CN209725032U - Automatic Brake Clearance Compensation Mechanism for Brake-by-wire Brake System - Google Patents

Abstract

The utility model discloses an automatic brake gap compensation mechanism for a brake-by-wire brake system, which comprises a gear, a screw rod, a guide sliding sleeve, a conical non-self-locking nut, a connecting body, a piston and a friction plate, and also includes a conical non-self-locking The one-way bearing between the self-locking nut and the guide sliding sleeve; the gear is provided with a threaded through hole, and the screw rod passes through the threaded through hole to be threadedly connected with the gear, and the end of the screw rod close to the gear is also sleeved in turn There are guide sliding sleeves and tapered non-self-locking nuts. The guide sliding sleeves are connected to the tapered non-self-locking nuts through one-way bearings. An elastic element is sleeved, and the tapered end of the tapered non-self-locking nut is connected to the friction plate through the piston. The utility model has the advantage that, through the setting of the one-way bearing, the brake gap is automatically compensated when the friction plate is damaged, thereby improving the effect of automatic compensation and strengthening the control of the brake.

Description

Automatic Brake Clearance Compensation Mechanism for Brake-by-wire Brake System

technical field

The utility model relates to the technical field of brake systems, in particular to an automatic brake gap compensation mechanism for a brake-by-wire brake system.

Background technique

Electromechanical brake is a kind of automotive brake-by-wire technology. As a cutting-edge technology in the automotive industry, it has always been a breakthrough in innovation in this field. Compared with traditional braking systems, electromechanical brakes have many advantages, such as no need for brake fluid, environmental friendliness, and fast control response. However, the existing electromechanical brakes have poor automatic compensation effect after the brake pads are worn out. , which is unfavorable to the control of braking.

Utility model content

The technical problem to be solved by the utility model lies in that the existing electronically controlled mechanical brake cannot perform automatic compensation after the brake pad is worn out, and the effect is poor, which is unfavorable to the control of the brake.

In order to solve the above technical problems, the utility model provides the following technical solutions:

An automatic brake gap compensation mechanism for a brake-by-wire system, including a gear, a screw, a guide sleeve, a conical non-self-locking nut, a connecting body, a piston and a friction plate, and also includes a One-way bearings between sliding sleeves;

The gear is provided with a threaded through hole, and the screw rod is threadedly connected with the gear through the threaded through hole. The end of the screw rod close to the gear is also provided with a guide sliding sleeve and a tapered non-self-locking nut in turn. A first cavity is formed between the guide sliding sleeve and the tapered non-self-locking nut, and a one-way bearing is arranged in the first cavity, and the guide sliding sleeve is connected to the tapered non-self-locking nut through the one-way bearing, and the guide The outer side of the sliding sleeve is also sleeved with a connecting body, and a second cavity is also provided between the guiding sliding sleeve and the connecting body, and an elastic element is also sleeved on the guiding sliding sleeve in the second cavity. The body is connected with the screw rod, and the tapered end of the tapered non-self-locking nut is connected to the friction plate through the piston; through the setting of the one-way bearing, the brake clearance is automatically compensated when the friction plate is damaged, thereby improving the effect of automatic compensation and strengthening control over the brakes.

Preferably, the screw rod is slidably connected to the guide sleeve, and the screw rod is screwed to the tapered non-self-locking nut.

Preferably, a snap ring is also provided on the guide sliding sleeve, the one-way bearing is snapped between the tapered non-self-locking nut and the snap ring, and one end of the elastic element is fixed on the side of the snap ring away from the one-way bearing. One side and the other end are fixed on the connecting body, and the elastic element is always kept in a compressed state.

Preferably, the elastic element is a spring.

Preferably, the guide sliding sleeve is connected to the inner wall of the one-way bearing through a first flat key, and the tapered non-self-locking nut is connected to the outer wall of the one-way bearing through a second flat key.

Preferably, a reset sealing rubber ring is sheathed on the outside of the piston, so that the piston can automatically reset after the braking is completed, the structure is simple, and the reset effect is good.

Preferably, the reset sealing rubber ring is in an interference fit with the piston.

Preferably, the connecting body is fixed on the threaded rod by bolts.

Compared with the prior art, the beneficial effects of the utility model are:

1. Through the setting of the one-way bearing, the brake gap is automatically compensated when the friction plate is damaged, thereby improving the effect of automatic compensation and strengthening the control of the brake.

2. Through the setting of the reset sealing rubber ring, the piston can be automatically reset after the braking is completed, the structure is simple, and the reset effect is good.

Description of drawings

Fig. 1 is a schematic diagram of a full sectional structure of a brake gap automatic compensation mechanism of a brake-by-wire system according to Embodiment 1 of the utility model;

Fig. 2 is a half-sectional view of Embodiment 1 of the utility model;

Fig. 3 is a partial sectional view of the second embodiment of the utility model.

Detailed ways

In order to make it easier for those skilled in the art to understand the technical solution of the utility model, the technical solution of the utility model is further described in conjunction with the accompanying drawings.

In this application, terms such as "installation", "connection", "connection" and "fixation" should be interpreted in a broad sense, for example, it may be a fixed connection or a detachable connection, unless otherwise clearly specified and limited. , or integrated; it can be a mechanical connection, an electrical connection, or a communication; it can be a direct connection or an indirect connection through an intermediary, and it can be the internal communication of two components or the interaction relationship between two components . Those of ordinary skill in the art can understand the specific meanings of the above terms in this application according to specific situations.

Referring to Fig. 1 to Fig. 2, this embodiment discloses an automatic brake gap compensation mechanism for a brake-by-wire system, including a gear 1, a screw rod 2, a guide sleeve 3, a tapered non-self-locking nut 4, and a one-way bearing 5 , piston 6, friction plate 7 and connecting body 8, described gear 1 is provided with threaded through hole (not shown in the figure), described screw mandrel 2 is threadedly connected with gear 1 through threaded through hole, described screw mandrel 2 Close to the left end of the gear 1, a guide sliding sleeve 3 and a tapered non-self-locking nut 4 are sequentially sleeved from right to left. There is a gap between the screw rod 2 and the guide sliding sleeve 3, so that the two can be slidably connected. The screw mandrel 2 is threadedly connected with the tapered non-self-locking nut 4, the right end of the tapered non-self-locking nut 4 is a concave structure, the left end of the guide sliding sleeve 3 is against the bottom surface of the concave structure, the A first cavity 9 is formed between the outer wall of the left end of the guide sleeve 3 and the concave structure of the tapered non-self-locking nut 4, and a one-way bearing 5 is arranged in the first cavity 9, so that the guide sleeve 3 can pass through the one-way The bearing 5 is connected to the tapered non-self-locking nut 4, the guide sliding sleeve 3 is connected to the inner wall of the one-way bearing 5 through the first flat key 10, and the tapered non-self-locking nut 4 is connected to the one-way bearing through the second flat key 11 5, the tapered end of the tapered non-self-locking nut 4 is connected to the friction plate 7 through the piston 6, and the brake disc 12 is braked through the friction plate 7; the outer side of the guide sliding sleeve 3 is also sleeved with Connecting body 8, the left side of the connecting body 8 is a concave structure, the right end face of the tapered non-self-locking nut 4 is abutted with the left end face of the connecting body, and the two are connected to the outer diameter of the piston 6 Similarly, a second cavity 13 is formed between the outer wall of the right end of the guide sliding sleeve 3 and the concave structure of the connecting body 8, and an elastic element 14 is sleeved on the guide sliding sleeve 3 in the second cavity 13 , under the action of the elastic element 14, the guide sliding sleeve 3, the one-way bearing 5, the tapered non-self-locking nut 4 and the piston 6 are tightly fitted together. In this embodiment, the elastic element 14 is a spring.

Through the setting of the one-way bearing 5, the tapered non-self-locking nut 4 and the guide sliding sleeve 3 can only rotate relative to each other in one direction; It rotates relative to the screw 2, and when the conical non-self-locking nut 4 is pushed by the guide sleeve 3, it will rotate relative to the screw 2; thus, the conical non-self-locking nut 4 The braking effect of the friction plate 7 will not be affected due to the relative rotation with the screw mandrel 2, and the tapered non-self-locking nut 4 can be opposed to the screw mandrel 2 under the elastic force of the elastic element 14 when the friction plate 7 is worn. Rotate to automatically compensate the brake gap, thereby improving the effect of automatic compensation and strengthening the control of the brake.

Further, the outer side of the piston 6 is also sleeved with a reset sealing rubber ring 15, and the reset sealing rubber ring 15 is an interference fit with the piston 6. Through the setting of the reset sealing rubber ring 15, the piston 2 can The utility model has the advantages of automatic reset, simple structure and good reset effect.

Further, the connecting body 8 is fixedly connected to the screw rod 2 through bolts (not marked in the figure).

The working principle of the first embodiment is: when the car brakes, the car transmits the braking force to the gear 1 through the intermediate force transmission mechanism, so that the gear 1 rotates. Since the gear 1 is threaded with the screw 2, the screw 2 is driven to move to the left. Under the action of the elastic element 14, the guide sliding sleeve 3, the one-way bearing 5, the tapered non-self-locking nut 4 and the piston 6 are tightly fitted together, so when the screw 2 moves to the left, they all move to the left Movement, due to the existence of the one-way bearing 5, the conical non-self-locking nut 4 will not rotate under the reaction force of the piston 6 to affect braking, improve the effect of automatic compensation, and strengthen the control of braking ; When the piston 6 moves to the left along the lead screw 2, it will push the friction plate 7 to move towards the brake disc 12 until it contacts the brake disc 12 to start braking. After the braking is over, the braking force is removed and the sealing rubber ring is reset 15 can recover original shape automatically, and the piston 6 that is in close contact with reset sealing rubber ring 15 also can return, waits for braking next time.

Due to the wear and tear of the friction plate 7 for a long time, when the car is braked, the movement displacement of the piston 6 will be larger than that during normal braking. At this time, relative sliding will occur between the reset sealing rubber ring 15 and the piston 6. Piston 6 will not return to its original position after the movement ends, resulting in a gap between the piston 6 and the tapered non-self-locking nut 4; because the tapered non-self-locking nut 4 can rotate under the action of friction or thrust, so Under the action of the elastic element 14, the conical non-self-locking nut 4 and the outer ring of the one-way bearing 5 will rotate relative to the lead screw 2, that is, the conical non-self-locking nut 4 will move to the left along the lead screw 2, Until it contacts with the piston 6 again, thereby filling the gap between the tapered non-self-locking nut 4 and the piston 6, and completing the automatic compensation process; when braking again, under the reaction of the braking force, due to the one-way bearing 5 Direction, so that the tapered non-self-locking nut 4 will not reverse again and move to the right relative to the lead screw 2, which improves the effect of automatic compensation and strengthens the control of braking.

Embodiment two

On the basis of Embodiment 1, referring to Fig. 3, a snap ring 301 is provided at the left end of the guide sliding sleeve 3, and the snap ring 301 is a position-limiting structure whose diameter is larger than that of the main body of the guide sliding sleeve 3, and the one-way bearing 5 snaps Connected between the bottom surface of the concave structure of the tapered non-self-locking nut 4 and the left end surface of the snap ring 301, one end of the elastic element 14 abuts against the right end surface of the snap ring 301, and the other end abuts against the inside of the connecting body 8 On the bottom surface of the concave mechanism, the elastic element 14 is always in a compressed state.

It is obvious to those skilled in the art that the present invention is not limited to the details of the above-mentioned exemplary embodiments, and that the present invention can be implemented in other specific forms without departing from the spirit or essential features of the present invention. Therefore, no matter from all points of view, the embodiments should be regarded as exemplary and non-restrictive, and the scope of the present invention is defined by the appended claims rather than the above description, so it is intended to fall within the scope of the claims All changes within the meaning and range of equivalency of the required elements are embraced in the present invention, and any reference sign in a claim shall not be construed as limiting the claim concerned.

The above-described embodiments only represent the implementation of the utility model, and the scope of protection of the utility model is not limited to the above-mentioned examples. For those skilled in the art, they can also make Several modifications and improvements all belong to the protection scope of the present utility model.

Claims (8)

1. a kind of braking gap compensation mechanism of line control brake system, including gear, screw rod, guide sleeve, taper are non-certainly Split nut, connector, piston and friction plate, it is characterised in that: further include setting taper non-self-locking nut and guide sleeve it Between unilateral bearing；

The gear is equipped with tapped through hole, and the screw rod passes through tapped through hole and is threadedly coupled with gear, and the screw rod is close to tooth One end of wheel is also successively arranged with guide sleeve and taper non-self-locking nut, between the guide sleeve and taper non-self-locking nut The first cavity is formed, unilateral bearing is equipped in first cavity, the guide sleeve is non-certainly by unilateral bearing connection taper Split nut, the outside of the guide sleeve are also arranged with connector, the second chamber are additionally provided between the guide sleeve and connector Body is also arranged on the intracorporal guide sleeve of the second chamber and has elastic component, and the connector is connect with screw rod, and the taper is non- The tapered end of self-locking nut connects friction plate by piston.

2. a kind of braking gap compensation mechanism of line control brake system according to claim 1, it is characterised in that: institute It states screw rod to be slidably connected with guide sleeve, the screw rod is threadedly coupled with taper non-self-locking nut.

3. a kind of braking gap compensation mechanism of line control brake system according to claim 1, it is characterised in that: institute It states and is additionally provided with snap ring on guide sleeve, the unilateral bearing is connected between taper non-self-locking nut and snap ring, the elasticity member One end of part is fixed on side of the snap ring far from unilateral bearing, and the other end is fixed on the connecting body, and the elastic element is protected always Hold compressive state.

4. a kind of braking gap compensation mechanism of line control brake system according to claim 1 or 3, feature exist In: the elastic element is spring.

5. a kind of braking gap compensation mechanism of line control brake system according to claim 1, it is characterised in that: institute The inner wall that guide sleeve connects unilateral bearing by the first flat key is stated, the taper non-self-locking nut is single by the connection of the second flat key To the outer wall of bearing.

6. a kind of braking gap compensation mechanism of line control brake system according to claim 1, it is characterised in that: institute It states and is also arranged with reset sealing rubber ring on the outside of piston.

7. a kind of braking gap compensation mechanism of line control brake system according to claim 6, it is characterised in that: institute It states and resets sealing rubber ring and piston for interference fit.

8. a kind of braking gap compensation mechanism of line control brake system according to claim 1, it is characterised in that: institute Connector is stated to be bolted on screw rod.