Automobile self-braking structure

Abstract

The invention discloses an automobile self-braking structure which comprises a wheel carrier damping assembly and a braking mechanism, and transmission output components installed in a sleeved mode are arranged on the inner sides of the two ends of the wheel carrier damping assembly. According to the device, after a transmission motor outputs power to drive an output end to operate, a bevel gear set is subjected to meshing transmission operation, after the bevel gear set outputs transmission, a lead screw set and a sliding base are subjected to sliding operation, and the sliding base, a hinge base and a connecting rod are subjected to hinge transmission adjustment; after the positions of a rear plate, a penetrating strip, a positioning groove plate and a front plate are adjusted, the front plate is adjusted to a proper position, a connecting rod and a hydraulic cylinder output power to drive an output end to operate, and a wheel plate and a speed reduction pasting wheel are matched with each other to achieve the speed reduction effect after an arc-shaped protruding strip is effectively pasted; and after braking of the upper braking arc groove and the arc-shaped protruding strip is matched, the locking effect is achieved, and therefore the braking efficiency of equipment is improved.

Description

Technical Field

[0001] The invention relates to the technical field of rubber processing, in particular to an automobile self-braking structure. Background Art

[0002] Automobile brakes are the braking devices of automobiles. Brakes used in automobiles are almost all friction type and can be divided into two categories: drum type and disc type. The rotating element in the friction pair of drum brakes is the brake drum, and its working surface is a cylindrical surface; the rotating element of disc brakes is a rotating brake disc, with the end face as the working surface. Automobile brakes refer to components that generate forces (braking forces) that hinder the movement or movement trend of the vehicle, which also include devices in the auxiliary braking system. Brake pads (also known as brake leathers) are composed of steel plates, thermal insulation layers and friction blocks. The friction blocks and brake discs generate heat by friction, thereby achieving vehicle deceleration or parking. Brake discs are usually made of cast iron and are divided into solid, ventilated, single-piece and multi-piece types. High-performance models often use ventilated or perforated and scored discs to improve heat dissipation.

[0003] When the existing automobile self-brake structure is in use, such as application number CN202110532435.0 discloses an automobile brake structure, which specifically relates to the field of automobile brakes, including a tire, a brake disc is fixedly installed on the inner side of the tire, and a limiting hole is provided on the outer surface of the brake disc, and a first mounting frame is fixedly installed on one side of the brake disc inside the tire. The present invention sets a limiting hole, a second mounting frame, a limiting rod and a first electromagnet. When the hydraulic transmission in the automobile brake system fails and the automobile cannot be braked, the first electromagnet in the second mounting frame can be started, and the push plate on the other side will be driven to move to one side of the first electromagnet after receiving the magnetic attraction of the first electromagnet, driving one side of the limiting rod to contact the brake disc. When the limiting hole on the surface of the brake plate corresponds to the limiting rod, the limiting rod will be inserted into the limiting hole, and the brake disc will be limited to stop rotating, completing the braking of the automobile, thereby increasing the safety of automobile use; however, in the above technology, the friction plate is relatively smooth, which makes the deceleration and braking effect of the equipment poor. For this reason, we propose an automobile self-brake structure to solve the above problem. Summary of the invention

[0004] In view of the above problems, the present invention proposes a vehicle self-brake structure, which mainly utilizes the output power of the transmission motor to drive the output end to operate, so that the bevel gear group is meshed and driven to operate, and the bevel gear group outputs the transmission, so that the screw rod group and the sliding base slide, and the sliding base, the hinged base, and the connecting rod hinge transmission are adjusted, so that the rear plate, the through bar, the positioning groove plate, and the front plate are adjusted in position, and the front plate is adjusted to a suitable position, and the connecting rod and the hydraulic cylinder output power drive the output end to operate, so that the wheel plate and the deceleration wheel cooperate with each other to achieve effective fit with the rotating rod and the arc convex strip to achieve the deceleration effect, and the braking of the braking arc groove and the rotating rod and the arc convex strip can achieve the locking effect, thereby improving the braking efficiency of the equipment.

[0005] To achieve the above object, the present invention provides the following technical solutions: A vehicle self-braking structure includes a wheel frame shock absorbing assembly and a brake mechanism, wherein the inner sides of both ends of the wheel frame shock absorbing assembly are provided with sleeve-mounted transmission output components, and the inner side of the middle part of the wheel frame shock absorbing assembly is provided with a sleeve-mounted brake mechanism.

[0006] As a further technical solution, the wheel frame shock absorbing assembly includes an upper middle block, a bolt fixing plate, a shock absorbing frame, a lower end connecting seat and a frame plate, bolt-connected bolt fixing plates are provided at both ends of the upper middle block, an array-distributed shock absorbing frame is provided below the upper middle block, and a lower end connecting seat is provided below the shock absorbing frame, and a bolt-connected frame plate is provided on the inner end side of the lower end connecting seat.

[0007] As a further technical solution, the transmission output component includes a positioning sleeve, a spline groove rod, a spline shaft, a driving chassis, a driving motor, a first gear set, a second gear set, a driving gear, a transmission gear, a rotating rod, an arc-shaped convex strip, a hub and a tire bead. Positioning sleeves are arranged on the inner sides of both ends of the positioning sleeve, and a spline groove rod is arranged on the inner side of the positioning sleeve, a spline shaft is arranged at one end of the spline groove rod, and a driving chassis is arranged on the outer end of the spline shaft.

[0008] As a further technical solution, a drive motor is arranged on the outer side of the drive chassis, and a first gear set is arranged at the output end of the drive motor, a second gear set with a meshing transmission connection is arranged at the output end of the first gear set, and a driving gear is arranged at the output end of the spline groove rod.

[0009] As a further technical solution, a transmission gear is provided at the output end of the driving gear, and a rotating rod is provided on the inner side of the transmission gear, arc-shaped convex strips distributed in a ring array are provided on the outer side of the middle part of the rotating rod, a hub is provided at the outer end of the rotating rod, and a tire ring installed in a sleeve manner is provided on the outer side of the hub.

[0010] As a further technical solution, the braking mechanism includes a screw group, a bevel gear group, a transmission motor, a sliding base, a hinged base, a connecting rod, a rear plate, a through bar, a positioning groove plate, a front plate, a brake arc groove, a limit pad, a bolt base, a duct frame, a connecting rod, a hydraulic cylinder, a wheel plate and a speed reduction wheel. The screw group is arranged on the inner side of one end of the frame plate, and a bevel gear group is arranged at the inner end of the screw group, and the bevel gear group is connected to the output end of the transmission motor. A sliding base is arranged at the output end of the screw group, and a hinged base is arranged at the outer end of the sliding base, and a hinged connecting rod is arranged on one side of the hinged base.

[0011] As a further technical solution, a hinged rear plate is provided at one end of the connecting rod, and a through strip is provided on one side of the rear plate, a positioning groove plate is provided on the outer side of the through strip, a front plate is provided at one end of the through strip, and a braking arc groove is provided on the front side of the front plate, and a limiting pad is provided on the side of the braking arc groove.

[0012] As a further technical solution, bolt bases connected by bolts are provided at both ends of the front plate, and duct frames connected by bolts are provided at both ends of the bolt base, a connecting rod is provided on the upper outer side of the duct frame, and a hydraulic cylinder output end is provided on one end of the connecting rod, a wheel plate is provided on the upper inner side of the connecting rod, and a deceleration pad wheel is provided on the inner side of one end of the wheel plate.

[0013] Compared with the prior art, the present invention has the following beneficial effects: The device of the invention mainly utilizes the output power of the transmission motor to drive the output end to operate, so that the bevel gear group is meshed and driven, and the bevel gear group outputs the transmission, so that the screw rod group and the sliding base slide, and the sliding base, the hinged base, and the connecting rod hinge transmission are adjusted, so that the rear plate, the through bar, the positioning groove plate, and the front plate are adjusted in position, and the front plate is adjusted to a suitable position, and the connecting rod and the hydraulic cylinder output power drive the output end to operate, so that the wheel plate and the deceleration wheel cooperate with each other to achieve effective fit with the rotating rod and the arc convex strip to achieve the deceleration effect, and the braking of the braking arc groove and the rotating rod and the arc convex strip can achieve the locking effect, thereby improving the braking efficiency of the equipment. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Figure 1It is a structural schematic diagram of a vehicle self-braking structure; Figure 2 It is a schematic diagram of the structure in the present invention when viewed from above; Figure 3 It is a structural schematic diagram of the transmission output component in the present invention; Figure 4 It is a structural schematic diagram of the brake mechanism in the present invention; Figure 5 It is a schematic diagram of the structure of the bevel gear set and the sliding base in the present invention.

[0015] In the figure: 1, wheel frame shock absorbing assembly; 101, upper middle block; 102, bolt fixing plate; 103, shock absorbing frame; 104, lower end connecting seat; 105, frame plate; 2, transmission output component; 201, positioning sleeve; 202, spline groove rod; 203, spline shaft; 204, driving chassis; 205, driving motor; 206, first gear set; 207, second gear set; 208, driving gear; 209, transmission gear; 2010, rotating rod; 2011, arc convex strip; 2012, wheel hub; 2 013, tire bead; 3, brake mechanism; 301, screw rod group; 302, bevel gear group; 303, transmission motor; 304, sliding base; 305, hinged base; 306, connecting rod; 307, rear plate; 308, through bar; 309, positioning groove plate; 3010, front plate; 3011, brake arc groove; 3012, limit pad; 3013, bolt base; 3014, duct frame; 3015, connecting rod; 3016, hydraulic cylinder; 3017, wheel plate; 3018, speed reduction wheel. DETAILED DESCRIPTION

[0016] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside" and the like indicate positions or positional relationships based on the positions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, 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, and therefore cannot be understood as limiting the present invention. In addition, the terms "first", "second", and the like are only used for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first", "second", and the like may explicitly or implicitly include one or more of the features. In the description of the present invention, unless otherwise specified, "multiple" means two or more.

[0017] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood by specific circumstances.

[0018] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0019] See also Figure 1-5 In an embodiment of the present invention, a vehicle self-braking structure includes a wheel frame shock absorbing assembly 1 and a braking mechanism 3, wherein the inner sides of both ends of the wheel frame shock absorbing assembly 1 are provided with a sleeve-mounted transmission output component 2, and the inner side of the middle part of the wheel frame shock absorbing assembly 1 is provided with a sleeve-mounted braking mechanism 3.

[0020] The wheel frame shock absorbing assembly 1 includes an upper middle block 101, a bolt fixing plate 102, a shock absorbing frame 103, a lower end connecting seat 104 and a frame plate 105. Bolt fixing plates 102 connected by bolts are arranged at both ends of the upper middle block 101, and an array-distributed shock absorbing frame 103 is arranged below the upper middle block 101, and a lower end connecting seat 104 is arranged below the shock absorbing frame 103, and a frame plate 105 connected by bolts is arranged on the inner end side of the lower end connecting seat 104.

[0021] In the embodiment of the present invention, when in use, the upper middle block 101 is bolted to the wheel frame shock absorbing assembly 1 through the bolt fixing plate 102 to connect the equipment to the processing location, and the lower end connecting seat 104 and the frame plate 105 are bolted to make the shock absorbing frame 103 achieve an effective shock absorbing effect to ensure the comfort of equipment operation.

[0022] The transmission output component 2 includes a positioning sleeve 201, a spline groove rod 202, a spline shaft 203, a driving chassis 204, a driving motor 205, a first gear set 206, a second gear set 207, a driving gear 208, a transmission gear 209, a rotating rod 2010, an arc-shaped convex strip 2011, a hub 2012 and a tire bead 2013. The positioning sleeve 201 is arranged on the inner side of both ends of the positioning sleeve 201, and the spline groove rod 202 is arranged on the inner side of the positioning sleeve 201, the spline groove rod 202 is arranged on one end of the spline groove rod 202, and the outer end of the spline shaft 203 is arranged on the driving chassis 204.

[0023] In the embodiment of the present invention, when operation is required, the spline groove rod 202 and the spline shaft 203 are effectively spline-connected, and after the spline connection, the drive chassis 204 is driven to achieve effective output transmission operation.

[0024] A driving motor 205 is arranged on the outer side of the driving chassis 204 , and a first gear set 206 is arranged at the output end of the driving motor 205 , a second gear set 207 in meshing transmission connection is arranged at the output end of the first gear set 206 , and a driving gear 208 is arranged at the output end of the spline groove rod 202 .

[0025] In an embodiment of the present invention, the drive motor 205 is then used to output power to drive the output end to operate, so that after the drive motor 205 outputs power, the first gear set 206 in the drive chassis 204 performs output transmission operation and can drive the second gear set 207 to achieve output transmission operation, so that the spline groove rod 202 can drive the driving gear 208 to perform transmission operation.

[0026] A transmission gear 209 is provided at the output end of the driving gear 208, and a rotating rod 2010 is provided on the inner side of the transmission gear 209, an arc-shaped convex strip 2011 distributed in a ring array is provided on the outer side of the middle part of the rotating rod 2010, a hub 2012 is provided at the outer end of the rotating rod 2010, and a tire ring 2013 installed in a sleeve manner is provided on the outer side of the hub 2012.

[0027] In an embodiment of the present invention, when the driving gear 208 is in operation, it can drive the transmission gear 209 to engage in transmission operation. After the transmission gear 209 engages in transmission operation, the rotating rod 2010 can drive the wheel hub 2012 and cooperate with the tire bead 2013 to realize the operation of the equipment.

[0028] The brake mechanism 3 includes a screw rod group 301, a bevel gear group 302, a transmission motor 303, a sliding base 304, a hinge base 305, a connecting rod 306, a rear plate 307, a penetration bar 308, a positioning slot plate 309, a front plate 3010, a brake arc slot 3011, a limit pad 3012, a bolt base 3013, a duct frame 3014, a connecting rod 3015, a hydraulic cylinder 3016, and a wheel plate 3017. and a deceleration wheel 3018, a screw rod group 301 is arranged on the inner side of one end of the frame plate 105, a bevel gear group 302 is arranged at the inner end of the screw rod group 301, and the bevel gear group 302 is connected to the output end of the transmission motor 303, a sliding base 304 is arranged at the output end of the screw rod group 301, and a hinged base 305 is arranged at the outer end of the sliding base 304, and a hinged connecting rod 306 is arranged on one side of the hinged base 305.

[0029] In an embodiment of the present invention, when braking is required, the transmission motor 303 is used to output power to drive the output end to operate, so that after the transmission motor 303 outputs power to operate, the bevel gear group 302 performs meshing transmission operation, and then the screw group 301 performs output transmission operation to drive the sliding base 304 to slide.

[0030] A hinged rear plate 307 is provided at one end of the connecting rod 306, and a through bar 308 is provided on one side of the rear plate 307, a positioning groove plate 309 is provided on the outer side of the through bar 308, a front plate 3010 is provided at one end of the through bar 308, a braking arc groove 3011 is provided on the front side of the front plate 3010, and a limiting pad 3012 is provided on the side of the braking arc groove 3011.

[0031] In an embodiment of the present invention, when the sliding base 304 slides, the front plate 3010 moves to a suitable position so that the through bar 308 slides on the inner side of the positioning groove plate 309, so that the braking arc groove 3011 at one end of the front plate 3010 at one end of the through bar 308 is positioned and engaged with the rotating rod 2010 and the arc-shaped convex strip 2011, thereby achieving a forced braking effect and a braking effect.

[0032] Bolt bases 3013 connected by bolts are provided at both ends of the front plate 3010, and duct frames 3014 connected by bolts are provided at both ends of the bolt base 3013. A connecting rod 3015 is provided on the upper outer side of the duct frame 3014, and an output end of a hydraulic cylinder 3016 is provided on one end of the connecting rod 3015. A wheel plate 3017 is provided on the upper inner side of the connecting rod 3015, and a speed reduction sticker wheel 3018 is provided on the inner side of one end of the wheel plate 3017.

[0033] In an embodiment of the present invention, when deceleration is required, the hydraulic cylinder 3016 outputs power to drive the output end to operate, so that the hydraulic cylinder 3016 can drive the connecting rod 3015 to be effectively adjusted after the power output is operated. After the adjustment, the deceleration wheel 3018 on the inner side of one end of the wheel plate 3017 fits the rotating rod 2010 and the arc-shaped convex strip 2011 to achieve the deceleration effect.

[0034] The working principle of the present invention is: when in use, the upper middle block 101 is bolted to the processing site through the bolt fixing plate 102, and the shock absorbing frame 103 is bolted to achieve an effective shock absorbing effect to ensure the comfort of equipment operation. When it is necessary to operate, the spline groove rod 202 and the spline shaft 203 are effectively splined, and after the spline connection, the drive chassis 204 is effectively outputted and driven, and then the drive motor 2 is used. 05 output power drives the output end to operate, so that after the drive motor 205 outputs power and operates, the first gear set 206 in the drive chassis 204 performs output transmission operation and can drive the second gear set 207 to achieve output transmission operation, so that the spline groove rod 202 can drive the driving gear 208 to perform transmission operation. When the driving gear 208 operates, it can drive the transmission gear 209 to perform meshing transmission operation. After the transmission gear 209 meshes and operates, the rotating rod 2010 can drive the wheel hub 212 and the matching The tire bead 2013 is closed to realize the operation of the equipment. When deceleration is required, the hydraulic cylinder 3016 outputs power to drive the output end to operate, so that the hydraulic cylinder 3016 can drive the connecting rod 3015 to be effectively adjusted after the power output is operated. After the adjustment, the deceleration wheel 3018 on the inner side of one end of the wheel plate 3017 is fitted to the rotating rod 2010 and the arc-shaped convex strip 2011 to achieve the deceleration effect. When braking is required, the transmission motor 303 is used to output power to drive the output end to operate, so that the transmission motor 303 outputs power to drive the output end to operate. After the power is running, the bevel gear group 302 performs meshing transmission operation, and the screw group 301 performs output transmission operation to drive the sliding base 304 to slide. When the sliding base 304 slides, the front plate 3010 moves to a suitable position so that the through bar 308 slides on the inner side of the positioning groove plate 309, so that the brake arc groove 3011 at one end of the front plate 3010 at one end of the through bar 308 is positioned and engaged with the rotating rod 2010 and the arc-shaped convex strip 2011, thereby achieving a forced braking effect and a braking effect.

[0035] It will be apparent to those skilled in the art that the invention is not limited to the details of the exemplary embodiments described above and that the invention can be implemented in other specific forms without departing from the spirit or essential features of the invention. Therefore, the embodiments should be considered exemplary and non-limiting in all respects, and the scope of the invention is defined by the appended claims rather than the foregoing description, and it is intended that all variations falling within the meaning and scope of the equivalent elements of the claims be included in the invention. Any reference numeral in a claim should not be considered as limiting the claim to which it relates.

[0036] In addition, it should be understood that although the present specification is described according to implementation modes, not every implementation mode contains only one independent technical solution. This description of the specification is only for the sake of clarity. Those skilled in the art should regard the specification as a whole. The technical solutions in each embodiment may also be appropriately combined to form other implementation modes that can be understood by those skilled in the art.

Claims

1. A vehicle self-braking structure, comprising a wheel frame damping assembly (1) and a braking mechanism (3), characterized in that: Transmission output components (2) are provided on the inner sides of both ends of the wheel frame shock absorbing assembly (1) and are sleeved and installed, and a braking mechanism (3) is provided on the inner side of the middle part of the wheel frame shock absorbing assembly (1); The wheel frame shock absorbing assembly (1) comprises an upper middle block (101), a bolt fixing plate (102), a shock absorbing frame (103), a lower end connecting seat (104) and a frame plate (105); bolt fixing plates (102) connected by bolts are arranged at both ends of the upper middle block (101); shock absorbing frames (103) distributed in an array are arranged below the upper middle block (101); and a lower end connecting seat (104) is arranged below the shock absorbing frame (103); and a frame plate (105) connected by bolts is arranged on the inner end side of the lower end connecting seat (104).

2. The automobile self-braking structure according to claim 1, characterized in that: The transmission output component (2) comprises a positioning sleeve (201), a spline groove rod (202), a spline shaft (203), a driving chassis (204), a driving motor (205), a first gear set (206), a second gear set (207), a driving gear (208), a transmission gear (209), a rotating rod (2010), an arc-shaped convex strip (2011), a hub (2012) and a tire bead (2013); positioning sleeves (201) are arranged on the inner sides of both ends of the positioning sleeve (201), and the spline groove rod (202) is arranged on the inner side of the positioning sleeve (201); a spline shaft (203) is arranged on one end of the spline groove rod (202), and a driving chassis (204) is arranged on the outer end of the spline shaft (203).

3. The vehicle self-braking structure according to claim 2, characterized in that: A driving motor (205) is disposed on the outer side of the driving chassis (204), and a first gear set (206) is disposed at the output end of the driving motor (205), a second gear set (207) is disposed at the output end of the first gear set (206) in meshing transmission connection, and a driving gear (208) is disposed at the output end of the spline groove rod (202).

4. The automobile self-braking structure according to claim 2, characterized in that: The output end of the driving gear (208) is provided with a transmission gear (209), and the inner side of the transmission gear (209) is provided with a rotating rod (2010), the outer side of the middle part of the rotating rod (2010) is provided with arc-shaped convex strips (2011) distributed in a ring array, the outer end of the rotating rod (2010) is provided with a wheel hub (2012), and the outer side of the wheel hub (2012) is provided with a tire bead (2013) installed in a sleeve connection.

5. The automobile self-braking structure according to claim 1, characterized in that: The brake mechanism (3) comprises a screw rod group (301), a bevel gear group (302), a transmission motor (303), a sliding base (304), a hinged base (305), a connecting rod (306), a rear plate (307), a penetration bar (308), a positioning slot plate (309), a front plate (3010), a brake arc slot (3011), a limit pad (3012), a bolt base (3013), a duct frame (3014), a connecting rod (3015), a hydraulic cylinder (3016), a wheel plate (3017) and A deceleration wheel (3018), wherein the screw rod group (301) is arranged on the inner side of one end of the frame plate (105), a bevel gear group (302) is arranged at the inner end of the screw rod group (301), and the bevel gear group (302) is connected to the output end of a transmission motor (303), a sliding base (304) is arranged at the output end of the screw rod group (301), and an articulated base (305) is arranged at the outer end of the sliding base (304), and a hinged connecting rod (306) is arranged on one side of the articulated base (305).

6. The automobile self-braking structure according to claim 5, characterized in that: A hinged rear plate (307) is provided at one end of the connecting rod (306), and a through bar (308) is provided on one side of the rear plate (307), a positioning groove plate (309) is provided on the outer side of the through bar (308), a front plate (3010) is provided at one end of the through bar (308), a braking arc groove (3011) is provided on the front side of the front plate (3010), and a limiting pad (3012) is provided on the side of the braking arc groove (3011).

7. The automobile self-braking structure according to claim 5, characterized in that: Bolt bases (3013) connected by bolts are provided at both ends of the front plate (3010), and duct frames (3014) connected by bolts are provided at both ends of the bolt base (3013), a connecting rod (3015) is provided on the upper outer side of the duct frame (3014), and an output end of a hydraulic cylinder (3016) is provided on one end of the connecting rod (3015), a wheel plate (3017) is provided on the upper inner side of the connecting rod (3015), and a deceleration wheel (3018) is provided on the inner side of one end of the wheel plate (3017).

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