Single-push type disc brake

Abstract

In the prior art, an adjusting device is usually arranged in the middle of a pressing device, namely the central axis position of a single-push type disc brake, and due to the structure, a thrust arm, a threaded pipe and other components of the pressing device cannot bear large braking friction torque. The braking effect of the single-push disc brake and / or the clearance adjusting effect of the adjusting device are / is influenced. According to the single-push type disc brake, the adjusting device is arranged on one side of the pressing device and inserted into the adjusting shaft, and the multiple sets of components with the transmission function are arranged between the adjusting device and the pressing device and between the adjusting shaft and the pressing device. According to the single-push type disc brake, the thrust arm, the threaded pipe and other components of the pressing device can bear large braking friction torque, large torque can be transmitted to the friction lining, and the braking effect of the single-push type disc brake and / or the gap adjusting effect of the adjusting device are / is improved.

Description

Technical Field

[0001] This utility model relates to the field of automotive brakes, and more particularly to a single-push disc brake. Background Technology

[0002] A single-push disc brake is a common automotive braking system that converts the kinetic energy of a moving vehicle into heat and dissipates it into the surrounding air through friction, or recovers kinetic energy and converts it into electrical energy. In this braking system, friction pads are located on both sides of a rotating brake disc. When the driver depresses the brake pedal, the brake chamber or brake motor pushes the clamping mechanism inside the brake caliper, causing friction between the friction pads and the brake disc, thereby reducing the vehicle's speed or bringing it to a stop. However, because the friction pads and brake disc wear during braking, the gap between them increases. Therefore, manufacturers typically add a gap adjustment device to single-push disc brakes to automatically adjust this gap and to manually or automatically reset the clamping mechanism when replacing friction pads.

[0003] However, in the prior art, the adjustment device of the single-push disc brake is often arranged in the middle of the thrust arm, that is, the central axis of the single-push disc brake. This structure causes the thrust arm, threaded tube and other components of the clamping device to be unable to withstand a large braking friction torque, affecting the overall braking effect of the single-push disc brake and / or the clearance adjustment effect of the adjustment device.

[0004] Therefore, there is an urgent need to provide a single-push disc brake to overcome the above-mentioned defects. Utility Model Content

[0005] The present invention aims to provide a single-push disc brake that can solve the above-mentioned technical problems.

[0006] According to one aspect of the present invention, a single-push disc brake is provided, comprising: an adjusting device, an adjusting shaft, and a pressing device, characterized in that: the adjusting device is located on the side of the pressing device and includes a shift fork; the adjusting shaft is located below the adjusting device and includes a first transmission device and a receiving portion, wherein the first transmission device is located at the top of the adjusting shaft; the receiving portion is used to receive part of the adjusting device and rotates or remains stationary synchronously with the adjusting device; the pressing device includes a thrust arm and a thrust seat, wherein the thrust arm is located at the top of the pressing device; the side of the thrust arm includes a torsion bar, the torsion bar being linked with the shift fork angle of the shift fork; the thrust seat is located below the thrust arm; wherein a second transmission device is provided around the thrust seat, the second transmission device being arranged circumferentially around the first transmission device and adapted to and linked with the first transmission device.

[0007] Preferably, the thrust arm is divided into a second circumference; the adjustment device is arranged on the plane of the second circumference.

[0008] Preferably, when the single-push disc brake is not braking and is in a stationary state, the clamping device is divided into axis A and axis B; axis A is longitudinally arranged on the central axis of the thrust arm; axis B is transversely arranged on the center of the drive shaft head of the adjusting device; the intersection of axis A and axis B is the intersection point, which is used to determine the position of the second circumference.

[0009] Preferably, a central interval is formed by extending a first preset distance upward and downward along the A-axis, starting from the intersection point; the center of the second circumference is located within the central interval.

[0010] Preferably, the first preset distance is 5-15mm; the radius of the second circumference is 50-75mm.

[0011] Preferably, a first circumference is formed with the intersection point as the center and a second preset radius as the radius; the center of the second circumference is located within the first circumference.

[0012] Preferably, the receiving part has a hollow portion and the inner surface is provided with multiple snap-fit ​​grooves; the lower section of the adjusting device is a spring sleeve, the spring sleeve includes a multi-tooth structure and a two-tooth washer; the multi-tooth structure and the two-tooth structure of the two-tooth washer can be fitted together into the multiple snap-fit ​​grooves.

[0013] Preferably, the clamping device includes a connecting part, the upper end face of the connecting part is connected to the thrust arm, and the lower end face of the connecting part is connected to the threaded pipe; part of the threaded pipe is located inside the thrust seat; the thrust seat has an internal threaded surface; the threaded pipe has an external threaded surface; the internal threaded surface and the external bolt surface are subjected to helical transmission, causing the thrust seat to be axially displaced.

[0014] Preferably, the second transmission device has an axially extending connection; the top of the threaded tube protrudes from the top of the thrust seat; the top of the threaded tube is connected to the connection by tooth engagement or interference fit.

[0015] Preferably, the torsion bar and the shift fork angle are engaged to achieve linkage.

[0016] In existing technologies, the adjusting device is often located in the middle of the clamping device, i.e., at the central axis of a single-push disc brake. This structure causes the thrust arm, threaded tube, and other components of the clamping device to be unable to withstand large braking friction torque, affecting the braking effect of the single-push disc brake and / or the clearance adjustment effect of the adjusting device. This invention provides a single-push disc brake. By placing the adjusting device on one side of the clamping device and inserting it into the adjusting shaft, and by setting multiple sets of transmission-functional components between the adjusting device and the clamping device, and between the adjusting shaft and the clamping device, this invention enables the thrust arm, threaded tube, and other components of the clamping device to withstand large braking friction torque and to transmit a larger torque to the friction lining, thereby improving the braking effect of the single-push disc brake and / or the clearance adjustment effect of the adjusting device. Attached Figure Description

[0017] The accompanying drawings, which are included to provide a further understanding of the present invention and constitute a part of this invention, illustrate exemplary embodiments of the present invention and, together with the description thereof, serve to explain the present invention and do not constitute an undue limitation thereof. In the drawings:

[0018] Figure 1 This is a top view schematic diagram of the single-push disc brake involved in this application;

[0019] Figure 2 This is a three-dimensional structural schematic diagram of the regulating device involved in this application;

[0020] Figure 3 This is a cross-sectional structural schematic diagram of the adjusting device, adjusting shaft, and clamping device involved in this application;

[0021] Figure 4 This is a schematic diagram of the structure of the adjusting device, adjusting shaft and clamping device involved in this application;

[0022] Figure 5 This is a schematic diagram of the structure of the adjusting shaft involved in this application;

[0023] Figure 6 This is a schematic diagram of the connection structure between the thrust arm and the shift fork involved in this application;

[0024] Figure 7 This is a cross-sectional schematic diagram from another perspective of the clamping device involved in this application;

[0025] Figure 8 This is a structural schematic diagram from another perspective of the single-push disc brake involved in this application.

[0026] Labels: Adjustment device 1, Drive shaft head 2, Bearing washer 11, Shift fork 12, Spring sleeve 13, Multi-tooth structure 131, Short tooth structure 1311, Clearance 132, Two-tooth washer 14, Flange bushing 15, Single-push disc brake 20, Brake disc 21, Brake caliper 22, Friction lining 23, Brake bracket 24, Second transmission device 25, Connection 251, First transmission device 26, Clamping device 27, Thrust arm 28, Torsion bar 29, Shift fork angle 30, Adjustment shaft 31, Snap-fit ​​groove 311, Receiving part 312, Return spring 32, Sealing cover plate 33, Push plate 34, Thrust seat 35, Connection part 36, Threaded tube 37, Top of threaded tube 371, Cylindrical needle roller 38, Semi-circular protrusion mechanism 39, Second circumference 50, Intersection point 51, First circumference 501, Cylindrical structure 60, A-axis, B-axis. Detailed Implementation

[0027] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this application, and should not be construed as limiting this application.

[0028] Those skilled in the art will understand that, unless specifically stated otherwise, the singular forms “a,” “an,” “the,” and “the” used herein may also include the plural forms. It should be further understood that the term “comprising” as used in this application’s specification means the presence of the stated features, integers, steps, operations, elements, and / or components, but does not exclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and / or groups thereof. It should be understood that when we say an element is “connected” to another element, it can be directly connected to the other element, or there may be intermediate elements. Furthermore, the term “connected” as used herein can include wireless connections. The term “and / or” as used herein includes all or any units and all combinations of one or more associated listed items.

[0029] It will be understood by those skilled in the art that, unless otherwise defined, all terms used herein (including technical and scientific terms) have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains. It should also be understood that terms such as those defined in general dictionaries should be understood to have the same meaning as in the context of the prior art, and should not be interpreted in an idealized or overly formal sense unless specifically defined as herein.

[0030] First, the adjusting device involved in this application can be adapted to pneumatic disc brakes. The function of pneumatic disc brakes can be found in specifications such as DE19729024C1 or CN102112770B, and these can be incorporated into this application. This application mainly relates to improving the structure of the internal pressing device and adjusting device of the aforementioned disc brake. Second, the general structure and function of the adjusting device involved in this application can be found in specifications such as DE102004037771A1, and these can be incorporated into this application. The following parts of this application mainly explain the improvements to the structure and function of the disc brake by referring to the accompanying drawings. Furthermore, the adjusting device of this application can be applied to both pneumatically operated disc brakes and electrically operated disc brakes.

[0031] Furthermore, because the accompanying drawings of this application contain multiple top views ( Figure 1 (Perspective), therefore, in this application, the direction tending towards the side of the drive shaft head 2 is used as the directional terms such as upper end, above, top, etc., and the direction away from the side of the drive shaft head 2 is used as the directional terms such as lower end, below, bottom, etc.; and in this application, axial, longitudinal, and vertical refer to the same direction, while radial and transverse refer to another direction perpendicular to axial, longitudinal, and vertical.

[0032] Figure 1 This is a top view schematic diagram of the single-push disc brake involved in this application. Figure 1 As shown, the single-push disc brake 20 includes: an adjusting device 1, a brake disc 21, a brake caliper 22, friction pads 23, a brake bracket 24, a clamping device 27, an adjusting shaft 31, and multiple transmission devices. Since the vehicle tire is rigidly connected to the brake disc 21 via the wheel hub, the brake disc 21 rotates synchronously with the wheel hub and tire, providing braking force to the wheel hub during braking. The friction pads 23 are located on both sides of the brake disc 21. When not braking, the friction pads 23 do not contact the brake disc 21; when braking, the friction pads 23 contact the brake disc 21, providing frictional torque to force the brake disc 21 to brake. The clamping device 27 is located on one side of the friction pads 23, preferably on the central axis of the single-push disc brake, and is used to push the friction pads 23 axially to contact the brake disc 21. When the car brakes, the clamping device 27 axially pushes the friction pad 23 to contact the brake disc 21. The brake disc 21 gradually stops rotating due to the friction torque from the friction pad 23. The car tires, which rotate synchronously with the brake disc 21, also stop rotating, and the car completes braking accordingly.

[0033] In the above embodiment, the adjustment device 1 is located on one side of the clamping device 27 and is partially inserted into the adjustment shaft 31. The adjustment device 1, the clamping device 27 and the adjustment shaft 31 are driven by multiple transmission devices, so that the single-push disc brake 20 can automatically adjust the gap between the friction lining 23 and the brake disc 21 caused by wear.

[0034] Figure 2 This is a three-dimensional structural diagram of the adjusting device involved in this application. Figure 2 As shown, the adjusting device 1 axially comprises, in sequence: a drive shaft head 2, a bearing washer 11, a flange bushing 15, a shift fork 12, a spring sleeve 13, and a two-tooth washer 14. The drive shaft head 2 is located at the top of the adjusting device 1 and is connected to the bearing washer 11; the main shaft of the drive shaft head 2 extends through the entire adjusting device 1. The bearing washer 11 is located at the upper axial portion of the adjusting device 1 and is used to fix the adjusting device 1 to the brake caliper 22, making the positioning of the bearing washer 11 more secure and precise. The flange bushing 15 is connected to the bearing washer 11 in a torsion-resistant manner. The shift fork 12 is coaxially arranged with the bearing washer 11 and is torsionally connected to the flange bushing 15 via ball bearings. The shift fork angle 30 of the shift fork 12 is used to receive torque from the clamping device 27 and rotates after receiving torque. The adjustment device 1 is rotated to adjust its clearance. The spring sleeve 13, located at the end away from the drive shaft head 2, is a hollow cylindrical structure that can house and protect the spring of the adjustment device 1, forming the main body of the adjustment device 1. The two-tooth washer 14 is located at the bottom of the adjustment device 1 and abuts against one end of the spring. The two-tooth washer 14 has a two-tooth structure. The spring sleeve 13 has a multi-tooth structure 131. The two-tooth structure and the multi-tooth structure 131 can be embedded together in the adjustment shaft 31 to ensure a stable anti-torsion connection between the adjustment device 1 and the adjustment shaft 31, and further enable the adjustment shaft 31 to rotate with the adjustment device 1.

[0035] Figure 3 This is a cross-sectional structural diagram of the adjusting device, adjusting shaft, and clamping device involved in this application. Figure 4 This is a schematic diagram of the adjusting device, adjusting shaft, and clamping device involved in this application. Figures 3 to 4As shown, the adjusting shaft 31 is axially embedded in the cylindrical structure 60 of the single-push disc brake 20. Furthermore, there is no fixed constraint relationship between the adjusting shaft 31 and the cylindrical structure 60. Therefore, the cylindrical structure 60 can only partially restrict the axial and radial movement of the adjusting shaft 31. This allows the adjusting shaft 31 to have a certain space to perform buffering movement when the single-push disc brake 20 is braking and / or when the adjusting device 1 is adjusting the clearance.

[0036] Figure 5 This is a schematic diagram of the structure of the adjusting shaft involved in this application. As shown in Figure 5, in the above embodiment, the adjusting shaft 31 includes a first transmission device 26 and a receiving portion 312. The first transmission device 26 has a radial diameter larger than the diameter of the receiving portion 312, and is used to efficiently transmit the corresponding torque to the pressing device 27 after receiving the torsional torque of the adjusting device 1, thereby enabling the adjusting device 1 to produce the effect of gap adjustment.

[0037] In the above embodiment, preferably, the receiving portion 312 is integrally formed with the first transmission device 26 to accommodate a portion of the spring sleeve 13 and the two-tooth washer 14. The receiving portion 312 has a hollow portion, and its inner surface is provided with a plurality of snap-fit ​​grooves 311. The radial diameter of the hollow portion is adapted to the radial diameter of the spring sleeve 13, so that the spring sleeve 13 can be inserted into it. More preferably, the multi-tooth structure 131 can be inserted into the plurality of snap-fit ​​grooves 311, so that the adjusting device 1 and the adjusting device 26 can be inserted into each other. The shafts 31 are engaged together in a torsion-resistant manner, further enabling the adjustment shafts 31 to rotate with the adjustment device 1. More preferably, the engagement grooves 311 extend from the top of the receiving portion 312 to the bottom of the receiving portion 312, improving the engagement stability between the adjustment device 1 and the adjustment shafts 31. More preferably, the number of engagement grooves 311 is 5 or more, and correspondingly, the number of teeth in the multi-tooth structure 131 is 5 or more, making the engagement assembly between the adjustment device 1 and the adjustment shafts 31 more flexible.

[0038] In the above embodiment, preferably, the multi-tooth structure 131 includes a short-tooth structure 1311, which does not extend to the bottom of the spring sleeve 13. A gap 132 is located below the short-tooth structure 1311, and a two-tooth structure of the two-tooth washer 14 corresponding to the short-tooth structure 1311 is located below the gap 132. The two-tooth structure can supplement the short-tooth structure 1311, increasing the contact area between the locking groove 311 and the spring sleeve 13, and improving the locking stability between the adjusting device 1 and the adjusting shaft 31. More preferably, the two-tooth structure and the locking groove 311 are mutually adapted and embedded, so that the adjusting device 1 is stably fixedly connected to the adjusting shaft 31, further allowing the adjusting shaft 31 to rotate with the adjusting device 1.

[0039] Figure 6 This is a schematic diagram of the connection structure between the thrust arm and the shift fork involved in this application. Figure 7 This is a cross-sectional schematic diagram from another perspective of the clamping device involved in this application. For example... Figure 4 , Figures 6 to 7 As shown, in the above embodiment, the clamping device 27 sequentially includes, in the axial direction: a cylindrical needle roller 38, a thrust arm 28, a connecting part 36 with a semi-circular structure, a threaded tube 37, a second transmission device 25, a return spring 32, a thrust seat 35, a sealing cover plate 33, and a push plate 34. The thrust arm 28 is located at the top of the clamping device 27 and is used to receive braking force from the outside and transmit this braking force to the inside of the clamping device 27. The braking force can come from a brake chamber or a brake motor or similar braking source. The connecting part 36 is connected to the thrust arm 28 on one side and to the threaded tube 37 on the other side. It mainly serves to receive the thrust arm 28 and the threaded tube 37 and transmit the braking force from the thrust arm 28 to the threaded tube 37. The threaded tube 37 is partially located inside the thrust seat 35, with the top 371 of the threaded tube 37 protruding from the top of the thrust seat 35 and located outside the thrust seat 35. The threaded tube 37 is connected to the connecting part 36 and its bottom is located inside the thrust seat 35, but is not fixedly connected to the bottom of the thrust seat 35. The second transmission device 25 is located outside the thrust seat 35 and is connected to the threaded tube 37. The return spring 32 is located outside the thrust seat 35 and is mainly used to return the clamping device 27 to its initial position after braking is completed. The push plate 34 is located at the bottom of the clamping device 27, that is, at the end away from the thrust arm 28. When braking, the push plate 34 can push the friction lining 23 to transmit braking force to the brake disc 21 after receiving the braking force from the thrust seat 35.

[0040] In the above embodiment, preferably, a torsion bar 29 is provided on the radial side of the thrust arm 28. The torsion bar 29 is linked with the shift fork angle 30. Preferably, the torsion bar 29 and the shift fork angle 30 are engaged to achieve linkage. When the thrust arm 28 is rotated by external braking force, the torsion bar 29 rotates synchronously, and at the same time drives the shift fork angle 30 to rotate around the main shaft of the adjustment device 1. The shift fork 12 with the shift fork angle 30 drives the adjustment device 1 to rotate. This arrangement enables the adjustment device 1 to cooperate with the clamping device 27 in a timely manner to adjust the gap. On the other hand, it enables the thrust arm 28, the threaded tube 37 and the thrust seat 35 to withstand greater braking torque, thereby improving the braking effect.

[0041] In the above embodiment, preferably, a second transmission device 25 that can be linked with the first transmission device 26 is arranged around the thrust seat 35. The second transmission device 25 is radially parallel to the first transmission device 26, that is, the first transmission device 26 and the second transmission device 25 are arranged in a circumferential positional relationship. The second transmission device 25 is non-torsionally engaged with the first transmission device 26. After the first transmission device 26 receives torque from the adjusting device 1, the first transmission device 26 rotates and then transmits the torsional torque to the second transmission device 25.

[0042] In the above embodiments, preferably, the second transmission device 25 has an axially extending connection 251, and the connection 251 and the threaded tube top 371 of the threaded tube 37 can be connected by tooth meshing or interference fit, so that the torsional torque of the second transmission device 25 can be directly transmitted to the threaded tube 37; more preferably, the inner surface of the thrust seat 35 and the outer surface of the threaded tube 37 can be mechanically transmitted, so that the thrust seat 35 and the threaded tube 37 produce relative (opposite direction) displacement; specifically, after the torsional torque is transmitted to the second transmission device 25, the second transmission device 25 drives the threaded tube 37 to rotate, and then the threaded tube 37 rotates to drive the thrust seat 35 to move axially to adjust the brake gap. This arrangement shortens the transmission distance between the brake components on the one hand, and improves the gap adjustment efficiency of the adjustment device 1 on the other hand. This application, by setting the adjustment device 1 on one side of the clamping device 27 and inserting it into the adjustment shaft 31, and by setting the second transmission device 25, the first transmission device 26, the torsion bar 29, the shift fork angle, and other components with transmission functions between the adjustment device 1 and the clamping device 27, and between the adjustment shaft 31 and the clamping device 27, enables the thrust arm 28 and the threaded tube 37 to withstand a larger braking friction torque, thereby improving the braking effect of the single-push disc brake 20 and / or the adjustment effect of the adjustment device 1.

[0043] In the above embodiments, the first transmission device 26 and the second transmission device 25 can be components such as gears, sprockets, and pulleys. Correspondingly, the transmission methods of the first transmission device 26 and the second transmission device 25 can be gear meshing, sprocket transmission, and pulley transmission. This arrangement further improves the transmission efficiency between the adjusting shaft 31 and the pressing device 27, and improves the adjustment efficiency of the adjusting device 1.

[0044] In the above embodiment, preferably, the internal thread of the thrust seat 35 and the external bolt of the threaded tube 37 are driven by a screw, that is, the internal thread of the thrust seat 35 has a thread corresponding to the external bolt of the threaded tube 37. This allows the thrust seat 35 to move axially when the threaded tube 37 rotates. This arrangement simplifies the transmission components and further improves the transmission efficiency inside the clamping device 27, thereby improving the adjustment efficiency of the adjustment device 1.

[0045] In the above embodiment, preferably, the sealing cover 33 is integrally formed and laterally disposed at the bottom of the thrust seat 35 and the bottom of the cylindrical structure 60. Since the working environment of the single-push disc brake 20 is relatively harsh, it is easily exposed to dust, mud, oil, and other impurities. Therefore, the sealing cover 33 can prevent these impurities from entering the interior of the single-push disc brake 20 from the outside, causing wear, corrosion, or jamming of the braking components, thus extending the service life of the single-push disc brake 20. Preferably, the sealing cover 33 cooperates with the bottom of the thrust seat 35 and the cylindrical structure 60 to form a relatively complete structure, enhancing the overall structural rigidity and stability of the single-push disc brake 20.

[0046] Figure 8 This is a structural schematic diagram from another perspective of the single-push disc brake involved in this application. (See diagram below.) Figure 8 As shown, the thrust arm 28 has a semi-circular protrusion mechanism 39, which can be adapted to the connecting part 36 with a semi-circular structure. During transmission, the frictional torque and wear between the semi-circular protrusion mechanism 39 and the connecting part 36 can be reduced. This arrangement plays a positive role in the efficient and lossless transmission of braking torque between the internal mechanisms of the clamping device 27. On the other hand, the semi-circular structure can withstand greater pressure without deformation or crushing, and has stability, which can meet the requirement of transmitting large torque between the internal mechanisms of the clamping device 27.

[0047] In the above embodiment, preferably, the thrust arm 28 is divided into a second circumference 50, and the adjustment device 1 is arranged on and within the second circumference 50. This is because different single-push disc brakes 20 have different volume and / or lightweight requirements. By placing the adjustment device 1 within the plane of the second circumference 50, the utilization rate of the internal space of the single-push disc brake 20 is improved, achieving a more compact design. Furthermore, the radius of the second circumference 50 is 50-75mm, further improving space utilization.

[0048] In the above embodiment, preferably, when the single-push disc brake 20 is not braking and is in a stationary state, the clamping device 27 (such as...) Figure 6The device is divided into an A-axis and a B-axis. The A-axis is longitudinally located at the central axis of the thrust arm 28, and the B-axis is transversely located at the center of the drive shaft head 2 of the adjustment device 1. The intersection of the A-axis and the B-axis is the intersection point 51. Starting from the intersection point 51, a first preset distance, such as 5-15mm, is extended upward or downward along the A-axis to form a central interval. The center of the second circumference 50 is selected within the central interval. This arrangement allows the adjustment device 1 to be arranged more flexibly around the clamping device 27, enabling the single-push disc brake 20 to adapt to different specifications, sizes, and lightweight requirements.

[0049] In the above embodiment, preferably, a first circumference 501 is formed with the intersection point 51 as the center and a second preset distance, for example, 5-15mm, as the radius. The center of the second circumference 50 is set within the range of the first circumference 501. This arrangement allows the adjusting device 1 to be arranged more flexibly around the clamping device 27, further enabling the single-push disc brake 20 to adapt to different specifications, sizes, and lightweight requirements. Furthermore, the second circumference 50 can be centered at the intersection point 51, that is, the center of both the second circumference 50 and the first circumference 501 is the intersection point 51, further improving the transmission efficiency between the adjusting device 1 and the clamping device 27.

[0050] Here is a brief description of the movement or transmission process of each braking component inside the single-push disc brake 20 from the start to the end of braking and clearance adjustment: During braking, when the thrust arm 28 is subjected to braking force from a braking source such as a brake chamber or brake motor, it rotates eccentrically axially about the B-axis. The thrust arm 28 pushes the connecting part 36 to move axially, the connecting part 36 pushes the threaded tube 37 to move axially, the threaded tube 37 pushes the thrust seat 35 to move axially, the thrust seat 35 drives the return spring 32 and pushes the push plate 34 to move axially, and the push plate 34 pushes the friction lining 23 to move axially. Axial movement causes the friction pads 23 to contact and rub against the brake disc 21, generating braking force and forcing the vehicle to stop. Simultaneously, the clamping device 27 moves axially, causing the adjusting shaft 31 to move axially in sync. As the thrust arm 28 rotates eccentrically about the B-axis, its torsion bar 29 moves synchronously, causing the shift fork angle 30 to rotate clockwise around the main shaft of the adjusting device 1, which in turn causes the shift fork 12 to rotate. The rotation of the shift fork 12 further drives the adjusting device 1 to rotate. Since the spring sleeve 13 of the adjusting device 1 is located on the adjusting shaft 31... The adjustment device 1 rotates, causing the adjustment shaft 31 to rotate clockwise. This, in turn, causes the first transmission device 26 on the adjustment shaft 31 to engage with the second transmission device 25 on the clamping device 27. The second transmission device 25 then drives the threaded tube 37 to rotate counterclockwise. The threaded tube 37, through a helical transmission, causes the thrust seat 35 to move axially away from the thrust arm 28 and closer to the friction lining 23, compensating for the increased gap between the friction lining 23 and the brake disc 21 caused by friction. After braking is completed, the braking force dissipates. When the brake is lost, the return spring 32 generates tension to reset, axially pushing the clamping device 27 and the adjusting shaft 31 back to their initial positions before braking. At this time, due to the free return function of the adjusting device 1 itself, under the action of the reverse rotation (reset rotation) of the thrust arm 28, only the shift fork 12 is driven to rotate back (counterclockwise rotation), while the other components of the adjusting device 1 remain stationary. Therefore, the adjusting shaft 31 does not rotate, thus keeping the gap between the threaded tube 37 and the thrust seat 35 due to the threaded transmission unchanged and not returning to its original position. Accordingly, the single-push disc brake 20 completes the entire process of braking and gap adjustment.

[0051] According to another aspect of the present invention, an automobile is provided, the automobile including an automobile wheel hub, the automobile wheel hub including a tire, and the tire including a single-push disc brake of any of the above embodiments.

[0052] The foregoing description of specific exemplary embodiments of the present invention is for illustrative and explanatory purposes. These descriptions are not intended to limit the present invention to the precise forms disclosed, and it will be apparent that many changes and variations can be made in accordance with the foregoing teachings. The exemplary embodiments were chosen and described in order to explain the specific principles of the present invention and its practical application, thereby enabling those skilled in the art to implement and utilize various different exemplary embodiments of the present invention, as well as various different choices and variations.

[0053] Those skilled in the art will understand that the steps, measures, and solutions in the various operations, methods, and processes discussed in this application can be alternated, modified, combined, or deleted. Furthermore, other steps, measures, and solutions in the various operations, methods, and processes discussed in this application can also be alternated, modified, rearranged, decomposed, combined, or deleted. Furthermore, steps, measures, and solutions in the prior art that are similar to those disclosed in this application can also be alternated, modified, rearranged, decomposed, combined, or deleted.

[0054] The above description is only a partial embodiment of this application. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of this application, and these improvements and modifications should also be considered within the scope of protection of this application.

Claims

1. A single-push disc brake, comprising: The adjusting device, adjusting shaft, and clamping device are characterized in that, The adjusting device is located on the side of the clamping device and includes a lever fork; The adjusting shaft, located below the adjusting device, includes a first transmission device and a receiving portion, wherein the first transmission device is located at the top of the adjusting shaft; the receiving portion is used to accommodate part of the adjusting device and rotates or remains stationary synchronously with the adjusting device; The clamping device includes a thrust arm and a thrust seat, wherein the thrust arm is located at the top of the clamping device; the side of the thrust arm includes a torsion bar, which is linked to the fork angle of the shift fork; the thrust seat is located below the thrust arm; The thrust seat is surrounded by a second transmission device, which is arranged in a circle around the first transmission device and is adapted to and linked with the first transmission device.

2. The single-push disc brake according to claim 1, characterized in that: The thrust arm is divided into a second circumference; The adjustment device is arranged on the plane of the second circumference.

3. The single-push disc brake according to claim 2, characterized in that: When the single-push disc brake is not braking and is in a stationary state, the clamping device is divided into axis A and axis B; The A-axis is longitudinally positioned on the central axis of the thrust arm; The B-axis is laterally positioned at the center of the drive shaft head of the adjustment device; The intersection of axis A and axis B is called the intersection point, which is used to determine the position of the second circumference.

4. The single-push disc brake according to claim 3, characterized in that: Starting from the intersection point, a circular interval is formed by extending upward and downward along the A-axis by a first preset distance; The center of the second circumference is located within the central interval.

5. The single-push disc brake according to claim 4, characterized in that: The first preset distance is 5-15mm; The radius of the second circumference is 50-75mm.

6. The single-push disc brake according to claim 3, characterized in that: A first circle is formed with the intersection point as the center and the second preset distance as the radius; The center of the second circle is located inside the first circle.

7. The single-push disc brake according to claim 1, characterized in that: The receiving part has a hollow portion and a plurality of snap-fit ​​grooves on its inner surface; The lower section of the adjusting device is a spring sleeve, which includes a multi-tooth structure and a two-tooth washer. The multi-tooth structure and the two-tooth structure of the two-tooth washer can be fitted together and embedded in multiple snap-fit ​​grooves.

8. The single-push disc brake according to claim 1, characterized in that: The clamping device includes a connecting part, the upper end face of which is connected to the thrust arm, and the lower end face of which is connected to the threaded pipe; Part of the threaded tube is located inside the thrust seat; The thrust seat has an internal threaded surface; The threaded pipe has an external threaded surface; The internal thread surface and the external thread surface undergo helical transmission, causing the thrust seat to shift axially.

9. The single-push disc brake according to claim 8, characterized in that: The second transmission device has an axially extending connection; The top of the threaded tube extends out of the top of the thrust seat; The top of the threaded pipe is connected to the connection point by a toothed meshing connection or an interference fit.

10. The single-push disc brake according to claim 1, characterized in that: The torsion bar and the shift fork angle are engaged to achieve linkage.

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