Anti-lock mechanism and vehicle

Abstract

The application discloses an anti-lock mechanism and a vehicle, and relates to the technical field of vehicles. The anti-lock mechanism comprises a shell, a brake piston and an adjusting piston. The shell comprises a first piston cavity and a second piston cavity, one end of the first piston cavity is communicated with the second piston cavity, the adjusting piston is slidingly installed in the first piston cavity to adjust the size of the cavity at one end of the first piston cavity communicated with the second piston cavity, and the brake piston is slidingly installed in the second piston cavity. The oil pressure of the second piston cavity can be adjusted when the adjusting piston slides relative to the first piston cavity. The anti-lock mechanism provided by the application can have higher stability and reliability.

Description

Technical Field

[0001] This application relates to the field of transportation technology, and more particularly to an anti-lock braking system and a transportation vehicle. Background Technology

[0002] When a vehicle brakes suddenly, the user will usually lean forward due to inertia. To prevent harm to the user during sudden braking, electric vehicles, motorcycles, and other two-wheeled vehicles are usually equipped with anti-lock braking systems (ABS) to prevent the wheels from locking up completely during sudden braking.

[0003] However, existing anti-lock braking systems are usually implemented using electronic control, which is prone to problems such as wiring and control issues, resulting in low reliability during operation. Summary of the Invention

[0004] This application provides an anti-lock braking system and a vehicle to provide stable and reliable anti-lock braking function.

[0005] This application provides:

[0006] An anti-lock braking system (ABS) for use in a vehicle includes a housing, a brake piston, and an adjusting piston.

[0007] The housing includes a first piston chamber and a second piston chamber, with one end of the first piston chamber communicating with the second piston chamber;

[0008] The adjusting piston is slidably mounted in the first piston chamber to adjust the size of the cavity in the first piston chamber that is connected to the second piston chamber.

[0009] The brake piston is slidably mounted in the second piston chamber;

[0010] The oil pressure in the second piston chamber can be adjusted when the adjusting piston slides relative to the first piston chamber.

[0011] In view of the above technical solutions, when the anti-lock braking mechanism provided in this application is applied to a specific vehicle, the oil pressure in the second piston chamber can be reduced by adjusting the piston, thereby reducing the force exerted by the brake piston on the disc brake disc and preventing the disc brake disc from locking completely. Furthermore, the anti-lock braking mechanism provided in this application provides the anti-lock function entirely through the mechanical movement of its various structural components. Compared to electronically controlled anti-lock braking, this application offers higher reliability and stability.

[0012] In some possible implementations, the anti-lock braking system further includes a bracket for rotatably connecting a wheel axle in the vehicle, and the housing is fixedly connected to the bracket.

[0013] In some possible implementations, the anti-lock braking mechanism further includes a limiting block, which is fixedly disposed on the movement path of the housing;

[0014] The housing includes a clockwise rotation direction, and when the housing moves in the clockwise rotation direction, the limiting block is located on the front side of the housing movement.

[0015] In some possible implementations, the adjusting piston includes a piston head and a push rod;

[0016] The piston head is slidably mounted in the first piston chamber in a sealed manner, and divides the first piston chamber into a first sub-chamber and a second sub-chamber, with the first sub-chamber communicating with the second piston chamber;

[0017] The housing has an oil inlet, and the piston head has a flow channel with openings at both ends. One end of the flow channel is connected to the first sub-cavity, and the other end of the flow channel is connected to or disconnected from the oil inlet as the piston head slides.

[0018] The end of the push rod away from the piston head protrudes relative to the side of the housing closer to the limiting block;

[0019] As the housing moves in the clockwise rotation direction, the end of the push rod away from the piston head gradually approaches and abuts against the limiting block.

[0020] In some possible implementations, the piston head is further provided with an annular groove communicating with the flow channel, and the annular groove is located on the side of the flow channel away from the first sub-cavity;

[0021] When the flow channel is connected to the oil inlet, the annular groove is connected between the flow channel and the oil inlet.

[0022] In some possible implementations, the anti-lock braking mechanism further includes a first elastic element, one end of which is connected to the side of the housing near the limiting block, and the other end of which is connected to the side of the limiting block near the housing.

[0023] When the push rod abuts against the limiting block, the first elastic element is in a compressed state.

[0024] In some possible implementations, a drain valve is also installed on the housing, the drain valve including a fixed seat, a piston, and a second elastic element;

[0025] The fixing seat has a through hole that connects to the first sub-cavity;

[0026] The piston component includes a plug, a piston rod, and a first limiting flange. The piston rod slides through the through hole, and there is a gap between the piston rod and the inner wall of the through hole. The plug and the first limiting flange are respectively located at both ends of the piston rod.

[0027] The second elastic element is sleeved on the piston rod portion and is located between the first limiting flange and the fixed seat. The second elastic element is used to drive the plug to seal the opening structure of the through hole away from the end of the second elastic element.

[0028] In some possible implementations, the adjusting piston further includes a second limiting flange protruding from the periphery of the push rod, the second limiting flange being located at the end of the push rod away from the piston head;

[0029] The anti-lock mechanism further includes a third elastic element, which is sleeved on the end of the push rod away from the piston head;

[0030] When the end of the flow channel away from the first sub-cavity is disconnected from the oil inlet, one end of the third elastic member abuts against the housing, and the other end of the third elastic member abuts against the second limiting flange.

[0031] In some possible implementations, the brake piston is telescopically disposed relative to one side of the housing;

[0032] The housing includes a housing body and a brake plate, with the first piston chamber and the second piston chamber opened in the housing body;

[0033] The brake plate includes a connecting part and an abutting part. The connecting part is connected between the abutting part and the housing body, and the abutting part is located on the movement path of the brake piston.

[0034] In addition, this application also provides a means of transportation, including the anti-lock braking system described in the above embodiments. Attached Figure Description

[0035] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0036] Figure 1 The diagram shows a structural schematic of the anti-lock braking system in some embodiments.

[0037] Figure 2 It shows Figure 1A partially enlarged structural diagram of part A in the middle;

[0038] Figure 3 A cross-sectional structural schematic diagram of the anti-lock braking mechanism in some embodiments is shown;

[0039] Figure 4 Another cross-sectional structural schematic diagram of the anti-lock braking mechanism in some embodiments is shown;

[0040] Figure 5 It shows Figure 4 A partially enlarged structural diagram of section B;

[0041] Figure 6 A cross-sectional structural schematic diagram of the anti-lock braking mechanism during operation in some embodiments is shown.

[0042] Explanation of key component symbols:

[0043] 1000 - Anti-lock braking mechanism; 100 - Housing; 110 - Housing body; 1101 - Oil delivery chamber; 1102 - First piston chamber; 11021 - First sub-chamber; 11022 - Second sub-chamber; 1103 - Second piston chamber; 1104 - Oil inlet; 1105 - Oil delivery hole; 120 - Partition; 130 - Brake plate; 131 - Connecting part; 132 - Abutting part; 200 - Adjusting piston; 210 - Piston head; 211 - Flow channel; 212 - Annular groove; 220 - Push rod; 230-Second limiting flange; 300-Brake piston; 400-Bracket; 500-Limiting block; 610-Fuel nozzle; 620-Fuel drain valve; 621-Fixing seat; 6211-Through hole; 622-Piston assembly; 6221-Plug; 6222-Piston rod; 6223-First limiting flange; 623-Second elastic element; 710-First elastic element; 720-Third elastic element; 2100-Wheel; 2200-Disc brake disc; 2300-Front fork; 2400-Wheel axle. Detailed Implementation

[0044] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this application, and should not be construed as limiting this application.

[0045] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0046] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0047] In this application, unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0048] In this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0049] The embodiment provides an anti-lock braking system 1000, which can be used in two-wheeled vehicles such as electric bicycles, motorcycles, or bicycles. The anti-lock braking system 1000 provides anti-lock function during braking, reducing safety hazards to users caused by sudden braking.

[0050] like Figure 1 , Figure 3 and Figure 4As shown, the anti-lock braking system 1000 may include a housing 100, a brake piston 300, and an adjusting piston 200.

[0051] The housing 100 may include a first piston chamber 1102 and a second piston chamber 1103. One end of the first piston chamber 1102 is connected to the second piston chamber 1103.

[0052] In this embodiment, the brake piston 300 is slidably mounted in the second piston chamber 1103. The brake piston 300 can be used to provide braking function during braking. Specifically, the brake piston 300 can provide braking function for the disc brake disc 2200 in the vehicle, preventing the wheels 2100 in the vehicle from rotating.

[0053] The adjusting piston 200 is slidably mounted in the first piston chamber 1102. The adjusting piston 200 can be used to adjust the oil pressure in the second piston chamber 1103. It is understood that when the adjusting piston 200 slides relative to the first piston chamber 1102, the size of the cavity at the end connecting the first piston chamber 1102 and the second piston chamber 1103 can change accordingly. Therefore, the change in the volume of this cavity can be used to adjust the oil pressure in the second piston chamber 1103. When the oil pressure in the second piston chamber 1103 changes, the force applied by the brake piston 300 to the disc brake disc 2200 also changes accordingly.

[0054] Accordingly, when providing the anti-lock braking function, the adjusting piston 200 can be used to reduce the oil pressure in the second piston chamber 1103 to prevent the disc brake disc 2200 from locking up completely. Specifically, during the anti-lock braking process, when the adjusting piston 200 slides relative to the first piston chamber 1102, the volume of the cavity at the end connecting the first piston chamber 1102 and the second piston chamber 1103 increases. When there is no more brake fluid input or only a small amount of brake fluid input and output, the brake fluid in the second piston chamber 1103 can enter the first piston chamber 1102, and consequently, the oil pressure in the second piston chamber 1103 can decrease. Correspondingly, the force exerted by the brake piston 300 on the disc brake disc 2200 also decreases, allowing the wheel 2100 to rotate accordingly. Thus, during braking, the complete locking of the wheel 2100 can be prevented, reducing the safety hazards to the user caused by rapid braking.

[0055] In this embodiment, the anti-lock braking system 1000 may be installed at the front and / or rear wheel positions of a vehicle to prevent the front and / or rear wheels from becoming completely locked during braking. Exemplarily, the anti-lock braking system 1000 is described in detail using the front wheel 2100 (i.e., the front wheel) as an example.

[0056] like Figure 1 , Figure 3 and Figure 4As shown, in some embodiments, the anti-lock braking system 1000 also includes a bracket 400, which can be used to install the anti-lock braking system 1000 and the wheel 2100.

[0057] Specifically, the bracket 400 can be roughly elongated and plate-shaped, and can be installed parallel to the disc brake disc 2200. In this embodiment, one end of the bracket 400 is rotatably connected to the wheel axle 2400. The housing 100 can be fixedly installed on the side of the bracket 400 away from the disc brake disc 2200, and the housing 100 can be located at the end of the bracket 400 away from the wheel axle 2400. Accordingly, the housing 100 and the bracket 400 can rotate synchronously around the wheel axle 2400, and at the same time, the brake piston 300 and the adjusting piston 200 can also rotate around the wheel axle 2400 under the drive of the housing 100.

[0058] In this embodiment, the housing 100, bracket 400, brake piston 300, and adjusting piston 200 may include the same clockwise rotation direction and the same counterclockwise rotation direction. The clockwise rotation direction may be the same as the rotation direction of the wheel 2100 under normal driving conditions. The counterclockwise rotation direction may be the opposite of the clockwise rotation direction.

[0059] The housing 100 may include an integral housing body 110 and a brake plate 130. A first piston chamber 1102 and a second piston chamber 1103 may be formed in the housing body 110. The brake plate 130 may be located on the side of the housing body 110 near the disc brake disc 2200 and opposite to the second piston chamber 1103.

[0060] In this embodiment, the brake plate 130 may include a connecting portion 131 and an abutting portion 132. The connecting portion 131 may connect the abutting portion 132 to the housing body 110. When the brake plate 130 is not subjected to external force, the abutting portion 132 may be approximately parallel to the disc brake disc 2200. In some embodiments, the brake plate 130 may be made of metal, and accordingly, the brake plate 130 may undergo a certain degree of elastic deformation.

[0061] The sliding of the brake piston 300 can occur perpendicular to the disc brake disc 2200. In this embodiment, the brake piston 300 is extendable relative to the side of the housing body 110 closest to the brake plate 130. When the brake piston 300 extends relative to the housing body 110, it pushes the abutment portion 132 of the brake plate 130 closer to the disc brake disc 2200 to prevent the disc brake disc 2200 from rotating, thereby preventing the wheel 2100 from rotating. It is understood that after braking stops, there is no brake fluid in the second piston chamber 1103, and the brake piston 300 is not subjected to oil pressure. Therefore, the brake piston 300 can be pushed back to its original position under the elastic force of the abutment portion 132.

[0062] In other embodiments, it is not excluded that the brake piston 300 acts directly on the disc brake disc 2200.

[0063] like Figure 3 and Figure 4 As shown, the housing body 110 also has an oil supply chamber 1101, which can be located on the side of the first piston chamber 1102 away from the second piston chamber 1103. An oil supply hole 1105 can be provided at one end of the housing body 110 near the oil supply chamber 1101, and the oil supply hole 1105 is connected to the oil supply chamber 1101. During braking, brake fluid can enter the oil supply chamber 1101 through the oil supply hole 1105. In this embodiment, a corresponding oil supply nozzle 610 can be installed at the position of the oil supply hole 1105.

[0064] In this embodiment, the oil delivery chamber 1101 and the first piston chamber 1102 can be separated by a partition 120. In addition, the partition 120 may be provided with an oil inlet 1104 that connects the oil delivery chamber 1101 and the first piston chamber 1102.

[0065] The axial direction of the adjusting piston 200 is parallel to the disc brake disc 2200, and the axial direction of the adjusting piston 200 is perpendicular to the rotation axis of the bracket 400, that is, the axial direction of the adjusting piston 200 is perpendicular to the wheel axle 2400. In the embodiment, the adjusting piston 200 can slide along its own axial direction in the first piston chamber 1102.

[0066] The adjusting piston 200 may include an integral piston head 210 and a push rod 220. The piston head 210 is slidably mounted in the first piston chamber 1102. Exemplarily, the piston head 210 may be sealed to the inner wall of the first piston chamber 1102 by a sealing ring (not shown) or similar structure to prevent oil leakage and pressure loss. In some embodiments, the cross-section of the piston head 210 perpendicular to its own axial direction may be circular, and correspondingly, the cross-section of the first piston chamber 1102 perpendicular to the axial direction of the piston head 210 may also be circular.

[0067] The piston head 210 divides the first piston chamber 1102 into two parts: a first sub-chamber 11021 and a second sub-chamber 11022. Along the clockwise rotation direction of the housing 100, the first sub-chamber 11021 can be located in front of the second sub-chamber 11022. That is, when the housing 100 rotates clockwise, after a period of time, the second sub-chamber 11022 can be at the position of the first sub-chamber 11021 at the initial time point. It is understood that the size of the first sub-chamber 11021 and the second sub-chamber 11022 can vary according to the position of the piston head 210 in the first piston chamber 1102. In this embodiment, the first sub-chamber 11021 can be connected to the second piston chamber 1103.

[0068] like Figure 3 , Figure 4 and Figure 6As shown in the embodiment, the piston head 210 may have a flow channel 211 for brake fluid to pass through. Both ends of the flow channel 211 are open structures. The opening at one end of the flow channel 211 may be located on the end face of the piston head 210 near the first sub-cavity 11021, and correspondingly, the flow channel 211 may communicate with the first sub-cavity 11021. The other end of the flow channel 211 may be used to connect to the oil inlet 1104, so as to communicate with the oil delivery chamber 1101 through the oil inlet 1104.

[0069] In some embodiments, the piston head 210 may have an annular groove 212 circumferentially formed. The side of the annular groove 212 near the inner wall of the first piston chamber 1102 may be an open structure, while the end of the annular groove 212 near the first sub-cavity 11021 and the end near the second sub-cavity 11022 may be closed structures. In an embodiment, the end of the flow channel 211 away from the first sub-cavity 11021 may be connected to the annular groove 212.

[0070] In this embodiment, when the piston head 210 slides relative to the first piston chamber 1102, the annular groove 212 can be either connected to or displaced from the oil inlet 1104. Along the axial direction of the piston head 210, when the annular groove 212 is displaced from the oil inlet 1104, the connection between the annular groove 212 and the oil inlet 1104 can be broken, and the piston head 210 can block the end of the oil inlet 1104 away from the oil delivery chamber 1101. In this embodiment, in the non-braking state, the annular groove 212 can be connected to the oil inlet 1104.

[0071] When the annular groove 212 is in relative communication with the oil inlet 1104, the flow channel 211 can be indirectly connected to the oil inlet 1104 through the annular groove 212, so that the brake fluid in the oil delivery chamber 1101 can be sequentially delivered to the second piston chamber 1103 through the oil inlet 1104, the annular groove 212, the flow channel 211, and the first sub-chamber 11021. It can be understood that even if the piston head 210 rotates relative to the first piston chamber 1102, it can be ensured that the flow channel 211 can smoothly communicate with the oil inlet 1104 through the annular groove 212.

[0072] In other embodiments, the flow channel 211 may be diverted within the piston head 210 and extend to the side of the piston head 210 opposite to the oil inlet 1104. Accordingly, the opening structure at the end of the flow channel 211 away from the first sub-cavity 11021 may be formed in the circumferential sidewall of the piston head 210 at a position opposite to the oil inlet 1104. Furthermore, the cross-section of the piston head 210 perpendicular to its own axial direction may be non-circular, such as elliptical, quadrilateral, or pentagonal, and the cross-sectional shape of the first piston cavity 1102 perpendicular to the axial direction of the piston head 210 may be consistent with that of the piston head 210.

[0073] Combined again Figure 5A drain valve 620 can be installed on the partition 120. When the user releases the brake lever after braking, the drain valve 620 can be used to deliver the brake fluid in the first sub-chamber 11021 and the second piston chamber 1103 to the oil delivery chamber 1101, and output it through the oil delivery nozzle 610.

[0074] The drain valve 620 may include a fixed seat 621, a piston 622, and a second elastic element 623. The fixed seat 621 is fixedly mounted on the partition 120. The fixed seat 621 has a through hole 6211 communicating with the first sub-cavity 11021 and the oil delivery cavity 1101. The piston 622 includes an integral plug 6221, a piston rod 6222, and a first limiting flange 6223. The piston rod 6222 slidably passes through the through hole 6211, and there is a gap between the piston rod 6222 and the inner wall of the through hole 6211. The plug 6221 and the first limiting flange 6223 are located at opposite ends of the piston rod 6222. For example, the plug 6221 may be located at the end of the piston rod 6222 near the oil delivery cavity 1101, and the first limiting flange 6223 may be located at the end of the piston rod 6222 near the first sub-cavity 11021.

[0075] In other embodiments, the first limiting flange 6223 may also be replaced by a retaining ring, which can be fixedly engaged with the end of the piston rod 6222 away from the plug 6221.

[0076] The second elastic element 623 is sleeved on the piston rod portion 6222, and is located between the first limiting flange 6223 and the fixed seat 621. When not braking, the second elastic element 623 can be in a natural or compressed state, and the plug 6221 can seal the opening structure of the through hole 6211 near the oil supply chamber 1101. In the embodiment, the second elastic element 623 is used to drive the plug 6221 to seal the opening structure of the through hole 6211 near the oil supply chamber 1101.

[0077] Understandably, during braking, the oil pressure in the oil supply chamber 1101 can always be greater than or equal to the oil pressure in the first sub-chamber 11021. Thus, under the action of the second elastic element 623, the plug 6221 can be kept in the state of blocking the through hole 6211.

[0078] As the user gradually releases the brake lever, brake fluid in the oil supply chamber 1101 is output through the oil supply nozzle 610, and the oil pressure in the oil supply chamber 1101 gradually decreases compared to the oil pressure in the first sub-chamber 11021. Under the action of the differential pressure, the force of the second elastic element 623 is overcome, pushing the piston 622 towards the oil supply chamber 1101, thereby opening the end of the through hole 6211 near the oil supply chamber 1101. Correspondingly, brake fluid in the first sub-chamber 11021 and the second piston chamber 1103 can be output through the gap between the piston rod portion 6222 and the inner wall of the through hole 6211. During this process, the brake piston 300 and the brake plate 130 can also gradually return to their original positions.

[0079] like Figure 4 As shown, the push rod 220 can be located on the side of the piston head 210 near the first sub-cavity 11021. The end of the push rod 220 away from the piston head 210 can pass through the housing body 110 and protrude relative to the housing body 110. When the piston head 210 slides relative to the first piston cavity 1102, it can drive the push rod 220 to extend and retract relative to the housing body. It can be understood that the push rod 220 and the housing body 110 can be a sealed sliding connection to prevent problems such as oil leakage.

[0080] like Figure 1 , Figures 2 to 4 As shown, the anti-lock braking system 1000 also includes a limiting block 500, which can be located on the movement path of the housing body 110 and the push rod 220. In a clockwise rotation direction, the limiting block 500 can be located at the front of the housing body 110 and the push rod 220. In practical applications of the anti-lock braking system 1000, the limiting block 500 can be fixedly installed on the front fork 2300 of the vehicle by means of integral molding, screw connection, or welding. In a clockwise rotation direction, the anti-lock braking system 1000 as a whole can be located at the rear of the front fork 2300, and correspondingly, the limiting block 500 can also be located at the rear of the front fork 2300.

[0081] During braking, when the housing 100 drives the adjusting piston 200 to rotate clockwise under inertia, the end of the push rod 220 away from the piston head 210 gradually approaches and abuts against the limiting block 500, thereby restricting the adjusting piston 200 from continuing to rotate clockwise. Since the housing 100 continues to rotate clockwise under inertia, the adjusting piston 200 can slide relative to the housing 100. During the sliding of the piston head 210 in the first piston chamber 1102, the volume of the first sub-chamber 11021 can gradually increase, and the volume of the second sub-chamber 11022 can gradually decrease. Simultaneously, the annular groove 212 can gradually disengage from the oil inlet 1104, and the oil inlet 1104 can be blocked by the piston head 210. After the annular groove 212 is disconnected from the oil inlet 1104, the brake fluid in the first sub-chamber 11021 and the second piston chamber 1103 no longer increases. Furthermore, as the volume of the first sub-cavity 11021 gradually increases, the overall oil pressure in the first sub-cavity 11021 and the second piston cavity 1103 decreases, meaning the oil pressure in the second piston cavity 1103 will decrease during this process. Consequently, the force exerted by the brake piston 300 on the disc brake disc 2200 will also gradually decrease, allowing the wheel 2100 to rotate and preventing the wheel 2100 from locking up completely during braking, thus avoiding safety hazards for the user.

[0082] like Figures 2 to 4 As shown, the anti-lock braking mechanism 1000 further includes a first elastic element 710, one end of which is fixedly connected to the side of the housing 100 near the limiting block 500. The other end of the first elastic element 710 is fixedly connected to the limiting block 500. In the non-braking state, the first elastic element 710 can be in a naturally extended state. During braking, when the housing 100 rotates clockwise around the wheel axle 2400 under the action of inertial force, it can compress the first elastic element 710 and store a certain amount of elastic potential energy in the first elastic element 710. After braking is completed, the first elastic element 710 can push the housing 100 and the bracket 400 to rotate counterclockwise to reset.

[0083] In addition, the anti-lock braking mechanism 1000 also includes a third elastic element 720, which can be sleeved on the push rod 220 and is located outside the housing 100. In the embodiment, a second limiting flange 230 is also provided circumferentially at the end of the push rod 220 away from the piston head 210, and the second limiting flange 230 can extend radially along the adjusting piston 200. One end of the third elastic element 720 can abut against the housing 100, and the other end of the third elastic element 720 can abut against the second limiting flange 230.

[0084] In other embodiments, the second limiting flange 230 may also be formed by a retaining ring, and the retaining ring is fixedly connected to the top rod 220.

[0085] During braking, when the adjusting piston 200 retracts relative to the housing 100, the second limiting flange 230 can compress the third elastic element 720, causing the third elastic element 720 to store elastic potential energy. When braking is complete and the user releases the brake lever, the brake fluid in the first piston chamber 1102 and the second piston chamber 1103 can be output to the oil supply chamber 1101 through the drain valve 620. The oil pressure in the first piston chamber 1102 and the second piston chamber 1103 gradually decreases. Correspondingly, the third elastic element 720 can act on the second limiting flange 230 and push the adjusting piston 200 to extend and reset relative to the housing 100.

[0086] During the braking process, brake fluid is sequentially delivered through the nozzle 610, the delivery chamber 1101, the inlet 1104, the annular groove 212, and the flow channel 211 to the first sub-cavity 11021, and then enters the second piston chamber 1103 through the first sub-cavity 11021. The oil pressure in the second piston chamber 1103 gradually increases, pushing the brake piston 300 to extend relative to the housing body 110, thereby actuating the brake plate 130 to provide braking function.

[0087] Simultaneously, due to inertia, the housing 100 and the bracket 400 can rotate clockwise around the wheel axle 2400. Correspondingly, the push rod 220 of the adjusting piston 200 can gradually abut against the limiting block 500, thereby reacting on the adjusting piston 200 to cause it to contract relative to the housing body 110. During this process, the adjusting piston 200 can gradually block the oil inlet 1104, and the oil pressure in the first sub-cavity 11021 and the second piston cavity 1103 also gradually decreases. This reduces the force exerted by the brake piston 300 on the brake plate 130, and correspondingly, the force exerted by the brake plate 130 on the disc brake disc 2200 also decreases synchronously to prevent the disc brake disc 2200 from locking completely.

[0088] In addition, as the shell body 110 gradually approaches the limiting block 500, the first elastic element 710 can be gradually compressed and store elastic potential energy.

[0089] When the user releases the brake lever after braking, the brake fluid in the oil supply chamber 1101 can be output through the oil supply nozzle 610. When the oil pressure in the oil supply chamber 1101 is lower than the oil pressure in the first sub-chamber 11021, the drain valve 620 can open under the action of the pressure difference, and gradually discharge the brake fluid from the first sub-chamber 11021 and the second piston chamber 1103. Correspondingly, the brake plate 130 can push the brake piston 300 to reset.

[0090] Simultaneously, the third elastic element 720 can gradually push the adjusting piston 200 to reset. The first elastic element 710 can gradually push the housing body 110 and the bracket 400 to rotate counterclockwise and reset.

[0091] It should be noted that the above braking states all occur during the normal driving phase of the vehicle, i.e., when it is moving forward, and the wheels 2100 can rotate clockwise. Understandably, during this phase, the vehicle typically has a high speed, and both the vehicle and the user typically have significant inertia when braking. The anti-lock braking system 1000 provided in this application effectively prevents the wheels 2100 from completely locking up during braking, thus preventing potential safety hazards to the user.

[0092] When reversing, the vehicle typically travels at a low speed. Therefore, when braking during reversing, the housing 100 and bracket 400 can remain essentially fixed in their relative positions, and the adjusting piston 200 does not require action. Consequently, the brake pads can completely lock the disc brake disc 2200, bringing the wheel 2100 to a complete stop.

[0093] In summary, the anti-lock braking system 1000 provided in this application achieves its anti-lock function through a mechanical structure, which is more stable and reliable than an electronically controlled anti-lock braking system, and also allows for smoother vehicle movement. Furthermore, compared to the electronic components in an electronically controlled anti-lock braking system, the anti-lock braking system 1000 provided in this application has lower costs, is easier to debug, and reduces subsequent maintenance costs.

[0094] This application also provides a means of transportation that may include the anti-lock braking system 1000 provided in the embodiments.

[0095] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0096] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.

Claims

1. An anti-lock braking system for use in a vehicle, characterized in that, Includes a bracket, a limiting block, a housing, a brake piston, and an adjusting piston; The bracket is used to rotatably connect the wheel axle of the vehicle, and the housing is fixedly connected to the bracket; the housing includes a first piston chamber and a second piston chamber, one end of the first piston chamber is connected to the second piston chamber; the limiting block is fixedly disposed on the movement path of the housing, the housing includes a clockwise rotation direction, and when the housing moves along the clockwise rotation direction, the limiting block is located at the front side of the housing movement; The adjusting piston includes a piston head and a push rod. The piston head is slidably and sealingly mounted in the first piston chamber, dividing the first piston chamber into a first sub-chamber and a second sub-chamber, and can adjust the size of the first sub-chamber. The first sub-chamber communicates with the second piston chamber. An oil inlet is provided on the housing, and a flow channel with two openings is provided on the piston head. One end of the flow channel communicates with the first sub-chamber, and the other end of the flow channel communicates with or disconnects from the oil inlet as the piston head slides. The end of the push rod away from the piston head protrudes from the side of the housing closer to the limiting block. When the housing moves in the clockwise rotation direction, the end of the push rod away from the piston head gradually approaches and abuts against the limiting block. The brake piston is slidably mounted in the second piston chamber; The oil pressure in the second piston chamber can be adjusted when the adjusting piston slides relative to the first piston chamber.

2. The anti-lock braking mechanism according to claim 1, characterized in that, The piston head is also provided with an annular groove that communicates with the flow channel, and the annular groove is located on the side of the flow channel away from the first sub-cavity; When the flow channel is connected to the oil inlet, the annular groove is connected between the flow channel and the oil inlet.

3. The anti-lock braking mechanism according to claim 1, characterized in that, The anti-lock braking mechanism further includes a first elastic element, one end of which is connected to the side of the housing near the limiting block, and the other end of which is connected to the side of the limiting block near the housing. When the push rod abuts against the limiting block, the first elastic element is in a compressed state.

4. The anti-lock braking mechanism according to any one of claims 1 to 3, characterized in that, The housing is also equipped with an oil drain valve, which includes a fixed seat, a piston, and a second elastic element. The fixing seat has a through hole that connects to the first sub-cavity; The piston component includes a plug, a piston rod, and a first limiting flange. The piston rod slides through the through hole, and there is a gap between the piston rod and the inner wall of the through hole. The plug and the first limiting flange are respectively located at both ends of the piston rod. The second elastic element is sleeved on the piston rod portion and is located between the first limiting flange and the fixed seat. The second elastic element is used to drive the plug to seal the opening structure of the through hole away from the end of the second elastic element.

5. The anti-lock braking mechanism according to claim 4, characterized in that, The adjusting piston further includes a second limiting flange protruding from the periphery of the push rod, the second limiting flange being located at the end of the push rod away from the piston head; The anti-lock mechanism further includes a third elastic element, which is sleeved on the end of the push rod away from the piston head; When the end of the flow channel away from the first sub-cavity is disconnected from the oil inlet, one end of the third elastic member abuts against the housing, and the other end of the third elastic member abuts against the second limiting flange.

6. The anti-lock braking mechanism according to claim 1, characterized in that, The brake piston is telescopically mounted relative to one side of the housing; The housing includes a housing body and a brake plate, with the first piston chamber and the second piston chamber opened in the housing body; The brake plate includes a connecting part and an abutting part. The connecting part is connected between the abutting part and the housing body, and the abutting part is located on the movement path of the brake piston.

7. A means of transportation, characterized in that, Includes the anti-lock braking mechanism as described in any one of claims 1 to 6.

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