Clearance self-adjusting mechanism of disc brake

Abstract

The utility model provides a clearance self-adjusting mechanism of a disc brake, and belongs to the technical field of braking. The problem that uncontrolled change of the brake clearance is prone to occurring when a vehicle runs in a bumpy mode is solved. The device comprises a supporting seat and a driving adjusting rotating shaft, a driving gear is fixedly connected outside the driving adjusting rotating shaft, an intermediate gear is connected to the supporting seat, the driving gear is meshed with the intermediate gear, the supporting seat is sleeved with an annular connecting piece, the supporting seat and the annular connecting piece are fixed, the intermediate gear is sleeved outside the connecting piece, and a first mounting groove is formed in the side portion of the connecting piece. A plurality of first positioning notches which are continuously distributed are formed in the inner circumferential face of the intermediate gear, a limiting piece is fixed in the first mounting groove and comprises a sheet-shaped first elastic arm, the first elastic arm extends out of the first mounting groove, the end, extending out of the first mounting groove, of the first elastic arm is bent to form a limiting part, and the limiting part is inserted into one first positioning notch. The utility model has the advantages that the brake clearance cannot be changed uncontrollably, the production is convenient, and the like.

Description

TECHNICAL FIELD

[0001] The utility model belongs to brake technical field relates to a gap self -adjusting mechanism of disc brake. BACKGROUND

[0002] Disc brake is a kind of brake more common in current high-grade commercial vehicle, two brake blocks in brake are respectively arranged at the both sides of brake disc, and the brake block is pressed on brake disc by two brake blocks respectively and realizes brake through friction.Because of the relation of realizing brake by means of friction, brake block will have wear after long time use, so brake gap between brake block and brake disc will increase, and with the increase of brake gap, the preparation time of brake will be extended, so the gap self -adjusting mechanism will be set in the disc brake of prior art to realize the automatic adjustment of brake gap.

[0003] For example, the gap adjusting mechanism of disc brake disclosed in patent application No.202223365841.1, it includes bottom cover and gap adjusting assembly matched with bottom cover, gap adjusting assembly includes reference seat, fulcrum cylinder and pressure arm, one side of pressure arm is provided with adjusting sleeve, driving sleeve and driving adjusting rod, the other side of pressure arm is provided with driven sleeve and driven adjusting rod, the side surface of pressure arm is fixed with pull pin, adjusting sleeve is sleeved on driving sleeve and its side surface is provided with adjusting groove matched with pull pin, one end of driving adjusting rod is threadedly connected with driving sleeve, one end of driven adjusting rod is threadedly connected with driven sleeve, the other end of driving adjusting rod and the other end of driven adjusting rod are respectively penetrated through two circular through holes on bottom cover and connected with push plate, driving sleeve and driven sleeve are axially fixed on reference seat, driving sleeve is installed with driving gear and both are fixed, driven sleeve is installed with driven gear and both are fixed, reference seat is installed with intermediate gear and intermediate gear can rotate relative to reference seat, intermediate gear is engaged between driving gear and driven gear.When automatically adjusting brake gap, pressure arm drives driving sleeve to rotate through adjusting sleeve, driving sleeve drives intermediate gear to rotate through driving gear, intermediate gear drives driven gear and driven sleeve to rotate, because of the limiting relationship, driving adjusting rod threadedly connected with driving sleeve and driven adjusting rod threadedly connected with driven sleeve move along thread and move outward along axial direction simultaneously, so as to move brake block through push plate to reduce the gap between brake block and brake disc.

[0004] After adjusting brake gap, it is required that it will not change before brake block is further worn.However, because intermediate gear is usually sleeved and positioned on reference seat, when vehicle drives on long distance bumpy section, the whole disc brake produces violent vibration, this vibration will cause intermediate gear to rotate uncontrollably and in turn drive driving gear and driven gear to rotate, thus it will cause the uncontrolled change of brake gap that has been adjusted.

[0005] At present, in order to solve the problem of uncontrolled change of brake clearance in the clearance self-adjusting mechanism of the existing disc brake when the vehicle is driving in a bumpy manner, the conventional technical solution is to add damping ester between the intermediate gear and the support seat. Utility Model Content

[0006] The purpose of the utility model is to solve the above problems existing in the prior art and propose a disc brake clearance self-adjusting mechanism to solve the problem that the brake clearance is prone to uncontrolled changes when the vehicle is bumpy.

[0007] The purpose of this utility model can be achieved through the following technical solutions:

[0008] The transmission gear of the present invention is a gear selected from the group consisting of ...

[0009] During vehicle travel, the clearance self-adjusting mechanism is inoperative. A mounting groove is provided on the side of the connecting member, and a plurality of continuously distributed positioning notches are provided along the inner circumference of the intermediate gear. A limiting member is fixed within the mounting groove, and a first elastic arm of the limiting member extends outside the mounting groove. The end of the first elastic arm extending outside the mounting groove is bent to form a limiting portion and embedded within the corresponding positioning notch. This allows the elastic force of the first elastic arm to stably act on the intermediate gear through the cooperation between the limiting portion and the positioning notch. This elastic force effectively damps the rotation of the intermediate gear, thereby positioning the intermediate gear in a bumpy driving state, ensuring that the intermediate gear does not rotate outside of operation. The positioning of the intermediate gear is equivalent to fixing the driving gear and the active adjustment shaft fixed thereto, thereby ensuring that the adjusted brake clearance does not change uncontrollably. When the clearance self-adjusting mechanism is working, the torque transmitted from the driving gear to the intermediate gear is large enough, so that during the rotation of the intermediate gear, the elastic force of the first elastic arm can be easily overcome to squeeze the limiting part and press it into the mounting groove 1. After the brake clearance is adjusted, the first elastic arm, under the action of its own elastic force, causes the limiting part to be re-embedded into the positioning notch 1 corresponding to the current position.

[0010] Mounting groove 1 is provided on the side of the connector rather than directly on the support base, and the connector is separately sleeved and fixed to the support base. This eliminates the need for significant structural changes to the support base itself; instead, the annular connector and mounting groove 1 need only be separately machined on its side, making manufacturing more convenient. Specifically, when the intermediate gear rotates, the limiting portion is entirely pressed into mounting groove 1, effectively ensuring that the solid inner circumference of the intermediate gear is constantly supported by the outer circumference of the connector. This ensures that the rotational stability and power transmission of the intermediate gear are not affected. Furthermore, in this self-adjusting mechanism, a limiting member comprising a sheet-shaped first elastic arm is employed, which ensures effective positioning of the intermediate gear during vehicle jolting while also simplifying its structure and reducing costs.

[0011] In the above-mentioned clearance self-adjusting mechanism of the disc brake, the limiting portion protrudes in an arc shape in a direction away from the center line of the connecting member.

[0012] The arcuate shape allows the intermediate gear to more smoothly squeeze the limiter into mounting groove 1 when the clearance self-adjusting mechanism is in operation, preventing the limiter from being directly deformed by the squeeze and causing it to become stuck in positioning recess 1. In particular, this shape ensures that regardless of the direction in which the intermediate gear rotates, it can smoothly overcome the action of the first elastic arm to squeeze the limiter.

[0013] In the clearance self-adjusting mechanism of the disc brake, the limiting member further comprises a second elastic arm in the shape of a sheet, the first elastic arm and the second elastic arm are integrally connected in the shape of an angle, and the second elastic arm is positioned in the installation groove I along the length direction and the connecting position between the first elastic arm and the second elastic arm.

[0014] The first elastic arm and the second elastic arm are integrally connected in the shape of an angle, which means that the entire limiting member is directly bent from a metal sheet during production. The second elastic arm is positioned in the installation groove I along the length direction and the connecting position between the first elastic arm and the second elastic arm, so that the limiting member will not be displaced when the intermediate gear rotates and exerts force on the limiting part. Therefore, the limiting part can be pressed into the installation groove I to separate from the positioning notch I.

[0015] In the clearance self-adjusting mechanism of the disc brake, the installation groove I is provided through the thickness direction of the intermediate gear, and the width of the opening position of the installation groove I is smaller than the internal width of the installation groove I.

[0016] During actual installation, the limiting member can be directly clamped into the installation groove I along the thickness direction of the intermediate gear, and the limiting part of the first elastic arm will naturally extend out of the installation groove I. Therefore, the limiting member can be positioned in the installation groove I without falling out of the installation groove I, which can play a great role in installing the clearance self-adjusting mechanism and does not need to consider how to ensure that the limiting member does not fall out when the intermediate gear is sleeved to the connecting member.

[0017] In the clearance self-adjusting mechanism of the disc brake, the number of the positioning notches I is the same as the number of the teeth on the outer side of the intermediate gear, and each positioning notch I corresponds to the position of each tooth on the outer side of the intermediate gear.

[0018] The number of the positioning notches I is the same as the number of the teeth on the outer side of the intermediate gear, and each positioning notch I corresponds to the position of each tooth on the outer side of the intermediate gear. Therefore, no matter how many degrees the intermediate gear rotates during work, there will be a corresponding positioning notch I for the limiting part of the first elastic arm to embed to form positioning.

[0019] In the clearance self-adjusting mechanism of the disc brake, the positioning notch I is an arc-shaped notch, and the curvature of the limiting part is greater than that of the positioning notch I.

[0020] The curvature of the limiting part is greater than that of the positioning notch I, which means that the limiting part is not completely attached to the inner wall of the positioning notch I, but has a gap. The existence of the gap can make the intermediate gear rotate more smoothly under the drive of the driving gear to press the limiting part into the installation groove I to overcome the elastic force of the first elastic arm, avoiding the situation of being stuck.

[0021] In the gap self-adjusting mechanism of the disc brake, the number of the mounting grooves I is at least two, and each mounting groove I is provided with the limiting member.

[0022] The provision of the at least two limiting members can make the positioning of the intermediate gear better when the vehicle is jolted, and can better ensure that the brake gap does not change uncontrollably.

[0023] In the gap self-adjusting mechanism of the disc brake, the thickness of the connecting member is the same as that of the intermediate gear, and the connecting member is provided with a gasket on each side, and the two gaskets protrude radially outward from the connecting member, and the intermediate gear abuts between the two gaskets.

[0024] On the basis of the thickness of the connecting member being the same as that of the intermediate gear, the connecting member is provided with a gasket on each side, and the two gaskets protrude radially outward from the connecting member, so that the portions of the two gaskets protruding outward from the connecting member abut on the two sides of the intermediate gear. Through such a design, the positioning of the intermediate gear is achieved so that it cannot move in the thickness direction; at the same time, the mounting groove I is closed by the two gaskets in the thickness direction of the intermediate gear, so that impurities cannot enter the mounting groove I to jam the first elastic arm, so that the limiting portion cannot be normally pressed into the mounting groove I.

[0025] Similarly, the two gaskets can also block the limiting member, ensuring that the limiting member will not be shaken out of the mounting groove I when the vehicle is jolted.

[0026] A gap self-adjusting mechanism of a disc brake, comprising a support seat and a driving adjustment shaft penetrating through the support seat and fixed thereto in the axial direction, the driving adjustment shaft is fixedly connected with a driving gear outside, the support seat is connected with an intermediate gear capable of rotating relative thereto, the driving gear is engaged with the intermediate gear, characterized in that the support seat is sleeved with a connecting member in the form of a ring and the two are fixed, the intermediate gear is sleeved outside the connecting member, the inner circumferential wall of the intermediate gear is provided with a mounting groove II, the connecting member is provided with a plurality of continuously distributed positioning notches II along the outer circumferential surface, the mounting groove II is fixedly provided with a limiting member, the limiting member comprises a first elastic arm in the form of a sheet, the first elastic arm protrudes outside the mounting groove II, and the end portion of the first elastic arm protruding outside the mounting groove II is bent to form a limiting portion, the limiting portion is inserted into one of the positioning notches II, and when the intermediate gear is driven to rotate by the driving gear, the connecting member can extrude the limiting portion into the mounting groove II by overcoming the elastic force of the first elastic arm.

[0027] During the driving of the vehicle, the gap self-adjusting mechanism is not working. By setting the mounting groove two on the inner circumferential wall of the intermediate gear and setting the several continuous positioning notches two on the outer circumferential surface of the connecting piece, fixing the limiting piece in the mounting groove two, the first elastic arm of the limiting piece extending out of the mounting groove two, the end of the first elastic arm extending out of the mounting groove two being bent to form the limiting part and being embedded into the corresponding positioning notch two, so that the elastic force of the first elastic arm can stably act on the intermediate gear through the cooperation of the limiting part and the positioning notch two, and the rotation of the intermediate gear can be effectively damped by the elastic force to position the intermediate gear in the vehicle bumping driving state, so as to ensure that the intermediate gear will not rotate outside the work, and the positioning of the intermediate gear is equivalent to fixing the driving gear and the driving adjustment shaft fixed therewith, thereby ensuring that the adjusted brake gap will not change uncontrollably. When the gap self-adjusting mechanism works, the torque acting on the intermediate gear is large enough, so that the limiting part can be easily extruded and pressed into the mounting groove two under the action of the elastic force of the first elastic arm during the rotation of the intermediate gear, and after the brake gap is adjusted, the first elastic arm makes the limiting part re-embedded into the positioning notch two corresponding to the current position under the action of its own elastic force.

[0028] The positioning notches two are set on the side of the connecting piece instead of being directly set on the support seat, and the connecting piece is separately sleeved and fixed on the support seat, so that the structure of the support seat does not need to be greatly changed, only the annular connecting piece needs to be separately processed and the positioning notches two need to be processed on the side of the connecting piece, which is more convenient for production and manufacturing. Especially, the limiting part is entirely pressed into the mounting groove two during the rotation of the intermediate gear, which is equivalent to the inner circumferential surface of the intermediate gear being supported by the outer circumferential surface of the connecting piece at all times, and the rotation stability and power transmission of the intermediate gear are not affected. In addition, the limiting piece including the first elastic arm in the form of a sheet is used in the self-adjusting mechanism, which can ensure effective positioning of the intermediate gear during vehicle bumping, and the structure is simpler and the cost is lower.

[0029] Compared with the prior art, the gap main adjusting mechanism of the disc brake has the following advantages:

[0030] 1. A mounting groove is provided on the side of the connecting member, and a plurality of continuously distributed positioning notches are provided along the inner circumference of the intermediate gear. A limiting member is fixed in the mounting groove, and a limiting portion at the end of a first elastic arm of the limiting member is inserted into the corresponding positioning notch. The elastic force of the first elastic arm can stably act on the intermediate gear through the cooperation between the limiting portion and the positioning notch. This elastic force can effectively damp the rotation of the intermediate gear, thereby positioning the intermediate gear when the vehicle is in a bumpy driving state, ensuring that the intermediate gear does not rotate outside of operation, thereby ensuring that the adjusted brake clearance does not change uncontrollably.

[0031] 2. The mounting groove is arranged on the side of the connecting piece instead of being directly arranged on the support seat, and the connecting piece is separately sleeved and fixed to the support seat. In this way, there is no need to make major changes to the structure of the support seat itself. It is only necessary to separately process the annular connecting piece and process the mounting groove on its side, which is more convenient for production and manufacturing. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] Figure 1 It is a cross-sectional view of the clearance self-adjusting mechanism of the disc brake in the first embodiment.

[0033] Figure 2 yes Figure 1 Cross-sectional view along the AA axis.

[0034] Figure 3 yes Figure 2 An enlarged view of one of the limiters.

[0035] Figure 4 It is a three-dimensional schematic diagram of the connecting piece in Example 1.

[0036] Figure 5 It is a three-dimensional schematic diagram of the intermediate gear in the first embodiment.

[0037] Figure 6 yes Figure 1 A partial enlarged view of point B in the middle.

[0038] In the figure, 1. support seat; 2. active adjustment shaft; 3. driving gear; 4. intermediate gear; 4a. positioning notch 1; 5. driven adjustment shaft; 6. driven gear; 7. adjustment screw; 8. push plate; 9. synchronization rod; 10. connecting member; 10a. mounting slot 1; 11. limiting member; 11a. first elastic arm; 11a1. limiting part; 11b. second elastic arm; 12. gasket. DETAILED DESCRIPTION

[0039] The following are specific embodiments of the present invention and the accompanying drawings to further describe the technical solution of the present invention, but the present invention is not limited to these embodiments.

[0040] Example 1

[0041] like Figure 1 and Figure 2 As shown, a disc brake clearance self-adjusting mechanism includes a support base 1 and an active adjustment shaft 2 and a driven adjustment shaft 5, both of which pass through the support base 1 and are axially fixed thereto. The active adjustment shaft 2 is parallel to the driven adjustment shaft 5. One end of the active adjustment shaft 2 is fixedly connected to a driving gear 3. The support base 1 is connected to an intermediate gear 4 that can rotate relative to the active adjustment shaft 2. One end of the driven adjustment shaft 5 is fixedly connected to a driven gear 6. The active gear 3 and the driven gear 6 are simultaneously meshed with the intermediate gear 4. The meshing of the intermediate gear 4 enables the active gear and the driven gear 6 to rotate synchronously and in the same direction. The active adjustment shaft 2 and the driven adjustment shaft 5 are both threadedly connected to an adjustment screw 7. One end of each adjustment screw 7 extends outward and is connected to a push plate 8. A synchronization rod 9 is also connected between the two adjustment screws 7. The two push plates 8 simultaneously abut against one of the brake pads in the disc brake. Of course, a push plate can also be directly connected between the two adjustment screws 7 to abut against the brake pad.

[0042] The disc brake's self-adjusting mechanism operates on the same principle as the prior art for automatic brake clearance adjustment. When the brake pad wears and the brake clearance increases, the active adjustment shaft 2 receives power and rotates, synchronously transmitting the power through the driving gear 3 to the intermediate gear 4. The intermediate gear 4 then transmits the power to the driven gear 6, causing the driven adjustment shaft 5 to rotate in the same direction as the active adjustment shaft 2. This causes the two adjustment screws 7 to extend simultaneously and push the brake pad toward the brake disc, reducing the brake clearance. After replacing the new brake pad, the active adjustment shaft 2 is manually rotated in the opposite direction using a tool. This transfer of power from the intermediate gear 4 causes the driven adjustment shaft 5 to also rotate in the opposite direction, synchronously with the active adjustment shaft 2, causing the two adjustment screws 7 to retract simultaneously. In other words, the intermediate gear 4 is required to be able to rotate in both directions.

[0043] Furthermore, if Figure 1 、 Figure 2 、 Figure 3 、 Figure 4 and Figure 5As shown, a ring-shaped connecting member 10 is sleeved on the support base 1 and fixed to each other, and the intermediate gear 4 is sleeved on the outside of the connecting member 10. A mounting groove 10a is provided on the side of the connecting member 10, and a plurality of continuously distributed positioning notches 4a are provided along the inner circumference of the intermediate gear 4. A limiting member 11 is fixed in the mounting groove 10a. The limiting member 11 is a metal member and includes a sheet-shaped first elastic arm 11a. The first elastic arm 11a extends out of the mounting groove 10a, and the end of the first elastic arm 11a extending out of the mounting groove 10a is bent to form a limiting portion 11a1. The first elastic arm 11a is arranged at an angle relative to the notch of the mounting groove 10a. The limiting portion 11a1 is inserted into one of the positioning notches 4a. When the intermediate gear 4 is driven by the driving gear and rotates, it can overcome the elastic force of the first elastic arm 11a and squeeze the limiting portion into the mounting groove. The limiting member 11 also includes a second elastic arm 11b in the form of a sheet. The first elastic arm 11a and the second elastic arm 11b are integrally connected in a "∠" shape. The second elastic arm 11b is positioned within the mounting groove 10a along its length and at the connection between the first elastic arm 11a and the second elastic arm 11b. In practice, the limiting portion 11a1 protrudes in an arc shape away from the centerline of the connecting member 10. The number of positioning notches 14a is the same as the number of teeth on the outer side of the intermediate gear 4, and each positioning notch 4a corresponds to the position of a tooth on the outer side of the intermediate gear 4. There are at least two mounting grooves 10a, each of which is provided with the aforementioned limiting member 11. The positioning notch 14a is also actually an arc-shaped notch, but the curvature of the limiting portion 11a1 is greater than that of the positioning notch 14a.

[0044] When the vehicle is running, the clearance self-adjusting mechanism does not work. By providing a mounting groove 10a on the side of the connecting member 10 and providing a plurality of continuously distributed positioning recesses 4a along the inner circumference of the intermediate gear 4, a limiting member 11 is fixed in the mounting groove 10a, and a first elastic arm 11a of the limiting member 11 extends out of the mounting groove 10a. The end of the first elastic arm 11a extending out of the mounting groove 10a is bent to form a limiting portion 11a1 and embedded in the corresponding positioning recess 4a. In this way, the elastic force of the first elastic arm 11a can stably act on the intermediate gear 4 through the cooperation between the limiting portion 11a1 and the positioning recess 4a. The elastic force can form an effective damping force on the rotation of the intermediate gear 4 and position the intermediate gear 4 when the vehicle is bumpy, ensuring that the intermediate gear 4 will not rotate outside of operation. The positioning of the intermediate gear 4 is equivalent to fixing the active gear 3 and the active adjustment shaft 2 fixed thereto, thereby ensuring that the adjusted brake clearance will not change uncontrollably. When the clearance self-adjusting mechanism is working, the torque applied to the intermediate gear 4 is large enough, so that during the rotation of the intermediate gear 4, it can easily overcome the elastic force of the first elastic arm 11a and squeeze the limiting portion 11a1 and press it into the installation groove 10a. After the brake clearance is adjusted, the first elastic arm 11a uses its own elastic force to re-embed the limiting portion 11a1 into the positioning recess 4a corresponding to the current position.

[0045] Mounting groove 10a is provided on the side of connector 10 rather than directly on support base 1, and connector 10 is independently secured to support base 1 by means of a sleeve. This eliminates the need for significant structural modifications to support base 1; instead, the annular connector 10 and mounting groove 10a need only be fabricated separately, making manufacturing more convenient. Specifically, when intermediate gear 4 rotates, stopper 11a1 is entirely pressed into mounting groove 10a, effectively ensuring that the inner circumference of intermediate gear 4 is consistently supported by the outer circumference of connector 10. This ensures that the rotational stability and power transmission of intermediate gear 4 are unaffected. Furthermore, in this self-adjusting mechanism, a stopper 11 comprising a sheet-like first elastic arm 11a is employed. This not only ensures effective positioning of intermediate gear 4 during vehicle jolting, but also offers a simpler structure and lower costs.

[0046] In this embodiment, if Figure 4 and Figure 6As shown, the mounting groove one 10a is also provided through the thickness direction of the intermediate gear 4, and the width of the opening of the mounting groove one 10a is smaller than the inner width of the mounting groove one 10a, so that the limiting member 11 can be positioned in the mounting groove one 10a without falling out of the mounting groove one 10a, and in actual installation, the limiting member 11 can be directly clamped into the mounting groove one 10a along the thickness direction of the intermediate gear 4. The thickness of the connecting member 10 is the same as that of the intermediate gear 4, and the two sides of the connecting member 10 are respectively abutted by the two gaskets 12, and the two gaskets 12 are radially protruded out of the connecting member 10, and the intermediate gear 4 is also abutted between the two gaskets 12. On the basis that the thickness of the connecting member 10 is the same as that of the intermediate gear 4, the two gaskets 12 are respectively arranged on the two sides of the connecting member 10, and the two gaskets 12 are radially protruded out of the connecting member 10, so that the portions of the two gaskets 12 protruded out of the connecting member 10 are respectively abutted on the two sides of the intermediate gear 4, so that the positioning of the intermediate gear 4 is realized to prevent the intermediate gear 4 from moving in the thickness direction; at the same time, the mounting groove one 10a is closed by the two gaskets 12 along the thickness direction of the intermediate gear 4, so that it can be ensured that no impurities enter the mounting groove one 10a during assembly to affect the normal operation of the first elastic arm 11a.

[0047] Example Two

[0048] The structure and principle of the present embodiment are basically the same as those of example one, and the difference lies in that in the present embodiment, the inner circumferential wall of the intermediate gear 4 is not provided with the above-mentioned positioning notch one 4a, and the outer side of the connecting member 10 is not provided with the above-mentioned mounting groove one 10a, but the inner circumferential wall of the intermediate gear 4 is provided with a mounting groove two, and the connecting member 10 is provided with a plurality of continuously distributed positioning notches two along the outer circumferential surface thereof, the limiting member 11 is fixed in the mounting groove two, the limiting portion 11a1 formed at the end of the first elastic arm 11a cooperates with the positioning notch two, the limiting portion 11a1 protrudes out of the mounting groove two and is inserted into one of the positioning notches two, and when the intermediate gear 4 is driven to rotate by the driving gear 3, the connecting member 10 can press the limiting portion 11a1 into the mounting groove two against the elastic force of the first elastic arm 11a. Among them, the positioning notch two is arc-shaped, the curvature of the limiting portion 11a1 is greater than that of the positioning notch two, and the number of the positioning notches two 4a is the same as that of the teeth on the outer side of the intermediate gear 4.

[0049] During vehicle travel, the clearance self-adjusting mechanism is inoperative. A second mounting groove is provided on the inner circumferential wall of the intermediate gear 4, and a plurality of continuously distributed second positioning notches are provided along the outer circumference of the connecting member 10. A stopper 11 is secured within the second mounting groove. A first elastic arm 11a of the stopper 11 extends beyond the second mounting groove. The end of the first elastic arm 11a extending beyond the second mounting groove is bent to form a stopper 11a1, which then engages within the corresponding second positioning notch. This allows the elastic force of the first elastic arm 11a to stably act on the intermediate gear 4 through the interaction of the stopper 11a1 and the second positioning notch. This elastic force effectively damps the rotation of the intermediate gear 4, keeping it in place during bumpy driving conditions, ensuring that the intermediate gear 4 does not rotate unintentionally. The locked position of the intermediate gear 4 effectively secures the driving gear 3 and the adjustment shaft 2 to which it is attached, thereby preventing uncontrolled changes in the adjusted brake clearance. When the clearance self-adjusting mechanism is working, the torque applied to the intermediate gear 4 is large enough, so that during the rotation of the intermediate gear 4, it can easily overcome the elastic force of the first elastic arm 11a and squeeze the limiting part 11a1 and press it into the second mounting groove. After the brake clearance is adjusted, the first elastic arm 11a uses its own elastic force to re-embed the limiting part 11a1 into the second positioning recess corresponding to the current position.

[0050] The second positioning notch is provided on the side of the connector 10 rather than directly on the support base 1, and the connector 10 is separately sleeved and fixed to the support base 1. This eliminates the need for significant structural changes to the support base 1 itself; instead, the annular connector 10 and the second positioning notch on its side need only be machined separately, making manufacturing more convenient. Specifically, when the intermediate gear 4 rotates, the limiting portion 11a1 is entirely pressed into the second mounting groove, effectively ensuring that the solid inner circumference of the intermediate gear 4 is constantly supported by the outer circumference of the connector 10. This ensures that the rotational stability and power transmission of the intermediate gear 4 are not affected. Furthermore, in this self-adjusting mechanism, a limiting member 11 including a sheet-like first elastic arm 11a is employed. This not only ensures effective positioning of the intermediate gear 4 during vehicle bumps, but also offers a simpler structure and lower costs.

[0051] The specific embodiments described herein are merely illustrative of the spirit of the present invention. Persons skilled in the art may make various modifications, additions, or substitutions to the described specific embodiments without departing from the spirit of the present invention or exceeding the scope defined by the appended claims.

Claims

1. A disc brake clearance self-adjusting mechanism, comprising a support base (1) and an active adjustment shaft (2) passing through the support base (1) and fixed to the support base in the axial direction, wherein the active adjustment shaft (2) is externally fixedly connected to a driving gear (3), and an intermediate gear (4) capable of rotating relative to the support base (1) is connected to the support base, and the driving gear (3) and the intermediate gear (4) are meshed, characterized in that: The support seat (1) is sleeved with a ring-shaped connecting piece (10) and the two are fixed to each other. The intermediate gear (4) is sleeved on the outside of the connecting piece (10). The side of the connecting piece (10) is provided with a mounting groove (10a). The intermediate gear (4) is provided with a plurality of continuously distributed positioning notches (4a) along its inner circumference. A limiting piece (11) is fixed in the mounting groove (10a). The limiting piece (11) includes a first elastic arm (11a) in the form of a sheet, a second elastic arm (11a) in the form of a sheet, and a third elastic arm (11a) in the form of a sheet. An elastic arm (11a) extends out of the mounting groove (10a), and the end of the first elastic arm (11a) extending out of the mounting groove (10a) is bent to form a limiting portion (11a1). The limiting portion (11a1) is inserted into one of the positioning recesses (4a). When the intermediate gear (4) is driven by the driving gear (3) to rotate, the limiting portion (11a1) can overcome the elastic force of the first elastic arm (11a) and be squeezed into the mounting groove (10a).

2. The clearance self-adjusting mechanism of the disc brake according to claim 1, characterized in that: The limiting portion (11a1) protrudes in an arc shape in a direction away from the center line of the connecting member (10).

3. The clearance self-adjusting mechanism of the disc brake according to claim 2, characterized in that: The limiting member (11) further comprises a second elastic arm (11b) in the form of a sheet, the first elastic arm (11a) and the second elastic arm (11b) are integrally connected in a "∠" shape, and the second elastic arm (11b) along its length direction and the connection between the first elastic arm (11a) and the second elastic arm (11b) are positioned in the installation groove 1 (10a).

4. The clearance self-adjusting mechanism of the disc brake according to claim 3, characterized in that: The installation groove 1 (10a) is set to pass through along the thickness direction of the intermediate gear (4), and the width of the installation groove 1 (10a) at the groove position is smaller than the internal width of the installation groove 1 (10a).

5. The self-adjusting clearance mechanism of a disc brake according to claim 1, 2, 3 or 4, characterized in that: The number of the positioning notches (4a) is the same as the number of teeth on the outer side of the intermediate gear (4), and the position of each positioning notch (4a) corresponds to the position of each tooth on the outer side of the intermediate gear (4).

6. The disc brake clearance self-adjusting mechanism according to claim 2, characterized in that: The positioning notch 1 (4a) is an arc-shaped notch, and the curvature of the limiting portion (11a1) is greater than that of the positioning notch 1 (4a).

7. The self-adjusting clearance mechanism of a disc brake according to claim 1, 2, 3 or 4, characterized in that: The number of the installation grooves (10a) is at least two, and the above-mentioned limiting member (11) is provided in each installation groove (10a).

8. The self-adjusting clearance mechanism of a disc brake according to claim 1, 2, 3 or 4, characterized in that: The thickness of the connecting member (10) is the same as that of the intermediate gear (4). Gaskets (12) are respectively arranged on both sides of the connecting member (10). Both gaskets (12) protrude radially from the connecting member (10), and the intermediate gear (4) rests between the two gaskets (12).

9. A disc brake clearance self-adjusting mechanism, comprising a support base (1) and an active adjustment shaft (2) passing through the support base (1) and fixed to the support base in the axial direction, wherein the active adjustment shaft (2) is externally fixedly connected to a driving gear (3), and an intermediate gear (4) capable of rotating relative to the support base (1) is connected to the support base, and the driving gear (3) and the intermediate gear (4) are meshed, characterized in that: The support seat (1) is sleeved with a ring-shaped connecting piece (10) and the two are fixed to each other. The intermediate gear (4) is sleeved on the outside of the connecting piece (10). The inner peripheral wall of the intermediate gear (4) is provided with a second mounting groove. The connecting piece (10) is provided with a plurality of continuously distributed positioning notches along its outer peripheral surface. A limiting piece (11) is fixed in the second mounting groove. The limiting piece (11) includes a sheet-shaped first elastic arm (11a). The first elastic arm (11a) extends out of the second mounting groove and the end of the first elastic arm (11a) extending out of the second mounting groove is bent to form a limiting portion (11a1). The limiting portion (11a1) is inserted into one of the second positioning notches. When the intermediate gear (4) is driven by the driving gear (3) to rotate, the connecting piece (10) can overcome the elastic force of the first elastic arm (11a) and squeeze the limiting portion (11a1) into the second mounting groove.

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