A friction plate compensation structure

Abstract

The utility model discloses a kind of friction plate compensation structures, piston cavity is equipped in shell, piston is in piston cavity, one end is promoted by brake fluid, and the other end sets up friction plate group;The pin hole that is identical with brake stroke direction is opened in the piston, and the pin hole is provided with pin with interference fit, and the stroke end of the pin is provided with disc spring seat at interval, the disc spring seat is fixedly connected with shell, and the stroke end of the pin is between disc spring seat and is provided with baffle ring and disc spring;Before braking, the clearance exists between the baffle ring and the shaft end of disc spring seat, the shaft end surface of the baffle ring is formed by the pin elastic extrusion, and the friction between the pin and pin hole is less than the braking force of brake fluid, and greater than the resistance of piston reset after braking force disappears.The pin of the utility model can be used as standard part, only need to control the hole tolerance matched with it on piston, compared with prior art, structure is simpler, and the difficulty of part processing and assembly is greatly reduced, and artificial cost can be saved.

Description

Technical Field

[0001] This utility model relates to the field of engineering machinery technology, and in particular to a friction plate compensation structure. Background Technology

[0002] The drive axle is one of the transmission components of construction machinery. The design and product quality of the drive axle directly affect the advancement, safety and reliability of the construction machinery.

[0003] The brakes on the drive axle enable speed regulation during machine operation; therefore, their reliability directly impacts the machine's operational performance, reliability, and safety. During braking, the piston in the drive axle braking system moves forward gradually under the action of hydraulic oil, first eliminating the separation gap between the driving and driven friction pads, and simultaneously applying sufficient clamping force to the working surfaces of the driving and driven friction pads. During brake release, the return spring drives the piston backward, re-establishing free clearance between the driving and driven friction pads. Therefore, prolonged use inevitably leads to friction pad wear, resulting in increased braking clearance and piston braking stroke, consequently causing sluggish machine action and increased braking distance. This necessitates manual adjustment of the friction pad distance or replacement of the friction pads, increasing maintenance and repair costs.

[0004] Currently, the commonly used automatic compensation method in the industry involves machining an annular groove on the brake piston and installing a retaining ring and bushing inside the groove. By controlling the fit clearance between the brake piston, retaining ring, and bushing, the friction force is controlled, thus automatically compensating for the increased brake clearance due to friction pad wear. While this method can automatically compensate, it has high requirements for component machining and assembly, and is costly. Summary of the Invention

[0005] Purpose of the utility model: In order to overcome the shortcomings of the prior art, this utility model requests a friction pad compensation structure.

[0006] Technical Solution: The friction pad compensation structure provided by this utility model has a piston chamber inside the housing. A piston is located within the piston chamber, with one end propelled by brake fluid and the other end equipped with a friction pad assembly. A pin hole aligned with the braking stroke direction is formed on the piston. A pin rod is interference-fitted within the pin hole. A disc spring seat is spaced at the end of the pin rod's stroke. The disc spring seat is fixedly connected to the housing. A retaining ring and a disc spring are provided between the end of the pin rod's stroke and the disc spring seat. Before braking, there is a gap between the retaining ring and the disc spring seat's shaft end. The pin rod elastically compresses the shaft end face of the retaining ring. The frictional force between the pin rod and the pin hole is less than the braking force of the brake fluid but greater than the resistance to piston return after the braking force disappears.

[0007] Furthermore, multiple pin holes and pin rods are spaced apart circumferentially on the piston, working together on the axial end face of the retaining ring.

[0008] Furthermore, the friction plate assembly is formed by alternating axial arrangement of light plates and friction plates.

[0009] Furthermore, the piston is provided with a seal and a guide ring on its outer periphery.

[0010] Furthermore, the pin is a cotter pin.

[0011] Furthermore, the disc spring seat has an end groove corresponding to the position of the disc spring, and one end of the disc spring is limited within the end groove.

[0012] Furthermore, a limiting groove is provided on the shaft end face of the housing corresponding to the retaining ring on one side of the pin to limit the maximum stroke of the retaining ring.

[0013] Beneficial effects: Compared with the prior art, the advantages of this utility model are: by opening a hole on the brake piston and using a pin to achieve the braking compensation function, the pin can be used as a standard part, and only the tolerance of the hole on the piston that mates with it needs to be controlled. Compared with the prior art, the structure is simpler, the difficulty of parts processing and assembly is greatly reduced, and labor costs can be saved. Attached Figure Description

[0014] Figure 1 This is a cross-sectional view of the structure of this utility model. Detailed Implementation

[0015] The technical solution of this utility model will be further described below with reference to the accompanying drawings and embodiments.

[0016] like Figure 1 The friction pad compensation structure shown has a piston chamber 2 inside the housing 7, and a seal 10 and a guide ring 11 on the outer periphery of the piston 1. The piston 1 is located inside the piston chamber 2, with one end propelled by brake fluid and the other end equipped with a friction pad assembly 3. The friction pad assembly 3 is formed by alternating axial arrangement of a smooth sheet 301 and a friction pad 302.

[0017] A pin hole 4 is opened on the piston 1 in the same direction as the braking stroke. A pin rod 5 is provided in the pin hole 4 with an interference fit. Multiple pin holes 4 and pin rods 5 are arranged circumferentially on the piston 1.

[0018] Pin 5 uses a cotter pin, which makes it easier to control the friction between the pin and the pin hole 4.

[0019] At the end of the travel of the pin 5, a disc spring seat 6 is provided, which is fixedly connected to the housing 7. A retaining ring 8 and a disc spring 9 are provided between the end of the travel of the pin 5 and the disc spring seat 6. Before braking, there is a gap between the retaining ring 8 and the shaft end of the disc spring seat 6. The pin 5 forms an elastic compression on the shaft end face of the retaining ring 8. The disc spring seat 6 has an end groove corresponding to the position of the disc spring 9. One end of the disc spring 9 is limited in the end groove. A limiting groove 701 is provided on the shaft end face of the housing 7 corresponding to the retaining ring 8 on one side of the pin 5 to limit the maximum travel of the retaining ring 8. The frictional force between pin 5 and pin hole 4 is less than the braking force of the brake fluid, but greater than the resistance of piston 1 returning to its original position after the braking force is lost.

[0020] When the vehicle brakes, the gap between the friction pads will disappear under the action of piston 1.

[0021] Pin 5 and piston 1 remain relatively stationary due to friction and can be considered as a single unit. Seal 10 and guide ring 11 provide a seal to prevent brake fluid leakage and together guide the piston, preventing it from shifting during movement. The gap X between retaining ring 8 and disc spring seat 6 represents the initial piston braking stroke. When gap X=0, the friction pads are fully engaged, and the vehicle stops moving.

[0022] When the vehicle brakes, brake fluid enters the chamber and pushes piston 1 to the right, squeezing the friction pad assembly and eliminating the pre-reserved gap, thus stopping the vehicle. However, after long-term use, the polished pad 301 and friction pad 302 will gradually wear and thin, making it impossible for the friction pad assembly to fully engage at the same position (gap X=0), thus weakening the vehicle's braking ability.

[0023] When the vehicle brakes, the braking force generated by the brake fluid is much greater than the frictional force between the pin 5 and the piston 1. Under the action of the braking force, the pin 5 and the piston 1 move relative to each other, and the piston 1 continues to move to the right until the friction pads are fully engaged, and the vehicle stops. The frictional force between the pin 5 and the piston 1 is much greater than the resistance when the piston 1 returns to its original position, so when it returns to its original position, the pin 5 and the piston 1 can be regarded as a single unit again.

[0024] During this process, the distance that pin 5 moves relative to piston 1 is the increase in clearance due to wear of the friction plate assembly, and the clearance has been automatically compensated at this time. Therefore, when braking stops, piston 1 will return to its new position under the action of disc spring 9, and the braking stroke will become X again.

Claims

1. A friction plate compensation structure, characterized by: The housing (7) is provided with a piston chamber (2), and the piston (1) is in the piston chamber (2). One end is pushed by brake fluid, and the other end is provided with a friction plate assembly (3). The piston (1) is provided with a pin hole (4) in the same direction as the braking stroke. The pin hole (4) is provided with a pin rod (5) with an interference fit. The end of the stroke of the pin rod (5) is provided with a disc spring seat (6) at intervals. The disc spring seat (6) is fixedly connected to the housing (7). The end of the stroke of the pin rod (5) and the disc spring seat (6) are provided with a retaining ring (8) and a disc spring (9). Before braking, there is a gap between the retaining ring (8) and the shaft end of the disc spring seat (6). The pin rod (5) forms an elastic compression on the shaft end face of the retaining ring (8). The friction between the pin rod (5) and the pin hole (4) is less than the braking force of the brake fluid and greater than the resistance of the piston (1) to return to its position after the braking force is lost.

2. The friction plate compensation structure according to claim 1, characterized by: The pin holes (4) and pin rods (5) are arranged circumferentially on the piston (1) in multiple ways, and together act on the shaft end face of the retaining ring (8).

3. The friction plate compensation structure according to claim 1, characterized by: The friction plate group (3) is formed by alternating axial arrangement of light plate (301) and friction plate (302).

4. The friction plate compensation structure according to claim 1, characterized in that: The piston (1) is provided with a seal (10) and a guide ring (11) on its outer periphery.

5. The friction plate compensation structure according to claim 1, characterized in that: The pin (5) is a cotter pin.

6. The friction pad compensation structure according to claim 1, characterized in that: The disc spring seat (6) has an end groove at the position corresponding to the disc spring (9), and one end of the disc spring (9) is limited in the end groove.

7. The friction pad compensation structure according to claim 1, characterized in that: A limiting groove (701) is provided on the shaft end face of the housing (7) corresponding to the retaining ring (8) located on one side of the pin (5) to limit the maximum stroke of the retaining ring (8).

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