CN115126805A

CN115126805A - Wear compensation mechanism, disc brake and vehicle

Info

Publication number: CN115126805A
Application number: CN202210582280.6A
Authority: CN
Inventors: 何浴辉; 宛勇健; 宁予
Original assignee: Huawei Electric Technology Co ltd
Current assignee: Huawei Electric Technology Co ltd
Priority date: 2022-05-26
Filing date: 2022-05-26
Publication date: 2022-09-30
Anticipated expiration: 2042-05-26
Also published as: WO2023226466A1; CN115126805B

Abstract

The application provides a wear compensation mechanism which comprises a gain bridge, a ratchet mechanism, an adjusting rod and a friction plate, wherein the ratchet mechanism, the adjusting rod and the friction plate are all arranged on the gain bridge; in the braking process, the gain bridge can drive the friction plate to be close to the friction plate and enable the friction plate to be in contact with the friction plate, the ratchet mechanism can generate mechanism motion, and the adjusting rod is static relative to the gain bridge; after braking is finished, the gain bridge can drive the friction plate to be far away from the friction disc, so that the ratchet mechanism can generate reverse mechanism motion to drive the adjusting rod to push the friction plate, and the friction plate moves towards the friction disc. The application also provides a disc brake and a vehicle. The application can realize the brake clearance compensation.

Description

Wear compensation mechanism, disc brake and vehicle

Technical Field

The application relates to the technical field of vehicle manufacturing, in particular to a wear compensation mechanism, a disc brake and a vehicle.

Background

The brake is used for decelerating and stopping the vehicle, and the working principle of the brake is that a friction material is pressed onto a rotating disc by certain pressure, and the generated friction force decelerates and stops a rotating part. However, since the friction material is frequently in contact with the rotating disk to rub, the friction material may be worn, resulting in an increase in an initial braking gap between the friction material and the rotating disk. When the initial braking clearance of the brake and the brake is increased, the idle stroke during braking is increased, the braking time is prolonged, the braking response time is long, and the sensitivity is reduced.

Disclosure of Invention

The application provides a wearing and tearing compensation mechanism, disc brake and vehicle can wearing and tearing compensation mechanism, disc brake and vehicle, can compensate because the initial braking clearance increase that friction material's wearing and tearing lead to guarantees that the initial braking clearance is in suitable within range, avoids the brake response time overlength, guarantees brake sensitivity.

In a first aspect, the present application provides a wear compensation mechanism for use in a disc brake, the wear compensation mechanism being for mounting to one side of a friction disc in the disc brake; the wear compensation mechanism comprises a gain bridge, a ratchet mechanism, an adjusting rod and a friction plate, the ratchet mechanism, the adjusting rod and the friction plate are all arranged on the gain bridge, one end of the adjusting rod is connected with the ratchet mechanism, the other end of the adjusting rod is in contact with the friction plate, and one side of the friction plate, which is back to the adjusting rod, is used for contacting the friction plate; in the braking process, the gain bridge can drive the friction plate to be close to the friction plate and enable the friction plate to be in contact with the friction plate, the ratchet mechanism can generate mechanism motion, and the adjusting rod is static relative to the gain bridge; after braking is finished, the gain bridge can drive the friction plate to be far away from the friction disc, so that the ratchet mechanism can generate reverse mechanism motion to drive the adjusting rod to push the friction plate, and the friction plate moves towards the friction disc.

The wear compensation mechanism can generate mechanism movement in the braking process so as to determine (or read) the braking clearance compensation amount according to the displacement amount of the friction plate towards the friction plate, and drives the adjusting rod to push the friction plate to move through reverse mechanism movement after braking is finished so as to reduce the braking clearance between the friction plate and the friction plate, thereby realizing braking clearance compensation. The wear compensation mechanism does not perform brake clearance compensation after braking is finished every time, but performs brake clearance compensation through movement of the reversing mechanism only when the read brake clearance compensation amount exceeds a certain threshold value. If the read brake clearance compensation amount is lower than the threshold value, the reverse mechanism movement of the wear compensation mechanism does not drive the adjusting rod to move, and therefore the friction plate does not move towards the friction disc.

In one implementation of the first aspect, the wear compensation mechanism includes a first resilient member; the ratchet mechanism comprises a base plate, a judgment ratchet wheel and a pawl, wherein the judgment ratchet wheel and the pawl are both arranged on the base plate, the judgment ratchet wheel can rotate relative to the base plate, the pawl is rotationally connected with the base plate, and the pawl is meshed with the judgment ratchet wheel; the base plate is rotatably arranged on the gain bridge, and the first elastic piece is arranged between the gain bridge and the base plate; the judging ratchet is connected with the adjusting rod; in the braking process, the base plate can drive the pawl to rotate, so that the pawl slides relative to the ratchet of the judgment ratchet wheel, the first elastic piece generates elastic deformation, and the judgment ratchet wheel and the adjusting rod are both static relative to the gain bridge; after braking is finished, the base plate can drive the pawl to rotate reversely under the action of the resilience force of the first elastic piece, so that the pawl slides reversely relative to the ratchet of the judgment ratchet wheel, the pawl pushes the judgment ratchet wheel to rotate, the judgment ratchet wheel drives the adjusting rod to move relative to the gain bridge, and the adjusting rod pushes the friction plate.

Through the ratchet mechanism with the structure, the mechanism motion of the ratchet mechanism can be realized through a simple and reliable structure. The first elastic piece can provide elastic force after braking force disappears so as to drive the ratchet mechanism to move in a reverse mechanism.

In one implementation of the first aspect, the ratchet mechanism includes a second elastic member that is fixed between the base plate and the pawl and presses the pawl to keep the pawl in contact with the ratchet teeth. The elasticity of the second elastic piece can ensure that the pawl always presses against the ratchet and ensures the reliable meshing of the pawl and the ratchet.

In one implementation of the first aspect, the adjustment rod has an inner bore; the judging ratchet comprises a ratchet wheel and a transmission rod which are connected, the ratchet wheel is meshed with the pawl, and the transmission rod is matched with the inner hole, so that the transmission rod and the adjusting rod are relatively fixed in the circumferential direction of the inner hole and can relatively move in the axial direction of the inner hole in a matching manner; the pawl can push the ratchet wheel to rotate, so that the transmission rod drives the adjusting rod to move relative to the transmission rod in the axial direction of the inner hole and drives the adjusting rod to move relative to the gain bridge. The scheme can realize the driving of the ratchet mechanism to the adjusting rod by a simple and reliable structure.

In one implementation manner of the first aspect, the ratchet mechanism includes a rear cover, the rear cover is mounted on the base plate, the pawl and the ratchet are both accommodated between the rear cover and the base plate, and the transmission rod penetrates through the rear cover. The design back cover can encapsulate ratchet mechanism's key parts, can protect it, also enables ratchet mechanism and becomes an integral module, the equipment shipment of being convenient for.

In one implementation of the first aspect, the length of the transmission rod is less than the length of the adjustment rod. The design can ensure the reliable matching of the ratchet mechanism and the adjusting rod, and can prevent the potential safety hazard of brake failure caused by excessive compensation.

In one implementation manner of the first aspect, the base plate comprises a bottom plate and a boss which are connected, the boss is deviated from the center of the bottom plate, and the boss is used for driving the bottom plate to rotate when being stressed; the bottom plate is rotatably arranged on the gain bridge, the first elastic piece is arranged between the gain bridge and the bottom plate, and the judgment ratchet wheel and the pawl are both arranged on the bottom plate. The design can realize the drive of the base plate to the pawl and the judgment ratchet wheel by simple and reliable design, and further realize the mechanism motion of the ratchet mechanism.

In one implementation of the first aspect, the wear compensation mechanism includes a gain bridge raceway, a cover plate, and a rolling body; the gain bridge roller way is fixed on the gain bridge; the cover plate is slidably arranged on the gain bridge; the cover plate is provided with a rolling body limiting hole and a cover plate reading hole; the rolling body penetrates through the rolling body limiting hole, one side of the rolling body is in contact with the gain bridge raceway, and the other side of the rolling body is used for being in contact with a caliper raceway in the disc brake; the boss extends into the cover plate reading hole; in the braking process, under the condition that the friction plate is contacted with the friction disc, the friction disc can drive the gain bridge to move relative to the caliper raceway, so that the rolling bodies roll in the gain bridge raceway and the caliper raceway, the rolling bodies push the cover plate to slide relative to the gain bridge, and the cover plate pushes the boss and the bottom plate to rotate; after braking is finished, the gain bridge can move reversely relative to the caliper raceway, so that the rolling bodies roll reversely in the gain bridge raceway and the caliper raceway, the rolling bodies push the cover plate to slide reversely relative to the gain bridge, and the bottom plate drives the pawl to rotate reversely under the action of resilience force of the first elastic piece.

In the scheme, in the braking process, the base disc can be driven through the rolling of the rolling bodies and the sliding of the cover plate, so that the mechanism motion of the ratchet mechanism is realized; the amount of brake clearance compensation can be determined by the push of the cover plate against the boss. The design of this scheme is simple reliable, and the volume production nature is good.

In an implementation manner of the first aspect, the cover plate reading holes are of a central symmetric structure, the reading holes include a first hole and a second hole which are communicated, and the first hole and the second hole are distributed in a staggered manner. Due to the centrosymmetric design of the cover plate reading hole, even if the base plate is reversely installed relative to the cover plate, the cover plate can not be clamped with the boss in the forward braking process, so that the mechanism can be prevented from being forcibly pushed and damaged in the forward braking process, and the brake clearance compensation can be realized in the backward braking process.

In one implementation of the first aspect, the wear compensation mechanism includes a gain bridge raceway, a cover plate, and a rolling body; the gain bridge roller way is fixed on the gain bridge; the cover plate is slidably arranged on the gain bridge; the cover plate is provided with a rolling body limiting hole and a through hole; the rolling body penetrates through the rolling body limiting hole, one side of the rolling body is in contact with the gain bridge raceway, and the other side of the rolling body is used for being in contact with a caliper in the disc brake; the boss penetrates through the through hole; in the braking process, under the condition that the friction plate is contacted with the friction disc, the friction disc can drive the gain bridge and the base disc to move relative to calipers in the disc brake, so that the rolling bodies roll in a rolling channel of the gain bridge, the rolling bodies push the cover plate to slide relative to the gain bridge, and the boss is blocked by the calipers to drive the base plate to rotate; after braking is finished, the gain bridge can move reversely relative to the calipers, so that the rolling bodies roll reversely in the gain bridge roller paths, the rolling bodies push the cover plate to slide reversely relative to the gain bridge, and the bottom plate drives the pawl to rotate reversely under the action of the resilience force of the first elastic piece.

In this scheme, in the braking process, can realize the removal of gain bridge relative calliper through the roll of rolling element, the design apron can carry on the rolling element spacing, can realize the drive to the base plate through calliper to the hindrance effect of boss to realize ratchet's mechanism motion and confirm the braking clearance compensation volume. The design of this scheme is simple reliable, and the volume production nature is good.

In one implementation of the first aspect, the inner wall of the through-hole is always out of contact with the boss. Therefore, the cover plate can not cause obstruction to the lug boss all the time, and the ratchet mechanism can reliably and smoothly perform mechanism motion.

In one implementation of the first aspect, the surface of the gain bridge raceway in contact with the rolling elements is a V-shaped arc surface. The design of the V-shaped cambered surface can reliably limit the rolling body, and the pressure of the rolling body on the gain bridge can drive the gain bridge to move reversely, so that the brake clearance compensation is realized.

In one implementation of the first aspect, the adjuster rod is threadedly coupled to the gain bridge. The threaded connection mode is simple, reliable and easy for mass production. In other implementations, any structure capable of converting rotational motion into linear motion can be used for the design of the connection between the tuning rod and the gain bridge.

In a second aspect, the present application provides a disc brake comprising a caliper, a friction disc, a third resilient member, and two wear compensation mechanisms; the two wear compensation mechanisms are contained in the calipers and are respectively positioned on two opposite sides of the friction disc and connected through a third elastic piece. The scheme can realize brake clearance compensation, ensure that the initial brake clearance is in a proper range, avoid overlong brake response time and ensure brake sensitivity.

In one implementation of the second aspect, the caliper includes a caliper body and a caliper race fixed to the caliper body; the two wear compensation mechanisms are accommodated in the caliper main body; one rolling body is in corresponding contact with one caliper raceway. The caliper roller path and the gain bridge roller path can be respectively positioned at two opposite sides of the rolling body, and under the combined action of the caliper roller path and the gain bridge roller path, the rolling body can roll and move relative to the gain bridge.

In one implementation manner of the second aspect, the disc brake includes two calipers, the two calipers are respectively located at two opposite sides of the friction disc, each caliper is provided with a caliper reading hole, one wear compensation mechanism is correspondingly accommodated in one caliper, and one boss is correspondingly matched with one caliper reading hole; in the braking process, each boss is blocked by the caliper reading hole so that the boss drives the bottom plate to rotate. This scheme can produce the mechanism motion through calliper drive ratchet, and then realizes braking clearance compensation. The scheme approximately doubles the allowable error and improves the product yield.

In one implementation manner of the second aspect, the caliper reading hole is a centrosymmetric structure, the cover plate reading hole includes a first hole and a second hole which are communicated, and the first hole and the second hole are distributed in a staggered manner. Due to the centrosymmetric design of the caliper reading hole, even if the base disc is reversely installed relative to the caliper, the caliper can not be clamped with the boss in the forward braking process, so that the mechanism can be prevented from being forcibly pushed and damaged in the forward braking process, and the brake clearance compensation can be realized in the backward braking process.

In a third aspect, the present application provides a vehicle comprising a hub, a brake mechanism and a disc brake; the friction disc is fixedly connected with the hub, and the brake mechanism is used for driving a gain bridge in the disc brake to be close to the friction disc so as to realize braking. The scheme can realize brake clearance compensation, ensure that the initial brake clearance is in a proper range, avoid overlong brake response time and ensure brake sensitivity.

Drawings

Fig. 1 is a schematic assembly structure view of a disc brake according to a first embodiment;

FIG. 2 is an exploded view of the disc brake of FIG. 1;

FIG. 3 is a schematic view of the assembled structure of the disc brake of FIG. 1 with the caliper removed;

FIG. 4 is a schematic structural view of a caliper of the disc brake of FIG. 2;

FIG. 5 is an assembled view of the wear compensation mechanism of the first embodiment from one perspective;

FIG. 6 is an assembly view of the wear-compensating mechanism of the first embodiment from another perspective;

FIG. 7 is an exploded schematic view of the wear compensation mechanism of FIG. 5;

FIG. 8 is a schematic view of a gain bridge of the wear compensation mechanism of FIG. 7 from one perspective;

FIG. 9 is a schematic view of the gain bridge of the wear compensation mechanism of FIG. 7 from another perspective;

FIG. 10 is a schematic illustration of the structure of an adjuster rod of the wear compensation mechanism of FIG. 7;

FIG. 11 is an assembled structural schematic view of a ratchet mechanism of the wear compensation mechanism of FIG. 7;

FIG. 12 is an exploded view of the ratchet mechanism of FIG. 11;

FIG. 13 is a schematic view of the base plate of the ratchet mechanism of FIG. 12 from one perspective;

FIG. 14 is a schematic view of the base plate of the ratchet mechanism of FIG. 12 from another perspective;

FIG. 15 is a schematic view showing an assembled structure of the base plate, the ratchet, the judgment ratchet and the elastic member of the ratchet mechanism in FIG. 12;

FIG. 16 is a schematic view of the construction of the cover plate of the wear compensation mechanism of FIG. 7;

FIG. 17 is a side view schematic of the cover plate of FIG. 16;

FIG. 18 is a rear view schematic of the wear-compensating mechanism of FIG. 5;

FIG. 19 is a schematic cross-sectional A-A view of the wear compensation mechanism of FIG. 18;

FIG. 20 is a schematic diagram showing the kinematic fit relationship among the caliper raceways, the rolling elements, and the gain bridge raceways in the first embodiment;

FIG. 21 is a schematic view of the kinematic fit structure of the cover plate, the rolling elements, and the bosses in the first embodiment;

FIG. 22 is a schematic top view of the structure of FIG. 15;

FIG. 23 is an enlarged partial schematic view of FIG. 22 at J;

FIG. 24 is a schematic view of the mechanism movement during brake clearance compensation for the arrangement of FIG. 23;

FIG. 25 is a schematic illustration of the structure of FIG. 19 after brake lash compensation has been performed;

FIG. 26 is a schematic view of the kinematic fit of the boss to the cover plate with the boss inverted relative to the cover plate;

fig. 27 is an exploded structural schematic view of a disc brake of the second embodiment;

FIG. 28 is an assembled structural schematic view of the wear compensation mechanism of the disc brake of FIG. 27;

FIG. 29 is an exploded schematic view of the wear compensation mechanism of FIG. 28;

FIG. 30 is an enlarged partial view of the structure at L in FIG. 27;

fig. 31 is a schematic view showing the movement principle of the base plate according to the second embodiment.

Detailed Description

The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings of the embodiments of the present application. It should be apparent that the described embodiments are only some of the embodiments of the present application, and not all embodiments. All other embodiments that can be derived by a person skilled in the art from the embodiments given herein without making any creative effort shall fall within the protection scope of the present application.

The embodiment of the application provides a vehicle which is not limited to an oil-fired vehicle, an electric vehicle (oil-containing electric hybrid vehicle), a gas vehicle and the like. The vehicle has a chassis which may include hubs and brakes, etc. The brake cooperates with the wheel hub to effect braking of the vehicle. The brake may be a disc brake, for example.

Fig. 1 and 2 schematically show a disc brake 100 according to a first embodiment. As shown in fig. 1 and 2, the disc brake 100 may include a friction disc 30, a third elastic member 20, a caliper 40, and a wear compensation mechanism 10.

The friction disc 30 is adapted to be fixedly connected to the hub and rotate therewith. As shown in fig. 2 and 3, there may be two wear compensation mechanisms 10, and the two wear compensation mechanisms 10 are located on both axial sides (or opposite sides in the thickness direction) of the friction disc 30, respectively, and have a gap with the friction disc 30. Under the driving of the braking force of the braking mechanism, both the wear compensation mechanisms 10 can move towards the friction disc 30 and are in friction contact with the friction disc 30, so as to realize the braking of the vehicle; alternatively, both wear compensation mechanisms 10 may be moved away from the friction disc 30 to remove braking. The two wear compensation mechanisms 10 may be connected by a third elastic member 20, and the third elastic member 20 is used to provide an elastic restoring force so that the two wear compensation mechanisms 10 can be restored to a non-braking position (i.e., a position where a gap is maintained from the friction plates 30 without contacting the friction plates 30 to cancel a braking state of the vehicle) when the braking force of the braking mechanism is removed. The number of the third elastic members 20 may be two, and two third elastic members 20 may be respectively disposed at both ends of the wear compensation mechanism 10. The caliper 40 houses the wear-compensating mechanism 10 and the third elastic member 20 therein. The caliper 40 may remain stationary as the friction disc 30 rotates with the hub.

As shown in fig. 4, the caliper 40 may include a caliper body 402 and a caliper track 401.

The caliper body 402 may have, for example, a cap shape having the housing space 40b, and the housing space 40b may have a groove shape. The receiving space 40b is used to receive the wear compensation mechanism 10 and the third elastic member 20, and to receive a portion of the friction disk 30. The caliper body 402 may be provided with two through holes 40c, and the two through holes 40c are respectively located at both sides of the receiving space 40b and communicate with the receiving space 40 b. The inner wall of the receiving space 40b may be provided with four raceway mounting grooves 40a, each raceway mounting groove 40a communicating with the receiving space 40 b. 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 40 c. The openings of the raceway mounting grooves 40a located on the same side face in the same direction, and the openings of the raceway mounting grooves 40a located on both sides face each other.

The caliper track 401 may be substantially block-shaped. The caliper track 401 has a curved surface, which may be approximately a "V" shaped arc surface, with the curved surface of the caliper track 401 facing the receiving space 40 b. The number of the caliper tracks 401 may be the same as the number of the track mounting grooves 40a, and one caliper track 401 is correspondingly provided in one track mounting groove 40 a. In the present embodiment, the caliper track 401 and the caliper body 402 may be mounted in a split manner. In other embodiments, the caliper track 401 may be integral with the caliper body 402. In other embodiments, the numbers of the caliper track 401 and the track mounting groove 40a may be designed according to the needs, and are not limited to the above.

As shown in fig. 5, 6 and 7, the wear compensation mechanism 10 may include a booster bridge 4, an adjusting lever 5, a friction plate 6, a ratchet mechanism 3, a cover plate 2 and a rolling body 1.

As shown in fig. 8, the gain bridge 4 may include a gain bridge body 42 and a gain bridge raceway 41. As shown in fig. 8 and 9, the gain bridge body 42 may be approximately an elongated cap-shaped structure, and the gain bridge body 42 may include a base 421 and a peripheral sidewall 422. The peripheral sidewall 422 is a wall surrounding a circle, and the peripheral sidewall 422 is located at one side of the base 421 and is fixedly connected with the base 421. The peripheral wall 422 and the base 421 form a mounting groove 422a, and the mounting groove 422a is used for accommodating the friction plate 6.

As shown in fig. 8, the base 421 is approximately a block structure. One side wall of the base 421 has a protrusion 421a for receiving a braking force of the braking mechanism to move the booster bridge 4. The upper and lower walls of the base 421 near one end of the protrusion 421a may each have a sliding groove 421b, and the sliding groove 421b extends along the length direction of the gain bridge body 42. One side of the base 421 having the protrusion 421a is provided with an opening 421c, a locking groove 421d and a raceway mounting groove 421 e. At least one, for example two, openings 421c, slots 421d and raceway mounting grooves 421e are formed in one gain bridge 4. The two openings 421c, the two slots 421d, and the two raceway mounting grooves 421e are respectively distributed on two sides of the protrusion 421a, and may be symmetrically distributed, for example.

As shown in fig. 8, an opening 421c extends through the base 421. The opening hole 421c is a stepped hole, and includes 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, and the second hole 421g is disposed on the bottom surface of the first hole 421 f. The first hole 421f may be a smooth hole, and the second hole 421g has an internal thread structure.

As shown in fig. 8, the slot 421d is approximately a "U" shaped slot. The locking slot 421d is located at one side of the opening 421c close to the protrusion 421a and is communicated with the opening 421 c. The two locking slots 421d are respectively located at two sides of the protrusion 421a, and the protruding directions of the arc structures of the two locking slots 421d are both directions pointing to the protrusion 421 a.

As shown in fig. 8, the raceway mounting grooves 421e are approximately rectangular grooves, and two raceway mounting grooves 421e are respectively provided at both ends of the gain bridge.

As shown in fig. 8, the gain bridge raceway 41 may be substantially block-shaped. The gain bridge raceway 41 has a curved surface, which may be a V-shaped arc surface. The number of the gain bridge roller paths 41 may be the same as the number of the roller path mounting grooves 421e, one gain bridge roller path 41 is correspondingly disposed in one roller path mounting groove 421e, and the curved surface of the gain bridge roller path 41 faces the opening of the roller path mounting groove 421 e. In the embodiment of the present application, the gain bridge raceway 41 and the gain bridge body 42 are installed in a split manner. In other embodiments, the booster bridge raceway 41 may be integrated with the booster bridge body 42. In the above embodiment, the gain bridge body 42 may be referred to as a gain bridge, and the gain bridge raceway 41 is not considered as a gain bridge.

As shown in fig. 7 and 8, the outer surface of the adjusting rod 5 has a screw thread for cooperating with the internal screw thread of the second hole 421g of the opening 421c to form a screw drive. As shown in fig. 10, the adjusting rod 5 has an inner bore 5a, which may be a blind bore, which may be hexagonal in shape, for example. As shown in fig. 10 and 8, the inner hole 5a of the adjusting lever 5 opens toward the protrusion 421a of the gain bridge 4. The inner hole 5a of the adjusting rod 5 is used to cooperate with a driving rod (mentioned below) so that a portion of the adjusting rod 5 protrudes from the opening 421c and into the mounting groove 422a after the adjusting rod 5 is rotated in the booster bridge 4.

As shown in fig. 6, 7 and 9, the friction plate 6 is located in the mounting groove 422a and is movable in the mounting groove 422 a. The friction plate 6 contacts the adjusting rod 5 on the side close to the adjusting rod 5.

As shown in fig. 11 and 12, the ratchet mechanism 3 may include a base plate 31, a determination ratchet 34, a pawl 32, a second elastic member 33, a pawl 37, a second elastic member 36, a rear cover 35, and a first elastic member 38.

As shown in fig. 13 and 14, the base tray 31 may include a bottom plate 312 and a boss 311. The bottom plate 312 may be approximately in the shape of a circular disk, and the center of the bottom plate 312 is point O. The bottom plate 312 has grooves 31a on both sides, and each groove 31a penetrates the bottom plate 312 along the axial direction (or thickness direction) of the bottom plate 312. The boss 311 is protruded to one side of the base plate 312. The boss 311 may be cylindrical, and the boss 311 may be disposed eccentrically on the base plate 312, that is, the boss 311 has a certain distance from the point O of the center of the base plate 312.

As shown in fig. 13 and 14, the side of the bottom plate 312 facing away from the boss 311 has a first groove 31f, and the first groove 31f may be a substantially circular groove, and the first groove 31f communicates with the groove 31 a. 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 positioned on one side of the second groove 31g, and the movable groove 31e and the limiting groove 31d can be positioned on the other side of the second groove 31 g. The second groove 31g may be a substantially circular groove, and the second groove 31g and the first groove 31f are disposed approximately concentrically with the bottom plate 312. 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 catching groove 31c may have an arc-shaped groove wall for receiving the second elastic member 33. The movable groove 31b, the limiting groove 31c and the second groove 31g are communicated with each other, and both the movable groove 31b and the limiting groove 31c can be positioned outside the second groove 31 g. Similarly, the movable slot 31e may have an arc-shaped slot wall for mounting the pawl 37 and for the pawl 37 to rotate therein. The catching groove 31d may have an arc-shaped groove wall for receiving the second elastic member 36. The movable groove 31e, the limiting groove 31d and the second groove 31g are communicated with each other, and both the movable groove 31e and the limiting groove 31c can be positioned outside the second groove 31 g. In the present embodiment, the shapes of the movable groove 31b, the stopper groove 31c, the movable groove 31e, and the stopper groove 31d may be the same. In other embodiments, the shape may be designed differently as needed. In other embodiments, the number and positions of the movable grooves 31b, the stopper grooves 31c, the movable grooves 31e, and the stopper grooves 31d are designed as needed, and are not limited to the above.

As shown in fig. 15, the determination ratchet 34 may include a ratchet 341 and a transmission lever 342, the transmission lever 342 may be connected to one side of the ratchet 341, and the transmission lever 342 may extend in an axial direction of the ratchet 341. The ratchet 341 and the transmission lever 342 may be integrally connected, for example. Referring to fig. 15 and 14, the ratchet wheel 341 is rotatably disposed in the second groove 31g, and the transmission rod 342 extends out of the second groove 31 g.

As shown in fig. 12, 14 and 15, the pawl 32 is disposed in the movable groove 31 b. One end of the pawl 32 may have an arc-shaped structure for cooperating with an arc-shaped groove wall of the movable groove 31b so that the pawl 32 can rotate in the movable groove 32 b. The other end of the pawl 32 has a one-way ratchet for cooperating with the ratchet of the ratchet 341 to drive the judging ratchet 34 to make a one-way movement.

As shown in fig. 12, 14 and 15, the second elastic member 33 is disposed in the stopper groove 31 c. The second elastic member 33 may be approximately a "U" shaped structure having a curved surface at one end and an opening at the other end. The second elastic member 33 has an elastic deformation capability. The arc surface of the second elastic member 33 is matched with the arc groove wall of the limiting groove 31c, one side wall of the second elastic member 33 is abutted against the side wall of the limiting groove 31c, and the other side wall of the second elastic member 33 is abutted against the pawl 32, so that the one-way ratchet of the pawl 32 is inserted into the tooth groove of the ratchet 341 and is matched with the ratchet 341.

As shown in fig. 12, 14 and 15, the pawl 37 is disposed in the movable groove 31e, similarly to the pawl 32 and the second elastic member 36 described above; the second elastic member 36 is disposed in the limiting groove 31 d. The pawl 37 can be matched with the second elastic piece 33 and the ratchet wheel 341, so that the second elastic piece 33 is abutted against the pawl 37, and the one-way ratchet of the pawl 37 is inserted into the tooth groove of the ratchet wheel 341 and is matched with the ratchet wheel 341.

As shown in fig. 11, 12, 14 and 15, the rear cover 35 is approximately circular ring-shaped, and the rear cover 35 is engaged with the first groove 31f of the base plate 31, so that the pawls 32, the second elastic member 33, the ratchet 341, the second elastic member 36 and the pawls 37 are enclosed in the base plate 31, leaving only the transmission rod 342 passing through the through hole of the rear cover 35 and exposed to the rear cover 35.

As shown in fig. 12, the first elastic member 38 may be approximately a "U" -shaped plate structure having an arc-shaped structure at one end and an opening at the other end. As shown in fig. 12 and 14, the opening end of the first elastic element 38 is inserted into the groove 31a, and two side plates of the first elastic element 38 are respectively abutted against two side walls of the groove 31 a. In the embodiment of the present application, the first elastic member 38 is a part of the ratchet mechanism 3. In other embodiments, the first elastic member 38 may be a separate component, not belonging to the ratchet mechanism 3.

The ratchet mechanism 3 of the embodiment of the application can be assembled into a module in advance to be shipped, and is convenient to transport and assemble.

In this embodiment, there may be two ratchet mechanisms 3. As shown in fig. 7, 8, 10, 11, 12, 14 and 15, the two ratchet mechanisms 3 can be respectively disposed in the two openings 421c of the booster bridge 4. Wherein the base plate 31 may be positioned within the first hole 421 f. The first elastic member 38 is fitted into the engaging groove 421d of the gain bridge 4, the arc structure of the first elastic member 38 is matched with the arc structure of the engaging groove 421d, and the first elastic member 38 provides a moving restoring force to the base plate 31 through its own elastic deformation. The transmission rod 342 extends into the inner hole 5a of the adjustment lever 5 and is engaged with the inner hole 5a, so that the transmission rod 342 functions as a similar socket wrench.

In this embodiment, the ratchet mechanism 3 and the adjusting lever 5 can achieve motion transmission by virtue of the engagement of the drive rod 342 and the inner hole 5a having a specific hexagonal shape. In other embodiments, the driving rod 342 and the inner hole 5a can be designed to fit together in a specific shape, for example, the driving rod 342 and the inner hole can be any polygonal outer profile or other fit capable of transmitting rotation, and the invention is not limited to the above embodiments.

As shown in fig. 16 and 17, the cover plate 2 includes a base plate 21, a flange 22, and a flange 23. In the first embodiment, the cover plate 2 may also be referred to as a reading plate.

As shown in fig. 5, 16 and 17, the base plate 21 is approximately plate-shaped, and the base plate 21 may be provided with a rolling element stopper hole 2a and a cover plate reading hole 2 d. The rolling element limiting hole 2a is approximately a rectangular groove. The rolling body limiting hole 2a is used for being matched with the rolling body 1, so that the rolling body 1 rotates in the rolling body limiting hole 2 a. Two sides of the rolling body limiting hole 2a are provided with flanges for guiding and fixing the rolling body 1. The cover reading hole 2d is approximately of an "S" type structure, and the cover reading hole 2d may include a first hole 2c and a second hole 2 b. The first hole 2c and the second hole 2b are both approximately rectangular, are distributed in a staggered manner, and are communicated at the junction. The cover plate reading hole 2d formed by the first hole 2c and the second hole 2b can be a central symmetrical structure, so that when the cover plate 2 is matched with the gain bridge 4, the cover plate 2 on the left side and the cover plate on the right side can use one set of parts, the number of dies can be reduced, and the cost is reduced. The cover plate reading hole 2d is for fitting with the boss 311.

As shown in fig. 2, 5, 8, 16 and 17, flanges 22 of the cover 2 are mounted on both side edges of the base 1, and the bending direction thereof may be perpendicular to the paper surface. The flange 23 is provided at the edge of the base plate 21 on the side close to the cover reading hole 2d, and the bending direction thereof may be perpendicular to the paper surface. The flanges 22 are used to slidably connect the cover plate 2 to the gain bridge 4. The flanges 22 at both sides of the cover plate 2 are inserted into and engaged with the sliding grooves 421b at both sides of the gain bridge 4, so that the cover plate 2 can be slidably engaged with the gain bridge. When the cover plate 2 slides relative to the gain bridge 4, the flange 23 can smoothly pass over the boss 311 without interfering with the boss 311. The cover plate 2 can be made of spring steel material and has certain elastic clamping force, so that the rolling element limiting holes 2a of the cover plate 2 can clamp the rolling elements 1. When the assembling is carried out, a worker can fixedly install the wear compensation mechanism 10 and the caliper 40 by one hand, thereby improving the assembling efficiency.

As shown in fig. 7, the rolling element 1 has an approximately cylindrical structure. Referring to fig. 16, the rolling element 1 is used for matching with a rolling element limiting hole 2a of the cover plate 2, and the rolling element 1 can drive the cover plate 2 to move. In the present exemplary embodiment, the number of rolling elements 1 corresponds to the number of cover plates 2, for example, in a wear compensation device 10, the number of rolling elements 1 and cover plates 2 can each be two. In other application embodiments, the number of the rolling bodies 1 and the cover plates 2 may be designed according to needs, for example, may be 1 or more, and is not limited to 2.

As shown in fig. 5, two cover plates 2 and two rolling elements 1 may be mounted on both ends of the booster bridge 4, respectively. As shown in fig. 5 and 16, the two flanges 23 of the two cover plates 2 can be faced to the protrusion 421 a.

Referring to fig. 1, 2 and 3, two wear compensation mechanisms 10 are located on opposite sides of the friction disc 30, with the friction plates 6 of the wear compensation mechanisms 10 facing the friction disc 30. The housing space 40b of the caliper 40 houses two wear compensation mechanisms 10, and the rolling bodies 1 of the wear compensation mechanisms 10 face the caliper 40. Referring to fig. 4 and 20, the rolling body 1 is flanked by a caliper raceway 401 of the caliper 40 and a gain bridge raceway 41 of the gain bridge, respectively, which surround the rolling body 1.

As shown in fig. 3, 4, 7 and 8, the disc brake 100 of the vehicle operates according to the following principle: the brake mechanism is located outside the caliper 40, the brake mechanism can be respectively in contact with the two protrusions 421a of the two gain bridges 4 through the two through holes 40c on the two sides of the caliper 40, and applies braking force to the two protrusions 421a, the braking force can drive the two wear compensation mechanisms 10 to move close to the friction discs 30, the two friction plates 6 are both in contact with the friction discs 30, and the friction force of the two friction plates 6 on the friction discs 30 enables the speed of the wheel to be reduced until the wheel stops moving, so that braking is achieved.

As shown in fig. 2, when the two wear-compensating mechanisms 10 approach each other, the distance between the two mechanisms is reduced, and the third elastic member 20 connecting the two wear-compensating mechanisms 10 is pressed to be elastically deformed. After the braking force of the braking mechanism disappears, the two wear compensation mechanisms 10 move back to the original position under the combined action of the resilience of the third elastic member 20 and the pressure exerted by the rolling elements 1 on the booster bridge raceway 41 (which will be described later). In this initial position, both friction plates 6 and friction plates 30 have a small but relatively stable initial braking gap.

However, since the friction plates 6 are frequently in contact with the friction plates 30 for friction, the friction plates 6 may be worn, resulting in an increase in the initial braking gap between the friction plates 6 and the friction plates 30. When the initial braking clearance of the brake and the brake is increased, the idle stroke during braking is increased, the braking time is prolonged, the braking response time is long, and the sensitivity is reduced.

In view of the above, the wear compensation mechanism 10 of the present embodiment can compensate for an excessive braking gap caused by wear of the friction plates 6, so that the initial braking gap between the friction plates 6 and the friction plates 30 is substantially within a suitable range.

As shown in fig. 2, 7, 8, 18, 19, and 20, the operation principle of the wear compensation mechanism 10 for compensating the brake clearance is as follows:

the hub rotates the friction disc 30 and the friction disc 30 contacts the friction plate 6 when the vehicle brakes. As shown by the arrows in fig. 1, the friction plates 30 impart a component force to the friction plates 6 when they rotate, so that the friction plates 6 drive the booster bridge 4 to displace upward in the direction shown in fig. 19 (since the booster bridge 4 also moves rightward under the force of braking force, the booster bridge 4 actually makes a compound motion in the upward and rightward direction). Meanwhile, since the rolling body 1 is clamped by the fixed caliper raceway 401 and the moving gain bridge raceway 41, when the gain bridge 4 and the gain bridge raceway 41 on the right side of the rolling body 1 move upward, the rolling body 1 rolls in the raceway caliper raceway 401 and the gain bridge raceway 41. Fig. 20 shows a schematic of the positions of the rolling elements 1 before and after rolling, in which the lower half shows the position before rolling and the upper half shows the position after rolling, and both the rolling elements 1 and the booster bridge raceway 41 are displaced upward in the V direction. As shown in fig. 20, both the rolling body 1 and the gain bridge raceway 41 are displaced upward with respect to the caliper raceway 401, and the rolling body 1 is displaced downward with respect to the gain bridge raceway 41, as compared with the initial state.

As shown in fig. 20, the gain bridge raceway 41 is displaced by an amount S in the upward direction ₂ The rightward displacement of the gain bridge raceway 41 is S ₁ The booster bridge raceway 41. The included angle between the curved surface of the gain bridge raceway 41 contacting the rolling element 1 and the side surface of the gain bridge raceway 41 is a U angle. S ₁ And S ₂ And the relationship of the U angle is: tan u ═ S ₂ /S ₁ 。

When the rolling body 1 moves downward relative to the gain bridge raceway 41, the rolling body 1 drives the cover plate 2 to move downward relative to the gain bridge 4.

As shown in fig. 21, the boss 311 may be positioned at the left side of the second hole 2b in the initial state. When the cover plate 2 moves downward in the view of fig. 19, i.e., moves rightward in the view of fig. 21, the edge of the second hole 2b catches the boss 311, thereby moving the boss 311 rightward. As shown in fig. 12 and 13, since the boss 311 is eccentrically disposed, when the boss 311 moves, the base plate 31 is driven to rotate, so that both the first elastic members 38 are pressed to be elastically deformed.

As shown in fig. 22, the boss 311 drives the base plate 31 to rotate in the counterclockwise direction B, the pawls 32, the pawls 37, the second elastic members 33, and the second elastic members 36 mounted in the base plate 31 all rotate along with the base plate 31, and the ratchet 341 does not rotate (since one end of the adjusting rod 5 abuts against and presses the friction disk when the vehicle brakes, the adjusting rod 5 cannot rotate, and therefore the ratchet 341 screwed to the adjusting rod 5 does not rotate). As shown in fig. 23, when the pawl 32 rotates, the one-way ratchet teeth of the pawl 32 can slide along the back of teeth of the ratchet teeth M of the ratchet 341. Under the action of the ratchet teeth M, the pawl 32 slightly rotates counterclockwise in the direction D in the movable groove 31b, and the one-way ratchet teeth of the pawl 32 displace in the direction approaching the second elastic member 33, so that the second elastic member 33 is elastically deformed under pressure.

As shown in fig. 8, 19, 20, and 21, when the friction plate 6 is worn more, the braking gap between the friction plate 6 and the friction disc 30 increases. During braking, the displacement of the booster bridge 4 to the right in the viewing angle shown in fig. 19 increases, so that it is ensured that the friction plates 6 can come into contact with the friction plates 30 to brake. From the above analysis, the rightward displacement S of the gain bridge raceway 41 is found ₁ (i.e., the displacement amount S of the gain bridge 4) ₁ ) With an upward displacement S ₂ (i.e., the displacement amount S of the gain bridge 4) ₂ ) Is proportional, therefore, when the displacement S is ₁ At the time of increase, the amount of displacement S ₂ It will also increase. Therefore, when the distance of the rightward displacement of the gain bridge 4 is increased, the upward displacement of the gain bridge 4 is also increased, so that the displacement of the cover plate 2 driven by the rolling element 1 and moving downward relative to the gain bridge 4 is also increased, and further, the movement stroke of the boss 311 is increased. With reference to fig. 23, the rotation angle of the base plate 31 will increase. Thereby, as shown in fig. 24, the pawls 32 can ride over the ratchet teeth M following the rotation of the base plate 31, and the pawls 32 slightly rotate in the clockwise direction E by the resilient force of the second elastic member 33, so that the one-way ratchet teeth of the pawls 32 are caught in the tooth gaps between the ratchet teeth M and the ratchet teeth N. During the period, the second elastic member 33 always supports the pawl 32, so that the pawl is always attached to the ratchet 341.

When the braking is finished, the braking force is cancelled, and as shown in fig. 2, fig. 7 and fig. 19, the rolling element 1 which is displaced relative to the gain bridge raceway 41 applies a force to the gain bridge raceway 41, and the direction of the force is in the lower right of the view angle shown in fig. 19. At the same time, the third elastic member 20 exerts a resilient force on the gain bridge 4, which is directed in the left direction as shown in fig. 19. Therefore, under the combined action of the third elastic member 20 and the rolling elements 1, the booster bridge 4 will move back to the initial position in the lower left direction, so that the friction plates 30 are separated from the friction plates 6. Thereby, the adjusting lever 5 in contact with the friction plate 6 is no longer pressed by the friction plate 30, and the determining ratchet 34 connected to the adjusting lever 5 can be rotated. As shown in fig. 19, during the downward movement of the gain bridge 4 to return to the initial position, the rolling bodies 1 will roll upward relative to the gain bridge raceway 41. Referring to fig. 21, rolling element 1 will roll in the brake clearance compensation direction to the left to drive cover plate 2 to move to the left so that cover plate 2 no longer pushes boss 311. Referring to fig. 7 and 12, the first elastic member 38 provides a resilient force to the base tray 31. As shown in fig. 24, the resilient force of the first elastic member 38 can make the base plate 31 rotate clockwise F, the pawls 32 also rotate clockwise F along with the base plate 31, the one-way ratchet teeth of the pawls 32 abut against the back tooth surfaces of the ratchet teeth M (i.e., the tooth surfaces of the ratchet teeth M close to the ratchet teeth N), and the ratchet 341 is pushed to move clockwise C.

As shown in fig. 2, 7, 8, 15 and 25, when the ratchet wheel 341 rotates clockwise as shown in fig. 24, the transmission rod 342 rotates along with the ratchet wheel 341, so that the transmission rod 342 rotates the adjusting rod 5 in the second hole 421 g. The adjusting lever 5 is screwed out in a direction toward the friction disk 30. Since one end of the adjuster rod 5 contacts the friction plate 6, the adjuster rod 5 urges the friction plate 6 to move in a direction closer to the friction plate 30. Thereby, the brake clearance of the friction plate 6 and the friction plate 30 can be reduced so as to be within an appropriate range. The embodiment of the application can effectively compensate the abrasion of the friction plate 6 through pure mechanical motion, reduce the idle stroke during braking and improve the response speed of braking before the next braking.

In the wear compensation mechanism 10 of the present embodiment, the case where the pawl 32 performs the braking clearance compensation beyond one ratchet tooth is merely exemplified. In other embodiments, the wear of the friction plates 6 may not be sufficient to allow the pawls 32 to ride over one ratchet tooth, or to allow the pawls 32 to ride over multiple ratchet teeth at once for brake clearance compensation, all depending on the degree of wear of the friction plates 6. When the size of the ratchet 341 is not changed, the more the number of teeth of the ratchet 341 is, the smaller the ratchet becomes, the more the number of times of the braking clearance compensation becomes, and the higher the accuracy of the braking clearance compensation becomes, and these can be designed according to actual needs, and are not limited to the above-mentioned embodiments.

In the daily braking, the friction plate 30 rubs against the friction plate 6 to generate dust. The parts except the friction plate 6 in the wear compensation mechanism 10 of the present embodiment are all installed on the side of the friction plate 6 away from the friction disc 30, and the ratchet mechanism 3, the cover plate 2 and the rolling body 1 are all basically located on the side of the gain bridge 4 away from the friction disc 30 (i.e. the three parts are farther away from the friction disc 30), so that it is possible to reduce the foreign matters such as dust from entering the inside of the wear compensation mechanism 10, and influence the motion precision of the internal components thereof, thereby ensuring the working reliability of the wear compensation mechanism 10.

The length of the transmission rod 342 of the present embodiment may be less than the length of the adjustment lever 5, for example, the length of the transmission rod 342 may be approximately half the length of the adjustment lever 5. The benefits of this design are: since the displacement of the adjusting lever 5 relative to the driving lever 342 is equal to the displacement of the adjusting lever 5 outward from the gain bridge 4, in the limit case, when the displacement of the adjusting lever 5 relative to the driving lever 342 reaches the length of the driving lever 342 (see fig. 25, i.e., when the driving lever 342 is about to disengage from the adjusting lever 5, and the brake clearance compensation amount reaches the maximum), the displacement of the adjusting lever 5 outward from the gain bridge 4 is also equal to the length of the driving lever 342. Due to the design, the displacement of the adjusting rod 5 which is screwed out of the gain bridge 4 is smaller than the length of the adjusting rod 5, so that a part of the adjusting rod 5 is still matched with the gain bridge 4, and the adjusting rod 5 cannot fall off from the gain bridge 4. Therefore, the design can ensure the reliable matching of the ratchet mechanism 3 and the adjusting rod 5, and can prevent the potential safety hazard of brake failure caused by over-compensation.

The wear compensation mechanism 10 provided in this embodiment can achieve purely mechanical automatic compensation of the braking clearance, does not need to use an additional motor or other energy consuming mechanisms, does not need software control, can avoid unnecessary energy consumption, and has extremely high reliability. And the wear compensation mechanism 10 that this application provided is simple structure, and the size chain is short, can improve the adjustment accuracy.

The cover plate reading hole 2d of the cover plate 2 of the wear compensation mechanism 10 of the present embodiment is a central symmetrical structure, and the design has the advantages that:

the engagement state of the cover reading hole 2d with the boss 311 shown in fig. 21 may correspond to a braking and braking clearance compensation process when the vehicle is moving forward. If the base plate 31 is reversely mounted during assembly so that the matching state between the boss 311 and the cover reading hole 2d is as shown in fig. 26, during forward braking, when the cover 2 moves rightward, the cover 2 cannot push the boss 311 (the cover 2 does not engage with the boss 311), so the ratchet mechanism 3 does not operate, and brake clearance compensation cannot be realized after forward braking is finished. However, the engagement state shown in fig. 26 can realize the brake clearance compensation during the backward movement of the vehicle, and the specific principle is as follows:

referring to fig. 19, when the vehicle is braked during reverse, the friction disc 30 will drive the booster bridge 4 downwards, so that the rolling elements 1 will roll upwards against the booster bridge raceway 41 and drive the cover plate 2 upwards, i.e. the cover plate 2 will move to the left in fig. 26. Therefore, the cover plate 2 can push the boss 311, so that the ratchet mechanism 3 rotates clockwise in the view angle shown in fig. 7, and then brake clearance compensation can be achieved after the backward braking is finished (the motion principle of the ratchet mechanism 3 and the adjusting rod 5 is basically the same as that of the forward brake clearance compensation described above, and is not described herein again).

Therefore, due to the centrosymmetric design of the cover plate reading hole 2d, even if the base plate 31 is reversely installed relative to the cover plate 2, the cover plate 2 is not clamped with the boss 311 in the forward braking process, so that the mechanism in the forward braking process can be prevented from being forcibly pushed and damaged, and the brake clearance compensation can be realized in the backward braking process.

Example two

As shown in fig. 27, the second embodiment 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 third elastic member 70 has substantially the same function as the third elastic member 20 of the first embodiment, and the third elastic member 70 can be deformed in a structure with a certain adaptability.

As shown in fig. 27, there may be two of the caliper 50 and the wear compensating mechanism 60, two of the wear compensating mechanisms 60 are located at both sides of the friction disc 30, and two of the third elastic members 70 are connected to the two wear compensating mechanisms 60, respectively. The two calipers 50 are also located outside the two wear compensation mechanisms 60, respectively, and the two calipers 50 can be fastened 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 disc 30 therein.

Unlike the first embodiment, the reading hole of the second embodiment is provided in the caliper 50. As shown particularly in fig. 27 and 30, the inner side wall of the caliper 50 is provided with caliper reading holes 50a, and there may be two caliper reading holes 50a of each caliper 50. The caliper reading hole 50a has substantially the same shape and function as the lid reading hole 2d of the first embodiment, and is used for pushing a boss of a ratchet mechanism to rotate a susceptor (to be described later).

As shown in fig. 28 and 29, the wear compensation mechanism 60 may include a booster bridge 9, a ratchet mechanism 8, a cover plate 7, an adjustment lever 5, a friction plate 6, and a rolling body 1.

As shown in fig. 29, the gain bridge 9 has substantially the same structure as the gain bridge 4 of the first embodiment, and the difference is that the part of the gain bridge 4 receiving the braking force of the braking mechanism is a protrusion 421a, the gain bridge 9 is not provided with a protrusion, but is provided with a groove 9a instead of the position of the protrusion 421a, and the plane of the groove 9a is used for contacting with the component of the braking mechanism to receive the braking force.

As shown in fig. 29, the ratchet mechanism 8 has substantially the same structure as the ratchet mechanism 3 of the first embodiment, except that the boss 81a of the ratchet mechanism 8 needs to be engaged with the caliper reading hole 50a inside the caliper 50, so that the boss 81a of the ratchet mechanism 8 extends longer than the boss 311 of the ratchet mechanism 3 of the first embodiment, so as to extend into the caliper reading hole 50a inside the caliper and engage with the caliper reading hole 50 a.

As shown in fig. 28 and 29, the cover plate 7 has substantially the same structure as the cover plate 2 of the first embodiment, except that the cover plate 7 is provided with a through hole 7a (for example, a circular hole), and the through hole 7a receives the boss 81a so that the boss 81a can rotate in the through hole 7a without contacting the boundary of the through hole 7a, and the through hole 7a does not affect the movement of the boss 81 a. In the first embodiment, the cover plate reading hole 2d formed in the cover plate 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 substantially the same as those of the adjusting rod 5, the friction plate 6 and the rolling element 1 in the first embodiment, and will not be described herein.

As shown in fig. 27, the operation principle of the disc brake 200 according to the second embodiment is substantially the same as that of the disc brake 100 according to the first embodiment, and the brake mechanism pushes the wear compensation mechanisms 60 on both sides of the friction disc 30 to approach the friction disc 30, so that the two friction plates 6 contact the friction disc 30, and the speed of the wheel is reduced by the friction force until the wheel stops moving, thereby realizing braking.

The braking clearances of the friction plates 30 and the friction plates 6 of the disc brake 200 of the second embodiment also gradually increase with use, resulting in an increase in braking response time. The disc brake 200 according to the second embodiment can compensate for the braking gap and maintain the braking sensitivity.

The working principle of the wear compensation mechanism 60 of the second embodiment for compensating the brake clearance is as follows: in fig. 27, fig. 28, fig. 29, fig. 30, and fig. 31, the S direction is opposite to the Q direction and is perpendicular to the P direction. If the friction plates 30 rotate clockwise as shown in fig. 27, the friction plates 30 apply a force in the direction P to the friction plates 6 in the booster bridge 9, so that the wear compensation mechanism 60 moves in the direction P as shown in fig. 27, and the booster bridge 9 is displaced relative to the caliper 50 in the direction P. The susceptor 81 follows the booster bridge 9 and is displaced in the P direction, but the boss 81a of the susceptor 81 is stopped by the caliper reading hole 50a, so that the susceptor connected to the boss 81a slightly rotates in the clockwise W direction shown in fig. 31. When the booster bridge 9 displaces towards the direction P, the rolling body 1 is driven to roll in the raceways at the left and right sides and to displace towards the direction P, and the cover plate 7 connected with the rolling body 1 is also driven to move towards the direction P while the rolling body 1 displaces.

Similar to the principle of the first embodiment, during the braking process, when the wear compensation mechanism 60 gradually returns to the initial position, the ratchet mechanism 8 rotates to drive the adjusting rod 5 to rotate out, so that the adjusting rod 5 pushes the friction plates 6 against the friction plates 30, thereby reducing the braking gap between the friction plates 6 and the friction plates 30, and further compensating the braking gap.

The second embodiment has the same or similar effects as the first embodiment, for example:

in the wear compensation mechanism 60 of the second embodiment, the parts other than the friction plate 6 are located on the side of the friction plate 6 away from the friction disc 30, and the ratchet mechanism 8, the cover plate 7 and the rolling elements 1 are located on the side of the gain bridge 9 away from the friction disc 30 (i.e., the three parts are farther away from the friction disc 30), so that contamination by foreign matters such as dust can be avoided.

The wear compensation mechanism 60 also prevents the potential for brake failure due to over-compensation. The wear compensation mechanism 600 provided in this embodiment can achieve a purely mechanical automatic compensation of the braking gap, and does not need to use an additional motor or other energy consuming mechanisms, and software control is not needed, so that unnecessary energy consumption can be avoided, and the reliability is very high. And the wear compensation mechanism 600 that this application provided simple structure, the size chain is short, 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 adjusting rod 5, which can ensure the reliable matching of the ratchet mechanism 8 and the adjusting rod 5, and can prevent the potential safety hazard of brake failure caused by over-compensation.

The caliper reading hole 50a in the caliper 50 is a central symmetry structure, even if the base plate 81 is reversely mounted with respect to the caliper 50, the caliper 50 will not be clamped with the boss 81a in the forward braking process, so that the mechanism in the forward braking process can be prevented from being damaged by strong pushing, and the brake clearance compensation can be realized in the backward braking process. It can be analyzed that the displacement of the rolling element 1 relative to the caliper 50 is about half of the displacement of the gain bridge 9 relative to the caliper 50, so that the wear compensation mechanism 60 of the second embodiment doubles the allowable error and increases the yield.

In addition, because calliper reading hole 50a in embodiment two sets up in calliper 50 inboard, calliper 50 can make split type calliper, and the calliper that is convenient for like this processes inside reads hole 50a, reduces the technology degree of difficulty.

The above description is only for the specific embodiments of the present application, but the scope of the present application is not limited thereto, and any person skilled in the art can easily conceive of the changes or substitutions within the technical scope of the present application, and shall be covered by the scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.

Claims

1. A wear compensation mechanism for use in a disc brake, characterized in that,

the wear compensation mechanism is used for being installed on one side of a friction disc in the disc brake;

the wear compensation mechanism comprises a gain bridge, a ratchet mechanism, an adjusting rod and a friction plate, the ratchet mechanism, the adjusting rod and the friction plate are all mounted on the gain bridge, one end of the adjusting rod is connected with the ratchet mechanism, the other end of the adjusting rod is in contact with the friction plate, and one side of the friction plate, which faces away from the adjusting rod, is used for contacting the friction plate;

during braking, the gain bridge can drive the friction plate to be close to the friction plate and enable the friction plate to be in contact with the friction plate, the ratchet mechanism can generate mechanism movement, and the adjusting rod is static relative to the gain bridge;

after braking is finished, the gain bridge can drive the friction plate to be far away from the friction disc, so that the ratchet mechanism can generate reverse mechanism movement to drive the adjusting rod to push the friction plate, and the friction plate moves towards the friction disc.

2. The wear compensation mechanism of claim 1,

the wear compensation mechanism includes a first resilient member;

the ratchet mechanism comprises a base plate, a judging ratchet wheel and a pawl, the judging ratchet wheel and the pawl are both mounted on the base plate, the judging ratchet wheel can rotate relative to the base plate, the pawl is rotationally connected with the base plate, and the pawl is meshed with the judging ratchet wheel;

the base plate is rotatably arranged on the gain bridge, and the first elastic piece is arranged between the gain bridge and the base plate; the judging ratchet wheel is connected with the adjusting rod;

in the braking process, the base plate can drive the pawl to rotate, so that the pawl slides relative to the ratchet of the judgment ratchet wheel, the first elastic piece generates elastic deformation, and the judgment ratchet wheel and the adjusting rod are both static relative to the gain bridge;

after braking is finished, the base plate can drive the pawl to rotate reversely under the action of the resilience force of the first elastic piece, so that the pawl slides reversely relative to the ratchet of the judging ratchet wheel, the pawl pushes the judging ratchet wheel to rotate, the judging ratchet wheel drives the adjusting rod to move relative to the gain bridge, and the adjusting rod pushes the friction plate.

3. The wear compensation mechanism of claim 2,

the ratchet mechanism comprises a second elastic piece, and the second elastic piece is fixed between the base plate and the pawl and abuts against the pawl to enable the pawl to keep in contact with the ratchet.

4. The wear compensation mechanism of claim 2 or 3,

the adjusting rod is provided with an inner hole;

the judging ratchet comprises a ratchet and a transmission rod which are connected, the ratchet is meshed with the pawl, the transmission rod is matched with the inner hole, and the matching enables the transmission rod and the adjusting rod to be relatively fixed in the circumferential direction of the inner hole and to relatively move in the axial direction of the inner hole;

the pawl can push the ratchet wheel to rotate, so that the transmission rod drives the adjusting rod to move relative to the transmission rod in the axial direction of the inner hole, and the adjusting rod is driven to move relative to the gain bridge.

5. The wear compensation mechanism of claim 4,

the ratchet mechanism comprises a rear cover, the rear cover is mounted on the base plate, the pawl and the ratchet wheel are contained between the rear cover and the base plate, and the transmission rod penetrates through the rear cover.

6. The wear compensation mechanism of claim 4 or 5, wherein the length of the drive rod (defining the basic structure of the decision ratchet) is smaller than the length of the adjustment rod.

7. The wear compensation mechanism of any one of claims 2-6,

the base plate comprises a bottom plate and a boss which are connected, the boss deviates from the center of the bottom plate, and the boss is used for driving the bottom plate to rotate when being stressed;

the bottom plate is rotatably arranged on the gain bridge, the first elastic piece is arranged between the gain bridge and the bottom plate, and the judging ratchet wheel and the pawl are both arranged on the bottom plate.

8. The wear compensation mechanism of claim 7,

the wear compensation mechanism comprises a gain bridge raceway, a cover plate and a rolling body; the gain bridge roller way is fixed on the gain bridge; the cover plate is slidably mounted to the gain bridge; the cover plate is provided with a rolling body limiting hole and a cover plate reading hole; the rolling body penetrates through the rolling body limiting hole, one side of the rolling body is in contact with the gain bridge raceway, and the other side of the rolling body is used for being in contact with a caliper raceway in the disc brake;

the boss extends into the cover plate reading hole;

in the braking process, under the condition that 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 bodies roll in the gain bridge raceway and the caliper raceway, the rolling bodies push the cover plate to slide relative to the gain bridge, and the cover plate further pushes the boss and the bottom plate to rotate;

after braking is finished, the gain bridge can move reversely relative to the caliper raceway, so that the rolling bodies roll in the gain bridge raceway and the caliper raceway reversely, the rolling bodies push the cover plate to slide reversely relative to the gain bridge, and the base plate drives the pawl to rotate reversely under the action of the resilience force of the first elastic piece.

9. The wear compensation mechanism of claim 8,

the cover plate reading hole is of a central symmetry structure and comprises a first hole and a second hole which are communicated, and the first hole and the second hole are distributed in a staggered mode.

10. The wear compensation mechanism of claim 7,

the wear compensation mechanism comprises a gain bridge raceway, a cover plate and a rolling body; the gain bridge roller way is fixed on the gain bridge; the cover plate is slidably mounted to the gain bridge; the cover plate is provided with a rolling body limiting hole and a through hole; the rolling body penetrates through the rolling body limiting hole, one side of the rolling body is in contact with the gain bridge raceway, and the other side of the rolling body is used for being in contact with a caliper in the disc brake;

the boss penetrates through the through hole;

during braking, under the condition that the friction plate is in contact with the friction disc, the friction disc can drive the gain bridge and the base disc to move relative to a caliper in the disc brake, so that the rolling bodies roll in the gain bridge rolling way, the rolling bodies push the cover plate to slide relative to the gain bridge, and the boss is blocked by the caliper, so that the boss drives the base plate to rotate;

after braking is finished, the gain bridge can move reversely relative to the calipers, so that the rolling bodies roll in the gain bridge roller paths reversely, the rolling bodies push the cover plate to slide reversely relative to the gain bridge, and the base plate drives the pawls to rotate reversely under the action of the resilience force of the first elastic piece.

11. The wear compensation mechanism of claim 10,

the inner wall of the through hole is not contacted with the boss all the time.

12. The wear compensation mechanism of any one of claims 8-11,

the contact surface of the gain bridge raceway and the rolling body is a V-shaped cambered surface.

13. The wear compensation mechanism of any one of claims 1-12,

the adjusting rod and the gain bridge form a threaded connection.

14. A disk brake, characterized in that,

comprising a caliper, a friction disc, a third elastic element and two wear-compensating mechanisms according to any one of claims 1 to 13; the two wear compensation mechanisms are contained in the calipers and are respectively positioned on two opposite sides of the friction disc and connected through the third elastic piece.

15. The disc brake of claim 14,

the caliper comprises a caliper main body and a caliper raceway fixed to the caliper main body;

the disc brake comprising the wear compensation mechanism of any one of claims 8-12, both of said wear compensation mechanisms being housed within the caliper body; one of the rolling bodies is in corresponding contact with one of the caliper raceways.

16. The disc brake of claim 14 or 15,

the disc brake including the wear compensation mechanism of claim 10 or 11 and two calipers, one on each of opposite sides of the friction disc, each of the calipers having a caliper reading hole, one of the wear compensation mechanisms being received in one of the calipers, one of the bosses being engaged with one of the caliper reading holes;

during braking, each boss is blocked by the caliper reading hole, so that the bosses drive the bottom plate to rotate.

17. The disc brake of claim 16,

the caliper reading hole is of a central symmetry structure, the cover plate reading hole comprises a first hole and a second hole which are communicated, and the first hole and the second hole are distributed in a staggered mode.

18. A vehicle, characterized in that,

comprising a hub, a brake mechanism and a disc brake according to any one of claims 14-17;

the friction disc is fixedly connected with the hub, and the brake mechanism is used for driving the gain bridge in the disc brake to be close to the friction disc so as to realize braking.