Automobile brake connecting plate structure

Abstract

The utility model discloses a kind of automobile brake connecting plate structures, including main connecting plate and the auxiliary connecting plate matched with main connecting plate, the inner end both sides of main connecting plate have clamping groove, the inner end both sides of auxiliary connecting plate have with the assembly pin plate of clamping groove transverse insertion and inlay matching, still have reinforcing connection component between clamping groove and assembly pin plate, by using the connecting plate of split type structure, when installing, only need to insert assembly pin plate of auxiliary connecting plate end into the clamping groove of main connecting plate end, the preliminary butt joint of two connecting plates can be completed, then again positioning pin rod is arranged in assembly pin plate and clamping groove, and utilize nut locking, to realize the firm connection of main auxiliary connecting plate, since the junction end of main connecting plate and auxiliary connecting plate is straight inlay connection, with stable restraint, avoid the existing connecting plate structure to appear on extrusion arch and connecting piece loose etc. Associated problem when using, guarantee the use reliability and stability of brake connecting plate.

Description

Technical Field

[0001] This utility model relates to the field of automotive braking system technology, specifically to an automotive brake connecting plate structure. Background Technology

[0002] The performance of a car's braking system is directly related to driving safety. As a key component of the braking system, the brake pad's structural design and installation method significantly impact the stability and reliability of the entire system. In traditional car braking systems, the brake pad is generally a one-piece design. When a part of this one-piece brake pad is damaged, the entire assembly needs to be replaced. This not only wastes materials and resources but also significantly increases repair costs, placing an unnecessary financial burden on car owners and repair personnel. In related technologies, according to a car brake connecting plate structure disclosed in patent document CN222496313U, an assembly crossbar is set up. Personnel align the assembly crossbar with the slot on the main connecting plate and gently push it to fully embed it into the slot, thus completing the initial positioning of the sub-connecting plate. Then, a positioning pin is inserted into a pre-set guide hole to ensure precise alignment. Finally, a hexagonal bolt is rotated to fix the positioning pin, achieving a secure connection between the main and sub-connecting plates. This modular connection method allows the sub-connecting plate to be maintained and replaced independently of the main connecting plate. When the sub-connecting plate is worn or malfunctions, it can be replaced simply by removing it from the slot, eliminating the need for extensive disassembly of the entire braking system and reducing maintenance costs and time.

[0003] The above technical solution and structure still have some shortcomings in use: First, in actual use, the secondary connecting plate will often bear large friction and linear prestressed impact force. However, since the slot and the assembly cross block are semi-fitted and lack upper restraint, it is easy for the two connecting plates to form relative impact and squeezing. Over time, this will cause the hexagonal bolts and positioning pins to loosen, which will affect the connection stability of the mounting holes and fasteners.

[0004] Furthermore, we have noticed that the existing connecting plate has relatively large ventilation holes, which inevitably affects the overall rigidity of the connecting plate under high-intensity braking conditions. Based on these issues, we provide a new automotive brake connecting plate structure. Utility Model Content

[0005] The purpose of this section is to outline some aspects of the embodiments of this utility model and to briefly introduce some preferred embodiments. Simplifications or omissions may be made in this section, as well as in the abstract and title of this application, to avoid obscuring the purpose of these documents; however, such simplifications or omissions should not be used to limit the scope of this utility model.

[0006] Therefore, the purpose of this utility model is to provide an automotive brake connecting plate structure to solve the problems mentioned in the background art. These problems include: the existing automotive brake connecting plate structure is prone to relative impact and compression between the two connecting plates during use, which over time can cause loosening between the hexagonal bolts and locating pins, thus affecting the connection stability of the mounting holes and fasteners; it is also somewhat troublesome to disassemble and replace, requiring the locating pins and hexagonal bolts to be disassembled and reassembled, increasing assembly and maintenance time; and the existing connecting plate has a large diameter heat dissipation channel, which inevitably affects the overall rigidity of the connecting plate under high-intensity braking conditions.

[0007] To achieve the above objectives, this utility model provides the following technical solution: a car brake connecting plate structure, which includes a main connecting plate and a secondary connecting plate that cooperates with the main connecting plate. The inner ends of the main connecting plate have slots on both sides, and the inner ends of the secondary connecting plate have mounting pins that are laterally inserted and matched with the slots on both sides. A reinforcing connecting component is also provided between the slots and the mounting pins. The main connecting plate and the secondary connecting plate also have distributed heat dissipation channels at the opposite ends of their respective sections.

[0008] In a preferred embodiment of the automotive brake connecting plate structure described in this utility model, the total width of the two mounting pin plates at the end of the secondary connecting plate is half the width of the secondary connecting plate and the main connecting plate, and the length of the mounting pin plates is not less than one-quarter of the length of the secondary connecting plate and the main connecting plate.

[0009] As a preferred embodiment of the automotive brake connecting plate structure described in this utility model, the end of the mounting pin plate and the inner end of the slot are both provided with positioning holes of the same diameter.

[0010] The reinforced connection assembly includes a positioning pin that is linearly inserted through the positioning holes at the end of the mounting pin plate and the end of the slot, and a nut that is threaded to one end of the positioning pin.

[0011] As a preferred embodiment of the automotive brake connecting plate structure described in this utility model, the distributed heat dissipation channels include transverse heat dissipation channels that are horizontally distributed inside the main connecting plate and the sub-connecting plate and penetrate through both sides of the main connecting plate and the sub-connecting plate, and a plurality of vertical heat dissipation channels that are opened at the bottom of the main connecting plate and the sub-connecting plate and communicate with the transverse heat dissipation channels.

[0012] As a preferred embodiment of the automotive brake connecting plate structure described in this utility model, the main connecting plate and the auxiliary connecting plate also have mounting holes on both sides of their opposite ends.

[0013] As a preferred embodiment of the automotive brake connecting plate structure described in this utility model, the bottom of the main connecting plate and the auxiliary connecting plate have extended lugs on both sides away from one end, and multiple reinforcing rod groups are fixedly connected between adjacent extended lugs.

[0014] In a preferred embodiment of the automotive brake connecting plate structure described in this utility model, the upper surfaces of the main connecting plate and the secondary connecting plate are further provided with a galvanized coating.

[0015] Compared with the prior art, the beneficial effects of this utility model are:

[0016] (I) This type of automotive brake connecting plate structure, by adopting a split-type connecting plate, only requires inserting the assembly pin plate at the end of the auxiliary connecting plate into the slot at the end of the main connecting plate to complete the initial docking of the two connecting plates during installation. Then, the positioning pin is inserted into the assembly pin plate and the slot, and locked with a nut, thereby achieving a firm connection between the main and auxiliary connecting plates. Since the connection ends of the main and auxiliary connecting plates are straight-line interlocking connections, they have a stable constraint force, effectively preventing the problems such as squeezing and arching and loosening of connecting parts that are prone to occur in the existing connecting plate structure during use, thus ensuring the reliability and stability of the brake connecting plate.

[0017] (ii) This type of automotive brake connecting plate structure reduces the diameter of the original heat dissipation channels, so that several horizontal heat dissipation channels are evenly distributed and connected on both sides of the brake connecting plate. At the same time, several vertical heat dissipation channels connected to the horizontal heat dissipation channels are opened at the bottom of the connecting plate. This honeycomb-like heat dissipation channel and plate structure not only ensures the overall rigidity of the connecting plate, but also makes the heat dissipation effect more uniform, ensuring the stable use of the connecting plate. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the overall structure of this utility model after connection;

[0019] Figure 2 This is a schematic diagram of the structure of the main and auxiliary connecting plates of this utility model after disassembly.

[0020] Figure 3 This is a schematic diagram of the bottom structure of the connecting plate of this utility model.

[0021] In the diagram: 100, main connecting plate; 110, secondary connecting plate; 120, assembly pin plate; 130, slot; 140, positioning hole; 150, distributed heat dissipation channel; 1501, horizontal heat dissipation channel; 1502, vertical heat dissipation channel; 160, mounting hole; 200, reinforced connecting assembly; 210, positioning pin; 220, nut; 300, extension lug; 310, reinforcing rod assembly. Detailed Implementation

[0022] To make the above-mentioned objectives, features and advantages of this utility model more apparent and understandable, the specific embodiments of this utility model will be described in detail below with reference to the accompanying drawings.

[0023] Secondly, this utility model is described in detail with reference to the schematic diagrams. When describing the embodiments of this utility model, for ease of explanation, the cross-sectional views showing the device structure may be partially enlarged, not according to the usual scale. Furthermore, the schematic diagrams are merely examples and should not limit the scope of protection of this utility model. In addition, in actual manufacturing, the three-dimensional spatial dimensions of length, width, and depth should be included.

[0024] To make the objectives, technical solutions, and advantages of this utility model clearer, the embodiments of this utility model will be described in further detail below with reference to the accompanying drawings.

[0025] Figures 1-3 The diagram shown is a complete structural schematic of a car brake connecting plate structure according to this utility model. Please refer to [link / reference]. Figures 1-3 This embodiment of an automotive brake connecting plate structure includes a main connecting plate 100 and a secondary connecting plate 110 that cooperates with the main connecting plate 100. The inner ends of the main connecting plate 100 have slots 130 on both sides, and the inner ends of the secondary connecting plate 110 have mounting pins 120 that are laterally inserted and matched with the slots 130. A reinforcing connecting component 200 is also provided between the slots 130 and the mounting pins 120. The main connecting plate 100 and the secondary connecting plate 110 also have distributed heat dissipation channels 150 at the opposite ends.

[0026] The total width of the two mounting pin plates 120 at the ends of the secondary connecting plate 110 is half the width of the secondary connecting plate 110 and the main connecting plate 100, and the length of the mounting pin plate 120 is not less than one-quarter of the length of the secondary connecting plate 110 and the main connecting plate 100. The ends of the mounting pin plates 120 and the inner ends of the slots 130 are provided with positioning holes 140 of the same diameter; the reinforced connecting assembly 200 includes a positioning pin 210 that is linearly inserted through the positioning holes 140 at the ends of the mounting pin plates 120 and the slots 130, and a nut 220 that is threaded to one end of the positioning pin 210. By adopting a split-type connecting plate structure, during installation, the initial connection of the two connecting plates is achieved simply by inserting the assembly pin plate 120 at the end of the auxiliary connecting plate 110 into the slot 130 at the end of the main connecting plate 100. Then, the positioning pin 210 is inserted through the assembly pin plate 120 and the slot 130, and locked with the nut 220, thus achieving a secure connection between the main and auxiliary connecting plates. Since the connection ends of the main connecting plate 100 and the auxiliary connecting plate 110 are linearly fitted, they possess a stable constraint force, avoiding the problems of arching and loosening of connecting parts that easily occur with existing connecting plate structures during use, ensuring the reliability and stability of the brake connecting plate. When disassembly is required, the fasteners are first removed from the mounting holes 160 of the auxiliary connecting plate 110, and then the nut 220 is loosened and the pin 210 is pulled out to remove the auxiliary connecting plate 110. Installation is performed in the same manner, simplifying the operation, reducing maintenance costs, and saving time.

[0027] The distributed heat dissipation channels 150 include horizontal heat dissipation channels 1501 that are laterally distributed inside the main connecting plate 100 and the secondary connecting plate 110 and pass through both sides of the main connecting plate 100 and the secondary connecting plate 110, and a plurality of vertical heat dissipation channels 1502 that are opened at the bottom of the main connecting plate 100 and the secondary connecting plate 110 and communicate with the horizontal heat dissipation channels 1501. In this embodiment, by reducing the diameter of the original heat dissipation channels, the plurality of horizontal heat dissipation channels 1501 are evenly distributed and interspersed on both sides of the brake connecting plate, and at the same time, a plurality of vertical heat dissipation channels 1502 that communicate with the horizontal heat dissipation channels 1501 are opened at the bottom of the connecting plate. This honeycomb-like heat dissipation channel and plate structure not only ensures the overall rigidity of the connecting plate, but also makes the heat dissipation effect more uniform, ensuring the stable use of the connecting plate.

[0028] Furthermore, the main connecting plate 100 and the auxiliary connecting plate 110 also have mounting holes 160 on both sides of their opposite ends. It can be understood that having mounting holes 160 on both the main connecting plate 100 and the auxiliary connecting plate 110 is equivalent to having multiple fixing positions on the entire connecting plate. During installation, bolts and other fasteners can be passed through the mounting holes 160 and the bearing plate, and then used with nuts, anchor wires, etc., for final connection and fixation. This prevents the main connecting plate 100 and the auxiliary connecting plate 110 from shifting or loosening. During disassembly and replacement, only the auxiliary connecting plate 110 that has been damaged during daily operation needs to be removed and replaced; there is no need for complete disassembly and assembly, which facilitates daily maintenance and use.

[0029] Furthermore, the bottom of the main connecting plate 100 and the secondary connecting plate 110 has extended lugs 300 on both sides away from one end, and multiple reinforcing rod assemblies 310 are fixedly connected between adjacent extended lugs 300. The upper surfaces of the main connecting plate 100 and the secondary connecting plate 110 also have a galvanized coating. Similar to the prior art, the structural complexity and connection area of ​​the connecting plate can be increased by the cooperation of the extended lugs 300 and the reinforcing rod assemblies 310, thereby improving its structural stability and connection strength; in addition, the galvanized coating can improve the acid and alkali corrosion resistance of the connecting plate and increase the service life of the connection.

[0030] In summary, the automotive brake connecting plate structure of this embodiment allows for initial docking of the two connecting plates simply by inserting the mounting pin plate 120 at the end of the secondary connecting plate 110 into the slot 130 at the end of the main connecting plate 100. Then, the positioning pin 210 is inserted through the mounting pin plate 120 and the slot 130, and locked with the nut 220, thus achieving a secure connection between the main and secondary connecting plates. Since the connection ends of the main connecting plate 100 and the secondary connecting plate 110 are linearly fitted, they possess a stable constraint force, avoiding problems such as arching and loosening of connecting parts that are prone to occur in existing connecting plate structures during use, ensuring the reliability and stability of the brake connecting plate. For disassembly, the fasteners are first removed from the mounting holes 160 of the secondary connecting plate 110, and then the nut 220 is loosened and the pin 210 is pulled out to remove the secondary connecting plate 110. Installation is performed in the same manner, making the operation simple.

[0031] Although the present invention has been described above with reference to embodiments, various modifications can be made and components can be replaced with equivalents without departing from the scope of the present invention. In particular, as long as there is no structural conflict, the features in the embodiments disclosed in this invention can be combined with each other in any way. The lack of an exhaustive description of these combinations in this specification is merely for the sake of brevity and resource conservation. Therefore, the present invention is not limited to the specific embodiments disclosed herein, but includes all technical solutions falling within the scope of the claims.

Claims

1. A structure for an automotive brake connecting plate, characterized in that, The system includes a main connecting plate (100) and a secondary connecting plate (110) that cooperates with the main connecting plate (100). The main connecting plate (100) has slots (130) on both sides of its inner end, and the secondary connecting plate (110) has assembly pins (120) on both sides of its inner end that are laterally inserted into and matched with the slots (130). A reinforcing connecting assembly (200) is also provided between the slots (130) and the assembly pins (120). The main connecting plate (100) and the secondary connecting plate (110) also have distributed heat dissipation holes on the opposite side of their respective sections. The connection ends of the main connecting plate (100) and the secondary connecting plate (110) are connected by a straight-line interlocking connection. The distributed heat dissipation channel (150) includes a horizontal heat dissipation channel (1501) that is horizontally distributed inside the main connecting plate (100) and the secondary connecting plate (110) and passes through both sides of the main connecting plate (100) and the secondary connecting plate (110), and a number of vertical heat dissipation channels (1502) that are opened at the bottom of the main connecting plate (100) and the secondary connecting plate (110) and communicate with the horizontal heat dissipation channel (1501).

2. The automotive brake connecting plate structure according to claim 1, characterized in that: The total width of the two mounting pin plates (120) at the end of the secondary connecting plate (110) is half the width of the secondary connecting plate (110) and the main connecting plate (100), and the length of the mounting pin plate (120) is not less than one-quarter of the length of the secondary connecting plate (110) and the main connecting plate (100).

3. The automotive brake connecting plate structure according to claim 1, characterized in that: The end of the assembly pin plate (120) and the inner end of the slot (130) are both provided with positioning holes (140) of the same diameter. The reinforced connection assembly (200) includes a positioning pin (210) linearly passing through the end of the mounting pin plate (120) and the positioning hole (140) at the end of the slot (130), and a nut (220) threadedly connected to one end of the positioning pin (210).

4. The automotive brake connecting plate structure according to claim 1, characterized in that: The main connecting plate (100) and the secondary connecting plate (110) also have mounting holes (160) on both sides of their opposite ends.

5. The automotive brake connecting plate structure according to claim 1, characterized in that: The bottom of the main connecting plate (100) and the secondary connecting plate (110) has extended lugs (300) on both sides away from one end, and a plurality of reinforcing rod groups (310) are fixedly connected between adjacent extended lugs (300).

6. The automotive brake connecting plate structure according to claim 1, characterized in that: The upper surfaces of the main connecting plate (100) and the secondary connecting plate (110) also have a zinc coating.

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