SU931539A1

SU931539A1 - Vehicle brake actuator

Info

Publication number: SU931539A1
Application number: SU762435178A
Authority: SU
Inventors: Виталий Иванович Ковалевский; Николай Антонович Козловский; Петр Иванович Мороз; Станислав Георгиевич Кокин; Иван Францевич Демидович; Михаил Степанович Высоцкий; Григорий Васильевич Мартыненко; Лев Меерович Пиковский; Ромуальд Александрович Боровский
Original assignee: Предприятие П/Я Р-6131
Priority date: 1976-12-28
Filing date: 1976-12-28
Publication date: 1982-05-30

Description

(54) ПРИВОД ТОРМОЗА ТРАНСПОРТНОГО СРЕДСТВА(54) VEHICLE BRAKE DRIVE

1one

Изобретение относитс к автомобилестроению , в, частности к приводам тормозов .This invention relates to the automotive industry, in particular to brake actuators.

Наиболее близким к предлагаемому по технической сущности вл етс привод тормоза транспортного средства, содержащий св занный с неподвижной деталью тормоза корпус, имеющий две взаимно перпендикул рные стенки, одна из которых прилегает к неподвижной детали тормоза и перпендикул рна осп раздвижных ползунов тормозного механизма, а друга своим продолжением переходит в стенку силового цилиндра с поршнем, шток которого подпружинен и посредством промежуточного рычага шарнирно св зан с клином, скошенные поверхности которого через ролики упираютс в скошенные поверхности упом нутых ползунов 1.The closest to the proposed technical essence is the drive of the vehicle brake, containing a housing associated with a stationary part of the brake, having two mutually perpendicular walls, one of which is adjacent to the stationary part of the brake and perpendicular to the smallpox of the sliding brake slide, and another the continuation passes into the wall of the power cylinder with a piston, the rod of which is spring-loaded and is hinged by means of an intermediate lever with a wedge, whose beveled surfaces through the roll The models abut against the beveled surfaces of the crawlers 1.

Недостаток известного привода заключаетс в его сложности.A disadvantage of the known drive is its complexity.

Цель изобретени - упрощение кон-, струкции привода.The purpose of the invention is to simplify the design of the drive.

Указанна цель достигаетс тем, что в шарщрных св з х прромежуточного рычага со штоком и клином установлены ролики, контактирующие соответственно с упом нутыми взаимно перпендикул рными стенками корпуса.This goal is achieved by the fact that, in hinge connections of the intermediate lever with the stem and wedge, there are rollers in contact, respectively, with the said mutually perpendicular walls of the housing.

При этом с целью повышени стабильности передачи тормозного усили привод снабжен предварительно сжатой пружиной, установленной между клином и его шарнирной св зью с роликом.At the same time, in order to increase the stability of the transmission of braking force, the drive is provided with a pre-compressed spring installed between the wedge and its articulation with the roller.

На чертеже изображен привод тормоза транспортного средства.The drawing shows the drive brakes of the vehicle.

Привод тормоза содержит силовой цилиндр 1 с расположенйыми в нём поршнем 2 с уплотнением, штоком 3, подпружиненным пружиной 4, шток 3 св зан с промежуточным рычагом 5 с роликом 6 и 7. В цилиндре 1 образована полость 8, в которую при торможении подаетс давление. Ролик 6 15 контактирует со стенкой 9 корпуса, а ролик 7 - со стенкой 10. Стенка 10 корпуса жестко крепитс с неподвижной части тормоза - корпусной детали 11. Ролик 7 и рычаг 5 св заны с толкателем 12, во внутреннюю 2Q полость которого входит хвостовик 13 клина 14.The brake drive contains a power cylinder 1 with piston 2 located in it with a seal, a rod 3, a spring-loaded spring 4, a rod 3 connected to an intermediate lever 5 with roller 6 and 7. In cylinder 1 a cavity 8 is formed into which pressure is applied during braking. The roller 6 15 is in contact with the wall 9 of the housing, and the roller 7 with the wall 10. The wall 10 of the housing is rigidly attached to the stationary part of the brake - housing part 11. The roller 7 and the lever 5 are connected to the pusher 12, the internal shaft 2 of which comes wedge 14.

Claims

The shank 13 is made with a groove 15, and the pusher 12 with a groove 16, in which the tongue 17 is placed, secured against falling out of burrtik 18. Between the end face of the pusher 12 and the wedge 14 is installed a spring 19, which is previously compressed. The wedge 14 is matched by the rollers 20 and 21 mounted in the casing 22. The roller 20 is associated with the slider 23, and the roller 21 - the slider 24. In the condition of the piston 2, the rod 3, the roller 6 and the lever 5 under the influence of the spring 4 are in the uppermost position, and the rollers 20 and 21, the wedge 14, the pusher 12 and the roller 7 under the influence of the force of the spring of the pressure pads (not shown) and the spring 4 are in the extreme right position. When pressure is applied to the cavity 8, the piston 2 and the rod 3 move downwards. At the same time, the roller 6 rolls along the wall 9. As a result of the forces acting, the roller 7 rolls along the wall 10, mixing the pusher 12, the spring 19 and the wedge 14 to the left. The wedge 14 rolls and moves, the rollers 20 and 21 along the beveled surfaces of the sliders 23 and 24, causing the latter (or only one of the two sliders) to move in the direction of the brake shoes, ensuring that they are pressed against the drum and the wheel is braked. In the braking process, the angle et, which determines the position of the lever 5, does not remain constant, but changes as the rod 3 moves. In the initial position, the angle d is chosen so that the force transfer ratio of this mechanism is less than one, therefore ( taking into account the dimensions of the piston 2 at the initial moment of deceleration, there is a lag in the growth of forces acting on the front brake pads compared with the growth of the braking forces on the rear brake. At a certain amount of movement of the rod 3 and the roller 6 and a certain angle oi. force transfer coefficient is one. With the subsequent movement of the rod 3 and roller 6, the power transfer ratio is greater than one, reaching its maximum value when fully braked, and therefore an intensive increase in the forces acting on the front brake pads is achieved. The spring 19 is installed with preliminary compression, therefore at the initial moment of braking additional deformation of the spring does not occur, the spring works as a rigid element. The spring 19 begins to deform in the process of braking only when the pressure in cavity 8 is close enough to the maximum. The magnitude of the spring deformation during full braking is determined by the magnitude of the groove 15. This is necessary, firstly, in order not to significantly increase the piston stroke V 2 with the rod 3, and hence the dimensions of the working cylinder, and secondly, due to The fact that at large angles ot, for example, sufficiently close to the angle of 90 °, the power reserve of the lever mechanism made of parts 5-7 is significantly reduced. The spring travel of the spring 19 and the energy stored in it allow anyway, regardless of deformation values of the brake drum and other details Leu brakes, firmly press the brake pads to the drum, providing stable braking. Claim 1. Drive of a vehicle brake comprising a housing associated with a stationary part of the brake, having two mutually perpendicular walls, one of which is adjacent to the stationary part of the brake and perpendicular to the axis of the sliding slide of the brake mechanism, and the other extends into the wall of the force a cylinder with a piston, the rod of which is spring-loaded and is connected through a wedge via an intermediate lever, the flattened surfaces of the said sliders, characterized in that, in order to simplify struction, bonds in the hinge arm of the intermediate x with rod and wedge the rollers in contact respectively with said mutually perpendicular walls of the housing.

2. The drive according to claim. 1, characterized in that. that, in order to increase the stability of the transfer of braking force, it is provided with a pre-compressed spring installed between the wedge and its articulation with the roller. Sources of information taken into account in the examination 1. UK patent number 1065297, cl. F 2 E, 1967.