WO2023226466A1 - 磨损补偿机构、盘式制动器和车辆 - Google Patents

磨损补偿机构、盘式制动器和车辆 Download PDF

Info

Publication number
WO2023226466A1
WO2023226466A1 PCT/CN2023/073987 CN2023073987W WO2023226466A1 WO 2023226466 A1 WO2023226466 A1 WO 2023226466A1 CN 2023073987 W CN2023073987 W CN 2023073987W WO 2023226466 A1 WO2023226466 A1 WO 2023226466A1
Authority
WO
WIPO (PCT)
Prior art keywords
ratchet
bridge
gain
caliper
hole
Prior art date
Application number
PCT/CN2023/073987
Other languages
English (en)
French (fr)
Inventor
何浴辉
宛勇健
宁予
Original Assignee
华为数字能源技术有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 华为数字能源技术有限公司 filed Critical 华为数字能源技术有限公司
Publication of WO2023226466A1 publication Critical patent/WO2023226466A1/zh

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D65/00—Parts or details
    • F16D65/38—Slack adjusters
    • F16D65/40—Slack adjusters mechanical
    • F16D65/52—Slack adjusters mechanical self-acting in one direction for adjusting excessive play

Definitions

  • the present application relates to the technical field of vehicle manufacturing, and in particular to a wear compensation mechanism, a disc brake and a vehicle.
  • the brake is required to decelerate and stop the vehicle. Its working principle is to use a certain pressure to press the friction material onto the rotating disk, and the friction force generated causes the rotating part to decelerate and stop. However, due to frequent contact and friction between the friction material and the rotating disc, the friction material will be worn, resulting in an increase in the initial braking gap between the friction material and the rotating disc. When the initial braking gap between the two increases, the idle travel during braking increases and the braking time increases, resulting in a longer braking response time and reduced sensitivity.
  • This application provides a wear compensation mechanism, a disc brake and a vehicle, which can compensate for the increase in initial braking clearance caused by the wear of friction materials and ensure the initial braking clearance. Within the appropriate range, avoid excessive braking response time and ensure braking sensitivity.
  • this application provides a wear compensation mechanism for use in a disc brake.
  • the wear compensation mechanism is used to be installed on one side of the friction disc in the disc brake.
  • the wear compensation mechanism includes a gain bridge, a ratchet mechanism, an adjustment mechanism, and a gain bridge.
  • Rod and friction plate, ratchet mechanism, adjustment rod and friction plate are all installed on the gain bridge.
  • One end of the adjustment rod is connected to the ratchet mechanism, the other end of the adjustment rod is in contact with the friction plate, and the side of the friction plate facing away from the adjustment rod is used for contact Friction disc; during the braking process, the gain bridge can drive the friction disc close to the friction disc and make the friction disc contact with the friction disc.
  • the ratchet mechanism can generate mechanical movement, and the adjusting rod is stationary relative to the gain bridge; after braking, the gain bridge
  • the friction plate can be driven away from the friction plate, so that the ratchet mechanism can generate a reverse mechanism movement to drive the adjusting rod to push the friction plate, so that the friction plate moves toward the friction plate.
  • the wear compensation mechanism of this solution can generate mechanism movement during the braking process to determine (or read) the brake gap compensation amount based on the displacement of the friction plate toward the friction disc, and after the braking is completed, the brake gap compensation amount is The mechanism moves and drives the adjusting rod to push the friction plate to move to reduce the braking gap between the friction plate and the friction disc, thereby achieving brake gap compensation.
  • the wear compensation mechanism does not perform brake gap compensation after each braking, but only when the read brake gap compensation amount exceeds a certain threshold, the brake gap will be compensated through reverse mechanism movement. compensate. If the read brake gap compensation amount is lower than the threshold, the reverse mechanism movement of the wear compensation mechanism will not drive the adjustment lever, so the friction plate will not move toward the friction disc.
  • the wear compensation mechanism includes a first elastic member;
  • the ratchet mechanism includes a base plate, a judgment ratchet wheel, and a pawl.
  • the judgment ratchet wheel and the pawl are both installed on the base plate, and the judgment ratchet wheel can relative to the base plate.
  • the base plate rotates, the pawl is rotationally connected to the base plate, and the detent is engaged with the judgment ratchet;
  • the base plate is rotatably installed on the gain bridge, and the first elastic member is installed between the gain bridge and the base plate; the judgment ratchet and Adjustment rod connection; during the braking process, the base plate can drive the pawl to rotate.
  • the ratchet is made to slide relative to the ratchet teeth of the judgment ratchet, and the first elastic member is elastically deformed.
  • the judgment ratchet and the adjustment rod are both stationary relative to the gain bridge; after the braking is completed, the base plate can react with the rebound force of the first elastic member.
  • the pawl is driven to rotate in the opposite direction, causing the pawl to slide backward relative to the ratchet teeth of the judgment ratchet, and the pawl pushes the judgment ratchet to rotate, so that the judgment ratchet drives the adjustment rod to move relative to the gain bridge, and then the adjustment rod pushes the friction plate .
  • the mechanism movement of the ratchet mechanism can be realized with a simple and reliable structure.
  • the first elastic member can provide elastic force after the braking force disappears to drive the ratchet mechanism to perform reverse mechanism movement.
  • the ratchet mechanism includes a second elastic member, the second elastic member is fixed between the base plate and the ratchet, and presses the ratchet to keep the ratchet in contact with the ratchet tooth.
  • the elastic force of the second elastic member can ensure that the ratchet always presses against the ratchet, ensuring reliable engagement between the ratchet and the ratchet.
  • the adjusting rod has an inner hole;
  • the judgment ratchet includes a connected ratchet and a transmission rod, the ratchet and the pawl engage, the transmission rod cooperates with the inner hole, and the cooperation makes the transmission rod and the adjustment rod in the inner hole It is relatively fixed in the circumferential direction and can move relatively in the axial direction of the inner hole; the pawl can push the ratchet wheel to rotate, so that the transmission rod drives the adjustment rod to move relative to the transmission rod in the axial direction of the inner hole, and drives the adjustment rod relative to the gain bridge. move.
  • This solution can realize the driving of the adjusting rod by the ratchet mechanism with a simple and reliable structure.
  • the ratchet mechanism includes a back cover, the back cover is installed on the base plate, the pawl and the ratchet wheel are both accommodated between the back cover and the base plate, and the transmission rod passes through the back cover.
  • the back cover is designed to encapsulate the key components of the ratchet mechanism, which not only protects them, but also makes the ratchet mechanism an integral module for easy assembly and shipment.
  • the length of the transmission rod is smaller than the length of the adjustment rod.
  • the base plate includes a connected bottom plate and a boss, the boss is deviated from the center of the bottom plate, and the boss is used to drive the bottom plate to rotate when it is stressed; the bottom plate is rotatably installed on the gain bridge, The first elastic member is installed between the gain bridge and the bottom plate, and the ratchet and the pawl are both installed on the bottom plate.
  • This design can realize the driving of the pawl and the judgment ratchet wheel by the base plate with a simple and reliable design, thereby realizing the movement of the ratchet mechanism.
  • the wear compensation mechanism includes a gain bridge raceway, a cover plate and a rolling body; the gain bridge raceway is fixed to the gain bridge; the cover plate is slidably installed on the gain bridge; the cover plate is provided with a rolling element Body limit hole and cover plate reading hole; the rolling element passes through the rolling element limit hole, one side of the rolling element is in contact with the gain bridge raceway, and the other side of the rolling element is used to contact the caliper raceway in the disc brake contact; the boss extends into the reading hole of the cover plate; during the braking process, when the friction plate is in contact with the friction disc, the friction disc can drive the gain bridge to move relative to the caliper raceway, so that the rolling elements are in the gain bridge raceway It rolls in the caliper raceway so that the rolling element pushes the cover plate to slide relative to the gain bridge, thereby causing the cover plate to push the boss and the bottom plate to rotate; after braking, the gain bridge can move in the opposite direction relative to the caliper raceway
  • the raceway of the gain bridge and the raceway of the caliper roll in opposite directions, so that the rolling elements push the cover plate to slide backward relative to the gain bridge, and then the bottom plate drives the pawl to rotate in the reverse direction under the rebound force of the first elastic member.
  • the base plate can be driven by the rolling of the rolling elements and the sliding of the cover plate, thereby realizing the mechanical movement of the ratchet mechanism; the braking gap can be determined by pushing the boss by the cover plate. Amount of compensation.
  • the design of this solution is simple and reliable, and has good mass production.
  • the reading hole of the cover plate has a centrally symmetrical structure, the reading hole includes a first hole and a second hole that are connected, and the first hole and the second hole are distributed in a staggered manner. Due to the centrally symmetrical design of the cover plate reading hole, even if the base plate is installed upside down relative to the cover plate, the cover plate will not be stuck with the boss during forward braking, thus preventing the mechanism from being forced and damaged during forward braking. , and can realize brake gap compensation during the reverse braking process.
  • the wear compensation mechanism includes a gain bridge raceway, a cover plate and a rolling body; the gain bridge raceway is fixed to the gain bridge; the cover plate is slidably installed on the gain bridge; the cover plate is provided with a rolling element Body limit hole and through hole; rolling element through Through the rolling element limit hole, one side of the rolling element is in contact with the gain bridge raceway, and the other side of the rolling element is used to contact the caliper in the disc brake; the boss passes through the through hole; during the braking process, in When the friction plate is in contact with the friction disc, the friction disc can drive the gain bridge and the base plate to move relative to the caliper in the disc brake, causing the rolling elements to roll in the gain bridge raceway, so that the rolling elements push the cover plate to slide relative to the gain bridge.
  • the gain bridge can move reversely relative to the caliper, causing the rolling elements to roll reversely in the raceway of the gain bridge, so that the rolling elements push the cover plate
  • the relative gain bridge slides in the opposite direction, and the base plate drives the pawl to rotate in the opposite direction under the action of the resilience of the first elastic member.
  • the gain bridge can move relative to the caliper through the rolling of the rolling elements.
  • the cover plate is designed to limit the rolling elements.
  • the blocking effect of the caliper on the boss can realize the movement of the base plate. Drive, thereby realizing the mechanism movement of the ratchet mechanism and determining the brake gap compensation amount.
  • the inner wall of the through hole never contacts the boss. Therefore, the cover plate will never obstruct the boss, allowing the ratchet mechanism to move reliably and smoothly.
  • the surface in contact between the gain bridge raceway and the rolling element is a V-shaped arc surface.
  • the V-shaped arc surface design can reliably limit the position of the rolling elements, and the pressure of the rolling elements on the gain bridge can drive the gain bridge to move in the reverse direction, thereby realizing brake gap compensation.
  • the adjustment rod is threadedly connected to the gain bridge.
  • the threaded connection method is simple, reliable and easy to mass produce.
  • any structure capable of converting rotational motion into linear motion can be used to design the connection between the adjustment rod and the gain bridge.
  • the application provides a disc brake, including a caliper, a friction disc, a third elastic member and two wear compensation mechanisms; both wear compensation mechanisms are accommodated in the caliper, and the two wear compensation mechanisms are respectively located on the friction disc. Opposite sides of the disc are connected by a third elastic member.
  • the caliper includes a caliper main body and a caliper raceway fixed to the caliper main body; two wear compensation mechanisms are accommodated in the caliper main body; and one rolling element is in corresponding contact with one caliper raceway.
  • the caliper raceway and the gain bridge raceway can be located on opposite sides of the rolling element. Under the joint action of the caliper raceway and the gain bridge raceway, the rolling element can roll and move relative to the gain bridge.
  • the disc brake includes two calipers, the two calipers are located on opposite sides of the friction disc, each caliper is provided with a caliper reading hole, and a wear compensation mechanism is accommodated in a corresponding In the caliper, a boss matches a caliper reading hole; during braking, each boss is blocked by the caliper reading hole so that the boss drives the base plate to rotate.
  • This solution can drive the ratchet mechanism through the caliper to generate mechanism movement, thereby realizing brake gap compensation. This solution roughly doubles the allowable error and improves product yield.
  • the caliper reading hole has a centrally symmetrical structure
  • the cover plate reading hole includes a first hole and a second hole that are connected, and the first hole and the second hole are distributed in a staggered manner. Due to the centrally symmetrical design of the caliper reading hole, even if the base plate is installed upside down relative to the caliper, the caliper will not be stuck with the boss during forward braking, thus preventing the mechanism from being forced and damaged during forward braking, and can Implement brake gap compensation during reverse braking.
  • the application provides a vehicle, including a wheel hub, a braking mechanism and a disc brake; the friction disc is fixedly connected to the wheel hub, and the braking mechanism is used to drive the gain bridge in the disc brake to approach the friction disc to achieve braking. .
  • This solution can realize braking gap compensation, ensure that the initial braking gap is within an appropriate range, avoid excessive braking response time, and ensure braking sensitivity.
  • Figure 1 is a schematic diagram of the assembly structure of the disc brake according to Embodiment 1;
  • Figure 2 is an exploded structural diagram of the disc brake in Figure 1;
  • Figure 3 is a schematic diagram of the assembly structure of the disc brake in Figure 1 with the caliper removed;
  • Figure 4 is a schematic structural diagram of the caliper of the disc brake in Figure 2;
  • Figure 5 is a schematic diagram of the assembly structure of the wear compensation mechanism of Embodiment 1 from one perspective;
  • Figure 6 is a schematic diagram of the assembly structure of the wear compensation mechanism of Embodiment 1 from another perspective;
  • Figure 7 is an exploded structural diagram of the wear compensation mechanism in Figure 5;
  • Figure 8 is a schematic structural diagram of the gain bridge of the wear compensation mechanism in Figure 7 from one viewing angle;
  • Figure 9 is a schematic structural diagram of the gain bridge of the wear compensation mechanism in Figure 7 from another perspective;
  • Figure 10 is a schematic structural diagram of the adjustment rod of the wear compensation mechanism in Figure 7;
  • Figure 11 is a schematic diagram of the assembly structure of the ratchet mechanism of the wear compensation mechanism in Figure 7;
  • Figure 12 is an exploded structural diagram of the ratchet mechanism in Figure 11;
  • Figure 13 is a schematic structural view of the base plate of the ratchet mechanism in Figure 12 from one perspective;
  • Figure 14 is a schematic structural view of the base plate of the ratchet mechanism in Figure 12 from another perspective;
  • Figure 15 is a schematic diagram of the assembly structure of the base plate, ratchet teeth, judgment ratchet wheel and elastic member of the ratchet mechanism in Figure 12;
  • Figure 16 is a schematic structural diagram of the cover plate of the wear compensation mechanism in Figure 7;
  • Figure 17 is a schematic side view of the cover plate in Figure 16;
  • Figure 18 is a schematic rear structural view of the wear compensation mechanism of Figure 5;
  • Figure 19 is a schematic structural diagram of the A-A cross-section of the wear compensation mechanism of Figure 18;
  • Figure 20 is a schematic diagram of the kinematic coordination relationship between the caliper raceway, rolling elements, and gain bridge raceway in Embodiment 1;
  • Figure 21 is a schematic diagram of the kinematic coordination structure of the cover plate, rolling elements and bosses in Embodiment 1;
  • Figure 22 is a top structural schematic diagram of the structure shown in Figure 15;
  • Figure 23 is a partial enlarged structural diagram of J in Figure 22;
  • Figure 24 is a schematic diagram of the mechanism movement of the structure shown in Figure 23 during the braking gap compensation process
  • Figure 25 is a schematic structural diagram of the structure shown in Figure 19 after brake gap compensation
  • Figure 26 is a schematic diagram of the movement coordination structure of the boss and the cover when the boss is installed upside down relative to the cover;
  • Figure 27 is a schematic exploded structural view of the disc brake in Embodiment 2.
  • Figure 28 is a schematic diagram of the assembly structure of the wear compensation mechanism of the disc brake in Figure 27;
  • Figure 29 is a schematic exploded view of the wear compensation mechanism in Figure 28;
  • Figure 30 is a partial enlarged structural diagram of L in Figure 27;
  • FIG. 31 is a schematic diagram showing the movement principle of the base plate in the second embodiment.
  • the embodiment of the present application provides a vehicle, which is not limited to fuel vehicles, electric vehicles (including gas-electric hybrid vehicles), gas vehicles, etc.
  • the vehicle has a chassis, which may include wheels, brakes, etc.
  • the brakes cooperate with the wheel hubs to brake the vehicle.
  • the brake can be a disc brake, for example.
  • the disc brake 100 may include a friction plate 30, a third elastic member 20, a caliper 40 and a wear compensation mechanism 10.
  • the friction disc 30 is used to be fixedly connected to the wheel hub and rotates together with the wheel hub.
  • the two wear compensation mechanisms 10 are respectively located on both sides of the friction plate 30 in the axial direction (or on opposite sides in the thickness direction), and are both connected to the friction plate 30 .
  • 30 has clearance. Driven by the braking force of the braking mechanism, both wear compensation mechanisms 10 can move toward the friction disc 30 and make frictional contact with the friction disc 30 to achieve vehicle braking; alternatively, both wear compensation mechanisms 10 can move away from the friction disc. 30 moves to cancel braking.
  • the two wear compensation mechanisms 10 can be connected through a third elastic member 20 , and the third elastic member 20 is used to provide an elastic restoring force, so that when the braking force of the braking mechanism disappears, the two wear compensation mechanisms 10 can return to non-braking. position (that is, a position that maintains a gap with the friction disc 30 and does not contact the friction disc 30 to cancel the braking state of the vehicle).
  • position that is, a position that maintains a gap with the friction disc 30 and does not contact the friction disc 30 to cancel the braking state of the vehicle.
  • the caliper 40 accommodates the wear compensation mechanism 10 and the third elastic member 20 . When the friction disc 30 rotates with the wheel hub, the caliper 40 can remain stationary.
  • the caliper 40 may include a caliper body 402 and a caliper raceway 401 .
  • the caliper body 402 can be in the shape of a cover, and has a receiving space 40b, and the receiving space 40b can be in the shape of a groove.
  • the accommodation space 40b is used to accommodate the wear compensation mechanism 10 and the third elastic member 20, as well as a portion of the friction plate 30.
  • the caliper body 402 may be provided with two through holes 40c.
  • the two through holes 40c are respectively located on both sides of the receiving space 40b and communicate with the receiving space 40b.
  • the inner wall of the receiving space 40b may be provided with four raceway mounting grooves 40a, and each raceway mounting groove 40a is connected with the receiving space 40b.
  • Two of the raceway mounting grooves 40a are located on both sides of one through hole 40c, and the other two raceway mounting grooves 40a are located on both sides of the other through hole 40c.
  • the openings of the raceway mounting grooves 40a located on the same side are in the same direction, and the openings of the raceway mounting grooves 40a located on both sides are facing each other.
  • the caliper raceway 401 may be generally block-shaped.
  • the caliper raceway 401 has a curved surface, which can be approximately a "V" shaped arc surface, and the curved surface of the caliper raceway 401 faces the receiving space 40b.
  • the number of caliper raceways 401 can be consistent with the number of raceway installation grooves 40a, and one caliper raceway 401 is correspondingly located in one raceway installation groove 40a.
  • the caliper raceway 401 and the caliper main body 402 may be installed separately.
  • the caliper raceway 401 can also be integrated with the caliper body 402 .
  • the number of the caliper raceway 401 and the raceway mounting groove 40a can be designed as needed and is not limited to the above.
  • the wear compensation mechanism 10 may include a gain bridge 4 , an adjustment rod 5 , a friction plate 6 , a ratchet mechanism 3 , a cover plate 2 and a rolling element 1 .
  • the gain bridge 4 may include a gain bridge body 42 and a gain bridge raceway 41 .
  • the gain bridge body 42 may be approximately a long and narrow cover-like structure, and the gain bridge body 42 may include a base 421 and a peripheral side wall 422 .
  • the peripheral side wall 422 is a wall that surrounds a circle.
  • the peripheral side wall 422 is located on one side of the base 421 and is fixedly connected to the base 421 .
  • the peripheral side wall 422 and the base 421 enclose an installation groove 422a, and the installation groove 422a is used to receive the friction plate 6.
  • the base 421 is approximately a block structure.
  • One side wall of the base 421 has a protrusion 421a, and the protrusion 421a is used to receive the braking force of the braking mechanism to move the gain bridge 4.
  • Both the upper wall and the lower wall of one end of the base 421 close to the protrusion 421a may have sliding grooves 421b, and the sliding grooves 421b extend along the length direction of the gain bridge body 42.
  • the side of the base 421 with the protrusion 421a is provided with an opening 421c, a clamping groove 421d and a raceway mounting groove 421e.
  • Each gain bridge 4 has at least one opening 421c, latching slot 421d and raceway mounting slot 421e, for example, there may be two.
  • Two openings 421c, two clamping grooves 421d, and two raceway mounting grooves 421e are respectively distributed on both sides of the protrusion 421a, and may be symmetrically distributed, for example.
  • the opening 421c penetrates the base 421 .
  • the opening 421c is a stepped hole, including a first hole 421f and a second hole 421g.
  • the opening of the first hole 421f is larger than the opening of the second hole 421g.
  • the second hole 421g is provided on the bottom surface of the first hole 421f.
  • the first hole 421f may be a light hole, and the second hole 421g has an internal thread structure.
  • the card slot 421d is approximately a "U" shaped slot.
  • the card slot 421d is located in the opening 421c close to the protrusion 421a. side, connected with the opening 421c.
  • the two latching grooves 421d are respectively located on both sides of the protrusion 421a, and the protruding directions of the arc-shaped structures of the two latching grooves 421d are directed toward the protrusion 421a.
  • the raceway mounting groove 421e is approximately a rectangular groove, and the two raceway mounting grooves 421e are respectively provided at both ends of the gain bridge.
  • the gain bridge raceway 41 may be generally block-shaped.
  • the gain bridge raceway 41 has a curved surface, which may be a V-shaped arc surface.
  • the number of gain bridge raceways 41 can be consistent with the number of raceway installation grooves 421e.
  • One gain bridge raceway 41 is correspondingly located in one raceway installation groove 421e.
  • the curved surface of the gain bridge raceway 41 faces the opening of the raceway installation groove 421e. .
  • the gain bridge raceway 41 and the gain bridge body 42 are installed separately.
  • the gain bridge raceway 41 can also be integrated with the gain bridge body 42 .
  • the gain bridge body 42 may also be called a gain bridge, and the gain bridge raceway 41 is considered not to belong to the gain bridge.
  • the outer surface of the adjustment rod 5 has threads for cooperating with the internal threads of the second hole 421g of the opening 421c to form thread transmission.
  • the adjustment rod 5 has an inner hole 5 a, which may be a blind hole, and its shape may be, for example, hexagonal.
  • the opening of the inner hole 5 a of the adjustment rod 5 faces the protrusion 421 a of the gain bridge 4 .
  • the inner hole 5a of the adjustment rod 5 is used to cooperate with the transmission rod (will be mentioned below), so that the adjustment rod 5 can rotate in the gain bridge 4, and a part of the adjustment rod 5 extends from the opening 421c and enters the installation inside groove 422a.
  • the friction plate 6 is located in the installation groove 422a and can move in the installation groove 422a.
  • the side of the friction plate 6 close to the adjusting rod 5 is in contact with the adjusting rod 5 .
  • the ratchet mechanism 3 may include a base plate 31, a judgment ratchet 34, a pawl 32, a second elastic member 33, a pawl 37, a second elastic member 36, a back cover 35, and a first Elastic member 38.
  • the base plate 31 may include a bottom plate 312 and a boss 311 .
  • the bottom plate 312 may be approximately circular plate-shaped, and the center of the circle of the bottom plate 312 is point O. Both sides of the bottom plate 312 have grooves 31a, and each groove 31a penetrates the bottom plate 312 along the axis direction (or thickness direction) of the bottom plate 312.
  • the boss 311 is protruding from one side of the bottom plate 312 .
  • the boss 311 may be cylindrical, and the boss 311 may be eccentrically arranged on the bottom plate 312 , that is, there is a certain distance between the boss 311 and the center point O of the bottom plate 312 .
  • the side of the bottom plate 312 away from the boss 311 has a first groove 31f.
  • the first groove 31f can be a roughly circular groove, and the first groove 31f is connected with the groove 31a.
  • the bottom surface of the first groove 31f is provided with a second groove 31g, a movable groove 31b, a limiting groove 31c, a movable groove 31e and a limiting groove 31d.
  • the movable groove 31b and the limiting groove 31c can be located on one side of the second groove 31g.
  • the movable groove 31e and the limiting groove 31d may be located on the other side of the second groove 31g.
  • the second groove 31g may be approximately a circular groove, and the second groove 31g, the first groove 31f and the bottom plate 312 are approximately concentrically arranged.
  • the movable groove 31b may have an arc-shaped groove wall for mounting the pawl 32 and allowing the pawl 32 to rotate therein.
  • the limiting groove 31c may have an arc-shaped groove wall for installing the second elastic member 33 .
  • the movable groove 31b, the limiting groove 31c and the second groove 31g are connected with each other, and both the movable groove 31b and the limiting groove 31c can be located outside the second groove 31g.
  • the movable groove 31e may have an arc-shaped groove wall for mounting the pawl 37 and allowing the pawl 37 to rotate therein.
  • the limiting groove 31d may have an arc-shaped groove wall for installing the second elastic member 36 .
  • the movable groove 31e, the limiting groove 31d and the second groove 31g are connected with each other, and both the movable groove 31e and the limiting groove 31c can be located outside the second groove 31g.
  • the shapes of the movable groove 31b, the limiting groove 31c, the movable groove 31e and the limiting groove 31d may be the same. In other embodiments, it can also be designed into different shapes as needed. In other embodiments, the number and position of the movable grooves 31b, the limiting grooves 31c, the movable grooves 31e and the limiting grooves 31d are designed as needed and are not limited to the above.
  • the judgment ratchet 34 may include a ratchet 341 and a transmission rod 342 .
  • the transmission rod 342 may be connected to one side of the ratchet 341 , and the transmission rod 342 may extend along the axial direction of the ratchet 341 .
  • the ratchet 341 and the transmission rod 342 may be integrated.
  • the ratchet wheel 341 is rotatably disposed in the second groove 31g, and the transmission rod 342 extends out of the second groove 31g.
  • the pawl 32 is provided in the movable groove 31b.
  • One end of the pawl 32 may have an arc-shaped structure for cooperating with the arc-shaped groove wall of the movable groove 31b, so that the pawl 32 can rotate in the movable groove 32b.
  • the other end of the pawl 32 has a one-way ratchet tooth, which is used to cooperate with the ratchet tooth of the ratchet wheel 341 to drive the judgment ratchet wheel 34 to move in one direction.
  • the second elastic member 33 is provided in the limiting groove 31c.
  • the second elastic member 33 can be approximately a "U"-shaped structure with a curved surface at one end and an opening at the other end.
  • the second elastic member 33 has elastic deformation capability.
  • the arc surface of the second elastic member 33 cooperates with the arc-shaped groove wall of the limiting groove 31c.
  • One side wall of the second elastic member 33 resists the side wall of the limiting groove 31c.
  • the other side wall of the second elastic member 33 It resists the ratchet 32 so that the one-way ratchet teeth of the ratchet 32 are inserted into the tooth grooves of the ratchet wheel 341 and cooperate with the ratchet wheel 341 .
  • the pawl 37 is located in the movable groove 31e; the second elastic member 36 is located in the limiting groove 31d.
  • the pawl 37 can cooperate with the second elastic member 33 and the ratchet 341 so that the second elastic member 33 resists the pawl 37 and inserts the one-way ratchet of the pawl 37 into the tooth groove of the ratchet 341 and engages with the ratchet 341 Cooperate.
  • the back cover 35 is approximately annular, and the back cover 35 cooperates with the first groove 31f of the base plate 31, thereby connecting the pawl 32 and the second elastic member 33 , the ratchet 341 , the second elastic member 36 and the ratchet 37 are enclosed in the base plate 31 , leaving only the transmission rod 342 passing through the through hole of the back cover 35 and being exposed to the back cover 35 .
  • the first elastic member 38 can be approximately a “U”-shaped plate structure with an arc-shaped structure at one end and an opening at the other end. As shown in FIG. 12 and FIG. 14 , the open end of the first elastic member 38 is inserted into the groove 31 a, and the two side plates of the first elastic member 38 respectively resist the two side walls of the groove 31 a.
  • the first elastic member 38 is part of the ratchet mechanism 3 . In other embodiments, the first elastic member 38 may be a separate component that does not belong to the ratchet mechanism 3 .
  • the ratchet mechanism 3 in the embodiment of the present application can be pre-assembled into modules for shipment, which facilitates transportation and assembly.
  • the two ratchet mechanisms 3 there may be two ratchet mechanisms 3 .
  • the two ratchet mechanisms 3 can be respectively disposed in the two openings 421c of the gain bridge 4.
  • the base plate 31 may be located in the first hole 421f.
  • the first elastic member 38 is installed into the slot 421d of the gain bridge 4.
  • the arc-shaped structure of the first elastic member 38 matches the arc-shaped structure of the slot 421d.
  • the first elastic member 38 provides the base plate 31 with elastic deformation through its own elastic deformation. Movement recovery.
  • the transmission rod 342 extends into the inner hole 5a of the adjustment rod 5 and cooperates with the inner hole 5a, so that the transmission rod 342 functions like an internal hex wrench.
  • the ratchet mechanism 3 and the adjustment rod 5 can achieve motion transmission by relying on the cooperation of the transmission rod 342 in a specific hexagonal shape and the inner hole 5a.
  • the transmission rod 342 of a specific shape can also be designed to match the inner hole 5a as needed.
  • the two can be any polygonal outer contour fit or other fit capable of transmitting rotation, which is not limited to the above-mentioned embodiments. plan.
  • the cover plate 2 includes a base plate 21 , a flange 22 and a flange 23 .
  • the cover plate 2 may also be called a reading plate.
  • the base plate 21 is approximately a plate-shaped structure, and the base plate 21 may be provided with a rolling element limiting hole 2a and a cover plate reading hole 2d.
  • the rolling element limiting hole 2a is approximately a rectangular groove.
  • the rolling element limiting hole 2a is used to cooperate with the rolling element 1, so that the rolling element 1 rotates in the rolling element limiting hole 2a.
  • the rolling element limiting hole 2a has flanges on both sides for guiding and fixing the rolling element 1 .
  • the cover reading hole 2d is approximately an "S"-shaped structure, and the cover reading hole 2d may include a first hole 2c and a second hole 2b.
  • the first hole 2c and the second hole 2b are both approximately rectangular, and are staggered and connected at the intersection.
  • the cover plate reading hole 2d composed of the first hole 2c and the second hole 2b can have a centrally symmetrical structure. Therefore, when matched with the gain bridge 4, a set of parts can be used for the cover plates 2 on the left and right sides, which can reduce the number of molds, thereby reducing the number of molds. cut costs.
  • the cover reading hole 2d is used to cooperate with the boss 311.
  • the flanges 22 of the cover plate 2 are installed on both sides of the base plate 1.
  • the bending direction can be perpendicular to the paper surface.
  • the flange 23 is provided on the edge of the base plate 21 close to the cover reading hole 2d, and its bending direction can be perpendicular to the paper surface and outward.
  • the flange 22 is used to make the cover plate 2 and the gain bridge 4 slidingly connected.
  • the flanges 22 on both sides of the cover plate 2 are inserted into the sliding grooves 421b on both sides of the gain bridge 4 and engaged with them, so that the cover plate 2 can slide with the gain bridge.
  • the flange 23 can smoothly cross the boss 311 without interfering with the boss 311.
  • the material of the cover plate 2 can be spring steel material, which has a certain elastic clamping force, so that the rolling element limiting hole 2a of the cover plate 2 can clamp the rolling element 1.
  • the worker can securely install the wear compensation mechanism 10 and the caliper 40 with one hand, thereby improving assembly efficiency.
  • the rolling element 1 has an approximately cylindrical structure.
  • the rolling element 1 is used to cooperate with the rolling element limiting hole 2a of the cover plate 2, and the rolling element 1 can drive the cover plate 2 to move.
  • the number of rolling elements 1 and the number of cover plates 2 are the same.
  • the number of rolling elements 1 and the number of cover plates 2 can be two.
  • the number of rolling elements 1 and cover plates 2 can be designed as needed, for example, it can be one or more, and is not limited to two.
  • two cover plates 2 and two rolling elements 1 can be installed at both ends of the gain bridge 4 respectively.
  • both flanges 23 of the two cover plates 2 can face the protrusion 421a.
  • the two wear compensation mechanisms 10 are located on opposite sides of the friction plate 30, and the friction plates 6 of the wear compensation mechanisms 10 all face the friction plate 30.
  • the receiving space 40b of the caliper 40 accommodates two wear compensation mechanisms 10, and the rolling elements 1 of the wear compensation mechanisms 10 both face the caliper 40.
  • the two sides of the rolling element 1 are respectively the caliper raceway 401 of the caliper 40 and the gain bridge raceway 41 of the gain bridge, both of which surround the rolling element 1 .
  • the working principle of the vehicle's disc brake 100 is: the braking mechanism is located outside the caliper 40, and the braking mechanism can pass through the two passages on both sides of the caliper 40.
  • the hole 40c is in contact with the two protrusions 421a of the two gain bridges 4, and applies braking force to the two protrusions 421a respectively.
  • the braking force can drive the two wear compensation mechanisms 10 to move close to the friction disc 30, and make the two Each friction plate 6 is in contact with the friction disc 30, and the friction force of the two friction plates 6 on the friction disc 30 reduces the speed of the wheel until the wheel stops moving, thereby achieving braking.
  • the wear compensation mechanism 10 of this embodiment can compensate for the excessive braking gap caused by the wear of the friction plate 6, so that the initial braking gap between the friction plate 6 and the friction disc 30 is basically within an appropriate range.
  • the wheel hub drives the friction disc 30 to rotate.
  • the friction disc 30 contacts the friction plate 6 .
  • the friction plate 6 will give the friction plate 6 components of force, so that the friction plate 6 drives the gain bridge 4 to move upward in the direction shown in Figure 19 (because the gain bridge 4 will also be in the system). It moves to the right under the action of power, so the gain bridge 4 will actually make a compound movement in the upper right direction).
  • FIG. 20 shows the position of the rolling element 1 before and after rolling, in which the lower half The half represents the position before rolling, and the upper half represents the position after rolling. Both the rolling element 1 and the gain bridge raceway 41 are displaced upward along the V direction. As shown in FIG. 20 , compared with the initial state, the rolling element 1 and the gain bridge raceway 41 are both displaced upward relative to the caliper raceway 401 , and the rolling element 1 moves downward relative to the gain bridge raceway 41 .
  • the upward displacement of the gain bridge raceway 41 is S 2
  • the rightward displacement of the gain bridge raceway 41 is S 1
  • the angle between the curved surface of the gain bridge raceway 41 that contacts the rolling element 1 and the side surface of the gain bridge raceway 41 is a U angle.
  • the rolling element 1 When the rolling element 1 moves downward relative to the gain bridge raceway 41, the rolling element 1 will drive the cover plate 2 to move downward relative to the gain bridge 4.
  • the boss 311 may be located on the left side of the second hole 2b in the initial state.
  • the cover 2 moves downward in the perspective of FIG. 19 , that is, when it moves to the right in the perspective of FIG. 21 , the edge of the second hole 2 b will catch the boss 311 , thereby driving the boss 311 to move to the right.
  • the boss 311 since the boss 311 is eccentrically arranged, when the boss 311 moves, it will drive the base plate 31 to rotate, thereby causing the two first elastic members 38 to be pressed and elastically deformed.
  • the boss 311 will drive the base plate 31 to rotate in the counterclockwise direction B.
  • the detents 32, 37, second elastic members 33 and 36 installed in the base plate 31 are all Following the rotation of the base plate 31, the ratchet 341 does not rotate (because when the vehicle is braking, one end of the adjusting rod 5 is in contact with the friction plate and the adjusting rod 5 cannot rotate, so the ratchet 341 threadedly connected to the adjusting rod 5 cannot will rotate).
  • FIG. 23 when the pawl 32 rotates, the one-way ratchet teeth of the pawl 32 can slide along the tooth backs of the ratchet teeth M of the ratchet wheel 341 .
  • the ratchet 32 rotates slightly counterclockwise in the D direction in the movable groove 31b, and the one-way ratchet of the ratchet 32 displaces in the direction close to the second elastic member 33, so that the second elastic member The component 33 undergoes elastic deformation under pressure.
  • the adjusting rod 5 in contact with the friction plate 6 will no longer be squeezed by the friction plate 30, and further the judgment ratchet 34 connected to the adjusting rod 5 can rotate.
  • the rolling element 1 will roll upward relative to the gain bridge raceway 41.
  • the rolling element 1 will roll to the left along the braking gap compensation direction to drive the cover plate 2 to move to the left, so that the cover plate 2 no longer pushes the boss 311 .
  • the first elastic member 38 provides resilient force to the base plate 31 .
  • the resilience of the first elastic member 38 can cause the base plate 31 to rotate in the clockwise direction F, and the pawl 32 also follows the base plate 31 to rotate in the clockwise direction F.
  • the one-way ratchet of the pawl 32 The teeth resist the rear tooth surface of the ratchet M (that is, the tooth surface of the ratchet M close to the ratchet N), thereby pushing the ratchet 341 to move in the clockwise C direction.
  • the wear compensation mechanism 10 of this embodiment only the case where the pawl 32 crosses one ratchet tooth to compensate for the braking gap is exemplified.
  • the wear of the friction plate 6 may not be sufficient to enable the pawl 32 to pass over one ratchet, or may enable the pawl 32 to pass multiple ratchets at one time for braking gap compensation, all of which are based on the wear of the friction plate 6 Determined by degree.
  • the size of the ratchet wheel 341 remains unchanged, the more teeth the ratchet wheel 341 has and the smaller the ratchet teeth are, the more times the brake gap compensation is performed, and the higher the accuracy of the brake gap compensation is.
  • the friction disc 30 will rub against the friction plate 6 to generate dust.
  • other components except the friction plate 6 are installed on the side of the friction plate 6 away from the friction plate 30 , and the ratchet mechanism 3 , the cover plate 2 and the rolling element 1 are basically located on the gain bridge 4
  • the side far away from the friction plate 30 that is, the three are further away from the friction plate 30
  • the length of the transmission rod 342 in this embodiment may be shorter than the length of the adjustment rod 5 .
  • the length of the transmission rod 342 may be approximately half the length of the adjustment rod 5 .
  • the advantage of this design is: since the displacement of the adjustment rod 5 relative to the transmission rod 342 is equal to the displacement of the adjustment rod 5 outwardly rotated toward the gain bridge 4, in the extreme case when the displacement of the adjustment rod 5 relative to the transmission rod 342 reaches the transmission rod 342 When the length of (refer to Figure 25, that is, when the transmission rod 342 and the adjustment rod 5 are about to separate, the brake gap compensation amount reaches the maximum at this time), the displacement of the adjustment rod 5 to rotate out to the gain bridge 4 is also equal to the transmission rod 342 length.
  • the outward rotation displacement of the adjusting rod 5 toward the gain bridge 4 is less than the length of the adjusting rod 5 , so a part of the adjusting rod 5 still cooperates with the gain bridge 4 , and the adjusting rod 5 will not fall off from the gain bridge 4 . Therefore, the above design can ensure reliable cooperation between the ratchet mechanism 3 and the adjustment lever 5 and prevent safety hazards such as brake failure caused by over-compensation.
  • the wear compensation mechanism 10 provided in this embodiment can achieve purely mechanical automatic compensation of the braking gap without using additional motors or other energy-consuming mechanisms. It does not require software control, can avoid unnecessary energy consumption, and is extremely reliable. . Moreover, the wear compensation mechanism 10 provided by this application has a simple structure and a short dimensional chain, which can improve the adjustment accuracy.
  • the cover plate reading hole 2d of the cover plate 2 of the wear compensation mechanism 10 of this embodiment has a centrally symmetrical structure.
  • the benefits of this design are:
  • the matching state of the cover plate reading hole 2d and the boss 311 shown in Figure 21 can correspond to the braking and braking gap compensation process when the vehicle is moving forward. If the base plate 31 is installed upside down during assembly, so that the matching state of the boss 311 and the cover reading hole 2d is as shown in Figure 26, then during the forward braking process, when the cover 2 moves to the right, the cover The plate 2 cannot push the boss 311 (the cover plate 2 is not clamped with the boss 311), so the ratchet mechanism 3 will not operate, resulting in the inability to realize the brake gap compensation after the forward braking is completed. However, the matching state shown in Figure 26 can realize the braking gap compensation during the vehicle's retreat process.
  • the specific principle is as follows:
  • Embodiment 2 provides a disc brake 200.
  • the disc brake 200 may include a friction disc 30 , a caliper 50 , a third elastic member 70 and a wear compensation mechanism 60 .
  • the function of the third elastic member 70 is basically the same as that of the third elastic member 20 in the first embodiment, and the third elastic member 70 can have certain adaptive deformation in structure.
  • the two wear compensation mechanisms 60 are located on both sides of the friction plate 30 .
  • the two third elastic members 70 are respectively connected to the two wear compensation mechanisms 60 .
  • the two calipers 50 are also located outside the two wear compensation mechanisms 60 respectively.
  • the two calipers 50 can be buckled together to form a receiving space, thereby receiving the two wear compensation mechanisms 60, the two third elastic members 70 and a portion of the friction plate 30.
  • the reading hole in the second embodiment is provided on the caliper 50 .
  • the inner wall of the caliper 50 is provided with a caliper reading hole 50a, and each caliper 50 can have two caliper reading holes 50a.
  • the caliper reading hole 50a has basically the same shape and function as the cover reading hole 2d of the first embodiment, and is used to push the boss of the ratchet mechanism to rotate the base plate (will be described below).
  • the wear compensation mechanism 60 may include a gain bridge 9 , a ratchet mechanism 8 , a cover plate 7 , an adjustment rod 5 , a friction plate 6 and a rolling element 1 .
  • the structure of the gain bridge 9 is basically the same as that of the gain bridge 4 in Embodiment 1. The difference is that the part where the gain bridge 4 receives the braking force of the braking mechanism is the protrusion 421a, and the gain bridge 9 does not have a Instead of a protrusion, a groove 9a is provided in place of the protrusion 421a, and the flat surface of the groove 9a is used to contact the components of the braking mechanism to receive the braking force.
  • the structure of the ratchet mechanism 8 is basically the same as that of the ratchet mechanism 3 of the first embodiment. The difference lies in that because the boss 81a of the ratchet mechanism 8 needs to cooperate with the caliper reading hole 50a inside the caliper 50, the ratchet mechanism 8 has the same structure as the ratchet mechanism 3 of the first embodiment. Compared with the boss 311 of the ratchet mechanism 3 of the first embodiment, the boss 81a of the mechanism 8 has a longer extension length so that it can extend into the caliper reading hole 50a inside the caliper and connect with the caliper reading hole 50a. The caliper reading hole 50a fits.
  • the structure of the cover plate 7 is basically the same as that of the cover plate 2 of the first embodiment.
  • the cover plate 7 is provided with a through hole 7a (for example, it can be a round hole), and the through hole 7a accommodates
  • the boss 81a enables the boss 81a to rotate within the through hole 7a without contacting the boundary of the through hole 7a, and the through hole 7a will not affect the movement of the boss 81a.
  • the cover reading hole 2d opened in the cover 2 not only accommodates the boss 311 of the first embodiment, but also pushes the boss 311 to move.
  • the structural design and assembly of the adjusting rod 5, the friction plate 6 and the rolling element 1 in the second embodiment are basically the same as the structural design and assembly of the adjusting rod 5, the friction plate 6 and the rolling element 1 in the first embodiment and will not be done here. Much redundancy.
  • the working principle of the disc brake 200 in the second embodiment is basically the same as the working principle of the disc brake 100 in the first embodiment. Both are that the braking mechanism pushes the wear compensation mechanisms 60 on both sides of the friction disc 30 to friction. The disc 30 is close, so that the two friction plates 6 are in contact with the friction disc 30, and the speed of the wheel is reduced by friction until the wheel stops moving, thereby achieving braking.
  • the braking gap between the friction disc 30 and the friction plate 6 of the disc brake 200 of the second embodiment will also gradually increase with use, resulting in an increase in the braking response time.
  • the disc brake 200 provided in the second embodiment can compensate for the braking gap and maintain braking sensitivity.
  • the working principle of the brake gap compensation of the wear compensation mechanism 60 of the second embodiment is as follows: with reference to Figures 27, 28, 29, 30 and 31, in Figure 27, the S direction and the Q direction are opposite directions, and All are perpendicular to the P direction. If the friction disc 30 rotates in the clockwise direction as shown in Figure 27, the friction disc 30 will exert a force in the P direction on the friction plate 6 in the gain bridge 9, causing the wear compensation mechanism 60 to move in the P direction as shown in Figure 27 , causing the gain bridge 9 to generate a relative displacement along the P direction relative to the caliper 50 .
  • the base plate 81 follows the gain bridge 9 to move in the P direction, but the boss 81a on the base plate 81 is limited by the caliper reading hole 50a.
  • the base plate connected to the boss 81a will slightly rotate in the clockwise W direction as shown in FIG. 31 .
  • the gain bridge 9 displaces in the P direction, it will drive the rolling element 1 to roll in the raceways on its left and right sides and displace in the P direction.
  • the rolling element 1 When the rolling element 1 is displaced, it will also drive the cover plate 7 connected to the rolling element 1. Also moves in the P direction.
  • Embodiment 2 has the same or similar effects as Embodiment 1, for example:
  • the cover plate 7 and the rolling element 1 are basically located on the gain bridge 9 away from the friction.
  • One side of the friction disc 30 that is, these three are further away from the friction disc 30), so contamination by foreign matter such as dust can be avoided.
  • the wear compensation mechanism 60 can also prevent safety hazards such as brake failure caused by over-compensation.
  • the wear compensation mechanism 600 provided in this embodiment can achieve purely mechanical automatic compensation of the braking gap without using additional motors or other energy-consuming mechanisms. It does not require software control, can avoid unnecessary energy consumption, and is extremely reliable. .
  • the wear compensation mechanism 600 provided by this application has a simple structure and a short dimensional chain, which can improve the adjustment accuracy.
  • the length of the transmission rod in the wear compensation mechanism 60 can be smaller than the length of the adjustment rod 5, which can ensure reliable cooperation between the ratchet mechanism 8 and the adjustment rod 5 and prevent safety hazards such as brake failure caused by over-compensation.
  • the caliper reading hole 50a in the caliper 50 has a centrally symmetrical structure. Even if the base plate 81 is installed upside down relative to the caliper 50, the caliper 50 will not be stuck with the boss 81a during forward braking, thus preventing forward braking. The mechanism was damaged by force, and the brake gap compensation was able to be realized during the reverse braking process. It can be analyzed that the displacement of the rolling element 1 relative to the caliper 50 is roughly half of the displacement of the gain bridge 9 relative to the caliper 50 . Therefore, the wear compensation mechanism 60 of the second embodiment roughly doubles the allowable error and the yield rate. Increase.
  • the caliper reading hole 50a in the second embodiment is opened inside the caliper 50, the caliper 50 can be made into a split caliper, which facilitates processing of the internal caliper reading hole 50a and reduces the process difficulty.

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Braking Arrangements (AREA)

Abstract

一种磨损补偿机构，包括增益桥（4）、棘轮机构（3）、调整杆（5）和摩擦片（6），棘轮机构（3）、调整杆（5）和摩擦片（6）均安装于增益桥（4），调整杆（5）的一端与棘轮机构（3）连接，调整杆（5）的另一端与摩擦片（6）接触，摩擦片（6）背向调整杆（5）的一侧用于接触摩擦盘（30）；在制动过程中，增益桥（4）能够带动摩擦片（6）靠近摩擦盘（30），并使摩擦片（6）与摩擦盘（30）接触，棘轮机构（3）能够产生机构运动，调整杆（5）相对增益桥（4）静止；在制动结束后，增益桥（4）能够带动摩擦片（6）远离摩擦盘（30），以使棘轮机构（3）能够产生反向机构运动以驱动调整杆（5）推动摩擦片（6），以使摩擦片（6）朝向摩擦盘（30）移动。磨损补偿机构能够实现制动间隙补偿，保证初始制动间隙处于合适的范围内，避免刹车响应时间过长，保证制动灵敏度。还提供了一种盘式制动器和一种车辆。

Description

磨损补偿机构、盘式制动器和车辆
本申请要求于2022年05月26日提交中国专利局、申请号为202210582280.6、申请名称为“磨损补偿机构、盘式制动器和车辆”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本申请涉及车辆制造技术领域，尤其涉及一种磨损补偿机构、盘式制动器和车辆。
背景技术
车辆的减速及停止需要使用制动器，其工作原理是用一定的压力将摩擦材料压紧到转动圆盘上，产生的摩擦力使转动部件减速及停止。然而，由于摩擦材料与转动圆盘频繁接触摩擦，会使得摩擦材料造成磨损，导致摩擦材料与转动圆盘的初始制动间隙增大。当二者的初始制动间隙增大时，刹车制动时的空行程增加，制动时间增长，使得刹车响应时间长，灵敏度降低。
发明内容
本申请提供了一种磨损补偿机构、盘式制动器和车辆，能够磨损补偿机构、盘式制动器和车辆，能够对由于摩擦材料的磨损导致的初始制动间隙增大进行补偿，保证初始制动间隙处于合适的范围内，避免刹车响应时间过长，保证制动灵敏度。
第一方面，本申请提供了一种用于盘式制动器中的磨损补偿机构，磨损补偿机构用于安装于盘式制动器中的摩擦盘的一侧；磨损补偿机构包括增益桥、棘轮机构、调整杆和摩擦片，棘轮机构、调整杆和摩擦片均安装于增益桥，调整杆的一端与棘轮机构连接，调整杆的另一端与摩擦片接触，摩擦片背向调整杆的一侧用于接触摩擦盘；在制动过程中，增益桥能够带动摩擦片靠近摩擦盘，并使摩擦片与摩擦片接触，棘轮机构能够产生机构运动，调整杆相对增益桥静止；在制动结束后，增益桥能够带动摩擦片远离摩擦盘，以使棘轮机构能够产生反向机构运动以驱动调整杆推动摩擦片，以使摩擦片朝向摩擦盘移动。
本方案的磨损补偿机构能够在制动过程中产生机构运动，以根据摩擦片朝向摩擦盘的位移量确定(或者称为读取)制动间隙补偿量，并在制动结束后通过反向的机构运动，驱动调整杆推动摩擦片位移，以减小摩擦片与摩擦盘的制动间隙，从而实现制动间隙补偿。其中，磨损补偿机构并非在每次制动结束后均会进行制动间隙补偿，而是仅在读取到的制动间隙补偿量超过一定阈值时，才会通过反向机构运动进行制动间隙补偿。若读取到的制动间隙补偿量低于该阈值，则磨损补偿机构的反向机构运动不会驱动调整杆动作，因此摩擦片不会朝向摩擦盘移动。
在第一方面的一种实现方式中，磨损补偿机构包括第一弹性件；棘轮机构包括基座盘、判断棘轮、棘爪，判断棘轮与棘爪均安装于基座盘，判断棘轮能够相对基座盘转动，棘爪与基座盘转动连接，且棘爪与判断棘轮啮合；基座盘可转动地安装于增益桥，第一弹性件安装于增益桥与基座盘之间；判断棘轮与调整杆连接；在制动过程中，基座盘能够带动棘爪转动， 使棘爪相对判断棘轮的棘齿滑动，并使第一弹性件产生弹性形变，判断棘轮及调整杆均相对增益桥静止；在制动结束后，基座盘能够在第一弹性件的回弹力作用下带动棘爪反向转动，使棘爪相对判断棘轮的棘齿反向滑动，并使棘爪推动判断棘轮转动，以使判断棘轮驱动调整杆相对增益桥移动，进而使调整杆推动摩擦片。
本方案中通过设计上述结构的棘轮机构，能够以简单、可靠的结构实现棘轮机构的机构运动。第一弹性件能够在制动力消失后提供弹力，以驱动棘轮机构做反向机构运动。
在第一方面的一种实现方式中，棘轮机构包括第二弹性件，第二弹性件固定于基座盘与棘爪之间，并抵压棘爪以使棘爪与棘齿保持接触。第二弹性件的弹力能够保证棘爪始终抵压棘齿，保证棘爪与棘齿的可靠啮合。
在第一方面的一种实现方式中，调整杆具有内孔；判断棘轮包括相连的棘轮与传动杆，棘轮与棘爪啮合，传动杆与内孔配合，配合使得传动杆与调整杆在内孔的周向上相对固定，在内孔的轴向上能够相对移动；棘爪能够推动棘轮转动，以使传动杆驱动调整杆在内孔的轴向上相对传动杆移动，并驱动调整杆相对增益桥移动。本方案能够以简单、可靠的结构实现棘轮机构对调整杆的驱动。
在第一方面的一种实现方式中，棘轮机构包括后盖，后盖安装于基座盘，棘爪与棘轮均收容于后盖与基座盘之间，传动杆穿过后盖。设计后盖能将棘轮机构的关键部件进行封装，既能对其进行防护，也能使棘轮机构成为一个整体模块，便于组装出货。
在第一方面的一种实现方式中，传动杆的长度小于调整杆的长度。该设计能确保棘轮机构与调整杆的可靠配合，能够防止过度补偿造成制动失效的安全隐患。
在第一方面的一种实现方式中，基座盘包括相连的底板与凸台，凸台偏离底板的中心，凸台用于在受力时带动底板转动；底板可转动地安装于增益桥，第一弹性件安装于增益桥与底板之间，判断棘轮与棘爪均安装于底板。该设计能够以简单、可靠的设计实现基座盘对棘爪、判断棘轮的驱动，进而实现棘轮机构的机构运动。
在第一方面的一种实现方式中，磨损补偿机构包括增益桥滚道、盖板和滚动体；增益桥滚道固定于增益桥；盖板可滑动地安装于增益桥；盖板设有滚动体限位孔与盖板读取孔；滚动体穿过滚动体限位孔，滚动体的一侧与增益桥滚道接触，滚动体的另一侧用于与盘式制动器中的卡钳滚道接触；凸台伸入盖板读取孔内；在制动过程中，在摩擦片与摩擦盘接触的情况下，摩擦盘能够带动增益桥相对卡钳滚道运动，使滚动体在增益桥滚道内与卡钳滚道内滚动，以使滚动体推动盖板相对增益桥滑动，进而使盖板推动凸台与底板转动；在制动结束后，增益桥能够相对卡钳滚道反向运动，使滚动体在增益桥滚道内与卡钳滚道内反向滚动，以使滚动体推动盖板相对增益桥反向滑动，进而使底板在第一弹性件的回弹力作用下带动棘爪反向转动。
本方案中，在制动过程中，通过滚动体的滚动与盖板的滑动能够实现对基座盘的驱动，从而实现棘轮机构的机构运动；通过盖板对凸台的推动能够确定制动间隙补偿量。本方案的设计简单可靠，量产性好。
在第一方面的一种实现方式中，盖板读取孔为中心对称结构，读取孔包括连通的第一孔与第二孔，第一孔的与第二孔错位分布。由于盖板读取孔的中心对称设计，即使基座盘相对盖板装反，在前进制动过程中盖板并不会与凸台卡持，因而能够避免前进制动中机构被强推损坏，而且能够在后退制动过程中实现制动间隙补偿。
在第一方面的一种实现方式中，磨损补偿机构包括增益桥滚道、盖板和滚动体；增益桥滚道固定于增益桥；盖板可滑动地安装于增益桥；盖板设有滚动体限位孔与通孔；滚动体穿 过滚动体限位孔，滚动体的一侧与增益桥滚道接触，滚动体的另一侧用于与盘式制动器中的卡钳接触；凸台穿过通孔；在制动过程中，在摩擦片与摩擦盘接触的情况下，摩擦盘能够带动增益桥及基座盘相对盘式制动器中的卡钳运动，使滚动体在增益桥滚道内滚动，以使滚动体推动盖板相对增益桥滑动，且使凸台被卡钳阻碍以使得凸台带动底板转动；在制动结束后，增益桥能够相对卡钳反向运动，使滚动体在增益桥滚道内反向滚动，以使滚动体推动盖板相对增益桥反向滑动，且使底板在第一弹性件的回弹力作用下带动棘爪反向转动。
本方案中，在制动过程中，通过滚动体的滚动能够实现增益桥相对卡钳的移动，设计盖板能够将滚动体进行限位，通过卡钳对凸台的阻碍作用能够实现对基座盘的驱动，从而实现棘轮机构的机构运动以及确定制动间隙补偿量。本方案的设计简单可靠，量产性好。
在第一方面的一种实现方式中，通孔的内壁与凸台始终不接触。因此，盖板将始终不会对凸台造成阻碍，能够使得棘轮机构可靠、顺畅地进行机构运动。
在第一方面的一种实现方式中，增益桥滚道与滚动体接触的表面为V形弧面。V形弧面设计能够可靠地对滚动体进行限位，而且使滚动体对增益桥的压力能够驱动增益桥做反向移动，进而实现制动间隙补偿。
在第一方面的一种实现方式中，调整杆与增益桥形成螺纹连接。螺纹连接的方式简单、可靠、容易量产。在其他实现方式中，任意能够将旋转运动转换为直线运动的结构均可用于调整杆与增益桥的连接设计。
第二方面，本申请提供了一种盘式制动器，包括卡钳、摩擦盘、第三弹性件以及两个磨损补偿机构；两个磨损补偿机构均收容于卡钳内，两个磨损补偿机构分别位于摩擦盘的相对两侧，并通过第三弹性件连接。本方案能够实现制动间隙补偿，保证初始制动间隙处于合适的范围内，避免刹车响应时间过长，保证制动灵敏度。
在第二方面的一种实现方式中，卡钳包括卡钳主体和固定于卡钳主体的卡钳滚道；两个磨损补偿机构均收容于卡钳主体内；一个滚动体与一个卡钳滚道对应接触。卡钳滚道与增益桥滚道可分别位于滚动体的相对两侧，在卡钳滚道与增益桥滚道的共同作用下，滚动体能够实现滚动以及相对增益桥的移动。
在第二方面的一种实现方式中，盘式制动器包括两个卡钳，两个卡钳分别位于摩擦盘的相对两侧，每个卡钳均设有卡钳读取孔，一个磨损补偿机构对应收容于一个卡钳内，一个凸台与一个卡钳读取孔对应配合；在制动过程中，每个凸台均被卡钳读取孔阻碍以使得凸台带动底板转动。本方案能够通过卡钳驱动棘轮机构产生机构运动，进而实现制动间隙补偿。本方案使得能够容许的误差大致增加一倍，提升产品良率。
在第二方面的一种实现方式中，卡钳读取孔为中心对称结构，盖板读取孔包括连通的第一孔与第二孔，第一孔的与第二孔错位分布。由于卡钳读取孔的中心对称设计，即使基座盘相对卡钳装反，在前进制动过程中卡钳并不会与凸台卡持，因而能够避免前进制动中机构被强推损坏，而且能够在后退制动过程中实现制动间隙补偿。
第三方面，本申请提供了一种车辆，包括轮毂、制动机构与盘式制动器；摩擦盘与轮毂固定连接，制动机构用于驱动盘式制动器中的增益桥靠近摩擦盘以实现制动。本方案能够实现制动间隙补偿，保证初始制动间隙处于合适的范围内，避免刹车响应时间过长，保证制动灵敏度。
附图说明
图1是实施例一的盘式制动器的组装结构示意图；
图2是图1中的盘式制动器的分解结构示意图；
图3是图1中的盘式制动器中去除卡钳后的组装结构示意图；
图4是图2中的盘式制动器的卡钳的结构示意图；
图5是实施例一的磨损补偿机构在一个视角下的组装结构示意图；
图6是实施例一的磨损补偿机构在另一个视角下的组装结构示意图；
图7是图5中的磨损补偿机构的分解结构示意图；
图8是图7中的磨损补偿机构的增益桥在一个视角下的结构示意图；
图9是图7中的磨损补偿机构的增益桥在另一个视角下的结构示意图；
图10是图7中的磨损补偿机构的调整杆的结构示意图；
图11是图7中的磨损补偿机构的棘轮机构的组装结构示意图；
图12是图11中的棘轮机构的分解结构示意图；
图13是图12中的棘轮机构的基座盘在一个视角下的结构示意图；
图14是图12中的棘轮机构的基座盘在另一个视角下的结构示意图；
图15是图12中的棘轮机构的基座盘、棘齿、判断棘轮、弹性件的组装结构示意图；
图16是图7中的磨损补偿机构的盖板的结构示意图；
图17是图16中的盖板的侧视结构示意图；
图18是图5的磨损补偿机构的后视结构示意图；
图19是图18的磨损补偿机构的A-A剖视结构示意图；
图20是实施例一中的卡钳滚道、滚动体、增益桥滚道的运动配合关系示意图；
图21是实施例一中的盖板、滚动体及凸台的运动配合结构示意图；
图22是图15所示结构的俯视结构示意图；
图23是图22中J处的局部放大结构示意图；
图24是图23所示结构在制动间隙补偿过程中的机构运动示意图；
图25是图19所示结构在进行制动间隙补偿后的结构示意图；
图26是在凸台相对盖板装反的情况下，凸台与盖板的运动配合结构示意图；
图27是实施例二的盘式制动器的分解结构示意图；
图28是图27中的盘式制动器的磨损补偿机构的组装结构示意图；
图29是图28中的磨损补偿机构的分解结构示意图；
图30是图27中L处的局部放大结构示意图；
图31是表示实施例二中的基座盘的运动原理的示意图。
具体实施方式
下面将结合本申请实施例的附图，对本申请实施例中的技术方案进行清楚、完整地描述。显然，所描述的实施例是本申请的一部分实施例，而不是全部实施例。基于本申请中的实施例，本领域普通技术人员在没有做出创造性劳动的前提下所获得的所有其他实施例，都应属于本申请保护的范围。
本申请实施例提供了一种车辆，该车辆不限于燃油车、电动车(含油电混合动力车)、燃气车等。该车辆具有底盘，底盘可以包括轮毂与制动器等。制动器与轮毂配合，以实现车辆的制动。该制动器例如可以是盘式制动器。
图1与图2示意出了实施例一的盘式制动器100。如图1和图2所示，盘式制动器100 可以包括摩擦盘30、第三弹性件20、卡钳40和磨损补偿机构10。
其中，摩擦盘30用于与轮毂固定连接，并随轮毂一起转动。如图2与图3所示，磨损补偿机构10可以有两个，两个磨损补偿机构10分别位于摩擦盘30的轴向两侧(或者厚度方向上的相对两侧)，并均与摩擦盘30具有间隙。在制动机构的制动力驱动下，两个磨损补偿机构10均可朝向摩擦盘30移动并与摩擦盘30摩擦接触，以实现车辆制动；或者，两个磨损补偿机构10均可远离摩擦盘30移动，以取消制动。两个磨损补偿机构10可以通过第三弹性件20连接，第三弹性件20用于提供弹性回复力，以便当制动机构的制动力消失后，两个磨损补偿机构10能够恢复到非制动位置(即与摩擦盘30保持间隙，不接触摩擦盘30，以取消车辆的制动状态的位置)。第三弹性件20例如可以有两个，两个第三弹性件20可以分别设于磨损补偿机构10的两端。卡钳40将磨损补偿机构10和第三弹性件20收容在内。当摩擦盘30随轮毂转动时，卡钳40可以保持不动。
如图4所示，卡钳40可以包括卡钳主体402和卡钳滚道401。
卡钳主体402例如可以呈罩状，其具有收容空间40b，收容空间40b可以呈槽状。收容空间40b用于收容磨损补偿机构10与第三弹性件20，以及收容摩擦盘30的一部分。卡钳主体402可以设有两个通孔40c，两个通孔40c分别位于收容空间40b的两侧，并与收容空间40b连通。收容空间40b的内壁可以设有四个滚道安装槽40a，每个滚道安装槽40a均与收容空间40b连通。其中两个滚道安装槽40a位于一个通孔40c的两侧，另外两个滚道安装槽40a位于另一个通孔40c的两侧。位于同侧的滚道安装槽40a的开口朝向一致，且分别位于两侧的滚道安装槽40a的开口相向。
卡钳滚道401可以大致为块状。卡钳滚道401具有曲面，该曲面可以近似为“V”型弧面，卡钳滚道401的曲面朝向收容空间40b。卡钳滚道401的数目可与滚道安装槽40a的数量一致，一个卡钳滚道401对应设于一个滚道安装槽40a内。在本申请实施例中，卡钳滚道401与卡钳主体402可以为分体式安装。在其他实施例中，卡钳滚道401也可以与卡钳主体402连为一体。在其他实施例中，卡钳滚道401与滚道安装槽40a的数量均可以根据需要设计，不限于上文所述。
如图5、图6和图7所示，磨损补偿机构10可以包括增益桥4、调整杆5、摩擦片6、棘轮机构3、盖板2和滚动体1。
如图8所示，增益桥4可以包括增益桥本体42和增益桥滚道41。如图8和图9所示，增益桥本体42可以近似为狭长的罩状结构，增益桥本体42可以包括基座421和周侧壁422。周侧壁422为环绕一圈的壁，周侧壁422位于基座421的一侧，与基座421固定连接。周侧壁422与基座421围成安装槽422a，安装槽422a用于收容摩擦片6。
如图8所示，基座421近似为块状结构。基座421的一侧壁具有凸起421a，凸起421a用于接收该制动机构的制动力以使增益桥4运动。基座421靠近凸起421a的一端的上壁和下壁均可以具有滑动槽421b，滑动槽421b沿增益桥本体42的长度方向延伸。基座421具有凸起421a的一侧设有开孔421c、卡槽421d和滚道安装槽421e。一个增益桥4上的开孔421c、卡槽421d和滚道安装槽421e均至少有一个，例如均可以有两个。两个开孔421c、两个卡槽421d、两个滚道安装槽421e分别在凸起421a的两侧分布，例如可以是对称分布。
如图8所示，开孔421c贯穿基座421。开孔421c为阶梯孔，包括第一孔421f和第二孔421g，第一孔421f的开口大于第二孔421g的开口，第二孔421g设于第一孔421f的底面。第一孔421f可以为光孔，第二孔421g具有内螺纹结构。
如图8所示，卡槽421d近似为“U”型槽。卡槽421d位于开孔421c靠近凸起421a的一 侧，与开孔421c连通。两个卡槽421d分别位于凸起421a的两侧，两个卡槽421d的弧形结构的凸出方向都为指向凸起421a的方向。
如图8所示，滚道安装槽421e近似为矩形槽，两个滚道安装槽421e分别设于增益桥的两端。
如图8所示，增益桥滚道41可以大致为块状。增益桥滚道41具有曲面，该曲面可以是V形的弧面。增益桥滚道41的数目可与滚道安装槽421e的数量一致，一个增益桥滚道41对应设于一个滚道安装槽421e内，增益桥滚道41的曲面朝向滚道安装槽421e的开口。在本申请实施例中，增益桥滚道41与增益桥本体42为分体式安装。在其他实施例中，增益桥滚道41也可以与增益桥本体42连为一体。以上实施例中，也可以将增益桥本体42称为增益桥，认为增益桥滚道41不属于增益桥。
如图7和图8所示，调整杆5的外表面具有螺纹，用于与开孔421c的第二孔421g的内螺纹配合，形成螺纹传动。如图10所示，调整杆5具有内孔5a，内孔5a可以是盲孔，其形状例如可以是六角型。结合图10与图8所示，调整杆5的内孔5a的开口朝向增益桥4的凸起421a。调整杆5的内孔5a用于与传动杆(下文将会提到)配合，使得调整杆5能够在增益桥4内发生转动后，调整杆5的一部分自开孔421c处伸出并进入安装槽422a内。
如图6、图7和图9所示，摩擦片6位于安装槽422a内，并可在安装槽422a内运动。摩擦片6靠近调整杆5的一侧与调整杆5接触。
如图11和图12所示，棘轮机构3可以包括基座盘31、判断棘轮34、棘爪32、第二弹性件33、棘爪37、第二弹性件36、后盖35、和第一弹性件38。
如图13和图14所示，基座盘31可以包括底板312和凸台311。底板312可以近似为圆板状，底板312的圆心为O点。底板312的两侧均具有凹槽31a，每个凹槽31a均沿底板312的轴线方向(或称厚度方向)贯穿底板312。凸台311凸设于底板312的一侧。凸台311可以是圆柱状，凸台311在底板312上可以是偏心设置，即凸台311与底板312的圆心O点具有一定间距。
如图13和图14所示，底板312背离凸台311的一侧具有第一槽31f，第一槽31f大致可以是圆形槽，第一槽31f与凹槽31a连通。第一槽31f的底面开设第二槽31g、活动槽31b、限位槽31c、活动槽31e和限位槽31d，活动槽31b与限位槽31c可以位于第二槽31g的一侧，活动槽31e和限位槽31d可以位于第二槽31g的另一侧。其中，第二槽31g大致可以是圆形槽，第二槽31g和第一槽31f以及底板312近似为同心设置。活动槽31b可以具有弧形槽壁，用于安装棘爪32并供棘爪32在其内转动。限位槽31c可以具有弧形槽壁，用于安装第二弹性件33。活动槽31b、限位槽31c和第二槽31g三者相互连通，活动槽31b与限位槽31c均可以位于第二槽31g的外侧。类似的，活动槽31e可以具有弧形槽壁，用于安装棘爪37并供棘爪37在其内转动。限位槽31d可以具有弧形槽壁，用于安装第二弹性件36。活动槽31e、限位槽31d和第二槽31g三者相互连通，活动槽31e与限位槽31c均可以位于第二槽31g的外侧。在本申请实施例中，活动槽31b、限位槽31c、活动槽31e和限位槽31d的形状可以相同。在其他实施方式中，也可以根据需要设计成不同的形状。在其他实施方式中，活动槽31b、限位槽31c、活动槽31e和限位槽31d的数量及位置根据需要设计，不限于上文所述。
如图15所示，判断棘轮34可以包括棘轮341和传动杆342，传动杆342可连接于棘轮341的一侧，传动杆342可沿棘轮341的轴向延伸。棘轮341和传动杆342例如可以连为一体。结合图15与图14所示，棘轮341可转动地设于第二槽31g内，传动杆342伸至第二槽31g外。
如图12、图14和图15所示，棘爪32设于活动槽31b内。棘爪32的一端可以具有弧形结构，用于与活动槽31b的弧形槽壁配合，使得棘爪32在活动槽32b内能够转动。棘爪32的另一端具有单向棘齿，用于与棘轮341的棘齿配合，以带动判断棘轮34做单向运动。
如图12、图14和图15所示，第二弹性件33设于限位槽31c内。第二弹性件33可以近似为一端具有弧面，另一端为开口的“U”型结构。第二弹性件33具有弹性形变能力。第二弹性件33的弧面与限位槽31c的弧形槽壁配合，第二弹性件33的一侧壁与限位槽31c的侧壁抵持，第二弹性件33的另一侧壁与棘爪32抵持，使得棘爪32的单向棘齿插入棘轮341的齿槽中，并与棘轮341配合。
如图12、图14和图15所示，与上述的棘爪32和第二弹性件36类似，棘爪37设于活动槽31e内；第二弹性件36设于限位槽31d内。棘爪37能与第二弹性件33和棘轮341配合，使得第二弹性件33与棘爪37抵持，并使棘爪37的单向棘齿插入棘轮341的齿槽中，并与棘轮341配合。
如图11、图12、图14和图15所示，后盖35近似为圆环状，后盖35与基座盘31的第一槽31f配合，从而将棘爪32、第二弹性件33、棘轮341、第二弹性件36和棘爪37封装在基座盘31内，仅留传动杆342穿过后盖35的通孔并外露于后盖35。
如图12所示，第一弹性件38可以近似为一端具有弧形结构，另一端为开口的“U”型板状结构。结合图12与图14所示，第一弹性件38的开口端装入凹槽31a，第一弹性件38的两侧板分别与凹槽31a的两侧壁抵持。本申请实施例中，第一弹性件38属于棘轮机构3的一部分。在其他实施例中，第一弹性件38可以是单独的部件，不属于棘轮机构3。
本申请实施例的棘轮机构3可以预先组装成为模块进行出货，便于运输和装配。
本实施例中，棘轮机构3可以有两个。如图7、图8、图10、图11、图12、图14和图15所示，两个棘轮机构3可分别设于增益桥4的两个开孔421c内。其中，基座盘31可以位于第一孔421f内。第一弹性件38装入增益桥4的卡槽421d，第一弹性件38的弧形结构和卡槽421d的弧形结构配合，第一弹性件38通过自身的弹性形变向基座盘31提供运动回复力。传动杆342伸入调整杆5的内孔5a内，并与内孔5a配合，使得传动杆342起到近似内六角扳手的作用。
在本实施例中，棘轮机构3与调整杆5可以依靠特定六角形状的传动杆342和内孔5a的配合实现运动传递。在其他实施例中，也可以根据需要设计特定形状的传动杆342和内孔5a配合，例如二者可以为任意多边形的外轮廓配合或其他能够传递转动的配合，不仅限于上述实施例例举的方案。
如图16和图17所示，盖板2包括基板21、翻边22和翻边23。实施例一中，盖板2也可以称为读取板。
如图5、图16和图17所示，基板21近似为板状结构，基板21可以设有滚动体限位孔2a和盖板读取孔2d。滚动体限位孔2a近似为矩形槽。滚动体限位孔2a用于与滚动体1配合，使滚动体1在滚动体限位孔2a内转动。滚动体限位孔2a的两侧具有翻边，用于导向并且固定滚动体1。盖板读取孔2d近似为“S”型结构，盖板读取孔2d可以包括第一孔2c和第二孔2b。第一孔2c和第二孔2b都近似为矩形，二者错开分布，并于交界处连通。第一孔2c和第二孔2b组成的盖板读取孔2d可以为中心对称结构，因此与增益桥4配合时，左右两侧的盖板2可以使用一套零件，能够减少模具数量，从而降低成本。盖板读取孔2d用于与凸台311配合。
如图2、图5、图8、图16和图17所示，盖板2的翻边22安装在基板1的两侧边缘， 其弯折方向可以垂直于纸面向里。翻边23设于基板21靠近盖板读取孔2d一侧的边缘，其弯折方向可以垂直于纸面向外。翻边22用于使得盖板2与增益桥4滑动连接。盖板2两侧的翻边22插入增益桥4两侧的滑动槽421b内并与其扣合，从而使得盖板2能与增益桥滑动配合。盖板2相对与增益桥4滑动时，翻边23能够顺利的越过凸台311，不会与凸台311发生干涉。盖板2的材料可以是弹簧钢材料，具有一定的弹性夹紧力，使得盖板2的滚动体限位孔2a能够夹持滚动体1。在安装时，工作人员可以单手将磨损补偿机构10与卡钳40固定安装，从而提升装配效率。
如图7所示，滚动体1近似为圆柱状结构。结合图16，滚动体1用于与盖板2的滚动体限位孔2a配合，滚动体1能够带动盖板2运动。本实施例中，滚动体1的数量和盖板2的数量一致，例如在一个磨损补偿机构10内，滚动体1和盖板2的数量均可以是两个。在其他申请实施例中，滚动体1和盖板2的数量可以根据需要设计，例如可以是1个或多个，不局限于2个。
如图5所示，两个盖板2及两个滚动体1，可以分别安装在增益桥4的两端。结合图5与图16所示，两个盖板2的两个翻边23均可以朝向凸起421a。
结合图1、图2和图3，两个磨损补偿机构10分别位于摩擦盘30的相对两侧，磨损补偿机构10的摩擦片6都朝向摩擦盘30。卡钳40的收容空间40b收容两个磨损补偿机构10，磨损补偿机构10的滚动体1都朝向卡钳40。结合图4和图20，滚动体1的两侧分别是卡钳40的卡钳滚道401和增益桥的增益桥滚道41，二者包围环绕滚动体1。
如图3、图4、图7和图8所示，车辆的盘式制动器100刹车的工作原理为：制动机构位于卡钳40的外部，制动机构可分别通过卡钳40两侧的两个通孔40c与两个增益桥4的两个凸起421a接触，并将制动力分别施加在两个凸起421a上，该制动力能够驱动两个磨损补偿机构10靠近摩擦盘30运动，并使两个摩擦片6均与摩擦盘30接触，通过两个摩擦片6对摩擦盘30的摩擦力使得车轮的速度降低直至车轮停止运动，从而实现刹车。
如图2所示，在两个磨损补偿机构10相互靠近时，二者间距减小，连接两个磨损补偿机构10的第三弹性件20受压产生弹性形变。该制动机构的制动力消失后，在第三弹性件20的回弹力以及滚动体1对增益桥滚道41施加的压力的共同作用下(下文将会说明)，以使两个磨损补偿机构10相背而行并回到初始位置。在该初始位置处，两个摩擦片6与摩擦盘30均具有一个较小但相对稳定的初始制动间隙。
然而，由于摩擦片6与摩擦盘30频繁接触摩擦，会使得摩擦片6造成磨损，导致摩擦片6与摩擦盘30的初始制动间隙增大。当二者的初始制动间隙增大时，刹车制动时的空行程增加，制动时间增长，使得刹车响应时间长，灵敏度降低。
针对上述问题，本实施例的磨损补偿机构10，能够补偿摩擦片6磨损造成的过大的制动间隙，使得摩擦片6与摩擦盘30的初始制动间隙基本处于合适的范围内。
如图2、图7、图8、图18、图19、图20所示，磨损补偿机构10的补偿制动间隙的工作原理为：
轮毂带动摩擦盘30转动，在车辆制动时，摩擦盘30与摩擦片6接触。如图1中的箭头所示的方向，摩擦盘30转动时会给予摩擦片6分力，使得摩擦片6带动增益桥4沿图19所示的方向向上位移(由于增益桥4还会在制动力的作用力下向右移动，因此增益桥4实际上会向右上方向做复合运动)。同时，由于滚动体1受到固定的卡钳滚道401和运动的增益桥滚道41的夹持，当滚动体1右侧的增益桥4和增益桥滚道41向上运动时，滚动体1在滚道卡钳滚道401和增益桥滚道41内滚动。图20表示滚动体1滚动前后的位置示意，其中下半部 分表示滚动前的位置，上半部分表示滚动后的位置，滚动体1与增益桥滚道41均沿V向向上位移。如图20所示，与初始状态相比，滚动体1和增益桥滚道41均相对卡钳滚道401向上位移，且滚动体1相对增益桥滚道41向下移动。
如图20所示，增益桥滚道41向上的位移量为S2，增益桥滚道41向右的位移量为S1增益桥滚道41。增益桥滚道41接触滚动体1的曲面与增益桥滚道41的侧面的夹角为U角。S1与S2以及U角的关系为：tanU＝S2/S1。
当滚动体1相对增益桥滚道41向下运动时，滚动体1会带动盖板2相对增益桥4向下运动。
如图21所示，凸台311在初始状态下可以位于第二孔2b的左侧。当盖板2在图19视角中向下运动时，即在图21视角中向右移动时，第二孔2b的边缘会卡住凸台311，从而带动凸台311向右运动。结合图12和图13所示，由于凸台311为偏心设置，因此凸台311运动时，会带动基座盘31发生转动，进而使得两个第一弹性件38都会受压发生弹性形变。
如图22所示，凸台311会带动基座盘31沿逆时针B方向发生转动，基座盘31内安装的棘爪32、棘爪37、第二弹性件33和第二弹性件36都跟随基座盘31发生转动，棘轮341不发生转动(由于车辆制动时，调整杆5的一端与摩擦盘抵接压紧，调整杆5无法转动，因此与调整杆5螺纹连接的棘轮341不会发生转动)。如图23所示，在棘爪32转动时，棘爪32的单向棘齿可以沿棘轮341的棘齿M的齿背滑动。在棘齿M的作用力下，棘爪32在活动槽31b内沿D向发生微小的逆时针转动，棘爪32的单向棘齿沿靠近第二弹性件33的方向位移，使得第二弹性件33受压发生弹性形变。
如图8、图19、图20和图21所示，当摩擦片6磨损较大时，摩擦片6与摩擦盘30的制动间隙会增大。制动时，增益桥4在图19所示的视角中的向右位移会增大，才能保证摩擦片6能够接触至摩擦盘30实现制动。由上文的分析可知，增益桥滚道41的向右的位移量S1(也即增益桥4的位移量S1)与向上的位移量S2(也即增益桥4的位移量S2)呈正比，因此当位移量S1增大时，位移量S2也会增大。因此增益桥4向右位移的距离增大时，增益桥4向上的位移也增大，使得滚动体1带动盖板2相对增益桥4向下运动的位移也会增大，进而使得凸台311的运动行程增加。结合图23，基座盘31的转动角度将会增大。由此，如图24所示，棘爪32可以跟随基座盘31的转动越过棘齿M，并在第二弹性件33的回弹力作用下，棘爪32沿顺时针E方向发生微小的转动，以使得棘爪32的单向棘齿卡入棘齿M和棘齿N之间的齿槽处。期间，第二弹性件33一直抵持棘爪32，使其始终贴合棘轮341。
当刹车制动完成后，制动力被撤销，如图2、图7和图19所示，与增益桥滚道41有相对位移的滚动体1会对增益桥滚道41施加作用力，作用力的方向为图19所示视角的右下方。同时，第三弹性件20会对增益桥4施加回弹力，该回弹力的方向为图19所示的左方向。因此，在第三弹性件20和滚动体1二者共同的作用下，增益桥4将会沿左下方运动回到初始位置，使得摩擦盘30与摩擦片6分离。由此，与摩擦片6接触的调整杆5将不再受到摩擦盘30的挤压，进而与调整杆5连接的判断棘轮34可以发生转动。如图19所示，在增益桥4向下运动以回到初始位置的过程中，滚动体1将相对增益桥滚道41向上滚动。参考图21所示，滚动体1将会向左沿制动间隙补偿方向滚动，以驱动盖板2向左移动，使得盖板2不再推动凸台311。参考图7和图12所示，第一弹性件38向基座盘31提供回弹力。如图24所示，第一弹性件38的回弹力能够使得基座盘31发生顺时针F方向转动，棘爪32也跟随基座盘31发生顺时针F方向转动，棘爪32的单向棘齿抵持棘齿M的后齿面(即棘齿M靠近棘齿N的齿面)，进而推动棘轮341沿顺时针C方向运动。
如图2、图7、图8、图15和图25所示，棘轮341沿图24所示的顺时针方向旋转时，传动杆342跟随棘轮341转动，由此传动杆342带动调整杆5在第二孔421g内发生转动。调整杆5沿靠近摩擦盘30的方向旋出。由于调整杆5的一端接触摩擦片6，因此调整杆5会推动摩擦片6沿靠近摩擦盘30的方向运动。由此，可以减小摩擦片6与摩擦盘30的制动间隙，使得该制动间隙在合适的范围内。本申请实施例能够通过纯机械运动有效的补偿摩擦片6的磨损，能够在下一次制动前，减少制动时的空行程，提升制动的响应速度。
在本实施例的磨损补偿机构10中，仅以棘爪32越过一个棘齿进行制动间隙补偿的情况进行举例说明。在其他实施例中，摩擦片6的磨损可能不足以使得棘爪32越过一个棘齿，或者能够使得棘爪32能够一次越过多个棘齿进行制动间隙补偿，这都依据摩擦片6的磨损程度决定。棘轮341大小不变的情况下，棘轮341的齿数越多，棘齿越小，制动间隙补偿的次数越多，进行制动间隙补偿的精度也就越高，这些都可以根据实际需要设计，不仅限于上述例举的实施方式。
日常的刹车制动中，摩擦盘30会与摩擦片6摩擦产生粉尘。本实施例的磨损补偿机构10中的除了摩擦片6以外的其他部件均安装在摩擦片6远离摩擦盘30的一侧，并且棘轮机构3、盖板2和滚动体1均基本位于增益桥4远离摩擦盘30的一侧(即这三者距离摩擦盘30更远)，能够减少粉尘等异物进入磨损补偿机构10的内部，影响其内部器件的运动精度，从而保证磨损补偿机构10的工作可靠性。
本实施例的传动杆342的长度可以小于调整杆5的长度，例如传动杆342的长度可大致为调整杆5的长度的一半。该设计的好处是：由于调整杆5相对传动杆342的位移等于调整杆5向增益桥4外旋出的位移，因此在极限情况下当调整杆5相对传动杆342的位移量达到传动杆342的长度时(参考图25所示，也即传动杆342与调整杆5即将脱离时，此时制动间隙补偿量达到最大)，调整杆5向增益桥4外旋出的位移也等于传动杆342的长度。由于存在上述设计，调整杆5向增益桥4外旋出的位移小于调整杆5的长度，因此调整杆5的一部分仍与增益桥4配合，调整杆5不会从增益桥4上脱落。所以，上述设计能确保棘轮机构3与调整杆5的可靠配合，能够防止过度补偿造成制动失效的安全隐患。
本实施例提供的磨损补偿机构10能够做到纯机械式的自动补偿制动间隙，无需使用额外的电机或其他的耗能机构，无需软件控制，能够避免不必要的能耗且可靠性极高。并且本申请提供的磨损补偿机构10结构简单，尺寸链短，能够提高调整精度。
本实施例的磨损补偿机构10的盖板2的盖板读取孔2d是中心对称结构，这种设计的好处是：
图21所示的盖板读取孔2d与凸台311的配合状态，可以对应车辆在前进时的制动与制动间隙补偿过程。若在装配时将基座盘31装反，使得凸台311与盖板读取孔2d的配合状态如图26所示，则在前进制动过程中，当盖板2向右移动时，盖板2无法推动凸台311(盖板2不与凸台311卡持)，因此棘轮机构3不会动作，进而导致前进制动结束后无法实现制动间隙补偿。但是，图26所示的配合状态可以实现车辆在后退过程中的制动间隙补偿，具体原理如下：
参考图19所示，当车辆在后退过程中进行制动时，摩擦盘30将会驱动增益桥4向下运动，因此滚动体1将相对增益桥滚道41向上滚动并驱动盖板2向上移动，也即在图26中盖板2将向左移动。因此，盖板2能够推动凸台311，使得棘轮机构3在图7所示的视角中沿顺时针方向转动，进而能够在后退制动结束后能够实现制动间隙补偿(棘轮机构3与调整杆5的运动原理与上文所述的前进制动间隙补偿的运动原理基本相同，在此不做过多的赘述)。
由此可见，由于盖板读取孔2d的中心对称设计，即使基座盘31相对盖板2装反，在前进制动过程中盖板2并不会与凸台311卡持，因而能够避免前进制动中机构被强推损坏，而且能够在后退制动过程中实现制动间隙补偿。
实施例二
如图27所示，实施例二提供了一种盘式制动器200。盘式制动器200可以包括摩擦盘30、卡钳50、第三弹性件70和磨损补偿机构60。其中，第三弹性件70的作用和实施例一的第三弹性件20作用基本相同，第三弹性件70可以在结构上有一定适应性变形。
如图27所示，卡钳50和磨损补偿机构60都可以有两个，两个磨损补偿机构60位于摩擦盘30的两侧，两个第三弹性件70分别与两个磨损补偿机构60连接。两个卡钳50也分别位于两个磨损补偿机构60的外侧，两个卡钳50能够扣合形成收容空间，从而将两个磨损补偿机构60、两个第三弹性件70和一部分摩擦盘30收容在内。
与实施例一不同的是，实施例二的读取孔设在卡钳50上。具体如图27和图30所示，卡钳50的内侧壁设有卡钳读取孔50a，每个卡钳50的卡钳读取孔50a都可以有两个。卡钳读取孔50a与实施例一的盖板读取孔2d的形状和作用基本相同，用于推动棘轮机构的凸台以使基座盘转动(下文将会说明)。
如图28和图29所示，磨损补偿机构60可以包括增益桥9、棘轮机构8、盖板7、调整杆5、摩擦片6和滚动体1。
如图29所示，增益桥9与实施例一的增益桥4的结构基本相同，其区别点在于，增益桥4接收制动机构制动力的部位是凸起421a，增益桥9并未设有凸起，而是设有凹槽9a取代凸起421a的位置，凹槽9a的平面用于与制动机构的部件接触以接收制动力。
如图29所示，棘轮机构8与实施例一的棘轮机构3的结构基本相同，其区别点在于，由于棘轮机构8的凸台81a需要与卡钳50内部的卡钳读取孔50a配合，因此棘轮机构8的凸台81a相较于实施例一的棘轮机构3的凸台311相比，实施例二的凸台81a延伸长度更长，以便能伸入卡钳内部的卡钳读取孔50a，并与卡钳读取孔50a配合。
如图28和图29所示，盖板7与实施例一的盖板2的结构基本相同，其区别点在于，盖板7设有通孔7a(例如可以为圆孔)，通孔7a收容凸台81a，使得凸台81a能够在通孔7a内转动且不与通孔7a的边界接触，通孔7a不会影响凸台81a的运动。而在实施例一中，盖板2开设的盖板读取孔2d不仅收容实施例一种的凸台311，还会推动凸台311运动。
实施例二的调整杆5、摩擦片6和滚动体1的结构设计及组装，均与实施例一调整杆5、摩擦片6和滚动体1的结构设计和组装基本相同，在此不做过多的赘述。
如图27所示，实施例二的盘式制动器200的工作原理与实施例一的盘式制动器100的工作原理基本相同，都为制动机构推动摩擦盘30两侧的磨损补偿机构60向摩擦盘30靠近，使得两个摩擦片6与摩擦盘30接触，依靠摩擦力降低车轮的速度直至车轮停止运动，实现刹车。
实施例二的盘式制动器200的摩擦盘30和摩擦片6的制动间隙也会随着使用逐渐增大，导致制动响应时间增长。实施例二提供的盘式制动器200能够补偿该制动间隙，保持刹车的灵敏度。
实施例二的磨损补偿机构60的补偿制动间隙的工作原理为：结合图27、图28、图29、图30和图31，在图27中，S向与Q向为相反的方向，且都与P向垂直。若摩擦盘30沿图27所示的顺时针方向转动，摩擦盘30会对增益桥9内的摩擦片6施加沿P向的作用力，使得磨损补偿机构60沿图27所示的P向移动，使增益桥9相对卡钳50产生沿P向的相对位移。基座盘81跟随增益桥9朝P向位移，但基座盘81上的凸台81a受到卡钳读取孔50a的限位 作用，因此与凸台81a连接的基座盘会沿图31所示的顺时针的W向发生微小的转动。在增益桥9朝着P向位移的时候，会带动滚动体1在其左右两侧的滚道内滚动并且朝向P向位移，滚动体1位移的同时还会带动与滚动体1连接的盖板7也朝向P向运动。
与实施例一的原理类似，在制动结束的过程中，当磨损补偿机构60逐渐回到初始位置，棘轮机构8将会回转以驱动调整杆5旋出，以使调整杆5将摩擦片6顶向摩擦盘30，从而缩小摩擦片6与摩擦盘30的制动间隙，进而补偿制动间隙。
实施例二具有与实施例一相同或相似的效果，例如：
实施例二的磨损补偿机构60中除了摩擦片6以外的其他部件都位于摩擦片6远离摩擦盘30的一侧，并且棘轮机构8、盖板7和滚动体1均基本位于增益桥9远离摩擦盘30的一侧(即这三者距离摩擦盘30更远)，因此能够避免粉尘等异物污染。
磨损补偿机构60还能防止过度补偿造成的制动失效的安全隐患。本实施例提供的磨损补偿机构600能够做到纯机械式的自动补偿制动间隙，无需使用额外的电机或其他的耗能机构，无需软件控制，能够避免不必要的能耗且可靠性极高。并且本申请提供的磨损补偿机构600结构简单，尺寸链短，能够提高调整精度。
磨损补偿机构60中的传动杆长度可以小于调整杆5的长度，这能够保证棘轮机构8与调整杆5的可靠配合，能够防止过度补偿造成制动失效的安全隐患。
卡钳50中的卡钳读取孔50a是中心对称结构，即使基座盘81相对卡钳50装反，在前进制动过程中卡钳50并不会与凸台81a卡持，因而能够避免前进制动中机构被强推损坏，而且能够在后退制动过程中实现制动间隙补偿。可以分析得出，滚动体1相对卡钳50的位移量大致是增益桥9相对卡钳50的位移量的一半，因此实施例二的磨损补偿机构60使得能够容许的误差大致增加了一倍，良率增加。
另外，由于实施例二中的卡钳读取孔50a开设在卡钳50的内侧，卡钳50可以做成分体式卡钳，这样便于加工内部的卡钳读取孔50a，降低工艺难度。
以上所述，仅为本申请的具体实施方式，但本申请的保护范围并不局限于此，任何熟悉本技术领域的技术人员在本申请揭露的技术范围内，可轻易想到变化或替换，都应涵盖在本申请的保护范围之内。因此，本申请的保护范围应以所述权利要求的保护范围为准。

Claims (18)

  1. 一种磨损补偿机构，用于盘式制动器中，其特征在于，
    所述磨损补偿机构用于安装于所述盘式制动器中的摩擦盘的一侧；
    所述磨损补偿机构包括增益桥、棘轮机构、调整杆和摩擦片，所述棘轮机构、所述调整杆和所述摩擦片均安装于所述增益桥，所述调整杆的一端与所述棘轮机构连接，所述调整杆的另一端与所述摩擦片接触，所述摩擦片背向所述调整杆的一侧用于接触所述摩擦盘；
    在制动过程中，所述增益桥能够带动所述摩擦片靠近所述摩擦盘，并使所述摩擦片与所述摩擦片接触，所述棘轮机构能够产生机构运动，所述调整杆相对所述增益桥静止；
    在制动结束后，所述增益桥能够带动所述摩擦片远离所述摩擦盘，以使所述棘轮机构能够产生反向机构运动以驱动所述调整杆推动所述摩擦片，以使所述摩擦片朝向所述摩擦盘移动。
  2. 根据权利要求1所述的磨损补偿机构，其特征在于，
    所述磨损补偿机构包括第一弹性件；
    所述棘轮机构包括基座盘、判断棘轮、棘爪，所述判断棘轮与所述棘爪均安装于所述基座盘，所述判断棘轮能够相对所述基座盘转动，所述棘爪与所述基座盘转动连接，且所述棘爪与所述判断棘轮啮合；
    所述基座盘可转动地安装于所述增益桥，所述第一弹性件安装于增益桥与所述基座盘之间；所述判断棘轮与所述调整杆连接；
    在制动过程中，所述基座盘能够带动所述棘爪转动，使所述棘爪相对所述判断棘轮的棘齿滑动，并使所述第一弹性件产生弹性形变，所述判断棘轮及所述调整杆均相对所述增益桥静止；
    在制动结束后，所述基座盘能够在所述第一弹性件的回弹力作用下带动所述棘爪反向转动，使所述棘爪相对所述判断棘轮的棘齿反向滑动，并使所述棘爪推动所述判断棘轮转动，以使所述判断棘轮驱动所述调整杆相对所述增益桥移动，进而使所述调整杆推动所述摩擦片。
  3. 根据权利要求2所述的磨损补偿机构，其特征在于，
    所述棘轮机构包括第二弹性件，所述第二弹性件固定于所述基座盘与所述棘爪之间，并抵压所述棘爪以使所述棘爪与所述棘齿保持接触。
  4. 根据权利要求2或3所述的磨损补偿机构，其特征在于，
    所述调整杆具有内孔；
    所述判断棘轮包括相连的棘轮与传动杆，所述棘轮与所述棘爪啮合，所述传动杆与所述内孔配合，所述配合使得所述传动杆与所述调整杆在所述内孔的周向上相对固定，在所述内孔的轴向上能够相对移动；
    所述棘爪能够推动所述棘轮转动，以使所述传动杆驱动所述调整杆在所述内孔的轴向上相对所述传动杆移动，并驱动所述调整杆相对所述增益桥移动。
  5. 根据权利要求4所述的磨损补偿机构，其特征在于，
    所述棘轮机构包括后盖，所述后盖安装于所述基座盘，所述棘爪与所述棘轮均收容于所述后盖与所述基座盘之间，所述传动杆穿过所述后盖。
  6. 根据权利要求4或5所述的磨损补偿机构，其特征在于，(限定出判断棘轮的基本结构)所述传动杆的长度小于所述调整杆的长度。
  7. 根据权利要求2-6任一项所述的磨损补偿机构，其特征在于，
    所述基座盘包括相连的底板与凸台，所述凸台偏离所述底板的中心，所述凸台用于在受 力时带动所述底板转动；
    所述底板可转动地安装于所述增益桥，所述第一弹性件安装于所述增益桥与所述底板之间，所述判断棘轮与所述棘爪均安装于所述底板。
  8. 根据权利要求7所述的磨损补偿机构，其特征在于，
    所述磨损补偿机构包括增益桥滚道、盖板和滚动体；所述增益桥滚道固定于所述增益桥；所述盖板可滑动地安装于所述增益桥；所述盖板设有滚动体限位孔与盖板读取孔；所述滚动体穿过所述滚动体限位孔，所述滚动体的一侧与所述增益桥滚道接触，所述滚动体的另一侧用于与所述盘式制动器中的卡钳滚道接触；
    所述凸台伸入所述盖板读取孔内；
    在制动过程中，在所述摩擦片与所述摩擦盘接触的情况下，所述摩擦盘能够带动所述增益桥相对所述卡钳滚道运动，使所述滚动体在所述增益桥滚道内与所述卡钳滚道内滚动，以使所述滚动体推动所述盖板相对所述增益桥滑动，进而使所述盖板推动所述凸台与所述底板转动；
    在制动结束后，所述增益桥能够相对所述卡钳滚道反向运动，使所述滚动体在所述增益桥滚道内与所述卡钳滚道内反向滚动，以使所述滚动体推动所述盖板相对所述增益桥反向滑动，进而使所述底板在所述第一弹性件的回弹力作用下带动所述棘爪反向转动。
  9. 根据权利要求8所述的磨损补偿机构，其特征在于，
    所述盖板读取孔为中心对称结构，所述盖板读取孔包括连通的第一孔与第二孔，所述第一孔的与所述第二孔错位分布。
  10. 根据权利要求7所述的磨损补偿机构，其特征在于，
    所述磨损补偿机构包括增益桥滚道、盖板和滚动体；所述增益桥滚道固定于所述增益桥；所述盖板可滑动地安装于所述增益桥；所述盖板设有滚动体限位孔与通孔；所述滚动体穿过所述滚动体限位孔，所述滚动体的一侧与所述增益桥滚道接触，所述滚动体的另一侧用于与所述盘式制动器中的卡钳接触；
    所述凸台穿过所述通孔；
    在制动过程中，在所述摩擦片与所述摩擦盘接触的情况下，所述摩擦盘能够带动所述增益桥及所述基座盘相对所述盘式制动器中的卡钳运动，使所述滚动体在所述增益桥滚道内滚动，以使所述滚动体推动所述盖板相对所述增益桥滑动，且使所述凸台被所述卡钳阻碍以使得所述凸台带动所述底板转动；
    在制动结束后，所述增益桥能够相对所述卡钳反向运动，使所述滚动体在所述增益桥滚道内反向滚动，以使所述滚动体推动所述盖板相对所述增益桥反向滑动，且使所述底板在所述第一弹性件的回弹力作用下带动所述棘爪反向转动。
  11. 根据权利要求10所述的磨损补偿机构，其特征在于，
    所述通孔的内壁与所述凸台始终不接触。
  12. 根据权利要求8-11任一项所述的磨损补偿机构，其特征在于，
    所述增益桥滚道与所述滚动体接触的表面为V形弧面。
  13. 根据权利要求1-12任一项所述的磨损补偿机构，其特征在于，
    所述调整杆与所述增益桥形成螺纹连接。
  14. 一种盘式制动器，其特征在于，
    包括卡钳、摩擦盘、第三弹性件以及两个权利要求1-13任一项所述的磨损补偿机构；两个所述磨损补偿机构均收容于所述卡钳内，两个所述磨损补偿机构分别位于所述摩擦盘的相 对两侧，并通过所述第三弹性件连接。
  15. 根据权利要求14所示的盘式制动器，其特征在于，
    所述卡钳包括卡钳主体和固定于所述卡钳主体的卡钳滚道；
    所述盘式制动器包括权利要求8-12任一项所述的磨损补偿机构，两个所述磨损补偿机构均收容于所述卡钳主体内；一个所述滚动体与一个所述卡钳滚道对应接触。
  16. 根据权利要求14或15所示的盘式制动器，其特征在于，
    所述盘式制动器包括权利要求10或11所述的磨损补偿机构以及两个所述卡钳，两个所述卡钳分别位于所述摩擦盘的相对两侧，每个所述卡钳均设有卡钳读取孔，一个所述磨损补偿机构对应收容于一个所述卡钳内，一个所述凸台与一个所述卡钳读取孔对应配合；
    在制动过程中，每个所述凸台均被所述卡钳读取孔阻碍以使得所述凸台带动所述底板转动。
  17. 根据权利要求16所示的盘式制动器，其特征在于，
    所述卡钳读取孔为中心对称结构，所述盖板读取孔包括连通的第一孔与第二孔，所述第一孔的与所述第二孔错位分布。
  18. 一种车辆，其特征在于，
    包括轮毂、制动机构与权利要求14-17任一项所述的盘式制动器；
    所述摩擦盘与所述轮毂固定连接，所述制动机构用于驱动所述盘式制动器中的所述增益桥靠近所述摩擦盘以实现制动。
PCT/CN2023/073987 2022-05-26 2023-01-31 磨损补偿机构、盘式制动器和车辆 WO2023226466A1 (zh)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CN202210582280.6A CN115126805B (zh) 2022-05-26 2022-05-26 磨损补偿机构、盘式制动器和车辆
CN202210582280.6 2022-05-26

Publications (1)

Publication Number Publication Date
WO2023226466A1 true WO2023226466A1 (zh) 2023-11-30

Family

ID=83376873

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/CN2023/073987 WO2023226466A1 (zh) 2022-05-26 2023-01-31 磨损补偿机构、盘式制动器和车辆

Country Status (2)

Country Link
CN (1) CN115126805B (zh)
WO (1) WO2023226466A1 (zh)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN115126805B (zh) * 2022-05-26 2024-06-18 华为电动技术有限公司 磨损补偿机构、盘式制动器和车辆

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5379867A (en) * 1992-05-08 1995-01-10 Deutsche Perrot-Bremse Gmbh Re-adjusting mechanism for a disc brake
JPH10318305A (ja) * 1997-05-14 1998-12-04 Akebono Brake Ind Co Ltd ディスクブレーキ装置のアジャスタ
CN202946595U (zh) * 2012-12-12 2013-05-22 潍坊金力机电有限公司 间隙自调机构及盘式制动器
CN114294358A (zh) * 2021-07-29 2022-04-08 华为数字能源技术有限公司 盘式制动器的间隙调整机构及盘式制动器
CN115126805A (zh) * 2022-05-26 2022-09-30 华为电动技术有限公司 磨损补偿机构、盘式制动器和车辆

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS5817889B2 (ja) * 1976-02-20 1983-04-09 トキコ株式会社 デイスクブレ−キ
JP3822953B2 (ja) * 1997-07-04 2006-09-20 曙ブレーキ工業株式会社 ディスクブレーキ装置のアジャスタ
DE10328244A1 (de) * 2003-06-24 2005-01-13 Robert Bosch Gmbh Scheibenbremse mit Selbstverstärkung
JP2011074946A (ja) * 2009-09-29 2011-04-14 Hitachi Automotive Systems Ltd ディスクブレーキ
EP2840279A4 (en) * 2012-04-20 2016-06-15 Toyota Motor Co Ltd FRICTION BRAKE DEVICE

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5379867A (en) * 1992-05-08 1995-01-10 Deutsche Perrot-Bremse Gmbh Re-adjusting mechanism for a disc brake
JPH10318305A (ja) * 1997-05-14 1998-12-04 Akebono Brake Ind Co Ltd ディスクブレーキ装置のアジャスタ
CN202946595U (zh) * 2012-12-12 2013-05-22 潍坊金力机电有限公司 间隙自调机构及盘式制动器
CN114294358A (zh) * 2021-07-29 2022-04-08 华为数字能源技术有限公司 盘式制动器的间隙调整机构及盘式制动器
CN115126805A (zh) * 2022-05-26 2022-09-30 华为电动技术有限公司 磨损补偿机构、盘式制动器和车辆

Also Published As

Publication number Publication date
CN115126805A (zh) 2022-09-30
CN115126805B (zh) 2024-06-18

Similar Documents

Publication Publication Date Title
WO2023226466A1 (zh) 磨损补偿机构、盘式制动器和车辆
US6845853B2 (en) Wheel brake device
US8177037B2 (en) Brake system
US6938737B2 (en) Method and an assembly for braking a selectively moveable assembly having a controllably varying amount of self energization
JP3303780B2 (ja) ディスクブレーキ
CN110486394B (zh) 一种自增力线控制动器
EP1136349B1 (en) Bicycle cable disc brake
EP1136350A2 (en) Bicycle cable disc brake
KR20090050122A (ko) 차량용 디스크 브레이크
WO2011004543A1 (ja) エレベータ巻上機の制動装置
CN106151328B (zh) 用于自动调整臂的调校单元
CN114382802B (zh) 一种线控制动器
KR20220118318A (ko) 차량용 마찰 브레이크 시스템
KR20080057631A (ko) 차량용 디스크 브레이크
CN114321219A (zh) 制动器、电子机械制动系统及车辆
EP0104102A1 (en) Adjuster assembly for a nonservo drum brake
GB2195406A (en) A brake device
KR100850449B1 (ko) 주차 브레이크 및 주차 브레이크의 제동 장치
JP4000949B2 (ja) クサビ作動式ブレーキ装置
CN114396439A (zh) 一种线控制动器
US4196795A (en) Automatic brake shoe clearance adjusting device
EP1925843B1 (en) Gap adjusting mechanism of a wet brake
JPS5877931A (ja) 自動調整装置付ドラムブレ−キ
JP2576498Y2 (ja) 直動テーブル装置
WO2014021646A1 (ko) 가이드핀을 갖는 차량용 디스크 브레이크

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 23810542

Country of ref document: EP

Kind code of ref document: A1