Automatic adjusting arm for automobile brake

Abstract

The invention relates to the technical field of automobile braking, and provides an automobile braking automatic adjusting arm which comprises an adjusting body, a wheel lock mechanism and a rod lock mechanism. The adjusting body is provided with a first hole, a second hole and a mounting hole; the second hole is positioned between the first hole and the mounting hole and is communicated with the first hole; the wheel lock mechanism is located in the first hole. The wheel lock mechanism is provided with a wheel hole for mounting a cam shaft; the wheel lock mechanism is used for driving the cam shaft to rotate and conducting locking when the cam shaft retreats. The rod lock mechanism is located in the second hole and matched with the wheel lock mechanism. The axis of the rod lock mechanism is perpendicular to the axis of the wheel lock mechanism. The rod lock mechanism is used for driving the wheel lock mechanism to rotate when rotating in the rotating direction of the adjusting state and conducting locking when the wheel lock mechanism retreats. According to the automobile brake automatic adjusting arm, locking is achieved through the wheel lock mechanism and the rod lock mechanism, so that the locking reliability is improved, and the situation that the matching precision is reduced due to quick abrasion is prevented.

Description

Technical Field

[0001] The present application relates to the technical field of automotive braking, and particularly to an automatic brake adjuster for automobiles. Background Art

[0002] An automatic brake adjuster for automobiles is mainly a device for automatically adjusting the gap between brake shoes and brake drums to ensure that the braking system of the vehicle always maintains the best working state.

[0003] Currently, the braking systems of most heavy-duty trucks often need to cope with high air pressure, large loads, and frequent braking operations. However, the automatic brake adjusters in related technologies are prone to brake retraction in the face of extreme working conditions, which easily leads to brake attenuation and too long braking distances. The existing automatic brake adjusters for automobiles usually use a ratchet and pawl structure to prevent retraction. During the process of preventing retraction, the pawl constantly contacts, slides, and jams with the teeth of the ratchet. The reciprocating motion during each braking process will generate friction, and the impact force of the pawl on the ratchet teeth is relatively large, which easily causes the surfaces of the ratchet and pawl to wear quickly, resulting in a decrease in the fitting accuracy. Therefore, the safety and reliability are poor, leading to a high safety hazard for the driver. Summary of the Invention

[0004] The embodiments of the present application provide an automatic brake adjuster for automobiles, which can improve the technical problem in related technologies that due to the large impact force of the pawl on the ratchet teeth during brake retraction and the quick wear of the ratchet and pawl, the fitting accuracy decreases, resulting in a high safety hazard.

[0005] The embodiments of the present application provide an automatic brake adjuster for automobiles. The automatic brake adjuster is installed on a brake backing plate and is connected to a camshaft. The automatic brake adjuster for automobiles includes:

[0006] An adjusting body, which has a first hole, a second hole, and a mounting hole. The second hole is located between the first hole and the mounting hole and is communicated with the first hole. The first hole, the second hole, and the mounting hole penetrate through the opposite side walls of the adjusting body. The mounting hole is used for mounting with the backing plate hole of the brake backing plate.

[0007] A wheel locking mechanism, which is located in the first hole. The wheel locking mechanism has a wheel hole for mounting the camshaft. The wheel locking mechanism is used to drive the camshaft to rotate and lock when the camshaft retracts; and

[0008] A rod locking mechanism, which is located in the second hole and is meshed and cooperated with the wheel locking mechanism. The axis of the rod locking mechanism is perpendicular to the axis of the wheel locking mechanism. The rod locking mechanism is used to drive the wheel locking mechanism to rotate when rotating in the rotation direction according to the adjustment state and lock when the wheel locking mechanism retracts.

[0009] In the embodiments of the present application, the above technical solutions have at least the following technical effects:

[0010] The automatic brake adjusting arm provided by the embodiments of the present application is installed through the mounting holes on the adjusting body and the bottom plate holes of the brake bottom plate. The wheel hole of the wheel locking mechanism is for installing the camshaft, and the automatic brake adjusting arm of the vehicle can be stably installed to improve the installation efficiency. The adjusting body has a first hole for accommodating the wheel locking mechanism and a second hole for accommodating the rod locking mechanism, which can play a limiting role to prevent the wheel locking mechanism and the rod locking mechanism from being damaged by the external environment; when in the adjustment state, the rod locking mechanism rotates according to the adjustment direction of the adjustment state. At this time, the rod locking mechanism drives the wheel locking mechanism to rotate, and the wheel locking mechanism drives the camshaft to rotate so that the brake clearance is within the specified distance range to complete the adjustment. It can automatically adjust the braking distance when the brake clearance is too long, improving the convenience; when the camshaft retracts, it will drive the wheel locking mechanism to rotate in the reverse direction, causing the wheel locking mechanism to retract. At this time, the wheel locking mechanism locks. Before the locking action of the wheel locking mechanism is completed, the wheel locking mechanism will drive the rod locking mechanism to retract a certain distance, and the rod locking mechanism locks when it retracts. It can use the wheel locking mechanism and the rod locking mechanism for locking when the camshaft retracts. The common locking of the two can improve the reliability of locking. At the same time, locking can prevent the wheel locking mechanism and the rod locking mechanism from rotating in cooperation, reducing friction and impact force, and preventing the surface of the wheel locking mechanism and the rod locking mechanism from wearing too fast and resulting in a decrease in the fitting accuracy, which can improve safety and reliability, and thus greatly reduce the safety hazards of the driver.

[0011] In some embodiments, the wheel locking mechanism includes:

[0012] A wheel ring member rotatably disposed in the first hole; the wheel ring member has the wheel hole; the wheel ring member is used to drive the camshaft to rotate through the rod locking mechanism when rotating in the rotation direction according to the adjustment state;

[0013] A fitting member located between the outer side wall of the first hole and the wheel ring member; the fitting member meshes with the rod locking mechanism; and

[0014] A locking member disposed on the adjusting body and facing the fitting member; the locking member is used to cooperate with the fitting member when the camshaft drives the wheel ring member to retract and lock when the wheel ring member retracts.

[0015] In some embodiments, a plurality of wheel ring holes are provided on the outer peripheral wall of the wheel ring member; the fitting member includes a plurality of fitting components, and the plurality of fitting components are sequentially arranged along the circumferential direction of the wheel ring member; the plurality of fitting components enclose the outer side wall of the wheel ring member; the fitting component includes:

[0016] A mating portion is located between the first hole and the outer sidewall of the ring member. One end of the mating portion is hinged to the outer sidewall of the ring member; and

[0017] An elastic member is located between the mating portion and the ring member. One end of the elastic member is fixedly arranged in each of the ring holes;

[0018] The other end of the mating portion is fixedly connected to the other end of the elastic member; a meshing portion is formed on the side of the mating portion facing away from the ring member; in the adjustment state, the meshing portion is used to mesh with the rod locking mechanism, the locking member faces the mating portion and cooperates with the mating portion; the mating portion is used to cooperate with the locking member when the camshaft drives the ring member to retract, so as to prevent the ring member from retracting;

[0019] Wherein, there is a mating gap between the mating portions of two adjacent mating assemblies.

[0020] In some embodiments, the mating portion includes:

[0021] A first structural segment is located between the first hole and the outer sidewall of the ring member; the first structural segment is rotatably arranged on the outer sidewall of the ring member; the first structural segment is hinged to the outer sidewall of the ring member;

[0022] A second structural segment is located between the first hole and the outer sidewall of the ring member; the first structural segment is fixedly arranged at one end of the second structural segment; the meshing portion is formed on the side of the second structural segment facing away from the ring member; the second structural segment is fixedly connected to the other end of the elastic member; and

[0023] A third structural segment is located between the first hole and the outer sidewall of the ring member; the third structural segment is fixedly arranged at the other end of the second structural segment; the locking member cooperates with the third structural segment; the third structural segment is used to cooperate with the locking member when rotating in the direction opposite to the rotation direction in the adjustment state, so as to prevent the ring member from retracting;

[0024] Wherein, the first structural segment, the second structural segment and the third structural segment are all located between the first hole and the outer sidewall of the ring member; among two adjacent mating portions, the first structural segment of one mating portion is arranged opposite to the third structural segment of the other mating portion, having the mating gap.

[0025] In some embodiments, the first structural segment has a first inclined surface; the third structural segment has a second inclined surface; the first inclined surface faces away from the outer side wall of the annular member, and the second inclined surface faces the outer side wall of the annular member; the first inclined surface of any one of the first structural segments is disposed opposite to the second inclined surface of an adjacent third structural segment, and there is the fitting gap therebetween.

[0026] In some embodiments, the third structural segment has a first surface, a second surface and a third surface; the first surface is connected to one side of the second surface, and the third surface is connected to the other side of the second surface; there is a first included angle between the first surface and the second surface, and there is a second included angle between the third surface and the second surface, and both the first included angle and the second included angle are greater than 90 degrees; the second surface cooperates with the locking member; the second surface is used for cooperating with the locking member when rotating in a direction opposite to the rotation direction in the adjusted state to prevent the annular member from retracting.

[0027] In some embodiments, a trapezoidal space is formed in the locking member, and the trapezoidal space communicates with the first hole through the opening of the trapezoidal space; the trapezoidal space is formed from the opening position towards the side away from the second surface, and the width of the trapezoidal space gradually decreases; the opening width of the trapezoidal space is equal to the width of the second surface; the second surface is engaged and cooperated with the trapezoidal space to prevent the annular member from retracting.

[0028] In some embodiments, the adjusting body further has a receiving space and a communication hole; the receiving space is located between the second hole and the mounting hole; the receiving space communicates with the second hole through the communication hole; the rod locking mechanism includes:

[0029] a rotating assembly, rotatably disposed in the second hole and meshingly cooperating with the fitting member; the axis of the rotating assembly is perpendicular to the axis of the wheel locking mechanism; the rotating assembly is used for driving the annular member to rotate; and

[0030] a locking portion, one end of the locking portion is located in the receiving space, and the other end of the locking portion passes through the communication hole and cooperates with the rotating assembly; the locking portion is used for locking when the rotating direction of the rotating assembly is opposite to the rotating direction in the adjusted state.

[0031] In some embodiments, the adjusting body further has a third hole; the third hole communicates with the second hole and penetrates through the side wall of the adjusting body; the rotating assembly includes:

[0032] a driving rotating member, passing through the third hole and rotatably connected to the inner side wall of the second hole;

[0033] A passive rotating member, located within the second hole and detachably mounted on the active rotating member; the other end of the locking portion passes through the communication hole and cooperates with the passive rotating member; the passive rotating member meshes with the wheel locking mechanism; and

[0034] A plurality of passive protruding portions, which are sequentially arranged along the circumferential direction of the passive rotating member; each of the passive protruding portions has an anti-retreat groove, and the opening direction of the anti-retreat groove is the same as the rotating direction when the passive rotating member retreats; the anti-retreat groove is used to cooperate with the locking portion to lock when the wheel locking mechanism retreats.

[0035] In some embodiments, the locking portion includes:

[0036] A push rod, one end of the push rod faces the passive protruding portion, and the other end of the push rod extends into the accommodation space through the communication port; one end of the push rod has a groove mating portion, and the orientation of the groove mating portion is opposite to the opening direction of the anti-retreat groove; when the rotating direction of the passive rotating member rotates in the opposite direction to the rotating direction in the adjustment state, the anti-retreat groove rotates to the position of the groove mating portion for cooperation to prevent the passive rotating member from retreating;

[0037] An anti-retreat member, one side of the anti-retreat member is connected to the other end of the push rod; the length and width of the anti-retreat member are both greater than the diameter of the communication hole; and

[0038] An elastic portion, one end of the elastic portion is fixedly connected to the other side of the anti-retreat member, and the other end of the elastic portion is fixedly arranged on the side wall of the accommodation space. Description of the Drawings

[0039] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following will briefly introduce the drawings required for use in the embodiments or the description of the prior art. Obviously, the following drawings are only some embodiments of the present application. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0040] Figure 1 It is a schematic structural diagram of an automatic brake adjusting arm provided by an embodiment of the present application;

[0041] Figure 2 It is a schematic structural diagram of another perspective of the automatic brake adjusting arm provided by an embodiment of the present application;

[0042] Figure 3 It is a schematic structural diagram of a wheel locking mechanism provided by an embodiment of the present application;

[0043] Figure 4 For Figure 3Partial enlarged view of part A in

[0044] Figure 5 Structural schematic diagram of the mating part provided by an embodiment of the present application;

[0045] Figure 6 Structural schematic diagram of another perspective of the automatic brake adjusting arm of the vehicle provided by an embodiment of the present application;

[0046] Figure 7 is Figure 6 Partial enlarged view of part B in

[0047] Figure 8 Structural schematic diagram of the rod lock mechanism provided by an embodiment of the present application.

[0048] Among them, each reference numeral in the figure:

[0049] 100, automatic brake adjusting arm of the vehicle; 10, adjusting body; 1001, first hole; 1002, second hole; 1003, third hole; 1004, mounting hole; 1005, accommodating space; 1006, communication hole; 20, wheel lock mechanism; 21, wheel ring member; 2101, wheel ring hole; 2102, wheel hole; 22, mating member; 221, mating assembly; 2211, mating part; 22111, first structural segment; 221111, first inclined surface; 22112, second structural segment; 221121, meshing part; 22113, third structural segment; 221131, second inclined surface; 221132, first surface; 221133, second surface; 221134, third surface; 2212, elastic member; 23, locking member; 2301, trapezoidal space; 30, rod lock mechanism; 31, rotating assembly; 311, active rotating member; 312, passive rotating member; 313, passive protruding part; 31301, anti-retreat groove; 32, locking part; 321, push rod; 322, anti-retreat member; 323, elastic part. Detailed implementation manners

[0050] In order to make the technical problems, technical solutions and beneficial effects to be solved by the present application clearer, the present application will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and are not used to limit the present application.

[0051] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by those skilled in the technical field to which the present application belongs; the terms used herein are only for the purpose of describing specific embodiments and do not limit the present application. The terms "including" and "having" and any variations thereof in the specification and claims of the present application and the above drawings are intended to cover non-exclusive inclusion.

[0052] It should be noted that when an element is referred to as being "fixed to" or "disposed on" another element, it can be directly on the other element or indirectly on the other element. When an element is referred to as being "connected to" another element, it can be directly connected to the other element or indirectly connected to the other element.

[0053] It should be understood that the orientation or positional relationship indicated by terms such as "length", "width", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. is based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the present application 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 should not be construed as a limitation to the present application.

[0054] In addition, the terms "first" and "second" are only used for descriptive purposes and should not be construed as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, the features defined with "first" and "second" may explicitly or implicitly include one or more of such features. In the description of the present application, the meaning of "a plurality" is two or more unless otherwise specifically defined.

[0055] In the present application, "and / or" is merely a description of the association relationship of associated objects, indicating that three relationships can exist; for example, A and / or B can represent: A exists alone, A and B exist simultaneously, and B exists alone. In addition, the character " / " in this article generally represents an "or" relationship between the associated objects before and after.

[0056] It should be noted that in the present application, words such as "in some embodiments", "exemplarily", "for example", etc. are used to give examples, illustrations or explanations. Any embodiment or design solution described in the present application as "in some embodiments", "exemplarily", "for example" should not be construed as being more preferred or having more advantages than other embodiments or design solutions. Exactly speaking, using words such as "in some embodiments", "exemplarily", "for example" is intended to present relevant concepts in a specific manner, meaning that the specific features, structures or characteristics described in combination with the embodiments can be included in at least one embodiment of the present application. The appearance of the above words at various positions in the specification does not necessarily refer to the same embodiment, nor are they independent or alternative embodiments mutually exclusive with other embodiments. Those skilled in the art explicitly and implicitly understand that the embodiments described herein can be combined with other embodiments.

[0057] An automotive brake automatic adjuster is mainly a device for automatically adjusting the gap between the brake shoe and the brake drum to ensure that the braking system of the vehicle always remains in the best working state.

[0058] At present, the braking systems of most heavy-duty trucks often need to cope with high air pressure, large loads, and frequent braking operations. However, in the related art, the automatic brake adjusting arm of the vehicle is prone to brake retraction when facing extreme working conditions, which easily leads to brake attenuation and too long braking distance. The existing automatic brake adjusting arm of the vehicle usually uses a ratchet and pawl structure to prevent retraction. During the process of preventing retraction, the pawl continuously contacts, slides, and jams with the teeth of the ratchet. Friction is generated during each reciprocating motion in the braking process, and the impact force of the pawl on the ratchet teeth is relatively large, which easily causes the surfaces of the ratchet and the pawl to wear quickly, resulting in a decrease in the fitting accuracy. Therefore, the safety and reliability are poor, leading to a high safety hazard for the driver.

[0059] Based on this, in order to improve the problem in the related art that due to the large impact force of the pawl on the ratchet teeth during brake retraction and the rapid wear of the ratchet and pawl, the fitting accuracy decreases, resulting in a high safety hazard, the embodiments of the present application provide the following solutions.

[0060] Please refer to Figure 1 and Figure 2 , the embodiments of the present application provide an automatic brake adjusting arm 100 for a vehicle. The automatic brake adjusting arm 100 is installed on a brake backing plate and is connected to a camshaft. The automatic brake adjusting arm 100 includes an adjusting body 10, a wheel locking mechanism 20, and a rod locking mechanism 30, wherein:

[0061] The adjusting body 10 has a first hole 1001, a second hole 1002, and a mounting hole 1004. The second hole 1002 is located between the first hole 1001 and the mounting hole 1004 and is communicated with the first hole 1001. The first hole 1001, the second hole 1002, and the mounting hole 1004 all penetrate through the opposite side walls of the adjusting body 10. The mounting hole 1004 is used for mounting with the backing plate hole of the brake backing plate.

[0062] The wheel locking mechanism 20 is located in the first hole 1001. The wheel locking mechanism 20 has a wheel hole 2102 for installing the camshaft. The wheel locking mechanism 20 is used to drive the camshaft to rotate and lock it when the camshaft retracts.

[0063] The rod locking mechanism 30 is located in the second hole 1002 and cooperates with the wheel locking mechanism 20. The axis of the rod locking mechanism 30 is perpendicular to the axis of the wheel locking mechanism 20. The rod locking mechanism 30 is used to drive the wheel locking mechanism 20 to rotate when rotating in the rotation direction of the adjustment state and lock it when the wheel locking mechanism 20 retracts.

[0064] It can be understood that the adjustment state is the state where the rod locking mechanism 30 drives the wheel locking mechanism 20 to rotate; when the camshaft retracts, the wheel locking mechanism 20 drives the rod locking mechanism 30 to rotate. The adjustment body 10 is a structure capable of installing the wheel locking mechanism 20 and the rod locking mechanism 30. For example, it is a long strip or block with a certain thickness, and its thickness can be 30mm, 40mm, 50mm, 60mm, 70mm, 80mm, etc., but not limited to this. The wheel locking mechanism 20 is a structure capable of locking when the camshaft retracts and rotating when the rod locking mechanism 30 is adjusted. For example, it can be an annular structure or a turbine, etc., but not limited to this; the rod locking mechanism 30 is a structure capable of meshing with the wheel locking mechanism 20 and driving the wheel locking mechanism 20 to rotate in the adjustment state, and locking when the wheel locking mechanism 20 retracts. For example, it can be a worm or a cylindrical structure, etc., but not limited to this.

[0065] As can be seen from the above, the automotive brake automatic adjuster 100 provided by the embodiment of the present application is installed through the mounting hole 1004 on the adjustment body 10 and the bottom plate hole of the brake bottom plate. The wheel hole 2102 of the wheel locking mechanism 20 is for installing the camshaft, and the automotive brake automatic adjuster 100 can be stably installed to improve the installation efficiency. The adjustment body 10 has a first hole 1001 for accommodating the wheel locking mechanism 20 and a second hole 1002 for accommodating the rod locking mechanism 30, which can play a limiting role to prevent the wheel locking mechanism 20 and the rod locking mechanism 30 from being damaged by the external environment; when in the adjustment state, the rod locking mechanism 30 rotates in the adjustment direction of the adjustment state. At this time, the rod locking mechanism 30 drives the wheel locking mechanism 20 to rotate, and the wheel locking mechanism 20 drives the camshaft to rotate so that the brake clearance is within the specified distance range to complete the adjustment, which can automatically adjust the braking distance when the brake clearance is too long and improve the convenience; when the camshaft retracts, it will drive the wheel locking mechanism 20 to rotate in the reverse direction, so that the wheel locking mechanism 20 has a retraction phenomenon. At this time, the wheel locking mechanism 20 locks. Before the locking action of the wheel locking mechanism 20 is completed, the wheel locking mechanism 20 will drive the rod locking mechanism 30 to retract a certain distance, and the rod locking mechanism 30 locks when it retracts. It can use the wheel locking mechanism 20 and the rod locking mechanism 30 to lock when the camshaft retracts. The two locks together can improve the locking reliability. At the same time, the locking can prevent the wheel locking mechanism 20 and the rod locking mechanism 30 from rotating in cooperation, reduce the friction and impact force, and prevent the surface of the wheel locking mechanism 20 and the rod locking mechanism 30 from wearing too fast and resulting in a decrease in the matching accuracy, which can improve the safety and reliability and further reduce the safety hazards of the driver.

[0066] In some embodiments, please refer to Figure 2 and Figure 3 , the wheel locking mechanism 20 includes a wheel ring member 21, a fitting member 22, and a locking member 23, where:

[0067] The ring member 21 is rotatably disposed in the first hole 1001; the ring member 21 has a wheel hole 2102; the ring member 21 is used to drive the camshaft to rotate through the rod locking mechanism 30 when rotating in the rotation direction of the adjustment state.

[0068] The fitting member 22 is located between the outer side wall of the first hole 1001 and the ring member 21; the fitting member 22 meshes with the rod locking mechanism 30.

[0069] The locking member 23 is disposed on the adjusting body 10 and faces the fitting member 22; the locking member 23 is used to cooperate with the fitting member 22 when the camshaft drives the ring member 21 to retract, and lock when the ring member 21 retracts.

[0070] It can be understood that the ring member 21 is a structure that can drive the camshaft to rotate through the rod locking mechanism 30 in the adjustment state. For example, it can be an annular structure, etc., but not limited thereto. The fitting member 22 is a structure that can cooperate with the fitting member 22 and lock the ring member 21 when the camshaft drives the ring member 21 to retract. For example, it can be a strip-shaped structure with a certain thickness and an arc shape, etc., but not limited thereto. The locking member 23 is a component that can prevent the ring member 21 from retracting. For example, it can be a structure with a notch, and the notch can be an opening with space, etc., but not limited thereto.

[0071] With such a setting, when in the adjustment state, the rod locking mechanism 30 rotates in the adjustment direction of the adjustment state. At the same time, the rod locking mechanism 30 drives the ring member 21 and the fitting member 22 located between the outer side wall of the first hole 1001 and the ring member 21 to rotate. The orientation of the locking member 23 is the same as the rotation direction of the adjustment state, and the fitting member 22 and the locking member 23 do not lock. The ring member 21 drives the camshaft to rotate so that the braking gap is within the specified distance range to complete the adjustment. It can automatically adjust the braking distance when the braking gap is too long, and there will be no mislocking situation in the adjustment state; when the camshaft retracts, the camshaft installed on the wheel hole 2102 will drive the ring member 21 to rotate in the direction opposite to the rotation direction of the adjustment state, resulting in the retraction of the ring member 21. At this time, the rotation direction of the fitting member 22 is opposite to the orientation of the locking member 23. Therefore, when the ring member 21 retracts, the fitting member 22 abuts against the locking member 23 to lock the ring member 21. It can lock in time when the ring member 21 retracts, prevent the situation of the retraction force impacting the meshing part during retraction, greatly reduce wear to improve the accuracy and reliability of locking, and increase the service life of the components.

[0072] Optionally, in some embodiments, please refer to Figure 3, a plurality of ring holes 2101 are provided on the outer peripheral wall of the ring member 21; the fitting member 22 includes a plurality of fitting components 221, and the plurality of fitting components 221 are sequentially arranged along the circumferential direction of the ring member 21; the plurality of fitting components 221 surround the outer side wall of the ring member 21; the fitting component 221 includes a fitting portion 2211 and an elastic member 2212, wherein:

[0073] The fitting portion 2211 is located between the first hole 1001 and the outer side wall of the ring member 21, and one end of the fitting portion 2211 is hinged to the outer side wall of the ring member 21.

[0074] The elastic member 2212 is located between the fitting portion 2211 and the ring member 21, and one end of the elastic member 2212 is fixedly arranged in each ring hole 2101.

[0075] The other end of the fitting portion 2211 is fixedly connected to the other end of the elastic member 2212; a meshing portion 221121 is formed on the side of the fitting portion 2211 facing away from the ring member 21; in the adjustment state, the meshing portion 221121 is used to mesh with the rod locking mechanism 30, the locking member 23 faces the fitting portion 2211 and cooperates with the fitting portion 2211; the fitting portion 2211 is used to cooperate with the locking member 23 when the camshaft drives the ring member 21 to retract, so as to prevent the ring member 21 from retracting; wherein, there is a fitting gap between the fitting portions 2211 of two adjacent fitting components 221.

[0076] It can be understood that the fitting portion 2211 is a structure that can be blocked by the fitting member 22 when the camshaft drives the ring member 21 to retract, so that the ring member 21 is locked. For example, it can be a strip-shaped structure with a certain thickness and an arc shape, etc., but not limited thereto. The elastic member 2212 is a component that can bounce the fitting portion 2211 in a direction away from the ring member 21. For example, it can be a spring, etc., but not limited thereto.

[0077] With such arrangement, when in the adjustment state, the wheel ring member 21 drives the multiple matching parts 2211 to rotate. When the matching parts 2211 rotate in the first hole 1001, the matching parts 2211 compress the elastic parts 323 into the wheel ring hole 2101. The multiple matching parts 2211 press the multiple elastic parts 323 into the multiple wheel ring holes 2101 one by one, so that the multiple matching components 221 are enclosed in the outer wall of the wheel ring member 21. The multiple matching parts 2211 are circular, and utilize the meshing parts 221121 to mesh with the rod locking mechanism 30 to drive the camshaft to rotate in the first hole 1001 to complete the adjustment. The multiple matching components 221 are evenly distributed around the outer wall of the wheel ring member 21, and a stable torque can be formed. Due to the interaction between the matching parts 2211 and the elastic parts 2212, the impact force generated during braking can be effectively absorbed and buffered, thereby extending the service life of the braking system. The structure is simple and convenient. When the camshaft retracts, because the rotation direction of the mating part 2211 is opposite to that of the locking member 23, when the mating part 2211 rotates in the opposite direction to the position of the locking member 23, because the elastic part 323 is in the adjustment state, the elastic member 2212 is squeezed in the wheel ring hole 2101, and because the locking member 23 is located at the junction of the first hole 1001 and the second hole 1002, if the camshaft retracts and the mating part 2211 rotates in the opposite direction at this time, the elastic member 2212 will pop out the mating part 2211 due to not being squeezed by the inner wall of the first hole 1001, so as to interfere with the mating part 2211 during the reverse rotation, thereby locking the wheel lock mechanism 20 to prevent the mating part 2211 from being damaged due to continued retraction, and reduce the impact force and friction between the meshing parts 221121 to improve safety.

[0078] Optionally, in some embodiments, see Figure 5 , the matching portion 2211 includes a first structural segment 22111, a second structural segment 22112 and a third structural segment 22113, wherein:

[0079] The first structural section 22111 is rotatably disposed on the outer side wall of the wheel ring 21. The first structural section 22111 is hinged to the outer side wall of the wheel ring 21.

[0080] The first structural segment 22111 is fixedly arranged at one end of the second structural segment 22112 ; a meshing portion 221121 is provided on the side of the second structural segment 22112 away from the wheel ring 21 ; and the second structural segment 22112 is fixedly connected to the other end of the elastic member 2212 .

[0081] The third structural segment 22113 is fixedly arranged at the other end of the second structural segment 22112; the locking member 23 cooperates with the third structural segment 22113; the third structural segment 22113 is used to cooperate with the locking member 23 when rotating in the opposite direction to the rotation direction of the adjustment state to prevent the wheel ring 21 from retreating.

[0082] Among them, the first structural segment 22111, the second structural segment 22112, and the third structural segment 22113 are all located between the first hole 1001 and the outer sidewall of the ring member 21; among two adjacent engaging portions 2211, the first structural segment 22111 of one engaging portion 2211 is disposed opposite to the third structural segment 22113 of the other engaging portion 2211, and there is an engaging gap therebetween.

[0083] It can be understood that the first structural segment 22111 can be a block structure or the like that can drive the second structural segment 22112 to rotate on the outer sidewall of the ring member 21, but is not limited thereto; the second structural segment 22112 is a structure that can connect the first structural segment 22111 and the third structural segment 22113. For example, it can be an arc-shaped strip structure or the like, but is not limited thereto. The third structural segment 22113 can be a block structure or the like that can cooperate with the locking member 23 to lock the ring member 21, but is not limited thereto. The engaging gap is the gap between the third structural segment 22113 of one engaging portion 2211 and the first structural segment 22111 of an adjacent engaging portion 2211. The gap can be 5 mm, 8 mm, 10 mm, etc., but is not limited thereto.

[0084] With such a setting, when the camshaft retracts, the elastic member 2212 is not under the pressure of the second structural segment 22112 of the engaging portion 2211, causing the elastic member 2212 to push the second structural segment 22112 of the engaging portion 2211 at the junction of the first hole 1001 and the second hole 1002 to move away from the ring member 21. The second structural segment 22112 drives the third structural segment 22113 to move. At this time, the third structural segment 22113 approaches and abuts against the locking member 23 under the action of the retracting force of the camshaft, thereby locking the ring member 21 from further retracting, which can timely cut off the reaction force, reduce the frictional damage and impact force received by the engaging portion 2211, and further improve the service life and maintain the transmission accuracy to improve the reliability of locking.

[0085] Optionally, in some embodiments, please refer to Figure 3 , the first structural segment 22111 has a first inclined surface 221111; the third structural segment 22113 has a second inclined surface 221131; the first inclined surface 221111 faces away from the outer sidewall of the ring member 21, and the second inclined surface 221131 faces the outer sidewall of the ring member 21; the first inclined surface 221111 of any first structural segment 22111 is disposed opposite to the second inclined surface 221131 of an adjacent third structural segment 22113, and there is an engaging gap therebetween.

[0086] With such a setting, when the camshaft retracts, the elastic member 2212 is not pressed by the second structural segment 22112 of the mating portion 2211. The second structural segment 22112 drives the third structural segment 22113 to move. At this time, the second inclined surface 221131 of the third structural segment 22113 approaches and abuts against the locking member 23 under the action of the retracting force of the camshaft. Then, the locking ring member 21 continues to retract, which can timely cut off the reaction force, reduce the frictional damage and impact force received by the mating portion 2211, thereby improving the service life and maintaining the transmission accuracy to improve the reliability of locking. In the adjustment state, when the first structural segment 22111 located at the first hole 1001 and the second hole 1002 rotates into the first hole 1001, since the orientation of the locking portion 32 is the same as the rotation direction of the mating portion 2211, there is a gap between the first inclined surface 221111 and the locking portion 32, which allows the first inclined surface 221111 to pass smoothly without being interfered by the locking member 23. This can reduce wear, extend the maintenance cycle and reduce the maintenance cost. The existence of the gap also allows for good working performance under different temperature conditions; it can be free from interference in the adjustment state or during retracting and locking, thereby reducing the risk of damage.

[0087] Optionally, in some embodiments, please refer to Figure 4 , the third structural segment 22113 has a first surface 221132, a second surface 221133 and a third surface 221134; the first surface 221132 is connected to one side of the second surface 221133, and the third surface 221134 is connected to the other side of the second surface 221133; there is a first included angle between the first surface 221132 and the second surface 221133, and a second included angle between the third surface 221134 and the second surface 221133, and both the first included angle and the second included angle are greater than 90 degrees; the second surface 221133 cooperates with the locking member 23; the second surface 221133 is used to cooperate with the locking member 23 when opposite to the adjustment state to prevent the ring member 21 from retracting.

[0088] It can be understood that the first surface 221132 can be an arc surface; the second surface 221133 can be a flat surface; the third surface 221134 can be an inclined surface opposite to the first inclined surface 221111 of the first structural segment 22111.

[0089] With such a setting, when the third structure rotates, the first surface 221132 rotates and slides in cooperation with the side wall of the first hole 1001, and the second surface 221133 abuts against the locking member 23 and locks when the camshaft drives the third structure segment 22113 to rotate in the reverse direction; the second surface 221133 of the third structure cooperates with the first lower inclined surface of an adjacent third structure during rotation, so that the third structure can achieve precise positioning during rotation. When the second surface 221133 of the third structure abuts against the locking member 23, it can effectively prevent the brake arm from accidentally retracting during braking, thus contributing to the stability and safety of the braking system. The second surface 221133 of the third structure cooperates with the first lower inclined surface of the adjacent third structure, which not only increases rigidity but also provides additional supporting force during braking, further improving the braking effect, simplifying the manufacturing process, reducing costs, and having good durability and reliability.

[0090] Optionally, in some embodiments, refer to Figure 7 , a trapezoidal space 2301 is formed in the locking member 23. The trapezoidal space 2301 communicates with the first hole 1001 through the opening of the trapezoidal space 2301; the trapezoidal space 2301 is opened from the opening position to the side opposite to the second surface 221133, and the width of the trapezoidal space 2301 gradually decreases; the opening width of the trapezoidal space 2301 is equal to the width of the second surface 221133; the second surface 221133 is engaged with the trapezoidal space 2301 to prevent the wheel ring member 21 from retracting.

[0091] In this way, when the camshaft retreats, the second surface 221133 of the third structural segment 22113 gradually approaches the trapezoidal space 2301, and the second surface 221133 enters the trapezoidal space 2301 through the opening of the trapezoidal space 2301 and then engages with it. Because the trapezoidal space 2301 is opened from the opening position to the side opposite to the second surface 221133, and the opening width of the trapezoidal space 2301 is equal to the width of the second surface 221133, the second surface 221133 can be opened at the opening position of the trapezoidal space 2301 when the retreat force is small. The locking wheel ring 21 is arranged to prevent the camshaft from retreating; if the retreat force is large, the second surface 221133 will gradually enter the trapezoidal space 2301 due to the retreat force. Since the width of the trapezoidal space 2301 gradually decreases, the further the second surface 221133 moves into the trapezoidal space 2301, the greater the retreat force is required. Therefore, the greater the retreat force, the stronger the locking effect is. The trapezoidal space 2301 is provided on the locking member 23 so that the space (trapezoidal space 2301) and the entity (first surface 221132) can be matched. The invention provides better resistance force; for example, a car generates a large vibration during driving, and the car will roll back when braking at this time. The existing method of preventing rollback, that is, the ratchet rollback method, is a lock between entities (that is, the ratchet teeth cooperate to prevent rollback). At this time, under the action of vibration, the two relatively contacting entities will be offset or rebounded, so as to cause the lock to disengage, which will increase the braking distance of the driver, bring greater safety hazards to the driver, and have low reliability and safety. The contact and cooperation between the space and the entity, and the gradually decreasing width of the trapezoidal space 2301 will cause the second surface 221133 of the third structure to be located in the trapezoidal space 2301. The greater the retraction force is, the more the second surface 221133 of the third structure will move into the trapezoidal space 2301 and get stuck. At this time, if a large vibration occurs, the second surface 221133 of the third structure will be stuck in the trapezoidal space 2301, that is, it will be resisted by the inner wall of the trapezoidal space 2301 and cannot come out, which can reduce the safety hazard of the driver and improve the reliability of locking and driving safety.

[0092] Optionally, in some embodiments, see Figure 2 and Figure 8 The adjusting body 10 also has a receiving space 1005 and a connecting hole 1006; the receiving space 1005 is located between the second hole 1002 and the mounting hole 1004; the receiving space 1005 is connected to the second hole 1002 through the connecting hole 1006; the rod locking mechanism 30 includes a rotating assembly 31 and a locking portion 32, wherein:

[0093] The rotating assembly 31 is rotatable in the second hole 1002 and meshes with the matching piece 22 ; the axis of the rotating assembly 31 is perpendicular to the axis of the wheel lock mechanism 20 ; the rotating assembly 31 is used to drive the wheel ring 21 to rotate.

[0094] One end of the locking portion 32 is located within the accommodation space 1005, and the other end of the locking portion 32 passes through the communication hole 1006 and cooperates with the rotating assembly 31; the locking portion 32 is used for locking when the rotating direction of the rotating assembly 31 is opposite to the rotating direction of the adjustment state.

[0095] It can be understood that the rotating assembly 31 is a component capable of driving the wheel lock mechanism 20 to rotate, such as a worm or a gear with meshing teeth, etc., but not limited thereto. The locking portion 32 is a structure capable of locking the rotating assembly 31 when it retracts. For example, it can be composed of a blocking structure and a tensioning structure for pulling the blocking structure. The blocking structure can be a block structure, a cylindrical structure or a spherical structure, etc., and the tensioning structure can be a spring, etc., but not limited thereto.

[0096] With such a setting, in the adjustment state, the rotating assembly 31 drives the wheel ring member 21 to rotate. When the rotating assembly 31 rotates to the locking portion 32, it pushes the locking portion 32 through the communication hole 1006 to move the locking portion 32 within the accommodation space 1005, so that the locking portion 32 vacates the rotating space for the rotating assembly 31 to rotate; in the case of a retraction phenomenon, the wheel ring member 21 drives the rotating assembly 31 to rotate in the reverse direction. At this time, the rotating assembly 31 cooperates with the locking portion 32 to lock the rotating assembly 31 to prevent the rotating assembly 31 from retracting. Moreover, when preventing retraction, since both the rotating assembly 31 and the wheel ring member 21 are locked, they no longer rotate in cooperation, and the rotating assembly 31 and the wheel ring member 21 are in a stationary state, which can avoid the situation of still generating friction during retraction, prevent the reduction of the matching accuracy, and thus improve the service life and locking reliability.

[0097] Optionally, in some embodiments, please refer to Figure 2 、 Figure 6 and Figure 8 , the adjusting body 10 further has a third hole 1003; the third hole 1003 communicates with the second hole 1002 and passes through the side wall of the adjusting body 10; the rotating assembly 31 includes a driving rotating member 311, a driven rotating member 312 and a plurality of driven convex portions 313, wherein:

[0098] The driving rotating member 311 passes through the third hole 1003 and is rotatably connected to the inner side wall of the second hole 1002.

[0099] The driven rotating member 312 is located within the second hole 1002 and is detachably mounted on the driving rotating member 311; the other end of the locking portion 32 passes through the communication hole 1006 and cooperates with the driven rotating member 312; the driven rotating member 312 meshes with the wheel lock mechanism 20.

[0100] A plurality of passive protrusions 313 are arranged in sequence along the circumferential direction of the passive rotating member 312; each passive protrusion 313 has an anti-retreat groove 31301, and the opening direction of the anti-retreat groove 31301 is the same as the rotation direction when the passive rotating member 312 retreats; the anti-retreat groove 31301 is used to cooperate with the locking portion 32 for locking when the wheel lock mechanism 20 retreats.

[0101] It can be understood that the active rotating member 311 is a structure capable of driving the passive rotating member 312 to rotate, such as a rotating rod-like structure or a rotating shaft-like structure, etc., but not limited thereto. The passive rotating member 312 is a worm capable of driving the wheel ring member 21 to rotate. The passive protrusion 313 is a structure capable of cooperating with the locking portion 32 to lock the passive rotating member 312, such as a solid arched structure and a groove for cooperating with the locking portion 32 to lock the passive rotating member 312, etc., but not limited thereto. The active rotating member 311 can be controlled to rotate by a hydraulic control unit. Among them, the hydraulic control unit can include a pressure-sensitive element (which can be a piston and a spring member) and a connecting rod connecting the active rotating member 311. When the hydraulic pressure reaches a certain threshold and the braking gap needs to be adjusted, the hydraulic pressure will push the piston to overcome the spring force, and the movement of the piston will drive the active rotating member 311 to rotate through the connecting rod, thereby moving the active rotating member 311 to complete automatic adjustment.

[0102] With such a setting, in the adjustment state, the active rotating member 311 passing through the third hole 1003 drives the passive rotating member 312 to rotate, and a plurality of passive protrusions 313 arranged in sequence along the circumferential direction of the passive rotating member 312 rotate simultaneously. When the passive rotating member 312 drives the passive protrusion 313 to rotate to the locking portion 32, the passive protrusion 313 pushes the locking portion 32 through the communication hole 1006 to move the locking portion 32 in the accommodation space 1005, so that the locking portion 32 vacates the rotation space for the rotation assembly 31 to rotate; in the case of a retreat phenomenon, the wheel ring member 21 drives the passive rotating member 312 to rotate in the reverse direction. At this time, the passive protrusions 313 on the passive rotating member 312 also rotate in the reverse direction. Since each passive protrusion 313 has an anti-retreat groove 31301, and the opening direction of the anti-retreat groove 31301 is the same as the rotation direction when the passive rotating member 312 retreats, the anti-retreat groove 31301 cooperates with the locking portion 32 to lock the passive rotating member 312 during retreat, which can effectively prevent the retreat phenomenon, improve the stability and safety of the vehicle; through the cooperation and locking of the passive protrusion 313 and the locking portion 32, the maintenance cost caused by mechanical wear can be reduced, the service life can be extended, and the structure is simple and the operation is convenient.

[0103] Optionally, in some embodiments, please refer to Figure 2 and Figure 8, the locking part 32 includes a push rod 321, an anti-retreat part 322 and an elastic part 323, where:

[0104] One end of the push rod 321 faces the passive convex part 313, and the other end of the push rod 321 extends into the accommodation space 1005 through the communication port; one end of the push rod 321 has a groove matching part 2211, and the orientation of the groove matching part 2211 is opposite to the opening direction of the anti-retreat groove 31301; when the rotation direction of the passive rotating part 312 is opposite to the rotation direction in the adjustment state, the anti-retreat groove 31301 rotates to the position of the groove matching part 2211 for matching, so as to prevent the passive rotating part 312 from retreating.

[0105] One side of the anti-retreat part 322 is connected to the other end of the push rod 321; the length and width of the anti-retreat part 322 are both greater than the diameter of the communication hole 1006.

[0106] One end of the elastic part 323 is fixedly connected to the other side of the anti-retreat part 322, and the other end of the elastic part 323 is fixedly arranged on the side wall of the accommodation space 1005.

[0107] It can be understood that the push rod 321 is a structure that can push the anti-retreat part 322 to compress the elastic part 323, for example, it can be a rod-shaped structure or a shaft structure, etc., but not limited thereto. The anti-retreat part 322 is a structure that can abut against the communication port position when the push rod 321 is pulled in the direction of the passive rotating part 312. For example, it can be a cylindrical structure, a block structure or a spherical structure. Among them, the diameters of the cylindrical structure and the spherical structure are greater than the communication port, and the length and / or width of the block structure are greater than the communication port, etc., but not limited thereto.

[0108] With such a setting, when a backward movement phenomenon occurs, under the reverse rotation of the passive rotating member 312, the anti-backward groove 31301 of the passive protrusion 313 comes into contact and cooperation with one end of the push rod 321. At this time, when the passive rotating member 312 continues to rotate in the reverse direction, the anti-backward groove 31301 pulls the push rod 321 to rotate. Since the push rod 321 is a rod-shaped structure or a shaft-like structure, the push rod 321 will gradually tilt and pull the anti-backward member 322 to move within the accommodation space 1005 and move to the position of the communication hole 1006. When the anti-backward member 322 moves to the position of the communication hole 1006, the elastic portion 323 is simultaneously pulled. When the elastic portion 323 is pulled to the limit position and the anti-backward member 322 is located at the communication hole 1006, since the diameter of the anti-backward member 322 is larger than the diameter of the communication hole 1006, the anti-backward member 322 always remains within the accommodation space 1005 and overcomes the reverse rotation force of the passive rotating member 312 under the action of the inner side wall of the accommodation space 1005. Thus, the passive rotating member 312 is locked, effectively preventing the passive rotating member 312 from moving backward, thereby avoiding incorrect adjustment of the braking gap. The structure is more compact and convenient, reducing the number of components and potential failure points, and reducing the friction and impact force generated between the passive rotating member 312 and the engaging portion 221121 of the mating portion 2211 during backward movement, thereby improving the reliability of locking.

[0109] The above are only the preferred embodiments of the present application and are not intended to limit the present application. Any modifications, equivalent replacements, and improvements made within the spirit and principle of the present application shall be included within the protection scope of the present application.

Claims

1. An automatic brake adjustment arm for an automobile, characterized in that: The automobile brake automatic adjustment arm is installed on the brake base plate and connected to the camshaft; the automobile brake automatic adjustment arm includes: An adjusting body, the adjusting body having a first hole, a second hole and a mounting hole; the second hole is located between the first hole and the mounting hole and is connected to the first hole; the first hole, the second hole and the mounting hole all penetrate two opposite side walls of the adjusting body; the mounting hole is used to be mounted with the bottom plate hole of the brake bottom plate; a wheel lock mechanism, located in the first hole; the wheel lock mechanism has a wheel hole for mounting the camshaft; the wheel lock mechanism is used to drive the camshaft to rotate and lock the camshaft when it retracts; and The rod lock mechanism is located in the second hole and meshes with the wheel lock mechanism; the axis of the rod lock mechanism is perpendicular to the axis of the wheel lock mechanism; the rod lock mechanism is used to drive the wheel lock mechanism to rotate when rotating in the rotation direction of the adjustment state, and lock the wheel lock mechanism when it retracts.

2. The automobile brake automatic adjustment arm according to claim 1, characterized in that: The wheel lock mechanism comprises: A wheel ring member is rotatably disposed in the first hole; the wheel ring member has the wheel hole; the wheel ring member is used to drive the camshaft to rotate through the rod lock mechanism when rotating in the rotation direction of the adjustment state; a matching piece, located between the first hole and the outer side wall of the wheel ring; the matching piece is engaged with the rod locking mechanism; and A locking member is arranged on the adjusting body and faces the matching member; the locking member is used to cooperate with the matching member when the camshaft drives the wheel ring member to retreat, and to lock the wheel ring member when it retreats.

3. The automobile brake automatic adjustment arm according to claim 2, characterized in that: The outer peripheral wall of the wheel ring is provided with a plurality of wheel ring holes; the mating piece comprises a plurality of mating components, and the plurality of mating components are arranged in sequence along the circumference of the wheel ring; the plurality of mating components are enclosed on the outer side wall of the wheel ring; the mating components comprise: a matching portion, located between the first hole and the outer side wall of the wheel ring, one end of the matching portion being hinged to the outer side wall of the wheel ring; and An elastic member, located between the matching portion and the wheel ring member, one end of the elastic member being fixedly disposed in each of the wheel ring holes; The other end of the matching portion is fixedly connected to the other end of the elastic member; a meshing portion is provided on the side of the matching portion facing away from the wheel ring member; in the adjusted state, the meshing portion is used to mesh with the rod lock mechanism, and the locking member faces the matching portion and matches with the matching portion; the matching portion is used to match with the locking member when the camshaft drives the wheel ring member to retreat, so as to prevent the wheel ring member from retreating; Wherein, there is a fitting gap between the fitting parts of two adjacent fitting components.

4. The automobile brake automatic adjustment arm as claimed in claim 3, characterized in that: The matching portion comprises: A first structural section, wherein the first structural section is rotatably disposed on the outer side wall of the wheel ring; the first structural section is hinged to the outer side wall of the wheel ring; a second structural segment, wherein the first structural segment is fixedly arranged at one end of the second structural segment; the second structural segment is provided with the meshing portion on a side away from the wheel ring; and the second structural segment is fixedly connected to the other end of the elastic member; and a third structural segment, the third structural segment being fixedly arranged at the other end of the second structural segment; the locking member cooperating with the third structural segment; the third structural segment being used to cooperate with the locking member when rotating in a direction opposite to the rotation direction of the adjustment state, so as to prevent the wheel ring member from retreating; Among them, the first structural segment, the second structural segment and the third structural segment are all located between the first hole and the outer wall of the wheel ring; in two adjacent matching parts, the first structural segment of one matching part is arranged opposite to the third structural segment of the other matching part, and has the matching gap.

5. The automobile brake automatic adjustment arm as claimed in claim 4, characterized in that: The first structural segment has a first inclined surface; the third structural segment has a second inclined surface; the first inclined surface faces the side away from the outer wall of the wheel ring component, and the second inclined surface faces the outer wall of the wheel ring component; the first inclined surface of any one of the first structural segments is arranged opposite to the second inclined surface of an adjacent one of the third structural segments, and has the matching gap.

6. The automobile brake automatic adjustment arm as claimed in claim 4, characterized in that: The third structural segment has a first surface, a second surface and a third surface; the first surface is connected to one side of the second surface, and the third surface is connected to the other side of the second surface; there is a first angle between the first surface and the second surface, there is a second angle between the third surface and the second surface, and the first angle and the second angle are both greater than 90 degrees; the second surface cooperates with the locking member; the second surface is used to cooperate with the locking member when rotating in the opposite direction to the rotation direction of the adjustment state to prevent the wheel ring from retreating.

7. The automobile brake automatic adjustment arm according to claim 6, characterized in that: A trapezoidal space is provided on the locking member, and the trapezoidal space is connected with the first hole through the opening of the trapezoidal space; the trapezoidal space is opened from the opening position to the side opposite to the second surface, and the width of the trapezoidal space gradually decreases; the opening width of the trapezoidal space is equal to the width of the second surface; the second surface is snap-fitted with the trapezoidal space to prevent the wheel ring from retreating.

8. The automobile brake automatic adjustment arm as claimed in claim 2, characterized in that: The adjusting body is also provided with a receiving space and a connecting hole; the receiving space is located between the second hole and the mounting hole; the receiving space is connected with the second hole through the connecting hole; the rod locking mechanism comprises: A rotating assembly is rotatable in the second hole and meshes with the matching member; the axis of the rotating assembly is perpendicular to the axis of the wheel lock mechanism; the rotating assembly is used to drive the wheel ring member to rotate; and A locking portion, one end of which is located in the accommodating space, and the other end of which is passed through the connecting hole to cooperate with the rotating component; the locking portion is used to lock when the rotating component rotates in the opposite direction to the rotating direction of the adjustment state.

9. The automobile brake automatic adjusting arm according to claim 8, characterized in that: The adjusting body also has a third hole; the third hole is connected to the second hole and is arranged through the side wall of the adjusting body; the rotating assembly includes: An active rotating member, which is inserted into the third hole and rotatably connected to the inner wall of the second hole; A passive rotating member is located in the second hole and is detachably mounted on the active rotating member; the other end of the locking portion is passed through the connecting hole to cooperate with the passive rotating member; the passive rotating member is meshed with the wheel lock mechanism; and A plurality of passive protrusions are arranged in sequence along the circumference of the passive rotating part; each of the passive protrusions has an anti-retreat groove, the opening direction of the anti-retreat groove is the same as the rotation direction of the passive rotating part when retreating; the anti-retreat groove is used to cooperate with the locking part to lock when the wheel lock mechanism retreats.

10. The automobile brake automatic adjustment arm according to claim 9, characterized in that: The locking portion comprises: A push rod, one end of which faces the passive protrusion, and the other end of which extends into the accommodating space through the communicating port; one end of the push rod has a groove matching portion, and the direction of the groove matching portion is opposite to the opening direction of the anti-retraction groove; when the rotation direction of the passive rotating part is opposite to the rotation direction of the adjustment state, the anti-retraction groove rotates to the position of the groove matching portion for matching, so as to prevent the passive rotating part from retreating; an anti-retraction member, one side of which is connected to the other end of the push rod; the length and width of the anti-retraction member are both greater than the diameter of the connecting hole; and An elastic part, one end of which is fixedly connected to the other side of the anti-retraction component, and the other end of which is fixedly arranged on the side wall of the accommodating space.

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