Large-torque parking mechanism

Abstract

The utility model discloses a large-torque parking mechanism, which relates to the field of automobiles, aims to solve the problem of contradiction between the space utilization rate and the brake torque in the existing brake mode, and comprises a left brake friction ring, a conical brake disc, a right brake friction ring and a fixing frame, the rotating shaft is fixedly connected with the conical brake disc through a compression nut, a left crankset and a right crankset are slidably connected outside the fixing frame, a first elastic traction frame is connected between the left crankset and the right brake friction ring, and a second elastic traction frame is installed between the right crankset and the left brake friction ring. The conical brake disc has the advantages that through the design of double conical surfaces of the conical brake disc, the friction area is increased, the braking performance on a rotating shaft is improved, and the braking torque of equipment is improved.

Description

A high-torque parking mechanism Technical Field

[0001] This utility model relates to the field of automotive technology, and in particular to a high-torque parking mechanism. Background Technology

[0002] In the field of electric vehicle transmissions, the parking mechanism, as a core component for reliably stopping a vehicle, directly impacts the overall vehicle safety with its braking performance. Currently, the mainstream parking brake solutions in the industry are mainly divided into two categories: drum brakes and disc brakes.

[0003] Drum brakes: Friction is generated by the expansion of the brake shoes pressing against the inner wall of the brake drum. They have the advantages of low cost and high braking force, but they have problems such as poor heat dissipation and complex maintenance. In addition, it is difficult to increase the torque by increasing the rotation diameter when space is limited.

[0004] Disc brakes: Braking is achieved by clamping the two sides of the brake disc with a brake caliper. They have excellent heat dissipation performance and are easy to maintain. However, their friction area is limited by the diameter of the brake disc, and it is difficult to meet the high torque requirements by increasing the friction area in compact transmissions.

[0005] Both of these braking methods present a trade-off between space utilization and braking torque. Drum brakes are limited by the cylindrical structure of the brake drum; increasing the rotation diameter requires a corresponding increase in the size of the transmission, which contradicts the trend of lightweighting in electric vehicles. Disc brakes, on the other hand, have a friction area limited by the diameter of the brake disc, while the size of the brake disc is limited by the diameter of the wheel rim (usually 70%-79% of the wheel rim diameter), resulting in limited space for torque enhancement. Summary of the Invention

[0006] In order to overcome the shortcomings of the prior art, this utility model provides a high-torque parking mechanism. This design effectively solves the problem of the contradiction between space utilization and braking torque in existing braking methods.

[0007] To achieve the above objectives, this utility model provides the following technical solution: This utility model includes a left brake friction ring, a conical brake disc on the side of the left brake friction ring, a right brake friction ring on the side of the conical brake disc, a fixing frame on the side of the right brake friction ring, a rotating shaft passing through the fixing frame and the right brake friction ring, the rotating shaft being fixedly connected to the conical brake disc by a clamping nut, a left and a right slidable chainring on the outside of the fixing frame, a first elastic traction frame connecting the left slidable chainring and the right brake friction ring, and a second elastic traction frame installed between the right slidable chainring and the left brake friction ring. The first and second elastic traction frames drive the left and right slidable chainrings to move closer to each other, and a driving assembly for driving the relative movement of the left and right slidable chains is provided between the left and right slids.

[0008] Both sides of the tapered brake disc are tapered surfaces, and friction pads are fixedly connected inside the left and right brake friction rings.

[0009] Preferably, the drive assembly includes a rotary crank, which is rotatably connected to the fixed frame. Both sides of the rotary crank are fixedly connected with arc-shaped first wedge blocks, and the sides of the left and right cranks are provided with second wedge blocks that cooperate with the first wedge blocks.

[0010] Preferably, the first elastic traction frame includes a first connecting bolt, one end of which is fixedly connected to the left crank chainring, and the other end of which is fixedly connected to the right brake friction ring. The fixing frame is provided with a through hole for the first connecting bolt to pass through, and a first elastic element is installed between the fixing frame and the left crank chainring.

[0011] Preferably, the first elastic element is a first spring, which is sleeved on the first connecting bolt or fixing bracket.

[0012] Preferably, the second elastic traction frame includes a second connecting bolt and a second spring. One end of the second connecting bolt is fixedly connected to the right chainring, and the other end of the second connecting bolt is fixedly connected to the left brake friction ring. The second spring has a leftward elastic force on the right chainring.

[0013] Preferably, a guide rod is fixedly connected to the side of the right gear chain, and a connecting plate is slidably connected to the other end of the guide rod. The connecting plate is fixedly connected to the fixing frame, and a limiting nut that is threadedly connected to the guide rod is provided on the other side of the connecting plate.

[0014] Preferably, the second spring is located on a mounting bracket between the right chainring and the connecting plate.

[0015] Preferably, the second spring is sleeved on the second connecting bolt, and the second spring is located between the fixing frame and the left brake friction ring.

[0016] Compared with the prior art, the outstanding advantages of this utility model are:

[0017] The conical brake disc in this invention is fitted with a left brake friction ring and a right brake friction ring on both sides, and their contact surfaces are all designed with a conical surface. The conical brake disc increases the friction area through the double conical surface design, and at the same time has braking characteristics in both axial and radial force directions, thereby limiting the excessive braking torque. Attached Figure Description

[0018] Figure 1 is a schematic diagram of the first aspect of the axial structure of this utility model.

[0019] Figure 2 is a schematic diagram of the first form of the present invention in a frontal cross-sectional view.

[0020] Figure 3 is a cross-sectional exploded view of the first form of this utility model.

[0021] Figure 4 is a schematic diagram of the second aspect of the axial structure of this utility model.

[0022] Figure 5 is a schematic diagram of the front cross-sectional structure of the second form of this utility model.

[0023] Figure 6 is a cross-sectional exploded view of the second form of this utility model.

[0024] The following are the labels in the diagram: 1. Left brake friction ring; 2. Friction pad; 3. Compression nut; 4. Conical brake disc; 5. Right brake friction ring; 6. First spring; 7. Fixing bracket; 8. Second spring; 9. First connecting bolt; 10. Left sprocket; 11. Rotary sprocket; 12. Second connecting bolt; 13. Right sprocket; 14. Connecting disc; 15. Rotary shaft; 16. Guide rod. Detailed Implementation

[0025] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present utility model. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0026] Please refer to Figures 1-6. This embodiment describes a high-torque parking mechanism: it includes a left brake friction ring 1, a conical brake disc 4 on the side of the left brake friction ring 1, a right brake friction ring 5 on the side of the conical brake disc 4, and a fixing bracket 7 on the side of the right brake friction ring 5. A rotating shaft 15 passes through the fixing bracket 7 and the right brake friction ring 5. The rotating shaft 15 is fixedly connected to the conical brake disc 4 by a clamping nut 3. A left sprocket 10 and a right sprocket 13 are slidably connected to the fixing bracket 7. A first elastic traction frame is connected between the left chainring 10 and the right brake friction ring 5, and a second elastic traction frame is installed between the right chainring 13 and the left brake friction ring 1. The first and second elastic traction frames drive the left chainring 10 and the right chainring 13 to move closer to each other. A drive assembly is provided between the left chainring 10 and the right chainring 13 to drive their relative movement. Both sides of the conical brake disc 4 are conical surfaces, and friction plates 2 are fixedly connected inside the left brake friction ring 1 and the right brake friction ring 5.

[0027] The rotary shaft 15 is the shaft end of the reducer. The end of the rotary shaft 15 is stepped. The conical brake disc 4 is connected to the rotary shaft 15 via a spline. The left side of the conical brake disc 4 is the left brake friction ring 1, and the right side of the conical brake disc 4 is the right brake friction ring 5. The left brake friction ring 1 and the right brake friction ring 5 jointly perform friction braking on both sides of the conical brake disc 4. The right side of the right brake friction ring 5 is the fixing frame 7, which is a stepped cylinder. The fixing frame 7 and the rotary shaft 15 are kept coaxial during installation. The left sprocket 10 and the right sprocket 13 can move axially on the fixing frame 7. The first elastic traction frame connects the left sprocket 10 and the right brake friction ring 5, and the second elastic traction frame connects the right sprocket 13 and the left brake friction ring 1. The diameter of the left sprocket 10 is smaller than that of the right sprocket 13. The diameter of the chainring is such that the second elastic traction frame is located on the periphery of the left chainring 10, thus avoiding interference between components during movement. The drive assembly drives the left chainring 10 and the right chainring 13 to move relative to each other. In the initial state, both the left brake friction ring 1 and the right brake friction ring 5 have a gap with the conical surface of the conical brake disc 4. This gap ensures that no friction occurs in the non-braking state. When braking is required, the drive assembly drives the left chainring 10 to move to the left, while the right chainring 13 moves to the right. The relative movement of the left chainring 10 and the right chainring 13 causes the left brake friction ring 1 and the right brake friction ring 5 to move closer to each other, thereby causing the internal friction pad 2 to press against the conical surface of the conical brake disc 4, increasing the friction force between the two and thus achieving the braking effect. The friction pad 2 is made of wear-resistant and high-temperature resistant material.

[0028] Specifically, in the initial state, the initial elastic force on the first elastic traction frame exerts a rightward elastic force on the left sprocket 10 and the right brake friction ring 5, causing the right brake friction ring 5 to separate from the right side of the conical brake disc 4. Similarly, the initial elastic force on the second elastic traction frame exerts a leftward elastic force on the sprocket, causing the left brake friction ring 1 to separate from the left side of the conical brake disc 4, thus eliminating the resistance on the rotating shaft 15 in the working state. When braking is required, the drive assembly drives the left sprocket 10 and the right sprocket 13 to overcome the elastic force, and the left brake friction ring 1 and the right brake friction ring 5 press against the rotating brake disc, thereby achieving the effect of torque braking.

[0029] The conical brake disc 4 increases the friction area through its double-conical surface design, and has braking characteristics in both axial and radial force directions, thereby limiting excessive braking torque.

[0030] Furthermore, the drive assembly that drives the left chainring 10 and the right chainring 13 to move synchronously relative to each other is a rotary chainring 11, as shown in Figure 3 or Figure 6. There are first wedge blocks on both the left and right sides of the rotary chainring 11, and second wedge blocks on the right side of the left chainring 10 and the left side of the right chainring 13. In the unbraked state, the first and second wedge blocks are just beginning to contact each other. At this time, the left chainring 10 and the right chainring 13 are close to the side of the rotary chainring 11. When braking is required, the rotary chainring 11 is rotated, causing the first wedge blocks on the rotary chainring 11 to rotate relative to the second wedge blocks. As the contact between the first and second wedge blocks increases, the width between the first and second wedge blocks increases, thereby moving the left chainring 10 and the right chainring 13 away from the sides of the rotary chainring 11. The relative distance between the left chainring 10 and the right chainring 13 drives the friction plates 2 on both sides of the rotary brake disc to press against the rotary brake disc.

[0031] The first elastic traction frame consists of a first connecting bolt 9 and a first spring 6. There are multiple first connecting bolts, which are distributed in a circle on the left chain 10. The first spring 6 has a rightward elastic force on the left chain 10. The first spring 6 is fitted on the first connecting bolt 9 or the fixing frame 7, and both methods can be used.

[0032] Similar to the first elastic traction frame, the second elastic traction frame consists of a second connecting bolt 12 and a second spring 8. The second spring 8 has a leftward elastic force on the right chainring 13. The second spring 8 can be fitted onto the second connecting bolt 12 or the fixing frame 7. When the second spring 8 is located on the second connecting bolt 12, the second spring 8 is located between the left brake friction ring 1 and the fixing frame 7. The fixing frame 7 provides stable support for the right end of the second spring 8. When the second spring 8 is located on the fixing frame 7, a connecting plate 14 needs to be installed on the right side of the fixing frame 7. The connecting plate 14 provides stable support for the right end of the second spring 8.

[0033] Furthermore, the second spring 8 exerts a leftward elastic force on the left brake friction ring 1. To prevent the left brake friction ring 1 from being too far from the conical brake disc 4 in the initial state, a guide rod 16 and a limiting nut for adjusting the right sprocket 13 are added to the rotary table. The initial position of the right sprocket 13 is adjusted by the threaded connection between the limiting nut and the guide rod 16. When the right sprocket 13 moves to the right, the guide rod 16 moves to the right along the circular hole of the connecting plate 14.

[0034] Finally, it should be noted that the above description is only a preferred embodiment of the present utility model and is not intended to limit the present utility model. Although the present utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present utility model should be included within the protection scope of the present utility model.

Claims

1. A high-torque parking mechanism, characterized in that: The system includes a left brake friction ring (1), a conical brake disc (4) on the side of the left brake friction ring (1), a right brake friction ring (5) on the side of the conical brake disc (4), a fixing bracket (7) on the side of the right brake friction ring (5), a rotating shaft (15) passing through the fixing bracket (7) and the right brake friction ring (5), the rotating shaft (15) being fixedly connected to the conical brake disc (4) by a clamping nut (3), and a left toothed sprocket (10) and a right toothed sprocket (13) slidably connected to the outside of the fixing bracket (7). The left toothed sprocket (10)... A first elastic traction frame is connected to the right brake friction ring (5), and a second elastic traction frame is installed between the right sprocket (13) and the left brake friction ring (1). The first elastic traction frame and the second elastic traction frame drive the left sprocket (10) and the right sprocket (13) to move closer to each other. A drive assembly is provided between the left sprocket (10) and the right sprocket (13) to drive them to move relative to each other. The left and right sides of the conical brake disc (4) are both conical surfaces. Friction pads (2) are fixedly connected inside the left brake friction ring (1) and the right brake friction ring (5).

2. The high-torque parking mechanism according to claim 1, characterized in that: The drive assembly includes a rotary crank (11), which is rotatably connected to the fixed frame (7). Both sides of the rotary crank (11) are fixedly connected with arc-shaped first wedge blocks. The sides of the left crank (10) and the right crank (13) are provided with second wedge blocks that cooperate with the first wedge blocks.

3. The high-torque parking mechanism according to claim 1, characterized in that: The first elastic traction frame includes a first connecting bolt (9), one end of which is fixedly connected to the left gear (10), and the other end of which is fixedly connected to the right brake friction ring (5). The fixing frame (7) is provided with a through hole for the first connecting bolt (9) to pass through. A first elastic element is installed between the fixing frame (7) and the left gear (10).

4. A high-torque parking mechanism according to claim 3, characterized in that: The first elastic element is a first spring (6), which is sleeved on the first connecting bolt (9) or the fixing bracket (7).

5. A high-torque parking mechanism according to claim 1, characterized in that: The second elastic traction frame includes a second connecting bolt (12) and a second spring (8). One end of the second connecting bolt (12) is fixedly connected to the right chainring (13), and the other side of the second connecting bolt (12) is fixedly connected to the left brake friction ring (1). The second spring (8) has a leftward elastic force on the right chainring (13).

6. A high-torque parking mechanism according to claim 5, characterized in that: The right gear plate (13) is fixedly connected to a guide rod (16) on its side. The other end of the guide rod (16) is slidably connected to a connecting plate (14). The connecting plate (14) is fixedly connected to the fixing frame (7). The other side of the connecting plate (14) is provided with a limiting nut that is threadedly connected to the guide rod (16).

7. A high-torque parking mechanism according to claim 6, characterized in that: The second spring (8) is located on the fixing bracket (7) between the right gear plate (13) and the connecting plate (14).

8. A high-torque parking mechanism according to claim 5, characterized in that: The second spring (8) is fitted onto the second connecting bolt (12), and the second spring (8) is located between the fixing frame (7) and the left brake friction ring (1).

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