Brake block structure

Abstract

The utility model discloses a brake block structure which comprises a support provided with a first surface; the brake block can move along a first preset path, and a brake part is arranged on the brake block; the piston is used for driving the brake block to move along a first preset path, and a brake matching part is arranged on the piston; when the brake block is located at the starting end of the first preset path, a first preset distance is formed between the brake block and the first surface, when the brake block is located at the tail end of the first preset path, the brake block abuts against the first surface, and the brake part and the brake matching part form brake matching. When braking is executed, the piston is used for driving the brake block to move along the first preset path to make contact with the brake disc, the brake block impacts the first surface of the support, impact force is transmitted to the support, and along with increase of clamping force, brake matching is formed between the brake matching part on the surface of the piston and the brake part on the brake block; the piston can be effectively prevented from rotating, and accidents can be effectively avoided.

Description

TECHNICAL FIELD

[0001] The utility model relates to automobile brake device technical field, especially a brake block structure. BACKGROUND

[0002] The prior art increases the convex point on the brake block, and cooperates with the V-shaped groove on the piston end face to prevent rotation. In the application of the caliper of EPB, when the adjusting nut is backed off to the bottom, the piston is not backed off, is still in the anti-rotation convex point feature, continues to be powered, the anti-rotation point limits the rotation of the adjusting nut, and the motor is heated and damaged.

[0003] The stress points of the brake block and the support are metal contact, and under the non-braking working condition, the brake block is prone to knocking the support and generating abnormal sound. The gap between the support lug of the brake block and the groove of the support is large, and under the extreme bad working condition, the swing displacement of the brake block is large, the movement stroke of the spring support leg on the brake block support lug is large, and the endurance number of the support leg is small. UTILITY MODEL CONTENTS

[0004] The utility model discloses a brake block structure to solve the problems in the prior art, enhance the anti-rotation function of the brake block, and reduce the generation of abnormal sound.

[0005] The utility model provides a brake block structure, which comprises:

[0006] A support has a first surface, and the first surface is arranged at opposite ends of the support in a first direction.

[0007] A brake block is arranged in the support, and the brake block can move along a first preset path.

[0008] A piston is arranged to face the brake block, and the piston is used to drive the brake block to move along the first preset path.

[0009] Wherein:

[0010] When the brake block is located at the starting end of the first preset path, the brake block has a first preset distance from the first surface, and when the brake block is located at the end of the first preset path, the brake block abuts against the first surface, and the brake portion and the brake matching portion form a brake matching.

[0011] The brake block structure described above, wherein, preferably, the brake portion is a first sound-absorbing piece, and the first sound-absorbing piece has a mesh structure.

[0012] The brake block structure as claimed in any one of the preceding claims, wherein the brake engaging portion is preferably provided on an end face of the piston, and is preferably a plurality of grooves provided at intervals in a radial direction of the end face of the piston.

[0013] The brake block structure as claimed in any one of the preceding claims, wherein the first limiting portion is preferably a limiting groove, and the limiting engaging portion is preferably a resilient piece, the resilient piece comprising a first end and a second end, the first end of the resilient piece being connected to the brake block, and the second end of the resilient piece being supported in the limiting groove.

[0014] The brake block structure as claimed in any one of the preceding claims, wherein the first limiting portion is preferably a limiting groove, and the limiting engaging portion is preferably a resilient piece, the resilient piece comprising a first end and a second end, the first end of the resilient piece being connected to the brake block, and the second end of the resilient piece being supported in the limiting groove.

[0015] The brake block structure as claimed in any one of the preceding claims, wherein the first limiting portion is preferably a limiting groove, and the limiting engaging portion is preferably a resilient piece, the resilient piece comprising a first end and a second end, the first end of the resilient piece being connected to the brake block, and the second end of the resilient piece being supported in the limiting groove.

[0016] The brake block structure as claimed in any one of the preceding claims, wherein the brake block is further movable along a second predetermined path, and wherein the second limiting portion is preferably provided on the opposite ends of the bracket in the first direction, and the second limiting portion and the support lug are in one-to-one correspondence in position.

[0017] wherein:

[0018] when the brake block is located at the starting end of the second predetermined path, the support lug and the corresponding second limiting portion have a second predetermined spacing, and when the brake block is located at the ending end of the second predetermined path, the support lug and the corresponding second limiting portion are in abutment.

[0019] The brake block structure as claimed in any one of the preceding claims, wherein the second limiting portion is preferably a limiting protrusion provided in the limiting groove, the limiting protrusion being formed by extending from the bottom of the limiting groove towards the support lug.

[0020] The brake block structure as claimed in any one of the preceding claims, wherein the brake block has a second surface on the opposite ends thereof in the first direction, the second surface being provided opposite to the first surface, and when the brake block is located at the ending end of the first predetermined path, the second surface and the first surface are in abutment.

[0021] The brake block structure as described above, wherein preferably, the second surface is covered with a second sound-damping piece, and the second sound-damping piece is covered by the second surface to the side of the brake block away from the brake part.

[0022] Compared with the prior art, when braking is performed, the piston drives the brake block to move along the first preset path to contact the brake disc, so that the brake block impacts the first surface of the support, and the impact force is transmitted to the support; with the increase of the clamping force, the brake cooperation between the brake cooperation part on the surface of the piston and the brake part on the brake block can effectively prevent the piston from rotating, and accidents can be effectively avoided. BRIEF DESCRIPTION OF DRAWINGS

[0023] Figure 1 is a cross-sectional view of the brake block structure provided by the embodiment of the utility model;

[0024] Figure 2 is a perspective view of the support provided by the embodiment of the utility model

[0025] Figure 3 is a perspective view of the brake block from one angle provided by the embodiment of the utility model;

[0026] Figure 4 is a perspective view of the brake block from another angle provided by the embodiment of the utility model;

[0027] Figure 5 is a perspective view of the piston provided by the embodiment of the utility model;

[0028] Figure 6 is a perspective view of the brake block when installed in the support provided by the embodiment of the utility model;

[0029] Figure 7 is Figure 6 a perspective view of the hidden elastic piece.

[0030] BRIEF DESCRIPTION OF DRAWINGS:

[0031] 10-support, 11-first surface, 12-first limiting part, 121-limiting groove, 13-second limiting part, 131-limiting protrusion;

[0032] 20-brake block, 21-brake part, 211-first sound-damping piece, 22-limiting cooperation part, 221-elastic piece, 23-supporting lug, 24-second surface, 25-second sound-damping piece;

[0033] 30-piston, 31-brake cooperation part, 311-groove;

[0034] D1-first direction, Z-braking direction. DETAILED DESCRIPTION

[0035] The embodiments described below with reference to the drawings are exemplary and are only used to explain the utility model and cannot be explained as a limitation of the utility model.

[0036] Referring to Figure 1 As shown in the figure, the utility model provides a brake block structure, including support 10, brake block 20 and piston 30, wherein:

[0037] Referring to Figure 2 As shown in the figure, support 10 has first surface 11, first surface 11 is arranged at the opposite ends of support 10 in first direction D1, first direction D1 is the width direction of support 10, and first surface 11 is arranged at the opposite ends in the width direction of support 10.

[0038] Brake block 20 is arranged in support 10, brake block 20 can move along first preset path, first preset path is the path along the direction Z of braking, and the direction Z of braking is the direction of brake block 20 to brake disc (not shown), and brake block 20 is provided with brake part 21.

[0039] Piston 30 is arranged to face brake block 20, piston 30 is used to drive brake block 20 to move along first preset path, and piston 30 is provided with brake matching part 31.

[0040] In the embodiments provided in the application, when brake block 20 is located at the starting end of first preset path, first preset interval is formed between brake block 20 and first surface 11, that is, before executing braking, the opposite ends of brake block 20 keep a certain distance from the two first surfaces 11 in support 10, and brake block 20 has movable space in first direction D1.

[0041] When brake block 20 is located at the end of first preset path, brake block 20 abuts against first surface 11, and brake part 21 and brake matching part 31 form brake cooperation.When braking needs to be executed, piston 30 pushes brake block 20 to move to brake disc, when brake block 20 contacts brake, brake block 20 reaches the end of first preset path, and one end of brake block 20 will hit the corresponding first surface 11 (first surface 11 is the stress surface of support 10) of support 10 under the rotation of brake disc, so that the braking force is transmitted to support 10, and with the increase of clamping force, the brake cooperation between brake part 21 on brake block 20 and brake matching part 31 on piston 30 makes the surface friction force between brake block 20 and piston 30 correspondingly increase, so that the rotation of piston 30 is effectively prevented.Compared with the convex point rotation prevention mode in the prior art, the brake block 20 structure of the application can avoid the occurrence of motor heating damage and other accidents.

[0042] In a feasible implementation mode, referring toFigure 3 and Figure 5 As shown in FIG. 1, the brake portion 21 is a first sound-damping sheet 211 having a mesh structure, and the brake matching portion 31 is provided on the end face of the piston 30 and is a plurality of grooves 311 arranged in the radial direction of the end face of the piston 30. The first sound-damping sheet 211 is arranged on the side of the brake block 20 facing the piston 30, and the brake matching portion 31 is arranged on the end face of the piston 30 facing the brake block 20. After the first sound-damping sheet 211 having a mesh structure abuts against the end face of the piston 30 having a plurality of grooves 311, the friction coefficient of the contact surface between the brake block 20 and the piston 30 is increased, thereby achieving the purpose of preventing the piston 30 from rotating.

[0043] In the non-braking working condition, the brake block 20 is located at the starting end of the first preset path. At this time, since the brake block 20 has a first preset distance from the first surface 11 of the support 10, when the vehicle is jolted during driving, the brake block 20 will randomly knock the support 10. In order to avoid collision between the brake block 20 and the support 10, in the embodiments provided in the present application, with reference to Figure 6 As shown in FIG. 1, in the first direction D1, the opposite ends of the support 10 are provided with first limiting portions 12, and the opposite ends of the brake block 20 are provided with limiting matching portions 22. When the brake block 20 is installed on the support 10, the first limiting portions 12 and the limiting matching portions 22 form limiting cooperation to prevent the brake block 20 from knocking the support 10.

[0044] In a possible implementation, with reference to Figures 2 to 6 As shown in FIG. 1, the first limiting portion 12 is a limiting groove 121, which is a groove body recessed inward from the surface of the support 10 in the brake direction Z, and the limiting matching portion 22 is an elastic sheet 221, which includes a first end and a second end. The first end of the elastic sheet 221 is connected to the brake block 20, and the second end of the elastic sheet 221 is supported in the limiting groove 121. When the vehicle is jolted, the brake block 20 shakes and exerts a force on the elastic sheet 221, causing the elastic sheet 221 to elastically deform and accumulate an elastic force. The elastic force is applied to the brake block 20, so that the brake block 20 is supported by the elastic sheet 221, thereby avoiding the brake block 20 from knocking the support 10.

[0045] Further, in order to improve the supporting capacity of the elastic sheet 221 for the brake block 20, with reference to Figure 6 and Figure 7As shown, the opposite ends of the brake block 20 are provided with support ears 23 in the first direction D1, and the first end of the elastic sheet 221 is connected with the support ears 23. The support ears 23 are in the form of a sheet structure arranged at the two ends of the brake block 20, and have a large contact area when connected with the first end of the elastic sheet 221, thereby increasing the connection strength between the elastic sheet 221 and the brake block 20, so as to provide more stable support force for the brake block 20 in a bumpy road condition.

[0046] When the vehicle is in an extreme bumpy road condition, i.e., the force generated by the shaking of the brake block 20 is greater than the elastic force accumulated by the elastic deformation of the elastic sheet 221, the brake block 20 will hit the support frame 10. In order to avoid the elastic force of the elastic sheet 221 being lost due to the impact of the brake block 20 on the support frame 10 and shorten the service life of the elastic sheet 221, the brake block 20 of the present application can also move along a second preset path, which is a path moving up and down along the direction of gravity. In the first direction D1, the opposite ends of the support frame 10 are each provided with a second limiting portion 13, and the two second limiting portions 13 correspond one-to-one with the positions of the two support ears 23.

[0047] When the brake block 20 is located at the starting end of the second preset path, the support ear 23 and the corresponding second limiting portion 13 have a second preset distance therebetween, i.e., when the vehicle is not in an extreme bumpy road condition, the support ear 23 and the second limiting portion 13 have a certain distance therebetween. When the brake block 20 is located at the end of the second preset path, the support ear 23 abuts against the corresponding second limiting portion 13 to limit the brake block 20 from continuing to move downward and knocking against the support frame 10. At the same time, the elastic sheet 221 can still provide sufficient support force for the brake block 20. Under the joint action of the second limiting portion 13 and the elastic sheet 221, on the one hand, the brake block 20 can be prevented from knocking against the support frame 10, and on the other hand, the service life of the elastic sheet 221 can still be effectively prolonged to meet the endurance time requirement.

[0048] Preferably, referring to Figure 2 As shown, the second limiting portion 13 is a limiting protrusion 131 arranged in the limiting groove 121 and extending from the bottom of the limiting groove 121 to the direction of the support ear 23. The second limiting portion 13 can adopt other structures or components capable of limiting the movement of the brake block 20 along the second preset path, which are not limited herein.

[0049] In a braking condition, when the brake block 20 collides with the support frame 10, in order to reduce the damage caused by the collision to the brake block 20 and the support frame 10, in the embodiments provided by the present application, referring to Figure 4 and Figure 7As shown, in the first direction D1, the opposite ends of the brake block 20 have second surfaces 24, which are arranged opposite to the first surfaces 11 and abut against the first surfaces 11 when the brake block 20 is located at the end of the first preset path. The second surfaces 24 are covered with second sound-absorbing pieces 25, which have a damping effect when the first surfaces 11 collide with the second surfaces 24, so as to weaken the vibration of the brake block 20 and the support 10 caused by the collision of the first surfaces 11 and the second surfaces 24, thereby protecting the support 10 and the brake block 20.

[0050] Due to the small area of the second surfaces 24, the second sound-absorbing pieces 25 and the second surfaces 24 are prone to be not firmly bonded, and after repeated braking, the second sound-absorbing pieces 25 are deformed and stretched after being pressed multiple times, thereby increasing the sliding ability of the brake block 20 and finally weakening the damping performance of the second sound-absorbing pieces 25.

[0051] In order to avoid the above problems, in an available embodiment, the second sound-absorbing pieces 25 are covered by the second surfaces 24 of the brake block 20 to the side of the brake block 20 away from the brake portion 21. That is, after the second sound-absorbing pieces 25 completely cover the second surfaces 24, the second sound-absorbing pieces 25 continue to cover the back of the brake block 20, so as to improve the bonding strength of the second sound-absorbing pieces 25 and the second surfaces 24 and avoid weakening the performance of the second sound-absorbing pieces 25.

[0052] The above describes the structure, features and effects of the embodiments shown in the drawings, and the above description is only the preferred embodiments of the present application, but the present application is not limited to the drawings shown, and any changes or modifications made according to the concept of the present application, or equivalent embodiments with equivalent changes, shall be within the scope of the present application.

Claims

1. A brake pad structure, characterized by, The utility model relates to a sound damping device, comprising: a support having a first surface provided at opposite ends of the support in a first direction; a brake block provided in the support and movable along a first preset path, the brake block being provided with a brake portion; a piston facing the brake block and configured to drive the brake block to move along the first preset path, the piston being provided with a brake matching portion; wherein: when the brake block is located at a starting end of the first preset path, the brake block has a first preset distance from the first surface, and when the brake block is located at an ending end of the first preset path, the brake block abuts against the first surface, and the brake portion and the brake matching portion form a brake matching.

2. The brake pad structure of claim 1, wherein The brake portion is a first sound damping piece having a mesh structure.

3. The brake pad structure of claim 1, wherein The brake matching portion is provided on an end surface of the piston and is a plurality of grooves spaced apart in a radial direction of the end surface of the piston.

4. The brake pad structure of claim 1, wherein In the first direction, the opposite ends of the support are provided with first limiting portions, and the opposite ends of the brake block are provided with limiting matching portions, and when the brake block is installed in the support, the first limiting portions and the limiting matching portions form a limiting matching to limit the brake block from knocking the support.

5. The brake pad structure of claim 4, wherein The first limiting portion is a limiting groove, and the limiting matching portion is an elastic piece including a first end and a second end, the first end of the elastic piece being connected to the brake block, and the second end of the elastic piece being supported in the limiting groove.

6. The brake pad structure of claim 5, wherein In the first direction, the first end of the elastic piece is connected to a support lug provided at the opposite ends of the brake block.

7. The brake pad structure of claim 6, wherein The brake block is also movable along a second preset path, and in the first direction, the opposite ends of the support are each provided with a second limiting portion, and the two second limiting portions correspond to the two support lugs in position one by one. wherein: when the brake block is located at a starting end of the second preset path, the support lug and the corresponding second limiting portion have a second preset distance, and when the brake block is located at an ending end of the second preset path, the support lug abuts against the corresponding second limiting portion.

8. The brake pad structure of claim 7, wherein The second limiting portion is a limiting protrusion provided in the limiting groove and extending from the bottom of the limiting groove to the direction of the support lug.

9. The brake pad structure of claim 1, wherein In the first direction, the opposite ends of the brake block have a second surface opposite to the first surface, and when the brake block is located at the ending end of the first preset path, the second surface abuts against the first surface.

10. The brake pad structure of claim 9, wherein The second surface is covered with a second sound damping piece, and the second sound damping piece is covered by the second surface to a side of the brake block away from the brake portion.

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