Service brake transmission mechanism

Abstract

The utility model discloses a service brake transmission mechanism which comprises a motor, a power transmission mechanism and a ball screw structure, and a first gear is arranged on a power output shaft of the motor. The power transmission mechanism comprises a second gear and a third gear which are coaxially arranged, and the second gear is vertically meshed with the first gear; the ball screw structure comprises a lead screw and a nut, the lead screw is sleeved with the nut in a threaded mode, a fourth gear is arranged at the end of the lead screw, the fourth gear is perpendicularly meshed with the third gear, the nut is rotationally connected with a brake part through a connecting rod, and the lead screw drives the brake part to move through the nut. The service brake transmission mechanism is simple and compact in structure and small in occupied space, and pollution to the environment is reduced.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicle braking, in particular to a driving braking transmission mechanism. Background Art

[0002] Unmanned container trucks, referred to as unmanned container trucks. At present, unmanned container trucks in ports have complied with the trend of a new round of scientific and technological revolution and industrial transformation, and play an important role in the transportation of containers in major ports. The braking system is an important part of the vehicle system, and the transmission mechanism is the transmission element of the braking system to implement the braking force. Its performance directly affects the safety of unmanned container trucks.

[0003] At present, the braking systems used in unmanned container trucks include hydraulic braking systems and pneumatic braking systems. After a long period of development, the hydraulic braking system has become a very mature technology and has been widely used. However, there are some problems with the hydraulic braking system, such as relatively slow braking, complex mechanical structure, difficult layout matching, and environmental pollution of brake fluid. Traditional pneumatic braking systems have the problem of occupying a large space due to the presence of compressors, brake oil tanks and air pipelines.

[0004] In summary, how to provide a braking system with a simple structure, space saving, and no environmental pollution during braking has become a technical problem that needs to be urgently solved by those skilled in the art. Utility Model Content

[0005] In view of this, the utility model provides a driving brake transmission mechanism, which has a simple and compact structure, occupies a small space, and reduces pollution to the environment.

[0006] In order to achieve the above purpose, the utility model provides the following technical solutions:

[0007] A service brake transmission mechanism, comprising:

[0008] A motor, wherein a first gear is arranged on a power output shaft of the motor;

[0009] A power transmission mechanism, comprising a second gear and a third gear coaxially arranged, wherein the second gear is vertically meshed with the first gear;

[0010] The ball screw structure includes a screw and a nut threadedly sleeved on the screw, a fourth gear is arranged at the end of the screw, the fourth gear is vertically meshed with the third gear, the nut is rotatably connected to the brake member through a connecting rod, and the screw drives the brake member to move through the nut.

[0011] Optionally, the ball screw structure further includes an intermediate connecting seat and a fixed seat which are sleeved on the outside of the screw, one end of the intermediate connecting seat is connected to the nut, and the other end is connected to the fixed seat, and the fixed seat is connected to the connecting rod.

[0012] Optionally, the intermediate connecting seat and the fixing seat are sleeved on an end of the lead screw away from the fourth gear, and an anti-rotation structure is provided at the end of the lead screw away from the fourth gear;

[0013] One end of the lead screw close to the fourth gear is rotatably connected to a first bearing, and one end of the lead screw away from the fourth gear is rotatably connected to a second bearing.

[0014] Optionally, the anti-rotation structure includes an anti-rotation sliding seat, the anti-rotation sliding seat is slidably arranged in a limiting through groove along the sliding direction of the nut, the limiting through groove includes a first sub-groove and a second sub-groove that are arranged opposite to and connected to the groove opening, the first sub-groove is arranged at one end of the intermediate connecting seat close to the fixed seat, and the second sub-groove is arranged at one end of the fixed seat close to the intermediate connecting seat;

[0015] The first sub-groove and the second sub-groove have the same groove width.

[0016] Optionally, the anti-rotation sliding seat is interference-sleeved on the second bearing;

[0017] The end of the anti-rotation sliding seat extends out of the limiting through slot and is fixedly connected to the brake outer shell.

[0018] Optionally, a bearing placement groove for accommodating the second bearing is provided on the anti-rotation sliding seat, and a first connecting through hole for connecting with the brake outer shell is provided at the end of the anti-rotation sliding seat.

[0019] Optionally, a ball head rod end joint bearing is provided between the fixing seat and the connecting rod, one end of the ball head rod end joint bearing is connected to the fixing seat, and the other end is connected to the connecting rod.

[0020] Optionally, a connecting screw is provided at one end of the fixing seat close to the ball head rod end joint bearing, and the connecting screw is threadedly connected to the barrel end of the ball head rod end joint bearing;

[0021] The rod end of the ball head rod end joint bearing is threadedly connected to the connecting rod.

[0022] Optionally, the connecting rod comprises an integrally arranged connecting head and a connecting arm, the connecting head is provided with a first connecting threaded hole, and the rod end of the ball head rod end joint bearing is threadedly connected in the first connecting threaded hole;

[0023] The connecting arm is rotatably connected to the braking member.

[0024] Optionally, the power transmission mechanism includes a stepped shaft, one end of which is fixedly connected to the second gear, and the other end of which is fixedly connected to the third gear, and the stepped shaft is rotatably supported on the brake outer shell through a third bearing and a fourth bearing.

[0025] It can be seen from the above technical scheme that the service brake transmission mechanism provided by the utility model includes a motor, a power transmission mechanism and a ball screw structure, wherein the power transmission mechanism is used to transmit the power of the motor to the ball screw structure, and the ball screw structure is used to pull the brake structure. The service brake transmission mechanism of the utility model adopts a motor to drive the ball screw structure for braking. Compared with the traditional pneumatic brake, the structure is compact and occupies less space, so that the layout of the brake transmission structure is more convenient and reasonable, and can be integrated with other electronic control systems of the car. The service brake transmission mechanism uses electrical signals as information transmission media, eliminates the use of all brake pipes and hydraulic oil, improves the system response speed, simplifies the structure, and is easy to arrange and assemble. The motor replaces the hydraulic pump to complete the relevant driving operations of the brake, with high precision control, short reaction time, and high braking efficiency. At the same time, since the hydraulic brake is eliminated, there is no risk of brake fluid leakage, which greatly reduces the pollution to the environment. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] In order to more clearly illustrate the embodiments of the utility model or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the utility model. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0027] Figure 1 A schematic structural diagram of a driving brake transmission mechanism provided by an embodiment of the utility model at one angle;

[0028] Figure 2 A schematic structural diagram of a service brake transmission mechanism from another angle provided in an embodiment of the utility model;

[0029] Figure 3 A schematic cross-sectional view of a ball screw structure provided in an embodiment of the utility model;

[0030] Figure 4 A partially enlarged structural schematic diagram of the connection position between the intermediate connecting seat and the fixing seat provided in an embodiment of the utility model;

[0031] Figure 5 A partial enlarged structural schematic diagram of the connection position between the fourth gear and the lead screw provided in an embodiment of the utility model;

[0032] Figure 6 A schematic diagram of the structure of a ball screw structure provided in an embodiment of the utility model;

[0033] Figure 7 A schematic structural diagram of an angle of the anti-rotation slide provided by an embodiment of the utility model;

[0034] Figure 8 A schematic structural diagram of the anti-rotation slide provided by an embodiment of the utility model from another angle;

[0035] Fig. 9 A schematic diagram of the structure of a power transmission mechanism provided by an embodiment of the utility model;

[0036] Fig.10 A schematic diagram of the structure of a stepped shaft provided in an embodiment of the utility model;

[0037] Fig.11 A schematic structural diagram of a ball head rod end joint bearing provided in an embodiment of the utility model;

[0038] Fig.12 A schematic diagram of the structure of a connecting rod provided in an embodiment of the utility model;

[0039] Fig.13 A schematic structural diagram of the connection between the service brake transmission mechanism and the brake arm provided in an embodiment of the utility model.

[0040] in:

[0041] 1-motor; 2-first gear; 3-second gear; 4-third bearing; 5-fourth bearing; 6-third gear; 7-first bearing; 8-fourth gear; 9-ball screw structure; 901-screw; 902-nut; 903-connecting flange; 904-first keyway; 905-first ring groove; 906-second connecting through hole; 10-first connecting bolt; 11-middle connecting seat; 1101-first sub-slot; 12-fixing seat; 1201-connecting screw; 1202-second sub-slot; 13-anti-rotation sliding seat; 1301-first connecting through hole; 1302-bearing placement groove; 1303-accommodating through hole; 1 4-ball head rod end joint bearing; 15-connecting rod; 1501-connecting arm; 1502-third connecting through hole; 1503-connecting head; 1504-first connecting threaded hole; 16-stepped shaft; 1601-fourth keyway; 1602-third annular groove; 1603-third keyway; 1604-second annular groove; 17-first flat key; 18-first locking screw; 19-second bearing; 20-limiting through groove; 21-retaining ring for first shaft; 22-retaining ring for second shaft; 23-retaining ring for third shaft; 24-third flat key; 25-third locking screw; 26-second flat key; 27-second locking screw; 28-brake arm. DETAILED DESCRIPTION

[0042] The utility model discloses a driving brake transmission mechanism, which has a simple and compact structure, occupies a small space and reduces pollution to the environment.

[0043] The following will be combined with the drawings in the embodiments of the utility model to clearly and completely describe the technical solutions in the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments in the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.

[0044] See also Figures 1 to 13 The vehicle brake transmission mechanism of the utility model includes a motor 1, a power transmission mechanism and a ball screw structure 9. The motor 1 is used to provide driving force. The power transmission mechanism is used to transmit the power of the motor 1 to the ball screw structure 9. The ball screw structure 9 is used for traction braking structure.

[0045] Among them, a first gear 2 is arranged on the power output shaft of the motor 1. The power transmission mechanism includes a second gear 3 and a third gear 6 which are coaxially arranged, and the second gear 3 is vertically meshed with the first gear 2. The ball screw structure 9 includes a screw 901 and a nut 902 which is threadedly sleeved on the screw 901. A fourth gear 8 is arranged at the end of the screw 901, and the fourth gear 8 is vertically meshed with the third gear 6. The nut 902 is rotatably connected with the brake part through a connecting rod 15. The screw 901 drives the brake part to move through the nut 902, and the rotation of the screw 901 drives the nut 902 to reciprocate linearly, thereby driving the brake part to switch between a braking state and a non-braking state. The vertical meshing here means that the axes of the two meshing gears are arranged vertically.

[0046] The motor 1 is fixedly connected to the axle housing, and the power transmission mechanism and the ball screw structure 9 are arranged in the brake housing, and the brake housing is connected to the axle housing. The operation of the motor 1 is controlled by a controller. Since the spur bevel gear has the advantages of wide transmission power and speed application range, constant transmission ratio, high transmission efficiency, reliable operation, long service life and compact structure, the first gear 2, the second gear 3, the third gear 6 and the fourth gear 8 are all spur bevel gears. The second gear 3 is a large gear, and the first gear 2 is a small gear. The third gear 6 is a small gear, and the fourth gear 8 is a large gear.

[0047] The service brake transmission mechanism of the utility model comprises a motor 1, a power transmission mechanism and a ball screw structure 9, wherein the power transmission mechanism is used to transmit the power of the motor 1 to the ball screw structure 9, and the ball screw structure 9 is used to pull the brake structure. The service brake transmission mechanism of the utility model adopts the motor 1 to drive the ball screw structure 9 for braking. Compared with the traditional pneumatic brake, the structure is compact and occupies less space, so that the layout of the brake transmission structure is more convenient and reasonable, and can be integrated with other electronic control systems of the automobile. The service brake transmission mechanism uses electrical signals as information transmission media, eliminates the use of all brake pipes and hydraulic oil, improves the system response speed, simplifies the structure, and is easy to arrange and assemble. The motor replaces the hydraulic pump to complete the relevant driving operations of the brake, with high precision control, short reaction time and high braking efficiency. At the same time, since the hydraulic brake is eliminated, there is no risk of brake fluid leakage, which greatly reduces the pollution to the environment.

[0048] In order to facilitate driving the connecting rod 15, the ball screw structure 9 also includes an intermediate connecting seat 11 and a fixed seat 12 which are sleeved on the outside of the screw 901. One end of the intermediate connecting seat 11 is connected to the nut 902, and the other end is connected to the fixed seat 12. The fixed seat 12 is connected to the connecting rod 15. The intermediate connecting seat 11 and the fixed seat 12 are both hollow cylinder structures. The intermediate connecting seat 11 is a cylinder with openings at both ends, and the fixed seat 12 is a cylinder with an opening at one end and a sealing end. In one embodiment, as Figure 1 and Figure 2 As shown, one end of the nut 902 used for connecting with the intermediate connecting seat 11 is provided with a connecting flange 903, and the connecting flange 903 is provided with a second connecting through hole 906, as shown in FIG. Figure 6 As shown, the connecting flange 903 is threadedly connected to the intermediate connecting seat 11 through the first connecting bolt 10 inserted into the second connecting through hole 906. It can be understood that the intermediate connecting seat 11 is provided with a second connecting threaded hole (not shown) at the position for connecting the first connecting bolt 10, and the second connecting threaded hole is arranged corresponding to the second connecting through hole 906. The open end of the fixing seat 12 is connected to the intermediate connecting seat 11 through the second connecting bolt (not shown), and the closed end of the fixing seat 12 is connected to the connecting rod 15.

[0049] Specifically, the intermediate connecting seat 11 and the fixed seat 12 are sleeved on the end of the screw 901 away from the fourth gear 8. The end of the screw 901 away from the fourth gear 8 is provided with an anti-rotation structure, which is used to prevent the nut 902 from rotating with the screw 901, thereby ensuring the linear motion of the nut 902. In order to realize the rotation support of the screw 901, the end of the screw 901 close to the fourth gear 8 is rotatably connected to the first bearing 7, and the end away from the fourth gear 8 is rotatably connected to the second bearing 19. The second bearing 19 is arranged in the space surrounded by the intermediate connecting seat 11 and the fixed seat 12, as shown in FIG. Figure 3The first bearing 7 and the second bearing 19 can be the same type of bearings or different types of bearings, which is not limited here. The outer ring of the first bearing 7 is interference fit with the bearing support seat of the brake outer shell.

[0050] Furthermore, the anti-rotation structure includes an anti-rotation slide 13, which is slidably disposed in the limiting slot 20 along the sliding direction of the nut 902. Specifically, the limiting slot 20 includes a first sub-slot 1101 and a second sub-slot 1202, which are disposed opposite to and connected to each other. Figure 2 and Figure 4 As shown, the first slot 1101 is disposed at the end of the intermediate connecting seat 11 close to the fixing seat 12, and the second slot 1202 is disposed at the end of the fixing seat 12 close to the intermediate connecting seat 11. Figure 1 As shown, the first sub-slot 1101 and the second sub-slot 1202 have the same slot width and corresponding positions. The slot length of the limiting through slot 20 is greater than the length of the linear motion track of the nut 902 .

[0051] Among them, the anti-rotation slide 13 is interference-fitted on the second bearing 19, that is, the anti-rotation slide 13 is interference-fittedly connected with the outer ring of the second bearing 19 to support the second bearing 19. The end of the anti-rotation slide 13 extends out of the limiting slot 20 and is fixedly connected to the brake outer shell, thereby realizing the positioning of the anti-rotation slide 13. In order to improve the reliability of positioning, both ends of the anti-rotation slide 13 extend out of the limiting slots 20 at corresponding positions, and both ends of the anti-rotation slide 13 are fixedly connected to the corresponding positions of the brake outer shell. It can be understood that there are two limiting slots 20, and the setting position of the limiting slots 20 corresponds to the end position of the anti-rotation slide 13, and each end of the anti-rotation slide 13 is correspondingly provided with a limiting slot 20. One end of the second bearing 19 is limited by the step on the screw 901, and the other end is limited by the anti-rotation slide 13. One end of the first bearing 7 is limited by the step on the screw 901, and the other end is limited by the first shaft retaining ring 21. Figure 5 A first annular groove 905 is provided at the position where the lead screw 901 is connected to the first shaft retaining ring 21. Figure 6 As shown, the groove width of the first annular groove 905 is set corresponding to the thickness of the first shaft retaining ring 21, and the specific matching tolerance is determined by those skilled in the art. The fourth gear 8 is positioned by the first flat key 17 connected to the first key groove 904. A second key groove is set at a position corresponding to the first key groove 904 on the mounting shaft hole of the fourth gear 8. The first flat key 17 is set in the space surrounded by the first key groove 904 and the second key groove. The first flat key 17 is locked by the first locking screw 18 connected to the end of the fourth gear 8, as shown in FIG. Figure 5 shown.

[0052] In order to facilitate the installation of the second bearing 19, the anti-rotation sliding seat 13 is provided with a bearing placement groove 1302 for accommodating the second bearing 19. Figure 7 and Figure 8 As shown, the end of the anti-rotation slide 13 is provided with a first connecting through hole 1301 for connecting with the brake outer shell. The end size of the anti-rotation slide 13 is larger than the outer diameter size of the intermediate connecting seat 11 or the fixed seat 12. The outer diameters of the intermediate connecting seat 11 and the fixed seat 12 can be the same or different. In order to avoid the connection of the position of the first connecting through hole 1301 affecting the linear motion of the nut 902, the setting position of the first connecting through hole 1301 is located outside the limiting through groove 20. In order to avoid the axial end of the lead screw 901 interfering with the installation when installing the second bearing 19, the bottom of the bearing placement groove 1302 is provided with a receiving through hole 1303, and the aperture of the receiving through hole 1303 is larger than the diameter of the axial end of the lead screw 901 at this end.

[0053] In order to improve the flexibility of the driving process, a ball head rod end joint bearing 14 is arranged between the fixed seat 12 and the connecting rod 15, one end of the ball head rod end joint bearing 14 is connected to the fixed seat 12, and the other end is connected to the connecting rod 15. The ball head rod end joint bearing 14 is a structure in the prior art, such as Fig.11 Specifically, a connecting screw 1201 is provided at one end of the fixing seat 12 near the ball head rod end joint bearing 14, and the connecting screw 1201 is threadedly connected to the barrel end of the ball head rod end joint bearing 14. The rod end of the ball head rod end joint bearing 14 is threadedly connected to the connecting rod 15.

[0054] In one embodiment, the connecting rod 15 includes a connecting head 1503 and a connecting arm 1501 that are integrally arranged. Fig.12 The connecting head 1503 is provided with a first connecting threaded hole 1504, and the rod end of the ball head rod end joint bearing 14 is threadedly connected in the first connecting threaded hole 1504. Specifically, two connecting arms 1501 are provided, and the two connecting arms 1501 are arranged at intervals, and the ends of the two are fixedly connected to the connecting head 1503 to form a Y-shaped connecting member. The connecting arm 1501 is provided with a third connecting through hole 1502, and the connecting arm 1501 is rotatably connected to the brake member through a bolt connected in the third connecting through hole 1502.

[0055] Wherein, the brake member includes a brake arm 28 and a brake shoe, referring to Fig.13 The structures and connection relationship between the brake arm 28 and the brake shoe are prior art, and the present invention has not made any improvements, so they will not be described in detail. The connecting arm 1501 is rotatably connected to one end of the brake arm 28, and the other end of the brake arm 28 is rotatably connected to the brake shoe.

[0056] Specifically, the power transmission mechanism includes a stepped shaft 16, such as Fig. 9As shown, one end of the stepped shaft 16 is fixedly connected to the second gear 3, and the other end is fixedly connected to the third gear 6. The stepped shaft 16 is rotatably supported on the brake housing through the third bearing 4 and the fourth bearing 5. The third bearing 4 is arranged at the end of the stepped shaft 16 close to the first gear 2, and the fourth bearing 5 is arranged on the stepped shaft 16 between the second gear 3 and the third gear 6.

[0057] Further, one end of the third bearing 4 is limited by the step stage on the stepped shaft 16, and the other end is limited by the second shaft retaining ring 22. A second annular groove 1604 is provided at the position of the stepped shaft 16 connected to the second shaft retaining ring 22. Fig.10 As shown, the groove width of the second annular groove 1604 is set corresponding to the thickness of the second shaft retaining ring 22, and the specific matching tolerance is determined by those skilled in the art. One end of the fourth bearing 5 is limited by the step stage on the stepped shaft 16, and the other end is limited by the third shaft retaining ring 23. The third annular groove 1602 is set at the position connected to the third shaft retaining ring 23 on the stepped shaft 16. The stepped shaft 16 is also provided with a third keyway 1603 and a fourth keyway 1601. The third gear 6 is limited on the stepped shaft 16 by the second flat key 26 set in the fourth keyway 1601, and the third gear 6 is locked with the second flat key 26 by the second locking screw 27. The second gear 3 is limited on the stepped shaft 16 by the third flat key 24 set in the third keyway 1603, and the second gear 3 is locked with the third flat key 24 by the third locking screw 25.

[0058] The power transmission process of the service brake transmission mechanism of the utility model is as follows: the motor 1 rotates in the clockwise direction, and the first gear 2 fixed on the output shaft of the motor 1 is driven to rotate clockwise under the action of the output torque. Due to the meshing of the second gear 3 with the first gear 2, the first gear 2 drives the second gear 3 to rotate in the vertical clockwise direction to achieve a first-stage deceleration and torque increase. At the same time, the third gear 6 rotates synchronously with the second gear 3, and the third gear 6 drives the fourth gear 8 on the ball screw structure 9 to rotate counterclockwise, thereby driving the screw 901 of the ball screw structure 9 to rotate counterclockwise. Since the anti-rotation slide 13 can only move linearly in the limiting groove 20, the rotation of the nut 902 of the ball screw structure 9 is limited, so that the nut 902 moves linearly, thereby driving the connecting rod 15 to move linearly, and the connecting rod 15 pushes the brake arm 28 to achieve service braking.

[0059] The service brake transmission mechanism of the utility model abandons the compressor, brake oil tank and air pipeline components of the traditional pneumatic brake, thereby reducing the cost. The main components of the service brake transmission mechanism include a motor, a meshing gear set and a ball screw structure. Compared with the traditional pneumatic brake, the structure is more compact, making the vehicle structure layout more convenient and reasonable, occupying less space and having a small curb weight. The service brake transmission mechanism of the utility model is electronic and can be easily integrated with other electronic control systems of the vehicle. In addition, the service brake transmission structure uses electrical signals as the information transmission medium, eliminates the use of all brake pipelines and hydraulic oil, speeds up the system response speed, and replaces the hydraulic pump with a motor to complete the related drive of the brake. The operation accuracy is high, the reaction time is short, and the braking efficiency is high. At the same time, since a hydraulic pump is not used during braking, there is no risk of brake fluid leakage, which greatly reduces the pollution to the environment.

[0060] The service brake transmission mechanism of the utility model can be applied to unmanned container trucks as well as other types of vehicles, which is not limited here.

[0061] In the description of this solution, it should be understood that the terms "upper", "lower", "vertical", "inside", "outside", etc., indicating the orientation or position relationship, are based on the orientation or position relationship shown in the accompanying drawings, and are only for the convenience of describing the utility model and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on this solution.

[0062] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include one or more of the features. In the description of this solution, the meaning of "plurality" is two or more, unless otherwise clearly and specifically defined.

[0063] The various embodiments in this specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the various embodiments can be referenced to each other.

[0064] The above description of the disclosed embodiments enables those skilled in the art to implement or use the present invention. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention will not be limited to the embodiments shown herein, but will conform to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A service brake transmission mechanism, characterized in that: include: A motor, wherein a first gear is arranged on a power output shaft of the motor; A power transmission mechanism, comprising a second gear and a third gear coaxially arranged, wherein the second gear is vertically meshed with the first gear; The ball screw structure includes a screw and a nut threadedly sleeved on the screw, a fourth gear is arranged at the end of the screw, the fourth gear is vertically meshed with the third gear, the nut is rotatably connected to the brake member through a connecting rod, and the screw drives the brake member to move through the nut.

2. The service brake transmission mechanism according to claim 1, characterized in that: The ball screw structure also includes an intermediate connecting seat and a fixed seat which are sleeved on the outside of the screw. One end of the intermediate connecting seat is connected to the nut, and the other end is connected to the fixed seat. The fixed seat is connected to the connecting rod.

3. The service brake transmission mechanism according to claim 2, characterized in that: The intermediate connecting seat and the fixing seat are sleeved on one end of the lead screw away from the fourth gear, and an anti-rotation structure is provided at the end of the lead screw away from the fourth gear; One end of the lead screw close to the fourth gear is rotatably connected to a first bearing, and one end of the lead screw away from the fourth gear is rotatably connected to a second bearing.

4. The service brake transmission mechanism according to claim 3, characterized in that: The anti-rotation structure comprises an anti-rotation sliding seat, the anti-rotation sliding seat is slidably arranged in a limiting through groove along the sliding direction of the nut, the limiting through groove comprises a first sub-groove and a second sub-groove which are arranged opposite to and connected to each other at the groove opening, the first sub-groove is arranged at one end of the intermediate connecting seat close to the fixed seat, and the second sub-groove is arranged at one end of the fixed seat close to the intermediate connecting seat; The first sub-groove and the second sub-groove have the same groove width.

5. The service brake transmission mechanism according to claim 4, characterized in that: The anti-rotation sliding seat is interference-sleeved on the second bearing; The end of the anti-rotation sliding seat extends out of the limiting through slot and is fixedly connected to the brake outer shell.

6. The service brake transmission mechanism according to claim 5, characterized in that: The anti-rotation sliding seat is provided with a bearing placement groove for accommodating the second bearing, and the end of the anti-rotation sliding seat is provided with a first connecting through hole for connecting with the brake outer shell.

7. The service brake transmission mechanism according to claim 2, characterized in that: A ball head rod end joint bearing is arranged between the fixing seat and the connecting rod, one end of the ball head rod end joint bearing is connected to the fixing seat, and the other end is connected to the connecting rod.

8. The service brake transmission mechanism according to claim 7, characterized in that: A connecting screw is provided at one end of the fixing seat close to the ball head rod end joint bearing, and the connecting screw is threadedly connected to the barrel end of the ball head rod end joint bearing; The rod end of the ball head rod end joint bearing is threadedly connected to the connecting rod.

9. The service brake transmission mechanism according to claim 7, characterized in that: The connecting rod comprises an integrally arranged connecting head and a connecting arm, the connecting head is provided with a first connecting threaded hole, and the rod end of the ball head rod end joint bearing is threadedly connected in the first connecting threaded hole; The connecting arm is rotatably connected to the braking member.

10. The service brake transmission mechanism according to claim 1, characterized in that: The power transmission mechanism comprises a stepped shaft, one end of which is fixedly connected to the second gear, and the other end of which is fixedly connected to the third gear. The stepped shaft is rotatably supported on the brake outer shell through a third bearing and a fourth bearing.

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