CN210715673U

CN210715673U - Brake clearance automatic adjustment arm

Info

Publication number: CN210715673U
Application number: CN201921543128.7U
Authority: CN
Inventors: 张朝军; 屠国庆
Original assignee: Individual
Current assignee: Individual
Priority date: 2019-09-17
Filing date: 2019-09-17
Publication date: 2020-06-09
Anticipated expiration: 2029-09-17

Abstract

The utility model provides a brake clearance automatic adjustment arm, including the main arm that has the connection checking jar, the main arm rotates be connected with the stopper camshaft connected main ratchet and with main ratchet matched with main pawl, the vice ratchet of main ratchet fixedly connected with, vice ratchet rotates and is connected with the adjustment disk, the adjustment disk has the adjustment arm fixed with the axle and rotates and be connected with vice ratchet matched with vice pawl, and the stopping of main ratchet and vice ratchet revolves to the same and number of teeth of main ratchet is less than the number of teeth of vice ratchet. The device is simple in structure because the main structure only uses two groups of ratchet wheels, and compared with a worm and gear type brake gap automatic adjusting arm which is generally adopted at present, the device saves a complex compensation mechanism, and the ratchet wheel pawl is simple in manufacture and low in cost compared with a worm and gear.

Description

Brake clearance automatic adjustment arm

Technical Field

The utility model relates to an automobile brake device field, concretely relates to brake clearance automatic adjustment arm.

Background

During the use of the automobile, frequent braking can lead to continuous abrasion of the braking element, so that the clearance between the brake drum and the shoe plate is increased to different degrees, and the results of lengthened pedal stroke, reduced thrust of a brake chamber, delayed braking, reduced braking force and the like are caused. In order to ensure the running safety of the vehicle, the vehicle is provided with a brake clearance adjusting arm between a brake cylinder connecting fork and a brake camshaft at present. The brake clearance adjusting arm can keep the movement stroke of the brake cylinder and the clearance between the brake shoe (driven by the brake camshaft) and the brake drum in the brake in a substantially stable corresponding relationship, so that the same stroke of the brake pedal is kept to have a relatively stable braking effect. The brake clearance adjustment arm is therefore a very important component in the brake system.

The brake clearance adjusting arm is divided into a manual adjusting arm and an automatic adjusting arm. The existing automatic brake clearance adjusting arm basically adopts a worm and gear type structure, a main arm of the brake clearance adjusting arm drives a worm through a set of complex compensation mechanism, and then the worm pushes a worm gear to revolve, so that the brake clearance increase (namely the brake camshaft rotating amplitude increase) caused by brake abrasion is automatically compensated, and the same swing amplitude of the main arm can have the same effective brake clearance (namely the effective brake camshaft rotating amplitude). However, the worm and gear type brake clearance adjusting arm has a complex compensating mechanism inside, and the worm and gear is expensive to manufacture, so that the worm and gear type brake clearance adjusting arm is relatively low in working reliability, easy to damage and poor in economical efficiency.

SUMMERY OF THE UTILITY MODEL

The utility model aims to solve the technical problem that a brake clearance automatic adjustment arm that simple structure, cost are lower is provided.

In order to solve the technical problem, the technical scheme of the utility model is that: the utility model provides a brake clearance automatic adjustment arm, is including having the main arm of connecting the check cylinder, the main arm rotates and is connected with the main ratchet of being connected with the stopper camshaft and with main ratchet matched with main pawl, main ratchet fixedly connected with vice ratchet, vice ratchet rotates and is connected with the adjustment disk, the adjustment disk has the adjustment arm fixed with the axle and rotates and be connected with the vice pawl with vice ratchet matched with, and the stopping of main ratchet and vice ratchet revolves to the same and the number of teeth of main ratchet is less than the number of teeth of vice ratchet.

Further: the main pawl is a multi-tooth pawl.

Further: the width ratio of the main pawl to the auxiliary ratchet wheel is more than 2.

Further: the auxiliary pawl is an eccentric sector gear, and the auxiliary ratchet wheel is a gear meshed with the eccentric sector gear.

Further: the tooth shapes of the auxiliary pawl and the auxiliary ratchet wheel are triangular.

Further: the main arm is provided with a main arm inner cavity, the main pawl is rotatably connected with a main pawl rotating shaft, and two ends of the main pawl rotating shaft are connected to two main arm inner cavity side walls on the opposite sides of the main arm inner cavity.

Further: the side wall of the inner cavity of the main arm is provided with a through hole A, and the main ratchet wheel penetrates through the through hole A and is rotatably connected with the side wall of the inner cavity of the main arm through a shoulder and flanging structure.

Further: the adjusting disc is provided with a through hole B, and the auxiliary ratchet wheel penetrates through the through hole B and is rotatably connected with the adjusting disc through a shoulder and a flanging structure.

Further: the main arm is provided with more than 2 brake cylinder connecting holes along the length direction.

Further: the gear ratio of the auxiliary ratchet wheel to the main ratchet wheel is 3-4.

Through adopting the technical scheme, the technical effect of the utility model is that a brake clearance automatic adjustment arm is provided, the device is because the primary structure is only used two sets of ratchets, relative current universal adoption's worm gear formula brake clearance automatic adjustment arm, thereby it has saved complicated compensation mechanism, the structure is comparatively simple, and ratchet pawl makes simply, the cost is lower relative worm gear.

Drawings

Fig. 1 is a schematic structural diagram of the present invention;

FIG. 2 is a schematic cross-sectional view of the structure at A-A in FIG. 1;

FIG. 3 is a schematic cross-sectional view of the structure at B-B in FIG. 2;

the brake cylinder is characterized by comprising a brake cylinder connecting hole 1, a brake cylinder connecting hole 2, a main arm 2, an adjusting disc 3, an internal spline 4, an adjusting arm 5, an adjusting arm connecting hole 6, a double-layer ratchet wheel 7, an auxiliary pawl rotating shaft 8, a main pawl rotating shaft 9, a torsion spring 10, an auxiliary pawl 11, an auxiliary ratchet wheel 12, a main arm inner cavity 13, a main arm inner cavity side wall 14, a flanging 15, a main ratchet wheel 16, a main pawl 17 and a pressure spring 18.

Detailed Description

As shown in fig. 1 to fig. 3, the basic scheme of the present invention is: the brake cylinder connecting device comprises a main arm 2, wherein the main arm 2 can be connected with a brake cylinder through a brake cylinder connecting hole 1. The main arm 2 is rotatably connected with a main ratchet wheel 16 and a main pawl 17, the main pawl 17 is matched with the main ratchet wheel 16, and the main ratchet wheel 16 is provided with an internal spline 4 which can be connected with a brake camshaft. The main ratchet wheel 16 is fixedly connected with an auxiliary ratchet wheel 12 (in the embodiment in this market, the main ratchet wheel 16 and the auxiliary ratchet wheel 12 form an integrally formed double-layer ratchet wheel 7), the auxiliary ratchet wheel 12 is rotatably connected with an adjusting disc 3, the adjusting disc 3 is provided with an adjusting arm 5, and the adjusting arm 5 is fixedly connected with the axle through an adjusting arm connecting hole 6. Since the axle of the motor vehicle is connected to the brake housing, the actuating arm 5 does not rotate relative to the brake camshaft. The adjusting disk 3 is also rotatably connected with an auxiliary pawl 11, and the auxiliary pawl 11 is matched with an auxiliary ratchet wheel 12. In addition, the anti-back rotation directions of the main ratchet wheel 16 and the auxiliary ratchet wheel 12 are required to be the same, and the gear ratio of the auxiliary ratchet wheel 12 to the main ratchet wheel 16 is more than 1.

The working process of the device is as follows: as shown in fig. 3, when the device is installed, the main ratchet wheel 16 cannot jump during the brake cylinder push-out and can jump during the retraction by matching the anti-back rotation direction of the main ratchet wheel 16 with the extension direction of the brake cylinder. When a vehicle is braked, the main arm 2 is pushed by the brake cylinder and then rotates anticlockwise, the main arm 2 drives the main pawl 17 connected with the main arm to push the main ratchet wheel 16 to rotate, and therefore the brake camshaft connected with the main ratchet wheel 16 is driven to rotate, and braking is achieved; when the main ratchet wheel 16 rotates, the auxiliary ratchet wheel 12 rotates together, and because the adjusting plate 3 is fixed with the axle, the auxiliary pawl 11 connected to the adjusting plate 3 is relatively immobile, if the braking clearance is enough, the auxiliary pawl 11 does not jump teeth, and if the braking clearance is larger at the moment, the auxiliary pawl 11 jumps teeth. After braking is finished, the brake cylinder retracts to drive the main arm 2 to rotate clockwise, at the moment, the brake camshaft resets and rotates due to the inner spring of the brake to drive the main ratchet wheel 16 and the auxiliary ratchet wheel 12 to reset until the main pawl 17 or the auxiliary pawl 11 stops moving back corresponding ratchet wheels; and after the auxiliary pawl 11 jumps due to the overlarge braking gap, the auxiliary ratchet wheel 12 will stop moving to the left by one tooth, and because the gear ratio of the auxiliary ratchet wheel 12 and the main ratchet wheel 16 is larger than 1, when the jumping rotation amount of the auxiliary ratchet wheel 12 reaches a certain degree, the main ratchet wheel 16 will jump by one tooth. The reason why the gear ratio of the auxiliary ratchet wheel 12 to the main ratchet wheel 16 is larger than 1 is that the main ratchet wheel 16 is used as a main transmission part between the main arm 2 and the brake camshaft, teeth of the main ratchet wheel 16 are usually required to be made larger in order to ensure strength, and the number of teeth of the main ratchet wheel 16 is required to be less in order to avoid the device from occupying too large volume, so that the rotation angle of the main ratchet wheel 16 caused by single-tooth jumping is relatively large; if the braking clearance is compensated by only the main ratchet wheel 16, the difference between the clearance compensation and the clearance compensation is large, which is not beneficial to the stability of the braking operation; the number of teeth of the auxiliary ratchet wheel 12 which is more than that of the main ratchet wheel 16 is increased, so that the number of teeth of the auxiliary ratchet wheel 12 can be more, the single-tooth offset angle is smaller, the compensated gap can be thinned to be smaller, and the gap variation amount before and after compensation is relatively more stable. The main structure of the structure is only two groups of ratchet wheels, and compared with a worm and gear type brake gap automatic adjusting arm which is generally adopted at present, the structure is simpler because a complex compensation mechanism is omitted, and the ratchet wheel pawl is simple to manufacture and lower in cost compared with a worm and gear type brake gap automatic adjusting arm.

The above solution may further provide the main pawl 17 as a multi-tooth pawl, which is a pawl that engages with more than two teeth of the corresponding ratchet wheel, in this embodiment, there are 5 teeth that engage with each other between the main pawl 17 and the main ratchet wheel 16, such that the main pawl 17 can transmit larger torque without relatively increasing the size of the ratchet pawl compared to a single-tooth pawl, and is very suitable for serving as the main transmission component between the transmission brake cylinder and the brake camshaft.

It is further possible to set the width ratio of the primary pawl 17 to the secondary ratchet 12 to at least 4. Since the main pawl 17 is the main transmission part between the transmission brake cylinder and the brake camshaft; the auxiliary ratchet wheel 12 is mainly used for compensating the brake clearance and has small stress, so the stress condition of the two ratchet wheels is comprehensively considered, the total width of the device is reduced as much as possible, and the width ratio of the two ratchet wheels is more than 2.

The auxiliary pawl 11 can also be arranged as an eccentric sector gear, and the auxiliary ratchet 12 is a gear meshed with the eccentric sector gear. Because the auxiliary ratchet wheel 12 is mainly used for compensating the brake clearance, the stress is smaller, but the number of teeth is more, and the precision is higher; the ratchet pawl mechanism consisting of the eccentric sector gear and the corresponding meshing wheel can be processed by using a common gear processing technology, is simpler and more economical compared with the conventional ratchet pawl, and is more outstanding in economy particularly under the condition of increased tooth number; on the other hand, although the torque transmission is relatively inferior to that of a conventional ratchet pawl, it is sufficient to meet the operational requirements for compensating for brake backlash. In addition, as shown in fig. 2, because the secondary pawl 11 is subjected to a small force, the secondary pawl rotating shaft 8 connected with the secondary pawl 11 can be mounted on the adjusting plate 3 by adopting a cantilever structure, and the torsion spring 10 is used for providing resetting power for the secondary pawl 11, so that the related structure is compact.

In the preferred embodiment, the tooth profiles of the auxiliary pawl 11 and the auxiliary ratchet wheel 12 are set to be triangular, the triangular tooth not only meets the working requirement of force transmission, but also is simpler to process compared with the conventional involute gear, and the manufacturing cost of equipment can be reduced.

As shown in fig. 2, the main arm 2 of the preferred embodiment has a main arm inner cavity 13, the side wall of the main arm inner cavity 13 is a main arm inner cavity side wall 14, the main pawl 17 is rotatably connected with a main pawl rotating shaft 9, and two ends of the main pawl rotating shaft 9 are connected to two main arm inner cavity side walls 14 on opposite sides of the main arm inner cavity 13. Because the main pawl 17 is a main force transmission component, the connection mode between the main pawl 17 and the main arm 2 should also improve the connection strength as much as possible, so that the main pawl 17 is connected with the main arm 2 through the main pawl rotating shafts 9 supported at two ends, and the connection is more stable and is not easy to damage. In addition, as the main arm 2 is provided with the main arm inner cavity 13, relevant parts can be accommodated in the main arm inner cavity 13, so that the device has compact structure and small volume. In addition, in order to ensure the restoring force of the main pawl 17, as shown in fig. 2 and 3, a pressure spring 18 can be used for pressing the back surface of the main pawl 17, and the elastic structure is simple and convenient to mount and is also suitable for the rotation condition of the main pawl 17 with small amplitude.

In addition, the main arm inner cavity side wall 14 can further have a through hole a (the through hole a in the embodiment is located on the main arm inner cavity side wall 14 on the left side in fig. 2), and the main ratchet wheel 16 passes through the through hole a and is rotatably connected with the main arm inner cavity side wall 14 through a shoulder and flanging structure. The specific structure of the shoulder and the flanging is that a shoulder lifting structure is formed by a main ratchet wheel 16 of a double-layer ratchet wheel 7, the corresponding end of the double-layer ratchet wheel 7 is a thin-wall straight cylinder before assembly, during assembly, the thin-wall straight cylinder penetrates through a through hole A, then the outer end wall of the thin-wall straight cylinder is turned over by using a flaring and flanging machine to form a flanging 15 wrapping the peripheral end surface of the through hole A, and finally the shoulder and flanging structure at the through hole A is formed, so that the main ratchet wheel 16 can be rotatably connected with the side wall 14 of the inner cavity of the main arm. Furthermore, the adjusting disk 3 of the present embodiment has a through hole B (the through hole B is located on the adjusting disk 3 on the right side in fig. 2), and the auxiliary ratchet 12 passes through the through hole B and is rotatably connected with the adjusting disk 3 through a shoulder and flanging structure. The shoulder and flange configuration at the through hole B is similar to the shoulder and flange configuration at the through hole a described above. The shoulder and the flanging structure can simply and reliably realize the rotary connection, and compared with other structures for realizing the rotary connection, the shoulder and the flanging structure have smaller overall size, so that the device has compact structure, and is particularly suitable for the condition that the overall size of the automatic brake clearance adjusting arm needs to be reduced as much as possible because the inner space of a vehicle is smaller.

The utility model discloses a main arm 2 can be provided with 2 more than checking cylinder connecting holes 1 along its length direction. Specifically, in the embodiment, as shown in fig. 1, 3 brake cylinder connection holes 1 are provided, so that the arm length and the swing of the main arm 2 can be adjusted to adapt to brake cylinders of different vehicle types.

Claims

1. The utility model provides a brake clearance automatic adjustment arm which characterized in that: the brake device comprises a main arm (2) connected with a brake cylinder, the main arm (2) is rotatably connected with a main ratchet wheel (16) connected with a brake camshaft and a main pawl (17) matched with the main ratchet wheel (16), the main ratchet wheel (16) is fixedly connected with an auxiliary ratchet wheel (12), the auxiliary ratchet wheel (12) is rotatably connected with an adjusting disc (3), the adjusting disc (3) is provided with an adjusting arm (5) fixed with an axle and rotatably connected with an auxiliary pawl (11) matched with the auxiliary ratchet wheel (12), the stopping and rotating directions of the main ratchet wheel (16) and the auxiliary ratchet wheel (12) are the same, and the gear ratio of the auxiliary ratchet wheel (12) to the main ratchet wheel (16) is greater than 1.

2. The automatic brake clearance adjusting arm according to claim 1, wherein: the main pawl (17) is a multi-tooth pawl.

3. The automatic brake clearance adjusting arm according to claim 2, wherein: the width ratio of the main pawl (17) to the auxiliary ratchet wheel (12) is more than 2.

4. The automatic brake clearance adjusting arm according to claim 3, wherein: the auxiliary pawl (11) is an eccentric sector gear, and the auxiliary ratchet wheel (12) is a gear meshed with the eccentric sector gear.

5. The automatic brake clearance adjusting arm according to claim 4, wherein: the tooth shapes of the auxiliary pawl (11) and the auxiliary ratchet wheel (12) are triangular.

6. The automatic brake clearance adjusting arm according to claim 1, wherein: the main arm (2) is provided with a main arm inner cavity (13), the main pawl (17) is rotatably connected with a main pawl rotating shaft (9), and two ends of the main pawl rotating shaft (9) are connected to two main arm inner cavity side walls (14) on the opposite sides of the main arm inner cavity (13).

7. The automatic brake clearance adjusting arm according to claim 6, wherein: the main arm inner cavity side wall (14) is provided with a through hole A, and the main ratchet wheel (16) penetrates through the through hole A and is rotatably connected with the main arm inner cavity side wall (14) through a shoulder and flanging structure.

8. The automatic brake clearance adjusting arm according to claim 7, wherein: the adjusting disc (3) is provided with a through hole B, and the auxiliary ratchet wheel (12) penetrates through the through hole B and is rotatably connected with the adjusting disc (3) through a shoulder and a flanging structure.

9. The automatic brake clearance adjusting arm according to claim 1, wherein: the main arm (2) is provided with more than 2 brake cylinder connecting holes (1) along the length direction.