A kind of adjustment gap mechanism, lightweight air pressure disc brake and commercial vehicle

Abstract

The utility model discloses a kind of adjustment gap mechanism, light-weight air pressure disc brake and commercial vehicle, including push arm assembly, transmission assembly and motion conversion assembly, push arm assembly is set in the end of air chamber top rod and rotates with top rod, transmission assembly includes linkage subassembly and main drive subassembly, linkage subassembly is set in the both sides of push arm assembly, main drive subassembly is set in the top of linkage subassembly, linkage subassembly is connected with push arm assembly by main drive subassembly, motion conversion assembly includes push plate and push rod, push rod is set in linkage subassembly, push plate is set in the bottom of push rod, motion conversion assembly and linkage subassembly jointly constitute the structure of the rotation of push rod in linkage subassembly by push plate restriction push rod, so that push rod generates along push rod axial direction displacement when rotating.The utility model solves the problem that the overall structure of commercial vehicle air pressure disc brake gap in prior art is heavy in low efficiency, poor reliability and the problem of low efficiency.

Description

Technical Field

[0001] This utility model belongs to the technical field of commercial vehicle braking systems, specifically relating to an adjustment clearance mechanism, a lightweight air disc brake, and a commercial vehicle. Background Technology

[0002] With the implementation of commercial vehicle regulations and increased user awareness of automotive braking system safety, air disc brakes are gradually being adopted in the commercial vehicle sector. Against this backdrop, the design requirements for air disc brakes have expanded from the original focus on braking safety and responsiveness to include core competitive advantages such as lightweight design and long service life.

[0003] Currently, existing air disc brakes for commercial vehicles typically adopt an integrated structure design, lacking effective structural weight reduction optimization, resulting in an overall weight that is too large and difficult to meet the requirements for vehicle lightweighting. In addition, air disc brakes also suffer from low efficiency and poor reliability in automatic gap adjustment. Utility Model Content

[0004] To address the shortcomings of the existing technology, this utility model provides an adjustment clearance mechanism, a lightweight pneumatic disc brake, and a commercial vehicle.

[0005] The purpose of this application is achieved through the following technical solution:

[0006] In a first aspect, a gap adjustment mechanism is provided, comprising:

[0007] The thrust arm assembly is located at the end of the air chamber push rod and rotates under the action of the push rod;

[0008] A transmission assembly includes a linkage subassembly and a main drive subassembly. The linkage subassemblies are disposed on both sides of the thrust arm assembly. The main drive subassembly is disposed on top of the linkage subassemblies and includes a first torsion spring, a second torsion spring, and a rotating ring. The rotating ring is connected to the thrust arm assembly via the first torsion spring, and the rotating ring is connected to the linkage subassembly via the second torsion spring.

[0009] The motion conversion assembly includes a push plate and two push rods. The two push rods are respectively disposed in the driving shaft and the driven shaft. The push plate is disposed at the bottom of the two push rods. The push plate, the two push rods, and the linkage sub-assembly together constitute a structure in which the push plate restricts the rotation of the push rods, thereby causing the push rods to displace along the axis of the push rods when the linkage sub-assembly rotates.

[0010] In some embodiments, the thrust arm assembly includes:

[0011] A thrust arm is disposed at the end of the top rod of the air chamber;

[0012] An adjusting sleeve is disposed on the pin of the thrust arm, and the adjusting sleeve is connected to the rotating ring via the first torsion spring; and

[0013] A roller is disposed at the bottom of the thrust arm, and the thrust arm rotates about the axis of the roller as the center of rotation.

[0014] In some embodiments, the linkage sub-component includes:

[0015] Two rotating shafts, a driving shaft and a driven shaft, are respectively disposed on both sides of the thrust arm. The driving shaft is connected to the rotating ring via the second torsion spring.

[0016] A connecting gear is disposed between the driving shaft and the driven shaft and meshes with both the driving shaft and the driven shaft.

[0017] In some embodiments, the main driver subcomponent includes:

[0018] A rotating ring is positioned at the top of the active rotating shaft;

[0019] A first torsion spring is disposed within the cavity formed between the rotating ring and the adjusting sleeve, and the first torsion spring connects the rotating ring and the adjusting sleeve; and

[0020] A second torsion spring is disposed in the cavity formed between the rotating ring and the adjusting sleeve, and the second torsion spring connects the rotating ring and the drive shaft.

[0021] In some embodiments, the first torsion spring protects the second torsion spring by slipping, and the first torsion spring acts as an overload protection during adjustment, thereby ensuring the stability of the gap.

[0022] Secondly, a lightweight pneumatic disc brake is provided, which, in addition to the aforementioned clearance adjustment mechanism, also includes:

[0023] A lightweight clamp assembly has multiple weight-reduction grooves, and the adjustment clearance mechanism is disposed within the lightweight clamp assembly; and

[0024] The friction pad assembly, disposed within the lightweight caliper assembly and connected to the adjustment clearance mechanism, includes a brake disc, two friction pads, and a friction pad assembly mechanism. The two friction pads are arranged parallel to each other on both sides of the brake disc, and the friction pad assembly mechanisms are respectively disposed on the upper part of the corresponding friction pads.

[0025] In some embodiments, the friction pad assembly mechanism includes:

[0026] Two compression springs are respectively disposed on the top of the corresponding friction plates to prevent the friction plates from falling off; and

[0027] A single pressure plate is positioned on top of the two compression springs and connected to the lightweight clamp assembly.

[0028] Thirdly, a commercial vehicle is provided, including the aforementioned lightweight air disc brake.

[0029] The beneficial effects of this utility model are: the air disc brake has a weight-reducing groove, which reduces the weight of the brake to the maximum extent while maintaining the connection strength and service life; in addition, the air disc brake has a highly accurate adjustment gap mechanism, which can ensure automatic compensation of the brake gap after each braking, maintain the gap stability, and avoid braking delay or failure due to excessive gap, thus greatly improving the safety and reliability of braking. Attached Figure Description

[0030] 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.

[0031] Figure 1 This is a cross-sectional view of the gap adjustment mechanism provided in one embodiment of the present invention;

[0032] Figure 2 This is a schematic diagram of the push rod provided in one embodiment of the present invention;

[0033] Figure 3 This is a schematic diagram of the structure of a lightweight pneumatic disc brake provided in one embodiment of the present invention;

[0034] Figure 4 This is a top view of a lightweight pneumatic disc brake provided in one embodiment of the present invention;

[0035] Figure 5 This is a schematic diagram of the clamp body provided in one embodiment of the present invention;

[0036] Figure 6 This is a schematic diagram of the structure of the bracket provided in one embodiment of the present invention;

[0037] Figure 7 This is a left view of the bracket provided in one embodiment of the present invention. Detailed Implementation

[0038] 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.

[0039] This invention provides a clearance adjustment mechanism that solves the problems of large overall weight, low efficiency of automatic clearance adjustment, and poor reliability of existing pneumatic disc brakes for commercial vehicles. This invention also provides a lightweight pneumatic disc brake using this clearance adjustment mechanism, and a commercial vehicle using this lightweight pneumatic disc brake.

[0040] like Figure 1 As shown, in one embodiment, an adjustment gap mechanism 20 is provided, including a thrust arm assembly 201, a transmission assembly 202, and a motion conversion assembly 203.

[0041] The thrust arm assembly 201 is disposed at the end of the air chamber push rod and rotates under the action of the push rod; in one embodiment, such as Figure 1 As shown, the thrust arm assembly 201 includes a thrust arm 2011, an adjusting sleeve 2012, and a roller 2013. The thrust arm 2011 is located at the end of the air chamber top rod, the adjusting sleeve 2012 is located on the pin of the thrust arm 2011, and the roller 2013 is located at the bottom of the thrust arm 2011. The thrust arm 2011 rotates about the axis of the roller 2013 as the rotation center.

[0042] The transmission assembly 202 includes a linkage sub-assembly 2021 and a main drive sub-assembly 2022. The linkage sub-assemblies 2021 are disposed on both sides of the thrust arm assembly 201; the main drive sub-assembly 2022 is disposed on top of the linkage sub-assemblies 2021, and the linkage sub-assemblies 2021 and the thrust arm assembly 201 are connected through the main drive sub-assembly 2022; in one embodiment, as... Figure 1 As shown, the transmission assembly 202 includes a linkage sub-assembly 2021 and a main drive sub-assembly 2022. The linkage sub-assembly 2021 includes two rotating shafts 2023 and a single connecting gear 2023c. The two rotating shafts 2023 are a driving shaft 2023a and a driven shaft 2023b, respectively. The driving shaft 2023a and the driven shaft 2023b are respectively disposed on both sides of the thrust arm 2011. The driving shaft 2023a is connected to the rotating ring 2022c through a second torsion spring 2022b. The connecting gear 2023c is disposed between the driving shaft 2023a and the driven shaft 2023b and meshes with both the driving shaft 2023a and the driven shaft 2023b. The main drive sub-assembly 2022 is disposed on top of the driving shaft 2023a and includes...

[0043] A first torsion spring 2022a, a second torsion spring 2022b, and a rotating ring 2022c are disposed in the cavity formed between the adjusting sleeve 2012 and the rotating ring 2022c. The rotating ring 2022c is connected to the thrust arm assembly 201 through the first torsion spring 2022a and to the linkage sub-assembly 2021 through the second torsion spring 2022b. The first torsion spring 2022a protects the second torsion spring 2022b by slippage and plays an overload protection role during adjustment, thereby ensuring the stability of the gap. The rotating ring 2022c is connected to the adjusting sleeve 2012 through the first torsion spring 2022a and to the drive shaft 2023a through the second torsion spring 2022b.

[0044] The motion conversion assembly 203 includes a push plate 2032 and two push rods 2031. The two push rods 2031 are respectively disposed within the driving shaft 2023a and the driven shaft 2023b. The push plate 2032 is disposed at the bottom of the two push rods 2031. The push plate 2032, the two push rods 2031, and the linkage sub-assembly 2021 together constitute a structure in which the push plate 2032 restricts the rotation of the push rods 2031, thereby causing the push rods 2031 to displace along the axis of the push rods 2031 when the linkage sub-assembly 2021 rotates. In one embodiment, as shown... Figure 1-2 As shown, the push rod 2031 uses hollow bolts. While ensuring strength, the hollow structure design reduces material usage and achieves lightweight structure.

[0045] like Figure 1 As shown, in one embodiment, when the adjusting gap mechanism 20 is working, the air chamber push rod drives the thrust arm 2011 to rotate around the roller 2013. When the thrust arm 2011 drives the adjusting sleeve 2012 to rotate, the rotating ring 2022c and the active rotating shaft 2023a rotate synchronously. The active rotating shaft 2023a drives the connecting gear 2023c and the driven rotating shaft 2023b to rotate, thereby realizing the synchronous rotation of the active rotating shaft 2023a and the driven rotating shaft 2023b. Since the push rod 2031 inside the active rotating shaft 2023a and the driven rotating shaft 2023b is restricted by the push plate 2032 and cannot rotate, the push rod 2031 will generate displacement along the axis of the push rod 2031 when the linkage sub-assembly 2021 rotates.

[0046] like Figure 3-7 As shown, in one embodiment, a lightweight pneumatic disc brake 10 is provided, which, in addition to the aforementioned gap adjustment mechanism 20, also includes a lightweight caliper assembly 30 and a friction pad assembly 40.

[0047] The lightweight clamp assembly 30 has multiple weight-reducing grooves; in one embodiment, such as Figure 3-7As shown, the lightweight clamp assembly 30 includes a clamp body 301, a bracket 302, and a connecting device 303. The clamp body 301 adopts an integral structure to reduce material usage and weight. To achieve lightweighting and meet the stringent weight standards for commercial vehicles, the clamp body 301 has multiple weight-reducing grooves. In one embodiment, as shown... Figure 5 As shown, the first groove 3011 is located in the tail region of the clamp body 301. Mechanical analysis shows that the tail region is a non-primary load-bearing structure, and the groove effectively reduces weight. The second groove 3012 is located at the connection point of the clamp body 301, allowing for the removal of redundant material while maintaining connection strength. The third groove 3013 is located at the connecting rib between the front and connecting parts of the clamp body 301. By optimizing the structural design of the connecting rib, weight reduction is achieved without weakening the support strength. The bracket 302 is located at the bottom of the clamp body 301 via a connecting device 303. The bracket 302 is fixed to the axle frame. The bracket 302 adopts an integrated structure and, through optimized material distribution, reduces weight while ensuring structural strength and stability. In one embodiment, as shown... Figure 6-7 As shown, the cross-section reduction design structure 3021 is symmetrically arranged at the arch waist of the support 302, reducing the weight of the support 302 by optimizing the structure of the connection; the redundant material removal structure 3022 is evenly distributed on the shoulder of the support 302, redistributing the stress-bearing points; the material cutting structure 3023 is symmetrically arranged at the bottom of the support 302, thereby achieving a weight reduction effect; the material thickness reduction structure 3024 is symmetrically arranged at the bottom of the tail end of the support 302, reducing the amount of material used and reducing the weight of the support 302 while ensuring structural strength; the weight reduction groove structure 3025 is symmetrically arranged on both sides of the bottom front end of the support 302, thereby reducing the weight of the support 302. The connecting device 303 includes a bushing 3031, a guide pin 3032, a bolt 3033, and a cover 3034. The guide pin 3032 connects the bracket 302 to the clamp body 301 through the bolt 3033. The bushing 3031 is pressed into the clamp body 301 and is located on the outer wall of the guide pin 3032. After the bolt 3033 presses the guide pin 3032 into the clamp body 301, the cover 3034 is then pressed onto the clamp body 301.

[0048] The friction pad assembly 40 is disposed within the lightweight caliper assembly 30, and includes a brake disc 402, two friction pads 401, and a friction pad assembly structure 403. The two friction pads 401 are disposed parallel to each other on both sides of the brake disc 402, and the friction pad assembly structures 403 are respectively disposed on the top of the corresponding friction pads 401. In one embodiment, as... Figure 3-4As shown, the two friction plates 401 are respectively the first friction plate 401a and the second friction plate 401b, which are arranged in parallel and spaced apart in the caliper body 301 and located on both sides of the brake disc 402. The friction plate assembly structure 403 includes two compression springs 4031 and a single pressure plate 4032. The two compression springs 4031 are respectively the first compression spring 4031a and the second compression spring 4031b. The first compression spring 4031a and the second compression spring 4031b are respectively disposed on the top of the first friction plate 401a and the second friction plate 401b to prevent the first friction plate 401a and the second friction plate 401b from falling off. The single pressure plate 4032 is disposed on the top of the first compression spring 4031a and the second compression spring 4031b and is connected to the caliper body 301 through a cylindrical pin 4033 and a cotter pin 4034.

[0049] When the driver presses the brake pedal, the air chamber generates a pushing force, and the air chamber push rod drives the adjusting clearance mechanism 20 to rotate. This causes the push rod 2031 inside the adjusting clearance mechanism 20 to extend with the rotation of the mechanism and drive the push plate 2032 to move towards the brake disc 402. The push plate 2032 pushes the first friction plate 401a and the second friction plate 401b to move towards the brake disc 402. When the first friction plate 401a and the second friction plate 401b clamp the brake disc 402, the friction between the first friction plate 401a and the second friction plate 401b and the brake disc 402 causes the brake disc 402 to stop rotating, thereby slowing down or stopping the vehicle.

[0050] During the braking process described above, the gap adjustment mechanism 20 monitors the brake gap in real time. If the gap increases due to brake pad wear, the gap adjustment mechanism 20 automatically adjusts the extension of the push rod 2031 using power transmission to compensate for the gap and ensure stable braking performance.

[0051] When the adjustment clearance mechanism 20 is working, the air chamber push rod drives the thrust arm 2011 to deflect around the roller 2013. The pin on the thrust arm 2011 drives the adjustment sleeve 2012. When the thrust arm 2011 drives the adjustment sleeve 2012 to rotate, the rotating ring 2022c and the driving shaft 2023a rotate synchronously. The driving shaft 2023a drives the connecting gear 2023c and the driven shaft 2023b to rotate, realizing the synchronous rotation of the driving shaft 2023a and the driven shaft 2023b. Since the push rod 2031 inside the driving shaft 2023a and the driven shaft 2023b is restricted by the push plate 2032 and cannot rotate, the push rod 2031 will generate displacement along the axis of the push rod 2031 when the linkage sub-assembly 2021 rotates, thereby pushing the push plate 2032 to push the friction plate 401. During the operation of the gap adjustment mechanism 20, the first torsion spring 2022a protects the second torsion spring 2022b by slipping, and plays an overload protection role during adjustment, thereby ensuring gap stability.

[0052] When the driver releases the brake pedal, the input force of the air chamber push rod disappears, the push rod 2031 of the adjusting gap mechanism 20 returns to the initial position, the high-speed rotating brake disc 402 generates centrifugal force and throws the first friction plate 401a and the second friction plate 401b apart, and a gap is formed between the brake disc 402 and the first friction plate 401a and the second friction plate 401b respectively, and the braking effect is released.

[0053] The lightweight air disc brake 10 provided by this utility model can ensure that the brake clearance is automatically compensated and kept stable after each braking, which can avoid braking delay or failure caused by excessive clearance and greatly improve the safety of the brake. In addition, the entire lightweight air disc brake 10 adopts a multi-point weight reduction groove design. By optimizing the material distribution and removing redundant materials, the weight of the brake is significantly reduced, achieving the goal of vehicle lightweighting while ensuring connection strength and service life.

[0054] 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 gap adjustment mechanism, characterized in that, include: The thrust arm assembly is located at the end of the air chamber push rod and rotates under the action of the push rod; The transmission assembly includes a linkage sub-assembly and a main drive sub-assembly. The linkage sub-assemblies are disposed on both sides of the thrust arm assembly. The main drive sub-assembly is disposed on top of the linkage sub-assembly. The linkage sub-assembly and the thrust arm assembly are connected through the main drive sub-assembly. as well as A motion conversion assembly includes a push plate and a push rod. The push rod is disposed within the linkage sub-assembly, and the push plate is disposed at the bottom of the push rod. The push plate, the push rod, and the linkage sub-assembly together constitute a structure in which the push plate restricts the rotation of the push rod, thereby causing the push rod to displace along the axis of the push rod when the linkage sub-assembly rotates.

2. The gap adjustment mechanism according to claim 1, characterized in that, The main driver sub-component includes: A rotating ring is positioned at the top of the active rotating shaft, which is a component of the linkage sub-assembly; A first torsion spring is disposed within the cavity formed between the rotating ring and the adjusting sleeve, the adjusting sleeve being a component of the thrust arm assembly, and the first torsion spring connecting the rotating ring and the adjusting sleeve; and A second torsion spring is disposed in the cavity formed between the rotating ring and the adjusting sleeve, and the second torsion spring connects the rotating ring and the drive shaft.

3. The gap adjustment mechanism according to claim 2, characterized in that, The thrust arm assembly includes: A thrust arm is disposed at the end of the top rod of the air chamber; An adjusting sleeve is disposed on the pin of the thrust arm, and the adjusting sleeve is connected to the rotating ring via the first torsion spring; and A roller is disposed at the bottom of the thrust arm, and the thrust arm rotates about the axis of the roller as the center of rotation.

4. The gap adjustment mechanism according to claim 3, characterized in that, The linkage sub-component includes: Two rotating shafts, a driving shaft and a driven shaft, are respectively disposed on both sides of the thrust arm. The driving shaft is connected to the rotating ring via the second torsion spring. A connecting gear is disposed between the driving shaft and the driven shaft and meshes with both the driving shaft and the driven shaft.

5. The gap adjustment mechanism according to claim 2, characterized in that, The first torsion spring protects the second torsion spring by slipping, and the first torsion spring plays an overload protection role during the adjustment process, thereby ensuring the stability of the gap.

6. A lightweight pneumatic disc brake, characterized in that, In addition to the gap adjustment mechanism described in any one of claims 1-5, it also includes: A lightweight clamp assembly has multiple weight-reduction grooves, and the adjustment clearance mechanism is disposed within the lightweight clamp assembly; and The friction pad assembly is disposed within the lightweight caliper assembly and includes a brake disc, two friction pads, and a friction pad assembly mechanism. The two friction pads are disposed parallel to each other on both sides of the brake disc, and the friction pad assembly mechanism is disposed on the upper part of the corresponding friction pad.

7. The lightweight pneumatic disc brake according to claim 6, characterized in that, The friction plate assembly mechanism includes: Two compression springs are respectively installed on the top of the corresponding friction plates to prevent the friction plates from falling off; as well as A single pressure plate is positioned on top of the two compression springs and connected to the lightweight clamp assembly.

8. A commercial vehicle, characterized in that, Includes the lightweight pneumatic disc brake as described in claim 7.

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