Continuous alarm line structure of single-piston pneumatic disc brake

Abstract

The utility model relates to a continuous alarm line structure of a single-piston pneumatic disc brake, which comprises a piston, a tappet and an end cover, an inner cavity of the piston is provided with an internal thread, and the piston is connected with an external thread on the surface of the tappet through the internal thread in a screwing manner; the inner end and the outer end of the shifting fork shaft are sleeved with a first bearing and a second bearing respectively. The tappet is fixed to the bearing seat through the first bearing, the second bearing and the shifting fork shaft. The gear I is sleeved on the bearing seat, is fixed with the end cover through a return spring, and is meshed with the outer gear on the tappet rod; the second gear is fixed in the brake caliper body through the spring and the spring seat and is meshed with the first gear at the same time, the production cost can be effectively reduced, false alarm of an inductor can be effectively prevented, and waste of friction plates can be prevented.

Description

Technical Field

[0001] This utility model relates to a brake alarm line structure, specifically a continuous alarm line structure for a single-piston air disc brake. Background Technology

[0002] The existing air disc brake warning line structure generally adopts a dual-piston structure, see appendix. Figure 1 and attached Figure 2 The technical principle is that when the brake disc and friction pads wear, the tappet 32 ​​and piston 33 will rotate to compensate for the clearance. The rotation of the tappet 32 ​​will drive the manual adjustment lever 31 to rotate. By limiting the rotational movement of the sensor arm 45, the wear compensation is converted from angular displacement to linear displacement. The linear displacement sensor 24 will monitor the total wear of the brake disc and friction pads in real time and continuously.

[0003] Problems with existing technology:

[0004] 1. The rotational movement of the sensor arm 45 is restricted by the brake housing, which requires high precision in the contours of the sensor arm and housing, resulting in high component costs.

[0005] 2. Due to the overall error of the components, it is necessary to adjust the small bolt on the sensor arm 45 to ensure the sensor 0 point position. The part is located deep inside the housing cavity, which is not easy to operate and takes a long time.

[0006] 3. When the friction pads are worn out, they need to be replaced with new ones. Because sensor 24 cannot be reset, it will reflect the wear of the brake disc as wear of the friction pads, resulting in false alarms and waste of friction pad resources. Utility Model Content

[0007] To address the problems existing in the prior art, this utility model provides a continuous alarm line structure for a single-piston pneumatic disc brake, which can effectively reduce production costs and prevent sensor false alarms and waste of friction pads.

[0008] To achieve the above objectives, this utility model discloses a continuous alarm line structure for a single-piston pneumatic disc brake, comprising a piston, a tappet, and an end cap. The piston has an internal thread, which engages with the external thread on the tappet surface. Bearings 1 and 2 are respectively mounted on the inner and outer ends of the shift fork shaft. The tappet is fixed to a bearing seat via bearings 1 and 2 and the shift fork shaft. Gear 1 is mounted on the bearing seat, fixed by a return spring and the end cap, and meshes with an external gear on the tappet. Gear 2 is fixed to the brake caliper body by a spring and a spring seat, while maintaining meshing with gear 1. A clutch sliding sleeve is fitted onto a manual adjustment lever, which is connected to the internal spline of gear 2 via an external spline and is axially limited by a spring seat and a clutch sliding sleeve. The clutch retaining ring is pre-installed inside an angle displacement sensor, which is fixed to the housing by a fixing plate and bolts.

[0009] In addition, the continuous alarm line structure for the single-piston pneumatic disc brake proposed in the above embodiments of this utility model may also have the following additional technical features:

[0010] As a further improvement of this utility model, the bearing seat is directly driven by a lever.

[0011] As a further improvement of this utility model, the clutch sliding sleeve is assembled on the manual adjustment lever by an interference fit.

[0012] As a further improvement of this utility model, the bearing housing is equipped with a temperature sensor.

[0013] By means of the above solution, this utility model has at least the following advantages:

[0014] 1. The single-piston clamp body has a compact space, while the original linear displacement structure occupies a large volume and cannot be assembled. The gear 2 and the manual adjustment lever are designed as separate parts, connected by a spline. The gear 2 is pre-installed inside the housing by a spring, and the manual adjustment lever is installed in the later assembly stage. At the same time, the angle displacement sensor is used directly, eliminating the sensor swing arm, reducing the number of parts, lowering the requirements for parts, and simplifying the production process.

[0015] 2. Adding a clutch allows for quick adjustment of the brake clearance by disengaging the clutch and clutch retainer ring during the assembly stage, ensuring the sensor is at its initial zero point, simplifying operation and improving assembly efficiency.

[0016] 3. At the same time, when the friction plates are worn out, new friction plates need to be replaced. By disengaging and engaging the clutch, the sensor can be reset to zero, thereby accurately monitoring the wear of the friction plates and avoiding false alarms and waste of friction plate resources. Attached Figure Description

[0017] Figure 1 This is a structural diagram of existing technology;

[0018] Figure 2 yes Figure 1 A magnified view of a portion of A;

[0019] Figure 3 This is a three-dimensional cross-sectional schematic diagram of the continuous alarm line structure of a single-piston air disc brake.

[0020] Figure 4 This is a cross-sectional view of the continuous alarm line structure of a single-piston air disc brake.

[0021] Figure 5 This is a schematic diagram of the meshing state of gear one and gear two in a continuous alarm line structure of a single-piston air disc brake.

[0022] Figure 6 This is a diagram showing the clutch engagement state of a single-piston pneumatic disc brake with a continuous alarm line structure.

[0023] Figure 7 This is a diagram showing the clutch disengagement state of a single-piston pneumatic disc brake with a continuous alarm line structure.

[0024] In the diagram: 1. Piston, 2. Tappet, 3. Gear 1, 4. Gear 2, 5. Spring, 6. Adjusting lever, 7. Spring seat, 8. Clutch sliding sleeve, 9. Clutch retaining ring, 10. Angle displacement sensor, 11. Fixing plate, 12. Bolt, 13. Lever, 14. Shift fork shaft, 15. Bearing seat, 16. Bearing 1, 17. Bearing 2, 18. Return spring, 19. End cap. Detailed Implementation

[0025] The continuous alarm line structure of the single-piston pneumatic disc brake of this utility model is described below with reference to the accompanying drawings.

[0026] In the embodiments of this application, such as Figures 3 to 5As shown, the continuous alarm line structure of this single-piston air disc brake (hereinafter referred to as "the present invention") includes a piston 1, a tappet 2, a first gear 3, a second gear 4, a spring 5, a manual adjustment lever 6, a spring seat 7, a clutch sliding sleeve 8, a clutch retaining ring 9, an angle displacement sensor 10, a fixing plate 11, a bolt 12, a lever 13, a shift fork shaft 14, a bearing seat 15, a first bearing 16, a second bearing 17, a return spring 18, and an end cap 19. The piston 1 has an internal thread, and the piston 1 is screwed into the external thread on the surface of the tappet 2 through the internal thread. The inner and outer ends of the shift fork shaft 14 are respectively fitted with the first bearing 16 and the second bearing 17, and the tappet 2 is connected to the first bearing through the bearing 17. Bearing 16, bearing 17, and shift fork shaft 14 are fixed to bearing housing 15; gear 3 is fitted onto bearing housing 15, fixed by return spring 18 and end cap 19, and meshes with the external gear on push rod 2; gear 4 is fixed to brake caliper body by spring 5 and spring seat 7, while maintaining meshing with gear 3; clutch sliding sleeve 8 is assembled on manual adjustment lever 6, which is connected to gear 4 by external spline and axially limited by spring seat 7 and clutch sliding sleeve 8; clutch retaining ring 9 is pre-installed in angle displacement sensor 10, which is fixed to housing by fixing plate 11 and bolt 12. The bearing housing 15 is directly pushed by lever 13.

[0027] To further optimize the working efficiency of this application and ensure reliable operation, the clutch sliding sleeve 8 is assembled onto the manual adjustment lever 6 via an interference fit. To better understand the operating status of the equipment, the bearing housing 15 is equipped with a temperature sensor.

[0028] When this utility model is used, its specific operation is as follows:

[0029] When braking is applied, lever 13 directly pushes bearing seat 15, which in turn pushes tappet 2. Since tappet 2 is connected to piston 1 by a thread, piston 1 is pushed and then clamps the friction plate to generate braking torque.

[0030] When there is excessive clearance, lever 13 will drive shift fork shaft 14 to rotate, shift fork shaft 14 will drive tap 2 to rotate. Since tap 2 and piston 1 are threadedly connected, and piston 1 is restricted from rotating by bracket, piston 1 will move linearly, thereby adjusting the brake clearance.

[0031] When the push rod 2 rotates, it drives the second gear 4 to rotate via the first gear 3. The second gear 4 is connected to the manual adjustment lever 6 via a spline, and the clutch sliding sleeve 8 and the clutch retaining ring 9 are engaged. Figure 6 This drives the internal transmission mechanism of the angle displacement sensor 10, which feeds back the friction pad wear information to the brake control system.

[0032] When initially assembling or replacing the friction plates, adjust the manual adjustment lever 6 to return the piston 1 to its initial position. Then, press the manual adjustment lever 6 to disengage the clutch sliding sleeve 8 and the clutch retaining ring 9. See [link / description]. Figure 7 Adjust the preset clearance according to the standard procedure. At this time, the rotational movement of the manual adjustment lever 6 will not be transmitted to the angle displacement sensor 10. After adjusting the brake clearance, allow the manual adjustment lever 6 to spring back to its original position, ensuring that the clutch sliding sleeve 8 and the clutch retaining ring 9 are in the engaged state. At this time, the angle displacement sensor 10 is in its initial position, accurately reflecting the wear condition of the friction plate, and will not incorrectly reflect the wear of the brake disc to the wear of the friction plate, thereby achieving the purpose of effectively monitoring and reflecting the wear of the friction plate.

[0033] In summary, the continuous alarm line structure of the single-piston pneumatic disc brake of this utility model design separates the gear 4 and the manual adjustment lever 6, connecting them via splines. The gear 4 is pre-installed inside the housing by a spring 5, and the manual adjustment lever 6 is installed during the assembly stage. Simultaneously, an angle displacement sensor is directly used, eliminating the sensor swing arm, reducing the number of parts, lowering part requirements, and simplifying the production process. The addition of a clutch 8 allows for rapid adjustment of the brake clearance during assembly by disengaging the clutch 8 and clutch retaining ring 9, ensuring the sensor is at its initial zero point, simplifying operation and improving assembly efficiency. Furthermore, when the friction plates wear out and need replacement, the clutch engagement and disengagement resets the sensor 10 to zero, accurately monitoring friction plate wear and avoiding false alarms and waste of friction plate resources.

[0034] Those skilled in the art should understand that the discussion of any of the above embodiments is merely exemplary and is not intended to imply that the scope of the invention is limited to these examples; within the framework of the invention, the technical features of the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other variations of the different aspects of the invention as described above, which are not provided in detail for the sake of brevity. Any omissions, modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the invention should be included within the scope of protection of the invention.

Claims

1. A continuous alarm wire structure of a single-piston gas pressure disc brake including a piston (1), a tappet (2) and an end cover (19), characterized in that, The inner cavity of the piston (1) is provided with internal threads, and the piston (1) is connected with the external threads on the surface of the tappet (2) by screwing; the inner and outer ends of the yoke shaft (14) are respectively sleeved with bearing one (16) and bearing two (17), and the tappet (2) is fixed on the bearing seat (15) through the bearing one (16), the bearing two (17) and the yoke shaft (14); the gear one (3) is sleeved on the bearing seat (15) and is fixed through the return spring (18) and the end cover (19), and is engaged with the external gear on the tappet (2); the gear two (4) is fixed in the brake caliper body through the spring (5) and the spring seat (7), and is engaged with the gear one (3) at the same time; the clutch sliding sleeve (8) is assembled on the hand adjusting rod (6), the hand adjusting rod (6) is connected with the internal spline of the gear two (4) through the external spline, and is axially limited through the spring seat (7) and the clutch sliding sleeve (8); the clutch fixed ring (9) is preassembled in the angular displacement sensor (10), and the angular displacement sensor (10) is fixed on the shell through the fixed sheet (11) and the bolt (12).

2. The single-piston gas pressure disc brake continuous warning wire structure according to claim 1, characterized by, The bearing seat (15) is directly pushed by the lever (13).

3. The single-piston gas pressure disc brake continuous warning wire structure according to claim 2, characterized by The clutch sliding sleeve (8) is assembled on the hand adjusting rod (6) through interference fit.

4. The single-piston gas pressure disc brake continuous warning wire structure according to claim 1, characterized by The bearing seat (15) is equipped with a temperature sensor.

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