Disc brake and vehicle

Abstract

The utility model discloses a disc brake and vehicle, disc brake includes brake calliper body, brake unit and gap adjusting unit. Gap adjusting unit includes the main rotating shaft that can rotate around own axis and is connected with vehicle brake chamber output end, sets up the adjusting sleeve of main rotating shaft outside and is connected with main rotating shaft drive, the first rotating shaft of one end cover sets in adjusting sleeve, fills in the gap steady portion of first rotating shaft outer wall and adjusting sleeve inner wall's interval and is connected with adjusting sleeve drive, is connected with the second rotating shaft of first rotating shaft drive, is connected with the first screw rod of first rotating shaft screw, is connected with the second screw rod of second rotating shaft screw and is connected with the push board of first screw rod and second screw rod all. The utility model can effectively avoid the brake recession caused by heat gathering, guarantee brake friction piece and brake disc's gap steady, always keep braking force stable. Meanwhile adopt more strict sealing structure to make product waterproof performance obvious promotion, effectively promote product service life.

Description

Technical Field

[0001] This utility model belongs to the field of brake technology, and in particular relates to a disc brake and a vehicle. Background Technology

[0002] Disc brakes are crucial actuators in automotive chassis air braking systems. They connect to the spring brake chambers on the axle and are routed through air hoses to the chassis braking system. When the driver depresses the brake pedal, the various components of the braking system push the push disc in the spring brake chamber, transmitting force to the thrust arm on the disc brake. This causes the disc brake pads to clamp onto the brake disc, generating braking force to decelerate or stop the vehicle. When the brake pedal is released, the internal return mechanism of the disc brake returns the brake to its initial state, releasing the braking force. Each braking action causes wear on the brake pads. During the next braking process, the internal clearance adjustment mechanism compensates for the wear, ensuring a stable clearance between the brake pads and the brake disc.

[0003] Because disc brakes have low braking torque while heavy-duty vehicles require high braking force, they are more prone to wear and have lower stability than drum brakes in current technology. Therefore, most heavy-duty vehicle braking systems still primarily use drum brakes. There is an urgent need for a new type of disc brake that offers high braking force, automatic clearance adjustment, and good stability to meet the needs of heavy-duty vehicles. Utility Model Content

[0004] In view of the shortcomings of the prior art, this utility model provides a disc brake and a vehicle.

[0005] The objective of this utility model is achieved through the following technical solution:

[0006] Brake caliper body;

[0007] The braking unit, disposed inside the brake caliper, includes a first friction pad, a second friction pad, and a brake disc sandwiched between the first and second friction pads; and

[0008] The gap adjustment unit is located inside the brake caliper body and includes a main shaft that can rotate around its own axis and is connected to the output end of the vehicle's brake chamber; an adjustment sleeve located outside the main shaft and driven by the main shaft; a first shaft with one end sleeved inside the adjustment sleeve; a gap stabilizing part that fills the gap between the outer wall of the first shaft and the inner wall of the adjustment sleeve and is driven by the adjustment sleeve; a second shaft driven by the first shaft; a first screw threaded to the first shaft; a second screw threaded to the second shaft and arranged parallel to the first shaft; and a push plate whose bottom end is connected to the top ends of both the first and second screws.

[0009] In some embodiments, the gap stabilizing part includes:

[0010] A rotating ring, which fills the gap between the outer wall of the first rotating shaft and the inner wall of the adjusting sleeve, and has an annular groove;

[0011] The first torsion spring has a portion extending into the annular groove of the rotating ring and contacting the inner wall of the annular groove, while the other portion contacts the inner wall of the adjusting sleeve; and

[0012] The second torsion spring has a portion extending into the annular groove of the rotating ring and contacting the inner wall of the annular groove, while the other portion contacts the outer wall of the first rotating shaft.

[0013] In some embodiments, the gap stabilizing portion further includes a limiting plate disposed between the gap between the first torsion spring and the second torsion spring of the gap stabilizing portion.

[0014] In some embodiments, the main spindle includes:

[0015] Rollers; and

[0016] The thrust arm is sleeved on the roller and connected to the output end of the vehicle's brake chamber.

[0017] In some embodiments, the disc brake further includes a brake bracket fixed to the vehicle axle frame, and the brake caliper body is fixedly connected to the brake bracket by a sliding pin.

[0018] In some embodiments, the head section of the connecting element between the brake caliper body and the clearance adjustment unit is provided with a first oil seal and the tail section is provided with a second oil seal, and the top of the second oil seal is provided with a plug.

[0019] In some embodiments, the first rotating shaft of the gap adjustment unit is connected to the second rotating shaft of the gap adjustment unit via an intermediate gear.

[0020] Secondly, a vehicle is provided that includes all of the aforementioned disc brakes.

[0021] The beneficial effects of this invention are: it provides excellent braking performance and rapid heat dissipation, effectively preventing brake fade caused by heat accumulation, ensuring a stable gap between the brake friction pads and the brake disc, and maintaining stable braking force at all times. Simultaneously, the more robust sealing structure significantly improves the product's waterproof performance, effectively extending its service life. Attached Figure Description

[0022] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0023] Figure 1 This is a schematic diagram of the overall structure of the disc brake provided in one embodiment of the present invention from a first-view perspective;

[0024] Figure 2 This is a schematic diagram of the overall structure of the disc brake provided in one embodiment of the present invention from a second perspective;

[0025] Figure 3 This is a schematic diagram of the structure of the gap adjustment unit in a disc brake provided in one embodiment of the present invention;

[0026] Figure 4 This is a schematic diagram of the connection element between the brake caliper and the clearance adjustment unit in a disc brake provided in one embodiment of the present invention. Detailed Implementation

[0027] To better understand the technical solution of this application, the embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0028] like Figure 1-3 As shown, a disc brake and vehicle are provided, including a brake caliper body 10, a braking unit 20 and a clearance adjustment unit 30.

[0029] The braking unit 20 is disposed inside the brake caliper body 10 and includes a first friction pad 201, a second friction pad 202 and a brake disc 203 sandwiched between the first friction pad 201 and the second friction pad 202.

[0030] The gap adjustment unit 30 is disposed inside the brake caliper body 10 and includes a main shaft 301 rotatable about its own axis and connected to the output end of the vehicle's brake chamber; an adjustment sleeve 302 disposed outside the main shaft 301 and operatively connected to the main shaft 301; a first shaft 303 with one end sleeved inside the adjustment sleeve 302; a gap stabilizing part 304 filling the gap between the outer wall of the first shaft 303 and the inner wall of the adjustment sleeve 302 and operatively connected to the adjustment sleeve 302; a second shaft 305 operatively connected to the first shaft 303; a first screw 306 threadedly connected to the first shaft 303; a second screw 307 threadedly connected to the second shaft 305 and arranged parallel to the first shaft 303; and a push plate 308 whose bottom end is connected to the top ends of both the first screw 306 and the second screw 307. In one embodiment, the first shaft 303 is operatively connected to the second shaft 305 via an intermediate gear 309.

[0031] It is understandable that setting up parallel twin screws can effectively increase braking stability; setting up three shafts can adjust the braking torque, thereby effectively enhancing the braking force under the same specifications and effectively avoiding brake fade caused by heat accumulation; setting up a gap stabilizing part 304 can ensure the stability of the gap between the first friction plate 201, the second friction plate 202 and the brake disc 203.

[0032] like Figure 1 , 3 As shown, in one embodiment, the gap stabilizing part 304 includes a rotating ring 3041, a first torsion spring 3042, and a second torsion spring 3043. The rotating ring 3041 fills the gap between the outer wall of the first rotating shaft 303 and the inner wall of the adjusting sleeve 302 and has an annular groove 3041a; a portion of the first torsion spring 3042 extends into the annular groove 3041a of the rotating ring 3041 and contacts the inner wall of the annular groove 3041a of the rotating ring 3041, while the other portion contacts the inner wall of the adjusting sleeve 302; a portion of the second torsion spring 3043 extends into the annular groove 3041a of the rotating ring 3041 and contacts the inner wall of the annular groove 3041a of the rotating ring 3041, while the other portion contacts the outer wall of the first rotating shaft 303.

[0033] It is understandable that the rotating ring 3041 of the gap stabilizing part 304 ensures the connection stability of the structure between the gap stabilizing part 304, the adjusting sleeve 302 of the gap adjusting unit 30, and the first rotating shaft 303 of the gap adjusting unit 30. When the gap between the first friction plate 201, the second friction plate 202 and the brake disc 203 exceeds the maximum value, the adjusting sleeve 302 of the gap adjusting unit 30 drives the first torsion spring 3042 and the second torsion spring 3043 of the gap stabilizing part 304 to rotate in the same direction, driving the first rotating shaft 303 and the second rotating shaft 305 of the gap adjusting unit 30 to rotate, thereby driving the first screw 306 and the second screw 307 inside the gap adjusting unit 30 to rotate and extend to reduce the gap length, thus achieving gap compensation; when the gap between the first friction plate 201, the second friction plate 202 and the brake disc 203 does not exceed the maximum value, the adjusting sleeve 302 of the gap adjusting unit 30 and the first torsion spring 3042 of the gap stabilizing part 304 rotate, and the second torsion spring 3043 of the gap stabilizing part 304 will not drive the main rotating shaft 301 of the gap adjusting unit 30 to rotate, so that the gap between the first friction plate 201, the second friction plate 202 and the brake disc 203 remains stable.

[0034] like Figure 3 As shown, in one embodiment, the gap stabilizing part 304 further includes a limiting plate 3044 disposed between the gap between the first torsion spring 3042 and the second torsion spring 3043 of the gap stabilizing part 304.

[0035] Understandably, during the multiple operations of the gap adjustment unit 30, the limiting plate 3044 of the gap stabilizing part 304 prevents the first torsion spring 3042 of the gap stabilizing part 304 from excessively surging, thus preventing the first torsion spring 3042 of the gap stabilizing part 304 from surging too much and coming into contact with the first rotating shaft 303 of the gap adjustment unit 30 to directly drive the first rotating shaft 303 and the second rotating shaft 305 of the gap adjustment unit 30 to rotate, thereby causing the first screw 306 and the second screw 307 inside the gap adjustment unit 30 to rotate and extend, so that the gap between the first friction plate 201, the second friction plate 202 and the brake disc 203 is less than the minimum extreme value.

[0036] like Figure 1 , 3 As shown, in one embodiment, the main shaft 301 includes a roller 3011 and a thrust arm 3012. The thrust arm 3012 is sleeved on the roller 3011 and connected to the output end of the vehicle's brake chamber.

[0037] like Figure 1 As shown, in one embodiment, the disc brake further includes a brake bracket 40 fixed on the vehicle axle frame, and the brake caliper body 10 is fixedly connected to the brake bracket 40 by a sliding pin.

[0038] Understandably, since the brake bracket 40 is firmly fixed to the vehicle axle frame, the brake caliper body 10 can slide back and forth flexibly with the sliding pin as the axis.

[0039] like Figure 4 As shown, in one embodiment, the head section of the connecting element 310 between the brake caliper body 10 and the clearance adjustment unit 30 is provided with a first oil seal 3101 and the tail section is provided with a second oil seal 3102, and the top end of the second oil seal 3102 is provided with a plug 3103. In one embodiment, the connecting element 310 between the brake caliper body 10 and the clearance adjustment unit 30 is preferably an adjusting hexagonal head.

[0040] Understandably, the use of a triple-seal structure consisting of a first oil seal 3101, a second oil seal 3102, and a plug 3103 can significantly improve waterproof performance and thus increase service life.

[0041] The working process of this utility model is as follows:

[0042] When braking, the thrust from the vehicle's brake chamber causes the clearance adjustment unit 30 to rotate. The first screw 306 and the second screw 307 inside the clearance adjustment unit 30 extend and rotate, driving the push plate 308 of the clearance adjustment unit 30 to move. This causes the first friction pad 201 and the second friction pad 202 of the braking unit 20 to move towards the brake disc 203 of the braking unit 20 under the action of the push plate 308 of the clearance adjustment unit 30. The force is transmitted to the first friction pad 201 and the second friction pad 202 of the braking unit 20 through the push plate 308 of the clearance adjustment unit 30, thus forming a pair of forces with opposite directions and equal magnitudes to clamp the brake disc 203 of the braking unit 20, thereby stopping the moving vehicle.

[0043] When the brake is released, the pushing force from the vehicle's brake chamber disappears, and the push plate 308 of the clearance adjustment unit 30 returns to its initial position under the drive of the first screw 306 and the second screw 307 within the clearance adjustment unit 30. At the same time, the brake disc 203 of the high-speed rotating brake unit 20 generates centrifugal force, which throws the first friction plate 201 and the second friction plate 202 of the brake unit 20 apart to re-establish the clearance, no longer providing a force that hinders the movement of the vehicle.

[0044] During braking, friction occurs between the first friction pad 201 and the second friction pad 202 of the braking unit 20 and the brake disc 203 of the braking unit 20, causing them to wear thinner and the braking gap to widen. To ensure a stable braking gap, when the gap adjustment unit 30 is working, the pushing force of the vehicle's brake chamber drives the thrust arm 3012 of the main shaft 301 of the gap adjustment unit 30 to deflect around the roller 3011 of the main shaft 301. The thrust arm 3012 of the main shaft 301 of the gap adjustment unit 30 drives the adjusting sleeve 302 of the gap adjustment unit 30. The rotating ring 3041 set in the adjusting sleeve 302 of the gap adjustment unit 30 drives the first torsion spring 3042, the second torsion spring 3043 of the gap stabilizing part 304, and the first shaft 303 of the gap adjustment unit 30 to rotate. The first shaft 303 of the gap adjustment unit 30 drives the second shaft 305 of the gap adjustment unit 30 to rotate through the intermediate gear 309, achieving synchronous rotation. The first screw 306 inside the first rotating shaft 303 and the second screw 307 inside the second rotating shaft 305 are restricted from rotation by the push plate 308 connected to both, and can only make linear displacement. This causes the push plate 308 of the gap adjustment unit 30 to push the first friction plate 201 and the second friction plate 202 of the braking unit 20. When the gap between the gap stabilizing part 304 and the first friction plate 201, the second friction plate 202, and the brake disc 203 exceeds the maximum value, the adjusting sleeve 302 of the gap adjustment unit 30 drives the first torsion spring 3042 and the second torsion spring 3043 of the gap stabilizing part 304 to rotate in the same direction, driving the first rotating shaft 303 and the second rotating shaft 305 of the gap adjustment unit 300 to rotate, thereby driving the first screw 306 and the second screw 307 inside the gap adjustment unit 300 to rotate. 7. Rotating the extension reduces the gap length, achieving gap compensation; when the gap between the first friction plate 201, the second friction plate 202 and the brake disc 203 does not exceed the maximum value, the adjusting sleeve 302 of the gap adjusting unit 30 and the first torsion spring 3042 of the gap stabilizing part 304 rotate, and the second torsion spring 3043 of the gap stabilizing part 304 will not drive the main shaft 301 of the gap adjusting unit 30 to rotate, so that the gap between the first friction plate 201, the second friction plate 202 and the brake disc 203 remains stable.

[0045] The above description is merely a preferred embodiment of one or more embodiments of this specification and is not intended to limit the scope of one or more embodiments of this specification. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of one or more embodiments of this specification should be included within the protection scope of one or more embodiments of this specification.

Claims

1. A disc brake, characterized in that, include: Brake caliper body; The braking unit is disposed inside the brake caliper and includes a first friction pad, a second friction pad, and a brake disc sandwiched between the first friction pad and the second friction pad. as well as The gap adjustment unit is disposed inside the brake caliper body and includes a main shaft that can rotate around its own axis and is connected to the output end of the vehicle's brake chamber; an adjustment sleeve disposed outside the main shaft and pulsatorically connected to the main shaft; a first shaft with one end sleeved inside the adjustment sleeve; a gap stabilizing part that fills the gap between the outer wall of the first shaft and the inner wall of the adjustment sleeve and is pulsatorically connected to the adjustment sleeve; a second shaft pulsatorically connected to the first shaft; a first screw threaded to the first shaft; a second screw threaded to the second shaft and arranged parallel to the first shaft; and a push plate whose bottom end is connected to the top ends of both the first screw and the second screw.

2. The disc brake according to claim 1, characterized in that, The gap stabilizing part includes: A rotating ring, which fills the gap between the outer wall of the first rotating shaft and the inner wall of the adjusting sleeve, and has an annular groove; A first torsion spring, a portion of which extends into the annular groove of the rotating ring and contacts the inner wall of the annular groove, and another portion of which contacts the inner wall of the adjusting sleeve; and The second torsion spring has a portion extending into the annular groove of the rotating ring and contacting the inner wall of the annular groove, while the other portion contacts the outer wall of the first rotating shaft.

3. The disc brake according to claim 2, characterized in that: The gap stabilizing part further includes a limiting plate disposed between the gap between the first torsion spring and the second torsion spring of the gap stabilizing part.

4. The disc brake according to claim 1, characterized in that, The main rotating shaft includes: Rollers; and The thrust arm is sleeved on the roller and connected to the output end of the vehicle's brake chamber.

5. The disc brake according to claim 1, characterized in that: The disc brake also includes a brake bracket fixed to the vehicle axle frame, and the brake caliper body is fixedly connected to the brake bracket by a sliding pin.

6. The disc brake according to claim 1, characterized in that: The connecting element between the brake caliper and the clearance adjustment unit has a first oil seal at its head and a second oil seal at its tail, with a plug at the top of the second oil seal.

7. The disc brake according to claim 1, characterized in that: The first rotating shaft of the gap adjustment unit is connected to the second rotating shaft of the gap adjustment unit via an intermediate gear.

8. A vehicle, characterized in that, Includes the disc brake as described in any one of claims 1-7.

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