Anti-falling spring brake air chamber

Abstract

The utility model discloses an anti-falling spring brake air chamber which aims at optimizing the structure, preventing a spring from falling off and prolonging the service life. A front chamber is arranged between a front cylinder cover and a middle cylinder cover, a rear chamber is arranged between a rear cylinder cover and the middle cylinder cover, and the two chambers are separated by a sealing partition plate in the middle cylinder cover; a diaphragm is arranged in the front cavity and divides the front cavity into an independent reset chamber and a first inflation and deflation chamber, the diaphragm on one side of the reset chamber is fixedly connected with a supporting plate, a first spring seat is arranged on the supporting plate, and the middle of the first spring seat is matched with one end of a reset spring through a first annular groove. A second spring seat is arranged on the inner wall of the other side of the reset chamber, a second annular groove matched with the other end of the spring is formed in the opposite side of the second spring seat, a plurality of mounting grooves are formed in the second spring seat, and first clamping tongues are fixed in the grooves and connected with spring buckles; one end of the second spring seat penetrates out of the front cylinder cover and then is externally connected with a fastening bolt.

Description

Technical Field

[0001] This utility model relates to the field of brake component technology, specifically a spring brake chamber designed to prevent detachment. Background Technology

[0002] As one of the core systems ensuring driving safety, the performance of key components in an automotive braking system directly affects the vehicle's braking reliability and driving safety. Among these components, the spring brake chamber, as the core actuator that converts compressed air pressure into mechanical braking force, is widely used in commercial vehicles, construction machinery, and other fields. A traditional spring brake chamber typically consists of a front cylinder head, middle cylinder head, and rear cylinder head forming a cavity structure. Internally, diaphragms separate different functional chambers, and air pressure drives the piston or diaphragm to move, which in turn uses the elastic force of a return spring to achieve the brake lever's return operation.

[0003] However, with the development of the automotive industry and the increasing demands of users for braking performance, the existing structural design of spring brake chambers has gradually revealed the following technical defects:

[0004] Firstly, the fixing method of the return spring in a traditional brake chamber is relatively simple, usually with only one end positioned by a single spring seat. In actual use, external vibrations such as bumps and road impacts during vehicle operation can easily cause one end of the return spring to shift or detach, or even cause the spring's centerline to deviate from the brake lever's central axis. This not only reduces the accuracy of the braking response but, in severe cases, can also cause the spring to jam against the brake lever, affecting the efficiency of braking force transmission. Furthermore, during frequent extension and contraction, the return spring is prone to deformation due to vibration or fatigue, leading to a decrease in elastic force and a shortened service life.

[0005] Secondly, as a key sealing component separating the front chamber and the reset chamber, the sealing performance of the diaphragm connection with the front cylinder head and the middle cylinder head is crucial. In traditional designs, the diaphragm edge is often fixed by simple planar pressing or a single annular groove. Affected by air pressure fluctuations and temperature changes, the diaphragm is prone to deformation or loosening, leading to air leakage in the front inflation / deflation chamber and thus the risk of braking failure.

[0006] Furthermore, existing technologies lack effective synchronous constraint structures to address the deformation protection issue of return springs. During long-term extension and contraction, without external support, the radial or axial deformation of the spring will be further aggravated, severely affecting spring performance and the overall reliability of the air chamber.

[0007] In summary, there is an urgent need for a novel spring brake chamber design with optimized structure that can effectively prevent the return spring from falling off, displacing, and deforming, while improving the reliability of the diaphragm seal, in order to overcome the shortcomings of existing technologies and meet the requirements of high-reliability braking systems. Utility Model Content

[0008] In view of the above-mentioned shortcomings in the existing technology, the purpose of this utility model is to provide a spring brake air chamber with optimized structure, which effectively prevents spring from falling off and displacing, and improves the service life of the spring.

[0009] The technical solution adopted by this utility model to achieve the above-mentioned objective is as follows: a spring brake chamber for preventing detachment, comprising a front cylinder head, a middle cylinder head, and a rear cylinder head. A front chamber is formed between the front cylinder head and the middle cylinder head, and a rear chamber is provided between the rear cylinder head and the middle cylinder head. The rear chamber and the front chamber are separated by a sealing partition disposed inside the middle cylinder head. A piston rod assembly is disposed in the middle of the sealing partition. The piston rod assembly is prior art and is the main component that pushes the brake lever when the brake chamber is working. Its specific structure is not described in detail here. A diaphragm is disposed in the front chamber. The diaphragm is the main component that pushes the brake lever by air pressure. The diaphragm divides the front chamber into an independent reset chamber and a first inflation / deflation chamber. A support plate is fixedly connected to the diaphragm on one side of the reset chamber. A first spring seat is fixedly connected to the support plate. A first annular groove is formed in the middle of the first spring seat. The first annular groove fits with one end of the reset spring. A second spring seat is provided on the inner wall of the opposite side of the reset chamber. A second annular groove is provided on the opposite side of the second spring seat. The other end of the reset spring fits into the second annular groove. Several mounting grooves are provided on the second spring seat, which are evenly encircled by the second spring groove. A first latch is fixedly connected in each mounting groove. The first latch is snapped into one end of the reset spring. A threaded tube is fixedly connected to the middle of the second spring seat. One end of the threaded tube passes through the middle of the front cylinder head, and a fastening bolt is threaded onto the threaded tube after it passes through. In this utility model, the first spring seat and the second spring seat can position the two ends of the reset spring, which can prevent the spring from falling off and displacing due to external factors such as vehicle bumps. It can ensure that the center line of the reset spring is always kept on the central axis of the brake lever. In addition, the second spring seat can fix one end of the reset spring through the first latch, which can prevent the spring from falling off the annular groove due to external forces such as vibration during the extension and contraction process.

[0010] In the above technical solution, a boss is provided on the opposite side of the first spring seat and the second spring seat. A cover is sleeved on each boss. Several slots are opened on one side edge of the cover. A second latch is fixedly connected in each slot. A locking block is provided on the outer periphery of the boss corresponding to the slot position. The second latch is snapped onto the locking block. A fixing ring is embedded on the other side of the cover. A support sleeve is fixedly connected between the two sets of fixing rings.

[0011] In the above technical solution, the inner sleeve of the threaded tube is connected to a brake rod. One end of the brake rod passes through the front chamber and is fixedly connected to the boss in the middle of the first spring seat, and the connection is located in the first annular groove.

[0012] In the above technical solution, a first connecting part is provided at the outer end port of the front cylinder head, and a second connecting part is provided at one end of the middle cylinder head. The first connecting part and the second connecting part are respectively fixed by clamping rings. A connecting ring is provided at the edge of the diaphragm. The connecting ring is tightly fixed between the first connecting part and the second connecting part. A third annular groove is provided on the opposite side of the first connecting part and the second connecting part. An outer convex ring is fixedly connected to both sides of the connecting ring. The outer convex ring is respectively fitted into the third annular groove. An airtight ring is provided on the outer periphery of the connecting ring. The outer periphery of the airtight ring is in close contact with the inner side of the clamping ring. The two sides of the airtight ring are in contact with the outermost sides of the first connecting part and the second connecting part, respectively. In this utility model, a V-shaped gap is formed between the first connecting part and the second connecting part in a certain cross section. The cross section of the connecting ring is a conical surface. During installation, the connecting ring is precisely fitted into the V-shaped gap.

[0013] In the above technical solution, a parking piston is connected to the rear chamber via a sliding sleeve. The parking piston divides the rear chamber into an energy storage chamber and a second charge / discharge chamber. An energy storage spring is provided in the energy storage chamber. The two ends of the energy storage spring abut against the parking piston and the rear cylinder head, respectively. The middle cylinder head is provided with a first charge / discharge port that communicates with the first charge / discharge chamber and a second charge / discharge port that communicates with the second charge / discharge chamber.

[0014] In the above technical solution, the rear cylinder head and the middle cylinder head are fixed together by bolts and nuts, and a sealing ring is provided at the connection between the rear cylinder head and the middle cylinder head.

[0015] In the above technical solution, two sets of sealing rings are arranged side by side at the connection between the sealing partition and the piston rod assembly.

[0016] The beneficial effects of this utility model are:

[0017] Double-end positioning of the return spring to prevent it from falling off: By symmetrically positioning the two ends of the return spring with the first spring seat and the second spring seat, the problem of spring displacement and falling off caused by vehicle bumps and impacts is effectively solved by the traditional single-end fixing. This ensures that the center line of the spring is always consistent with the center line of the brake lever, which significantly improves the accuracy of braking response and the efficiency of braking force transmission.

[0018] Enhanced locking reliability: Several first locking tongues on the second spring seat enhance the fixing constraint of one end of the return spring, reducing the risk of the spring disengaging from the annular groove due to vibration or fatigue, and further improving structural stability.

[0019] Support sleeve suppresses spring deformation: The support sleeve extends and retracts synchronously with the return spring, which can constrain the radial and axial deformation of the spring, effectively reduce the fatigue deformation caused by frequent extension and retraction of the spring, and extend the service life of the return spring.

[0020] Improved diaphragm sealing performance: The diaphragm adopts a structure in which the conical surface fits into the V-shaped gap between the front cylinder head and the middle cylinder head. Combined with the tight fit between the outer convex ring and the annular groove, and the contact seal between the airtight ring and the clamp ring, the sealing performance of the front inflation and deflation chamber is significantly enhanced, avoiding the failure of braking force caused by air leakage, while simplifying the diaphragm disassembly and assembly operations. Attached Figure Description

[0021] Figure 1 This is a three-dimensional structural diagram of the present invention;

[0022] Figure 2 This is a schematic diagram of the cross-sectional connection structure of this utility model;

[0023] Figure 3 for Figure 2 Detailed structural diagram of part A1 in the middle;

[0024] Figure 4 for Figure 2 Detailed structural diagram of part A2 in the middle;

[0025] Figure 5 This is a three-dimensional structural diagram of the second spring seat of this utility model.

[0026] In the diagram: 1. Front cylinder head, 2. Intermediate cylinder head, 3. Rear cylinder head, 4. Front chamber, 5. Rear chamber, 6. Sealing partition, 7. Piston shaft assembly, 8. Diaphragm, 9. Reset chamber, 10. First charging / discharging chamber, 11. Support plate, 12. First spring seat, 13. First annular groove, 14. Second spring seat, 15. Second annular groove, 16. Mounting groove, 17. First latch, 18. Threaded pipe, 19. Fastening bolt, 20. Sealing ring, 21. Reset spring, 101. Boss, 102. Cover. 103 Groove, 104 Second latch, 105 Clamp, 106 Fixing ring, 107 Support sleeve, 108 Brake lever, 201 First connecting part, 202 Second connecting part, 203 Clamp ring, 204 Connecting ring, 205 Third annular groove, 206 Outer convex ring, 207 Airtight ring, 301 Parking piston, 302 Energy storage chamber, 303 Second inflation / deflation chamber, 304 Energy storage spring, 305 First inflation / deflation port, 306 Second inflation / deflation port. Detailed Implementation

[0027] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention.

[0028] Please see Figure 1-5A spring brake chamber designed to prevent detachment includes a front cylinder head 1, a middle cylinder head 2, and a rear cylinder head 3. A front chamber 4 is formed between the front cylinder head 1 and the middle cylinder head 2. A rear chamber 5 is provided between the rear cylinder head 3 and the middle cylinder head 2. The rear cylinder head 3 and the middle cylinder head 2 are fixed together by bolts and nuts, and a sealing ring is provided at the connection between the rear cylinder head 3 and the middle cylinder head 2. The rear chamber 5 and the front chamber 4 are separated by a sealing partition 6 located inside the middle cylinder head 2. A piston rod assembly 7 is provided in the middle of the sealing partition 6. Two sets of sealing rings are arranged side by side at the connection between the sealing partition 6 and the piston rod assembly 7. The sealing ring 20 and piston shaft assembly 7 are existing technologies and are the main components that push the brake lever 108 when the brake chamber is working. Their specific structure is not described in detail here. A diaphragm 8 is installed inside the front chamber 4. The diaphragm 8 is the main component that pushes the brake lever 108 using air pressure. The diaphragm 8 divides the front chamber 4 into an independent reset chamber 9 and a first inflation / deflation chamber 10. A support plate 11 is fixedly connected to the diaphragm 8 on one side of the reset chamber 9. A first spring seat 12 is fixedly connected to the support plate 11. A first annular groove 13 is formed in the middle of the first spring seat 12. The first annular groove 13 and... One end of the return spring 21 is engaged with the second spring seat 14, which is located on the inner wall of the return chamber 9 opposite to the first spring seat 12. A second annular groove 15 is formed on the opposite side of the second spring seat 14, and the other end of the return spring 21 engages with the second annular groove 15. Several mounting grooves 16 are formed on the second spring seat 14, evenly surrounding the second spring groove. First latches 17 are fixedly connected to each mounting groove 16, and each first latch 17 is snapped into one end of the return spring 21. A threaded tube 18 is fixedly connected to the middle of the second spring seat 14. The end protrudes from the middle of the front cylinder head 1, and the threaded tube 18 after protruding is threaded with a fastening bolt 19. In this utility model, the first spring seat 12 and the second spring seat 14 can position the two ends of the return spring 21, which can prevent the spring from falling off and displacing due to external factors such as vehicle bumps, and ensure that the center line of the return spring 21 is always kept on the central axis of the brake lever 108. In addition, the second spring seat 14 can fix one end of the return spring 21 through the first latch 17, so as to prevent the spring from falling off from the annular groove to the outside due to external forces such as vibration during the extension and contraction process.

[0029] In the above technical solution, a boss 101 is provided on the opposite side of the first spring seat 12 and the second spring seat 14. A cover 102 is sleeved on the boss 101. Several slots 103 are opened on one side edge of the cover 102. A second latch 104 is fixedly connected in each slot 103. A latch 105 is provided on the outer periphery of the boss 101 corresponding to the position of the slot 103. The second latch 104 is snapped onto the latch 105. A fixing ring 106 is fixedly connected on the other side of the cover 102. A support sleeve 107 is fixedly connected between the two sets of fixing rings 106. Through the synchronous expansion and contraction characteristics of the support sleeve 107 and the return spring 21, the deformation of the return spring 21 during use can be prevented, thereby improving the service life of the return spring 21.

[0030] In the above technical solution, the inner sleeve of the threaded tube 18 is connected to the brake rod 108. One end of the brake rod 108 passes through the front chamber 4 and is fixedly connected to the boss 101 in the middle of the first spring seat 12. The connection is located in the first annular groove 13 and is used to connect the vehicle braking system to realize the relevant braking operations of the vehicle.

[0031] In the above technical solution, a first connecting part 201 is provided at the outer end of the front cylinder head 1, and a second connecting part 202 is provided at one end of the middle cylinder head 2. The first connecting part 201 and the second connecting part 202 are respectively fixed by clamping rings 203. A connecting ring 204 is provided on the edge of the diaphragm 8. The connecting ring 204 is tightly fixed between the first connecting part 201 and the second connecting part 202. A third annular groove 205 is provided on the opposite side of the first connecting part 201 and the second connecting part 202. Outer protruding rings 206 are fixedly connected to both sides of the connecting ring 204. The outer protruding rings 206 are respectively fitted into the third annular grooves 205. The outer periphery of the connecting ring 204 is provided with An airtight ring 207 is provided, with its outer periphery in close contact with the inner side of the clamp ring 203. The two sides of the airtight ring 207 are respectively in contact with the outermost sides of the first connecting part 201 and the second connecting part 202. In this utility model, a V-shaped gap is formed between the first connecting part 201 and the second connecting part 202 in a certain cross section. The cross section of the connecting ring 204 is a conical surface. During installation, the connecting ring 204 fits perfectly into the V-shaped gap. The connecting ring 204 is made of elastic materials such as rubber, which simplifies the disassembly and assembly process of the device and ensures the sealing of the first inflation / deflation chamber 10, preventing air leakage from causing braking failure.

[0032] In the above technical solution, a parking piston 301 is connected to the rear chamber 5 via a sliding sleeve. The parking piston 301 divides the rear chamber 5 into an energy storage chamber 302 and a second charge / discharge chamber 303. An energy storage spring 304 is provided in the energy storage chamber 302. The two ends of the energy storage spring 304 abut against the parking piston 301 and the rear cylinder head 3, respectively. The middle cylinder head 2 is provided with a first charge / discharge port 305 that communicates with the first charge / discharge chamber 10 and a second charge / discharge port 306 that communicates with the second charge / discharge chamber 303.

[0033] It will be apparent to those skilled in the art that this invention is not limited to the details of the exemplary embodiments described above, and that it can be implemented in other specific forms without departing from the spirit or essential characteristics of this invention. Therefore, the embodiments should be considered illustrative and non-limiting in all respects, and the scope of this invention is defined by the appended claims rather than the foregoing description. Thus, it is intended that all variations falling within the meaning and scope of equivalents of the claims be included within this invention. No reference numerals in the claims should be construed as limiting the scope of the claims.

[0034] Furthermore, it should be understood that although this specification describes embodiments, not every embodiment contains only one independent technical solution. This narrative style is merely for clarity. Those skilled in the art should consider the specification as a whole, and the technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.

Claims

1. A spring brake chamber for preventing detachment, comprising a front cylinder head (1), a middle cylinder head (2), and a rear cylinder head (3), characterized in that: A front chamber (4) is formed between the front cylinder head (1) and the middle cylinder head (2), and a rear chamber (5) is provided between the rear cylinder head (3) and the middle cylinder head (2). The rear chamber (5) and the front chamber (4) are separated by a sealing partition (6) provided inside the middle cylinder head (2). A piston rod assembly (7) is provided in the middle of the sealing partition (6). A diaphragm (8) is provided in the front chamber (4). The diaphragm (8) divides the front chamber (4) into a reset chamber (9) and a first inflation / deflation chamber (10). A support plate (11) is fixedly connected to the diaphragm (8) on one side of the reset chamber (9). A first spring seat (12) is fixedly connected to the support plate (11). A first annular groove (13) is provided in the middle of the first spring seat (12). The first annular groove (13) is connected to the reset spring. (21) One end of the spring is engaged with the second spring seat (14) and the other side of the reset chamber (9) opposite the first spring seat (12) is provided with a second spring seat (14). A second annular groove (15) is provided on the opposite side of the second spring seat (14). The other end of the reset spring (21) is engaged with the second annular groove (15). A number of mounting grooves (16) are provided on the second spring seat (14) and are evenly surrounded by the second spring groove. A first latch (17) is fixedly connected in each mounting groove (16). The first latch (17) is snapped to one end of the reset spring (21). A threaded tube (18) is fixedly connected in the middle of the second spring seat (14). One end of the threaded tube (18) passes through the middle of the front cylinder head (1), and a fastening bolt (19) is threaded on the threaded tube (18) after it passes through.

2. The anti-detachment spring brake air chamber according to claim 1, characterized in that: The first spring seat (12) and the second spring seat (14) are provided with a boss (101) on their opposite sides. The boss (101) is sleeved with a cover (102). The cover (102) has several slots (103) on one side edge. The slots (103) are fixedly connected with second latches (104). The outer periphery of the boss (101) is provided with a locking block (105) corresponding to the slot (103). The second latches (104) are respectively locked onto the locking block (105). The other side of the cover (102) is fixedly connected with a fixing ring (106). The two sets of fixing rings (106) are fixedly connected with a support sleeve (107).

3. The anti-detachment spring brake chamber according to claim 2, characterized in that: The threaded tube (18) is connected to a brake rod (108) via a sliding sleeve. One end of the brake rod (108) passes through the front chamber (4) and is fixedly connected to the boss (101) in the middle of the first spring seat (12). The connection point is located in the first annular groove (13).

4. The anti-detachment spring brake air chamber according to claim 1, characterized in that: A first connecting part (201) is provided at the outer end port of the front cylinder head (1), and a second connecting part (202) is provided at one end of the middle cylinder head (2). The first connecting part (201) and the second connecting part (202) are respectively fixed by clamping rings (203). A connecting ring (204) is provided at the edge of the diaphragm (8). The connecting ring (204) is tightly fixed between the first connecting part (201) and the second connecting part (202). A third annular groove (205) is provided on each side of the connecting ring (204). An outer protruding ring (206) is fixedly connected to each side of the connecting ring (204). The outer protruding ring (206) is respectively fitted into the third annular groove (205). An airtight ring (207) is provided on the outer periphery of the connecting ring (204). The outer periphery of the airtight ring (207) is in close contact with the inner side of the clamping ring (203). The two sides of the airtight ring (207) are in contact with the outermost sides of the first connecting part (201) and the second connecting part (202).

5. The anti-detachment spring brake chamber according to claim 1, characterized in that: The rear chamber (5) is connected to a parking piston (301) via a sliding sleeve. The parking piston (301) divides the rear chamber (5) into an energy storage chamber (302) and a second charge / discharge chamber (303). An energy storage spring (304) is provided in the energy storage chamber (302). The two ends of the energy storage spring (304) abut against the parking piston (301) and the rear cylinder head (3), respectively. The middle cylinder head (2) is provided with a first charge / discharge port (305) connected to the first charge / discharge chamber (10) and a second charge / discharge port (306) connected to the second charge / discharge chamber (303).

6. The anti-detachment spring brake air chamber according to claim 1, characterized in that: The rear cylinder head (3) and the middle cylinder head (2) are fixed together by bolts and nuts, and a sealing ring is provided at the connection between the rear cylinder head (3) and the middle cylinder head (2).

7. The anti-detachment spring brake chamber according to claim 1, characterized in that: Two sets of sealing rings (20) are arranged side by side at the connection between the sealing partition (6) and the piston rod assembly (7).

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