passes the two brake bracket fixing rods 6 through the mounting holes of the brake bracket of the vehicle under test, and uses the two positioning nuts 7 on each fixing rod to lock them in both directions, ensuring that the bracket maintains the same installation rigidity and connection reliability as the actual vehicle condition during the test. At this time, the second electric telescopic rod 5 is in the extended state, pushing the moving base plate 3 to move along the slide rail 2 of the L plate 1 away from the vertical plate, providing sufficient operating space for the rapid positioning and clamping of the brake bracket.

[0047] After the initial fixing of the bracket is completed, the second electric telescopic rod 5 is retracted, driving the moving base plate 3 and the entire multi-directional force application structure 4 to move towards the L plate 1, so that the two guide pin fixing rods 408 are precisely inserted into the guide pin holes of the brake bracket. Secondary locking is achieved through the positioning screw nuts 7 on the guide pin fixing rods 408, forming a dual-point fixing structure. This simulates the actual assembly relationship between the brake pad assembly and the wheel hub, and ensures that the force state of the guide pin holes during the test is highly consistent with the actual braking conditions, effectively restoring the constraint conditions of the bracket during real braking.

[0048] During the test, by controlling the extension of the second electric telescopic rod 5, the moving base plate 3 and the multi-directional force application structure 4 are moved outward as a whole. This simulates the braking condition where the air pump inflates, the brake pads press against the wheel hub, and the caliper mounting arm is subjected to an outward prying force, thus applying a tensile load to the caliper mounting arm of the brake bracket. This reproduces the dynamic force characteristics when the brake pads press against the wheel hub. At this time, the operator can visually judge the deformation trend of the caliper mounting arm on the bracket, thereby assessing the strength of the brake mounting bracket.

[0049] Based on this, to further simulate the multi-directional dynamic load caused by tire rotation during braking—especially the complex alternating stress borne by the mounting holes and guide pin holes on the brake bracket—a self-locking motor 401 is activated. Its output shaft drives the drive gear 402 to rotate, which in turn drives the driven gear ring 403 meshing with it. The driven gear ring 403 drives the linkage ring 405 to rotate via circumferentially evenly arranged connecting diagonal rods 404, thereby adjusting the spatial angle of the first electric telescopic rod 406 so that it can apply loads to key parts of the bracket from different directions.

[0050] Once the first electric telescopic rod 406 is adjusted to the target angle, its extension action is initiated, applying pressure to the rotating seat. This force is transmitted through the upright rod 407 to the guide pin fixing rod 408, and then acts on the guide pin hole of the brake bracket, simulating the actual load borne by this part during braking. Simultaneously, under the reaction force, the mounting hole of the bracket will also be subjected to a force of equal magnitude and opposite direction, realistically replicating the stress state of the mounting hole during braking. The applied force can be precisely adjusted by controlling the current of the electric telescopic rod, achieving accurate simulation of different working conditions. After the test is completed, the operator can observe whether plastic deformation or cracks have occurred in the mounting hole and guide pin hole of the brake bracket, comprehensively judging its structural strength and fatigue life, thereby fully evaluating the reliability of the bracket under actual complex stress environments.

[0051] The above are merely specific embodiments of this utility model, but the technical features of this utility model are not limited thereto. Any simple changes, equivalent substitutions, or modifications made based on this utility model to solve essentially the same technical problems and achieve essentially the same technical effects are all covered within the protection scope of this utility model.

Claims

1. A test fixture for strength testing of an automotive brake bracket, characterized by, Includes an L plate (1) and a sliding track (2) opened on the horizontal plate of the L plate (1). A convex slider is slidably connected to the inner cavity of the sliding track (2). A movable base plate (3) is fixedly installed on the convex slider. A multi-directional force application structure (4) is provided on the movable base plate (3). The multi-directional force application structure (4) includes a self-locking motor (401) fixedly mounted on a movable base plate (3). A drive gear (402) is fixedly mounted on the output end of the self-locking motor (401). A driven gear ring (403) meshes with the outer side of the drive gear (402). Several circumferentially distributed connecting rods (404) are fixedly mounted on the outer side of the driven gear ring (403). A linkage shaft ring (405) is fixedly mounted on the end of the connecting rod (404) away from the driven gear ring (403). A first electric telescopic rod (406) is fixedly mounted on the inner side of the linkage shaft ring (405). The output end of the first electric telescopic rod (406) is rotatably connected to the upright (407) through a rotating seat. Guide pin fixing rods (408) are symmetrically mounted on the upright (407).

2. The test fixture for testing the strength of an automobile brake support according to claim 1, wherein: Anti-detachment plates are fixedly installed on both sides of the driving gear (402). The anti-detachment plates are located on both sides of the driven gear ring (403), and the outer diameter of the anti-detachment plates is larger than the inner diameter of the driven gear ring (403).

3. A test fixture for strength testing of an automotive brake bracket according to claim 1, wherein: The second electric telescopic rod (5) is symmetrically installed on the vertical plate of the L plate (1), and the output end of the second electric telescopic rod (5) is fixedly connected to the movable base plate (3).

4. The test fixture of claim 1, wherein: Brake bracket fixing rods (6) are vertically and symmetrically installed on the vertical plate of the L plate (1).

5. A test fixture for strength testing of an automotive brake bracket according to claim 4, characterized in that: The number of guide pin fixing rods (408) and brake bracket fixing rods (6) are both two.

6. The testing fixture for testing the strength of an automotive brake bracket according to claim 4, characterized in that: Each of the guide pin fixing rod (408) and brake bracket fixing rod (6) is threaded with two positioning screw nuts (7).

7. The testing fixture for testing the strength of an automotive brake bracket according to claim 1, characterized in that: The cross-sectional shape of the slide rail (2) matches the shape of the convex slider to achieve a sliding connection.

8. The test fixture for testing the strength of an automotive brake bracket according to claim 1, characterized in that: The number of connecting diagonal rods (404) is five, and they are evenly distributed along the circumference of the driven gear ring (403).

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