A new type of brake device

Abstract

The present invention relates to the technical field of vehicle chassis systems, and particularly relates to a novel brake device, comprising: a caliper housing, a master cylinder is connected to the inlet of the caliper housing through a connecting pipe, and a first groove and a second groove are provided on the inner surface of the caliper housing; a piston, which is connected to a first sound deadening sheet, and a third groove and a fourth groove are provided at the positions where the piston faces the first groove and the second groove; a steel plate, which is connected to the first sound deadening sheet; a friction plate, which is connected to the steel plate, and the steel plate is connected to the inner side surface of a brake disc. By deriving the physical parameters corresponding to the return time of the liquid inside the left groove flowing back into the right piston master cylinder, and by providing grooves on the caliper housing and the piston, the clearance value between the caliper housing and the piston is increased and the length of the piston in the axial direction of the brake fluid is reduced, thereby reducing the flow resistance of the fluid and improving brake drag.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle chassis systems, and particularly to a novel brake device. Background Art

[0002] Brake drag refers to the phenomenon that after the driver completely releases the brake pedal, the vehicle's braking cannot be immediately released or cannot be completely released, and still has a relatively strong braking force. The normal braking release time of a vehicle is generally 0.2 - 1.0 seconds. If the normal braking release exceeds this time, it can basically be determined as brake drag; GB7258 - 2012 "Technical Conditions for Motor Vehicle Safety Operation" requires that the drag force of each wheel is not greater than 10% of the wheel load, usually specified not to be greater than 5 N*m. Some studies have shown that the brake drag power consumption wasted on the four wheels of a family car is about 2 KW. Reducing the drag torque of the brake is very helpful for reducing the fuel consumption of the wheels, which is particularly important today in terms of fuel economy and energy shortage.

[0003] In recent years, some cutting - edge progress has been made in the research on brake drag both at home and abroad. As a universal world problem existing in the vehicle braking industry, the attention to the drag problem has been carried out very early.

[0004] Some existing technologies aim at the increasingly serious phenomenon of brake drag. Replacing the new brake fluid can effectively reduce brake drag. The turbidity of the brake fluid is one of the factors causing brake drag; there are also technologies that analyze the influence of factors such as brake fluid viscosity, temperature, water absorption, and air resistance on brake drag, summarize the relationship between brake fluid viscosity and brake drag, and deeply study the influence of various physical properties of brake fluid on brake drag; there are further technologies that study the influence relationship between the end - face run - out of the brake disc and the working clearance of the brake on the drag parameters through the force - deformation analysis of the brake; in recent years, Meng Xiangliang of Shanghai Automotive Brake System Co., Ltd., Wu Shaoning of General Motors Wuling, Xu Shitang of Guangzhou Automobile Research Institute, etc. have all carried out a lot of research on the seal ring groove and studied the influence of the seal ring on drag.

[0005] Many of the above are explorations of brake drag from a scientific perspective. Many scholars at home and abroad mainly focus on the design of the return and rebound force of the spring plate. A large number of different types of spring plate designs have emerged. The principles are basically the same. Using the rebound force of the spring plate, the friction plate is pushed back in the reverse direction, and then a gap is generated between the friction plate and the brake disc to achieve the effect of low - drag braking.

[0006] Although many experts and scholars have done a great deal of research work on the problem of brake drag, the phenomenon of drag is caused by multiple factors. Improving or researching drag is a systematic project and a long-term task. Therefore, there is an urgent need to design a brake device that has a very good effect on reducing brake drag and can provide important practical value for reducing drag in engineering. Summary of the Invention

[0007] To solve the above technical problems, the present invention provides a new type of brake device.

[0008] The technical problems solved by the present invention can be achieved by the following technical solutions:

[0009] A new type of brake device, characterized by comprising:

[0010] A brake pedal, connected to a vacuum booster;

[0011] A master cylinder, connected to the vacuum booster,

[0012] A caliper housing, the master cylinder is connected to the inlet of the caliper housing through a connecting pipe, and a first groove and a second groove are provided on the inner surface of the caliper housing;

[0013] A piston, connected to a first sound deadening sheet, installed in the caliper housing, and a third groove and a fourth groove are provided at the relative positions of the piston and the first groove and the second groove;

[0014] A steel plate, connected to the first sound deadening sheet,

[0015] A friction plate, connected to the steel plate, and the steel plate is connected to the inner side surface of a brake disc.

[0016] Preferably, the caliper housing is filled with a brake fluid, and when the brake pedal operates, there is a pressure difference between the hydraulic pressure of the contact surface of a sealing ring and the brake fluid and the hydraulic pressure in the master cylinder.

[0017] Preferably, sealing rings are provided on both the upper end surface and the lower end surface of the piston, and one end of the sealing ring is correspondingly connected to the upper side cavity and the lower side cavity of the caliper housing.

[0018] Preferably, the area of the steel plate is larger than the area of the left end surface of the piston and the area of the right end surface of the friction plate.

[0019] Preferably, it further includes a brake bracket, which is respectively installed on the upper and lower sides of the outer surface of the caliper housing.

[0020] Preferably, it further includes a claw, and the claw includes a first claw and a second claw, which are clamped on a second sound deadening sheet.

[0021] Preferably, it further includes a brake knuckle fixedly connected to the brake disc.

[0022] Preferably, the first groove, the second groove, the third groove and the fourth groove have a preset depth, and the first groove, the second groove, the third groove and the fourth groove have a preset length. When the length of the piston in the axial direction of the brake fluid is l and the preset length is l', the relationship between the preset length l' and the length l of the piston in the axial direction of the brake fluid is

[0023] Preferably, a dislocation length is provided between the left ends of the first groove and the third groove and between the left ends of the second groove and the fourth groove.

[0024] Its beneficial effects are as follows:

[0025] By providing grooves on the caliper housing and the piston, the present invention increases the clearance value between the caliper housing and the piston and reduces the length of the piston in the axial direction of the brake fluid, thereby reducing the flow resistance of the fluid and improving brake drag. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] Figure 1 It is a schematic diagram of the low-drag principle of a novel brake device provided by the present invention;

[0027] Figure 2 It is a schematic diagram of the braking principle of a novel brake device provided by the present invention;

[0028] Figure 3 It is a schematic diagram of the overall structure of a novel brake device provided by the present invention;

[0029] Figure 4 It is a schematic diagram of the groove design of a novel brake device provided by the present invention. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0030] Next, the technical solutions in the embodiments of the present invention will be clearly and completely described in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present invention.

[0031] It should be noted that, without conflict, the embodiments in the present invention and the features in the embodiments may be combined with each other.

[0032] Next, the present invention will be further described in conjunction with the drawings and specific embodiments, but it is not a limitation of the present invention.

[0033] Refer to Figures 1-3 , a new type of brake device, comprising:

[0034] A brake pedal 14, connected to a vacuum booster 15;

[0035] A master cylinder 16, connected to the vacuum booster 15,

[0036] A caliper housing 1, the master cylinder 16 is connected to the inlet of the caliper housing 1 through a connecting pipe 13, and a first groove 3 and a second groove 4 are provided on the inner surface of the caliper housing 1;

[0037] A piston 2, connected to a first sound insulation sheet 7, installed in the caliper housing 1, and a third groove 5 and a fourth groove 6 are provided at the relative positions of the piston 2 and the first groove 3 and the second groove 4;

[0038] A steel plate 8, connected to the first sound insulation sheet 7,

[0039] A friction plate 9, connected to the steel plate 8, and the steel plate 8 is connected to the inner side surface of a brake disc 10.

[0040] Specifically, when the brake pedal 14 operates, the vacuum booster 15 generates pressure and hydraulically transmits it through the master cylinder 16 to the brake fluid 12. The brake fluid 12 forces the piston 2 to move leftward, applying pressure to the sound insulation sheet 7 and transmitting the pressure through the steel plate 8 to the friction plate 9, and then the friction plate 9 acts on the brake disc 10 under pressure.

[0041] Furthermore, the caliper housing 1 is filled with a brake fluid 12. When the brake pedal 14 operates, there is a pressure difference between the hydraulic pressure of the contact surface of a sealing ring 11 and the brake fluid 12 and the hydraulic pressure in the master cylinder 16.

[0042] Specifically, when the brake is released, the pressure of the brake fluid 12 in the lower cavity of the caliper housing 1 is zero, while there is a pressure under the action of the elastic-plastic release of the friction plate 9 and the elastic strain capacity of the sealing ring 11, resulting in a pressure difference between the hydraulic pressure around the sealing ring 11 and the hydraulic pressure in the master cylinder 16.

[0043] Furthermore, sealing rings 11 are provided on both the upper end face and the lower cross section of the piston 2, and one end of the sealing ring 11 is correspondingly connected to the upper cavity and the lower cavity of the caliper housing 1.

[0044] Furthermore, the area of the steel plate 8 is larger than the area of the left end face of the piston 2 and the area of the right end face of the friction plate 9.

[0045] Specifically, the area of the steel plate 8 being larger than the area of the left end face of the piston 2 and the area of the right end face of the friction plate 9 can better achieve uniform force transmission, making the friction plate 9 receive uniform force.

[0046] Further, it further includes a brake bracket 17, which is respectively installed on the upper and lower sides of the outer surface of the caliper housing 1.

[0047] Further, it further includes a jaw 20, which includes a first jaw and a second jaw, and is clamped on a second sound insulation sheet 19.

[0048] Further, it further includes a brake knuckle 18, which is fixedly connected to the brake disc 10.

[0049] Refer to Figure 4 For the schematic diagram of the groove design of a new type of brake device provided by the present invention, the first groove 3, the second groove 4, the third groove 5 and the fourth groove 6 have a preset depth, and the lengths of the first groove 3, the second groove 4, the third groove 5 and the fourth groove 6 are a preset length. When the length of the piston 2 in the axial direction in the brake fluid 12 is l and the preset length is l', the relationship between the preset length l' and the length l of the piston 2 in the axial direction in the brake fluid 12 is

[0050] Further, there is a dislocation length between the left ends of the first groove 3 and the third groove 5 and between the left ends of the second groove 4 and the fourth groove 6, and the dislocation length is half of the thickness of the friction plate 9.

[0051] Specifically, let the dislocation length be l'', then l'' is The thickness of the friction plate 9 is appropriate.

[0052] In a preferred embodiment of the present invention, by opening a larger groove at the relatively contacting part of the inner surface of the caliper housing 1 and the outer surface of the piston 2, due to the existence of such a groove, it is equivalently equivalent to increasing the fitting clearance between the piston 2 and the caliper housing 1, and indirectly equivalently equivalent to reducing the axial fitting length of the piston 2 in the caliper housing 1. According to the theoretically derived formula Where d is the clearance value between the caliper housing 1 and the piston 2, △P is the pressure difference between the hydraulic pressure around the sealing ring 11 and the hydraulic pressure in the master cylinder 16, l is the length of the piston 2 in the axial direction in the brake fluid 12, r is the radius of the piston 2, μ is the dynamic viscosity of the brake fluid 12, and t is the time of brake drag; when the clearance value between the caliper housing 1 and the piston 2 and the length of the piston 2 in the axial direction in the brake fluid 12 are reduced, the fluidity of the liquid on both sides can be effectively increased. Through such a design, the purpose of making the liquid flow on both sides more smoothly is achieved, thereby reducing the normal return time of the sealing ring and greatly improving the post-brake drag performance of the vehicle.

[0053] In the present invention, by deriving the brake fluid return time and the physical parameters affecting the brake fluid return time, and by providing grooves on the caliper housing 1 and the piston 2 in the device design, the clearance value between the caliper housing 1 and the piston 2 is increased and the length of the piston 2 in the axial direction in the brake fluid 12 is reduced, so that the brake fluid 12 inside the caliper housing 1 can reach an equilibrium state in a short time after braking, thereby improving brake drag and reducing the impact caused by starting drag.

[0054] The above are only the preferred embodiments of the present invention, and do not limit the implementation manners and protection scope of the present invention. For those skilled in the art, it should be realized that all the equivalent replacements and obvious changes made by using the description and illustrations of the present invention should be included in the protection scope of the present invention.

Claims

1. A novel brake device, characterized in that, Comprising: A brake pedal, connected to a vacuum booster; A master cylinder, connected to the vacuum booster, A caliper housing, the master cylinder is connected to the inlet of the caliper housing through a connecting pipe, and a first groove and a second groove are provided on the inner surface of the caliper housing; A piston, connected to a first sound deadening sheet, disposed in the caliper housing, and a third groove and a fourth groove are provided at positions of the piston opposite to the first groove and the second groove; A steel plate, connected to the first sound deadening sheet, A friction plate, connected to the steel plate, and the steel plate is connected to the inner side surface of a brake disc; The caliper housing is filled with a brake fluid; The first groove, the second groove, the third groove, and the fourth groove have a preset depth, and the first groove, the second groove, the third groove, and the fourth groove have a preset length. When the length of the piston in the axial direction in the brake fluid is , the preset length is , then the preset length is and the relationship between the length of the piston in the axial direction in the brake fluid and is ; A dislocation length is provided between the left ends of the first groove and the third groove and between the left ends of the second groove and the fourth groove, and the dislocation length is one-half of the thickness of the friction plate.

2. A novel brake device according to claim 1, characterized in that, When the brake pedal operates, there is a pressure difference between the hydraulic pressure of the contact surface of a sealing ring and the brake fluid and the hydraulic pressure in the master cylinder.

3. A novel brake device according to claim 2, characterized in that, The sealing rings are provided on both the upper end surface and the lower end surface of the piston, and one end of each sealing ring is correspondingly connected to the upper side cavity and the lower side cavity of the caliper housing.

4. A novel brake device according to claim 1, characterized in that, The area of the steel plate is larger than the area of the left end surface of the piston and the area of the right end surface of the friction plate.

5. A novel brake device according to claim 1, characterized in that, It further includes a brake bracket, which is respectively disposed on the upper and lower sides of the outer surface of the caliper housing.

6. A novel brake device according to claim 1, characterized in that, It further includes a claw, and the claw includes a first claw and a second claw, which are clamped on a second sound deadening sheet.

7. A novel brake device according to claim 1, characterized in that, It further includes a brake knuckle, fixedly connected to the brake disc.

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