Service braking mechanism and service braking system

Abstract

The invention relates to the technical field of service braking, in particular to a service braking mechanism and a service braking system.The service braking mechanism comprises a reduction gearbox, a brake disc, a braking unit and a heat conduction structure. The reduction gearbox is provided with a box body, an input shaft and an output shaft. The output shaft is suitable for being connected with wheels. The input shaft is adapted for a drive mechanism connection of a vehicle. The brake disc is installed on the input shaft. The brake unit is installed on the reduction gearbox and can make contact with the brake disc or be separated from the brake disc so as to limit rotation of the brake disc or relieve limitation on the brake disc. The heat conduction structure is installed on the brake disc and makes contact with the box body. In the braking process, heat on the brake disc is rapidly transmitted to the box body of the reduction gearbox through the heat conduction structure, and the brake disc can be effectively cooled. And compared with an air cooling mode, the cooling effect is greatly improved.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle braking, and particularly to a vehicle braking mechanism and a vehicle braking system. Background Art

[0002] Traditional vehicle braking mechanisms include brake discs and brake calipers. The brake caliper has brake pads, and with the help of hydraulic pressure, the brake pads can be pressed against the brake disc to brake the vehicle. During braking, a large amount of heat is generated by friction, causing the temperature of the brake disc to rise rapidly. The increase in temperature will lead to a decrease in the frictional force between the brake pads and the brake disc, and further result in a deterioration of the braking effect. In severe cases, brake failure may occur.

[0003] Generally, airflow is generated by the rotating brake disc, and the brake disc is cooled in an air-cooling mode, but the cooling effect is average. Summary of the Invention

[0004] The present invention provides a vehicle braking mechanism to solve the problem of average cooling effect when the brake disc is cooled in an air-cooling mode.

[0005] On the one hand, the present invention provides a vehicle braking mechanism, including: A reduction gearbox, provided with a housing, an input shaft and an output shaft; the output shaft is adapted to be connected to a wheel; A brake disc, mounted on the input shaft; A braking unit, mounted on the reduction gearbox, capable of contacting or disengaging from the brake disc to restrict or release the rotation of the brake disc; A heat conduction structure, mounted on the brake disc and in contact with the housing.

[0006] In some embodiments, a receiving groove is formed on a side wall of the reduction gearbox close to the brake disc; The heat conduction structure includes: A heat transfer fin, rotatably mounted in the receiving groove; Thermal conductive grease, provided between the heat transfer fin and the receiving groove; Heat transfer rods, multiple in number, evenly distributed along the circumference of the heat transfer fin, one end of each being fixedly connected to the heat transfer fin respectively, and the other end of each being fixedly connected to the brake disc respectively.

[0007] In some embodiments, each heat transfer rod is a heat pipe.

[0008] In some embodiments, the brake disc includes: A heat conducting plate, the middle part of which is fixedly connected to the heat conduction structure; A first brake pad, mounted on one side surface of the heat conducting plate; A second brake pad, mounted on the other side surface of the heat conducting plate, and the side away from the heat conducting plate is fixedly connected to the input shaft.

[0009] In some of these embodiments, a storage cavity is formed inside the heat conducting plate; a phase change medium is stored in the storage cavity; and an adsorption plate for adsorbing the phase change medium is installed in the storage cavity.

[0010] In some of these embodiments, it further includes: An adapter flange, which is respectively connected to the input shaft and the second brake pad.

[0011] In some of these embodiments, the braking unit includes: A housing, which is installed on one side of the speed reducer close to the brake disc; A first brake pad, which is installed inside the housing and can move towards or away from the first brake piece; A second brake pad, which is installed inside the housing and can move towards or away from the second brake piece.

[0012] In some of these embodiments, there is a first dynamic friction coefficient between the first brake pad and the first brake piece; There is a second dynamic friction coefficient between the second brake pad and the second brake piece.

[0013] In some of these embodiments, the braking unit further includes: A first rotary driver, which is installed on the housing and is connected to the first brake pad through a first transmission assembly, and is used to drive the first brake pad to move; A second rotary driver, which is installed on the housing and is connected to the second brake pad through a second transmission assembly, and is used to drive the second brake pad to move.

[0014] On the other hand, the present invention also provides a service braking system, which includes the service braking mechanism provided in any of the above embodiments.

[0015] The beneficial effects of the present invention are as follows: The service braking mechanism of the present invention is provided with a speed reducer, a brake disc, a braking unit and a heat conduction structure. The braking unit is installed on the speed reducer and can contact or disengage from the brake disc to restrict or release the rotation of the brake disc. The heat conduction structure is installed on the brake disc and is in contact with the box body. During braking, the heat on the brake disc is quickly transferred to the box body of the speed reducer through the heat conduction structure, which can effectively cool the brake disc. Compared with the air-cooled mode, the cooling effect is greatly improved. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 It is a schematic structural diagram of some specific embodiments of a service braking mechanism of the present invention; Figure 2 It is Figure 1 a side view of the service braking mechanism shown; Figure 3 It is Figure 2Schematic diagram of the internal structure of the heat-conducting plate in the shown service braking mechanism.

[0017] In the accompanying drawings, 110 is the reduction gearbox; 111 is the box body; 112 is the input shaft; 113 is the output shaft; 120 is the brake disc; 121 is the heat-conducting plate; 1211 is the storage cavity; 1212 is the adsorption plate; 122 is the first brake pad; 123 is the second brake pad; 130 is the braking unit; 131 is the cover body; 132 is the first brake shoe; 133 is the second brake shoe; 140 is the heat conduction structure; 141 is the heat transfer fin; 142 is the thermal grease; 143 is the heat transfer rod; 150 is the adapter flange. Detailed implementation manners

[0018] The technical solutions of the present invention will be clearly and completely described below in conjunction with the embodiments. Obviously, the described embodiments are some, but not all, of the embodiments of the present invention. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the protection scope of the present invention.

[0019] As described in the background art, during the braking process, the friction between the brake pads and the brake disc generates a large amount of heat, causing the temperature of the brake disc to rise rapidly. The increase in temperature will lead to a decrease in the frictional force between the brake pads and the brake disc, and further result in a deterioration of the braking effect. In severe cases, there will be a braking failure. Usually, by means of the rotating brake disc to generate air flow, the brake disc is cooled in the air-cooling mode, and the cooling effect is generally average.

[0020] To solve the above problems, referring to Figure 1 、 Figure 2 and Figure 3 , on the one hand, the present invention provides a service braking mechanism, including a reduction gearbox 110, a brake disc 120, a braking unit 130 and a heat conduction structure 140. The reduction gearbox 110 is provided with a box body 111, an input shaft 112 and an output shaft 113. The output shaft 113 is adapted to be connected to the wheel. The input shaft 112 is adapted to be connected to the driving mechanism of the vehicle. The brake disc 120 is installed on the input shaft 112. The braking unit 130 is installed on the reduction gearbox 110 and can contact or disengage from the brake disc 120 to restrict or release the rotation of the brake disc 120. The heat conduction structure 140 is installed on the brake disc 120 and is in contact with the box body 111 of the reduction gearbox 110. During the braking process, the heat on the brake disc 120 is quickly transferred to the box body 111 of the reduction gearbox 110 through the heat conduction structure 140, which can effectively cool the brake disc 120. Compared with the air-cooling mode, the cooling effect is greatly improved.

[0021] Specifically, in the exemplary example, as Figure 2As shown, a receiving groove is formed on a side wall of the speed reducer 110 close to the brake disc 120. The heat conduction structure 140 includes a heat transfer fin 141, a thermal grease 142, and a plurality of heat transfer rods 143. The heat transfer fin 141 is rotatably mounted in the receiving groove and can rotate with the brake disc 120. The thermal grease 142 is disposed between the heat transfer fin 141 and the receiving groove. On the one hand, the thermal grease 142 plays a lubricating role; on the other hand, the thermal grease 142 improves the heat conduction efficiency between the heat transfer fin 141 and the box body 111. The plurality of heat transfer rods 143 are uniformly distributed along the circumferential direction of the circular heat transfer fin 141, one end of each is fixedly connected to the heat transfer fin 141 respectively, and the other end of each is fixedly connected to the brake disc 120 respectively. It should be noted that a plurality of relief holes are formed in the adapter flange 150. The plurality of relief holes are used for the plurality of heat transfer rods 143 to pass through. A relief hole is formed in the middle of the second brake pad 123 so that each heat transfer rod 143 can be fixedly connected to the middle of the heat conduction plate 121. During braking, the heat on the brake disc 120 is transferred to the heat transfer fin 141 through the plurality of heat transfer rods 143, and then transferred from the heat transfer fin 141 to the box body 111, which can effectively cool the brake disc 120.

[0022] Preferably, each heat transfer rod 143 is a heat pipe, the evaporation end is fixedly connected to the middle of the heat conduction plate 121 of the brake disc 120, and the condensation end is fixedly connected to the heat transfer fin 141, further improving the cooling efficiency and cooling effect.

[0023] Specifically, in the exemplary embodiment, as Figure 2 shown, the brake disc 120 includes a heat conduction plate 121, a first brake pad 122, and a second brake pad 123. The middle of the heat conduction plate 121 is fixedly connected to the plurality of heat transfer rods 143 of the heat conduction structure 140. The first brake pad 122 is mounted on one side surface of the heat conduction plate 121. The second brake pad 123 is mounted on the other side surface of the heat conduction plate 121, and the side away from the heat conduction plate 121 is fixedly connected to the input shaft 112. The braking unit 130 can contact the first brake pad 122 and / or the second brake pad 123 to limit the rotation of the brake disc 120. The heat on the first brake pad 122 and / or the second brake pad 123 is transferred to the box body 111 through the heat conduction plate 121 and the heat conduction structure 140 to achieve the purpose of heat dissipation.

[0024] Preferably, as Figure 2 and Figure 3As shown in the figure, a storage cavity 1211 is formed inside the heat conduction plate 121. A phase change medium is stored in the storage cavity 1211. An adsorption plate 1212 for adsorbing the phase change medium is installed in the storage cavity 1211. The cross-section of the adsorption plate 1212 is in a "return" shape structure. With the help of the adsorption plate 1212 with a porous structure, the liquid phase change medium climbs to the upper and lower parts of the adsorption plate 1212. After being heated and vaporized, the gaseous phase change medium flows to the middle of the storage cavity 1211 and is liquefied when encountering cold. In this way, the heat conduction efficiency is greatly improved.

[0025] Preferably, the service brake mechanism further includes a transfer flange 150. The middle part of the transfer flange 150 is connected to the input shaft 112 through a spline. The transfer flange 150 is connected to the second brake pad 123 through bolts, so as to facilitate the disassembly and assembly of the transfer flange 150 and the brake disc 120. The transfer flange 150 increases the contact area when the input shaft 112 is connected to the brake disc 120, thereby improving the connection stability.

[0026] Specifically, in the exemplary embodiment, the braking unit 130 includes a housing 131, a first brake pad 132, a second brake pad 133, a first rotary driver, a first transmission assembly, a second rotary driver, and a second transmission assembly. The housing 131 is mounted on one side of the speed reducer 110 close to the brake disc 120 by bolts. The first brake pad 132 is mounted inside the housing 131 and can move towards or away from the first brake piece 122. The second brake pad 133 is mounted inside the housing 131 and can move towards or away from the second brake piece 123. The first rotary driver is mounted on the housing 131 and is connected to the first brake pad 132 through the first transmission assembly for driving the first brake pad 132 to move. The second rotary driver is mounted on the housing 131 and is connected to the second brake pad 133 through the second transmission assembly for driving the second brake pad 133 to move. It should be noted that there is a first dynamic friction coefficient between the first brake pad 132 and the first brake piece 122. There is a second dynamic friction coefficient between the second brake pad 133 and the second brake piece 123. The first dynamic friction coefficient is different from the second dynamic friction coefficient. When the extrusion force between the brake pad and the brake piece is constant, the greater the dynamic friction coefficient, the greater the frictional force. In some working conditions, such as when vehicle driving and parking braking is required, only the first rotary driver drives the first brake pad 132 to press against the first brake piece 122 through the first transmission assembly to provide appropriate frictional force for braking. In other working conditions, such as when long-term parking braking is required, only the second rotary driver drives the second brake pad 133 to press against the second brake piece 123 through the second transmission assembly to provide appropriate frictional force for braking. In still other working conditions, such as when parking braking on a 35° slope is required, the first rotary driver drives the first brake pad 132 to press against the first brake piece 122 through the first transmission assembly, and the second rotary driver drives the second brake pad 133 to press against the second brake piece 123 through the second transmission assembly to provide appropriate frictional force for braking. Of course, in other some working conditions, such as when staged braking is required, the second brake pad 133 can be made to participate in braking first, and then the first brake pad 132 can participate in braking.

[0027] Preferably, the first rotary driver and the second rotary driver can be servo motors with relatively high control precision. Of course, the first rotary driver and the second rotary driver can also be stepper motors with relatively low manufacturing costs. Using electric control for braking is more time-saving and labor-saving.

[0028] Preferably, the first transmission assembly includes a lead screw and a nut. The second transmission assembly also includes a lead screw and a nut. By means of the lead screw and the nut, the first brake pad 132 / the second brake pad 133 is driven to move to accurately control the pressing force.

[0029] On the other hand, the present invention provides a service braking system, including a service braking mechanism and a hydraulic braking device. The braking mechanism and the hydraulic braking device work in cooperation. During braking, the heat on the brake disc 120 is rapidly transferred to the housing 111 of the reduction gearbox 110 through the heat conduction structure 140, which can effectively cool the brake disc 120. Compared with the air-cooling mode, the cooling effect is greatly improved.

[0030] In the description of the present invention, it should be understood that the orientation or positional relationship indicated by the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. is based on the orientation or positional relationship shown in the drawings. It is 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 thus should not be construed as a limitation of the present invention.

[0031] 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 at least one of such features. In the description of the present invention, the meaning of "a plurality" is at least two, such as two, three, etc., unless otherwise specifically and clearly defined.

[0032] In the present invention, unless otherwise clearly specified and defined, the terms "mounted", "connected", "coupled", "fixed", etc. should be understood in a broad sense. For example, it may be a fixed connection, a detachable connection, or integrated; it may be a mechanical connection, an electrical connection, or communicable with each other; it may be directly connected, or indirectly connected through an intermediate medium, and it may be the internal communication of two elements or the interaction relationship between two elements, unless otherwise clearly defined. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0033] In the present invention, terms such as "one embodiment", "some embodiments", "example", "specific example", or "some examples" etc. mean that the specific features, structures, materials or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner. In addition, without contradiction, those skilled in the art can combine and combine the different embodiments or examples described in this specification and the features of different embodiments or examples.

[0034] Although the embodiments of the present invention have been shown and described above, it can be understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those of ordinary skill in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present invention.

Claims

1. A vehicle braking mechanism, characterized in that, Comprising: A speed reducer, provided with a housing, an input shaft and an output shaft; The output shaft is adapted to be connected to a wheel; A brake disc, mounted on the input shaft; A braking unit, mounted on the speed reducer, capable of contacting or disengaging from the brake disc to restrict or release the rotation of the brake disc; A heat conduction structure, mounted on the brake disc and in contact with the housing.

2. The service brake mechanism according to claim 1, wherein A receiving groove is formed on a side wall of the speed reducer close to the brake disc; The heat conduction structure includes: A heat transfer fin, rotatably mounted in the receiving groove; Thermal conductive grease, provided between the heat transfer fin and the receiving groove; Heat transfer rods, multiple in number, evenly distributed along the circumference of the heat transfer fin, one end of each being fixedly connected to the heat transfer fin respectively and the other end being fixedly connected to the brake disc respectively.

3. The service brake mechanism according to claim 2, characterized in that, Each of the heat transfer rods is a heat pipe.

4. The vehicle braking mechanism according to any one of claims 1 to 3, characterized in that, The brake disc includes: A heat conductive plate, the middle of which is fixedly connected to the heat conduction structure; A first brake pad, mounted on one side surface of the heat conductive plate; A second brake pad, mounted on the other side surface of the heat conductive plate, and the side away from the heat conductive plate is fixedly connected to the input shaft.

5. The service brake mechanism according to claim 4, wherein A storage cavity is formed inside the heat conductive plate; a phase change medium is stored in the storage cavity; an adsorption plate for adsorbing the phase change medium is mounted in the storage cavity.

6. The service brake mechanism according to claim 4, characterized in that, Further comprising: An adapter flange, connected to the input shaft and the second brake pad respectively.

7. The service brake mechanism according to claim 4, characterized in that, The braking unit includes: A cover body, mounted on the side of the speed reducer close to the brake disc; A first brake shoe, mounted inside the cover body and capable of moving towards or away from the first brake pad; A second brake shoe, mounted inside the cover body and capable of moving towards or away from the second brake pad.

8. The service brake mechanism according to claim 7, characterized in that A first dynamic friction coefficient exists between the first brake shoe and the first brake pad; A second dynamic friction coefficient exists between the second brake shoe and the second brake pad.

9. The service brake mechanism according to claim 7, wherein The braking unit further includes: A first rotary driver, mounted on the cover body and connected to the first brake shoe through a first transmission assembly for driving the first brake shoe to move; A second rotary driver, mounted on the cover body and connected to the second brake shoe through a second transmission assembly for driving the second brake shoe to move.

10. A vehicle braking system, characterized in that, Including the vehicle braking mechanism according to any one of claims 1 to 9.

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