Double-shaft linkage hub brake

Abstract

The invention relates to the technical field of hub brakes, and discloses a double-shaft linkage hub brake which comprises a shell, a brake shoe assembly and two shifting shafts symmetrically arranged at the two ends of the brake shoe assembly, the other ends of the shifting shafts are installed on the shell in a penetrating mode and connected with rocker arms on the outer side of the shell, and a linkage fool-proof mechanism is further arranged between the two rocker arms and connected with a brake stay wire. The linkage fool-proof mechanism drives the two shifting shafts to synchronously expand and brake and is formed by coaxially hinging a first connecting rod rotationally arranged at the tail end of one rocker arm, a second connecting rod rotationally arranged at the tail end of the other rocker arm and the other ends of the first connecting rod and the second connecting rod. The two shifting shafts rotate synchronously to enable the two ends of the brake shoe assembly to be opened and braked at the same time, the braking area is increased, braking force is enhanced, friction force is improved, the braking distance is shortened, braking is light and flexible, and the service life of the brake shoe assembly is prolonged. The occurrence of reset jamming or locking after braking is avoided, and riding is safer.

Description

Technical Field

[0001] The present invention relates to the technical field of hub brakes, and in particular to a double-axis linked hub brake. Background Art

[0002] Drum brake is a relatively mature structure in the current vehicle braking technology. It mainly includes a housing, two brake shoes, and a rocker arm rotatably mounted on the housing. The rocker arm is connected to a brake cable. When the brake cable is pulled, the single rocker arm rotates relative to the housing, thereby driving the two brake shoes to contract and expand relative to the brake hub for braking, such as: CN205952224U an improved electric hub brake; when the hub brake of this structure is braking, since the contact area between the brake shoe and the brake disc is very small, only the semicircular arc close to the end of the shift shaft is the effective contact braking surface, and the end away from the shift shaft hardly participates in braking. Therefore, the friction braking surface is small, and the brake shoe has an insufficient drum brake, which is not suitable for vehicles with load requirements.

[0003] To this end, those skilled in the art have designed, for example, CN221762486U discloses a double rocker arm brake drum brake, comprising a drum brake body, a symmetrical toggle shaft rotatably connected to the drum brake body, a rocker arm connected to one end of the toggle shaft located outside the drum brake body, and the other ends of the two rocker arms are hinged to the same connecting rod; In actual use, the brake of the double-arm structure is subjected to the following forces: Figure 7 As shown: one end of the two rocker arms 01 is hinged on the same connecting rod 02 to form a parallelogram structure. Under the action of the pulling force F1, the connecting rod 02 is pulled to bring the two rocker arms 01 to perform synchronous braking at the same time, thereby improving the synchronous braking effect; however, when the braking is completed, the pulling force F1 on the connecting rod 02 is cancelled, and the rocker arm 01 is reset by forcing the two shifting shafts to rotate through the return of the shoe spring. In fact, the reset and rotation of the shifting shafts cannot be completely synchronized. In addition, the two rocker arms 01 are hinged on the same connecting rod for linear pullback, which can easily cause the connecting rod 02 and the rocker arm 01 to reset to form a stuck dead point, resulting in the brakes being stuck or locked, and the user being caught in a dilemma on the road, affecting safe driving. Summary of the invention

[0004] In view of the deficiencies of the prior art, the present invention provides a dual-axis linkage hub brake, which overcomes the problem in the prior art that the double rocker arms are hinged to the same connecting rod, which may cause the brakes to get stuck or locked and unable to be reset during resetting, thus affecting safe driving.

[0005] In order to achieve the above objectives, this application adopts the following technical solutions.

[0006] The present invention is a double-axis linkage hub brake, comprising a shell, a brake shoe assembly arranged on the inner side of the shell, and two shifting shafts symmetrically arranged at both ends of the brake shoe assembly and rotatably connected to the shell. The other ends of the two shifting shafts are installed on the shell and are respectively connected to rocker arms on the outer side of the shell. A linkage anti-fool mechanism is also provided between the two rocker arms and connected to a brake cable. Pulling the brake cable drives the two shifting shafts to synchronously expand and brake through the linkage anti-fool mechanism. The linkage anti-fool mechanism is formed by a first connecting rod rotatably arranged at the end of one rocker arm, a second connecting rod rotatably arranged at the end of the other rocker arm, and the other ends of the first connecting rod and the second connecting rod are coaxially hinged. The first connecting rod and the second connecting rod are hinged and fixedly connected to the brake cable.

[0007] A further improvement is that the brake shoe assembly includes: relatively arranged brake shoes, a fixing plate vertically arranged on the outer arc surface of the brake shoes, a friction plate arranged outside the fixing plate, and a return spring respectively connected to both ends of the brake shoes, and the ends of the two brake shoes are respectively clamped and abutted against both sides of the shifting part of the shifting shaft.

[0008] A further improvement is that: an arc-shaped shifting block is provided at one end of the shoe, and a square shifting block is provided at the other end, the ends of the two shoe plates are arranged opposite to each other, and the two sides of the shifting part are respectively in contact with the arc-shaped shifting block or the square shifting block.

[0009] A further improvement is that the cross section of the shifting portion is configured as a long flat cylindrical structure or a flat elliptical cylindrical structure to match the arc-shaped shifting block.

[0010] A further improvement is that a limit stop cover structure is also provided at the top of the toggle part.

[0011] A further improvement is that a central through hole is provided at the center of the shell, and camshaft mounting seats are symmetrically provided on both sides of the central through hole. The end of the shift shaft away from the shifting part can be rotatably installed in the inner hole of the camshaft mounting seat and connected to the rocker arm on the other side of the shell.

[0012] A further improvement is that: a toothed portion is provided at one end of the shifting shaft away from the shifting portion and adapted to be connected to the rocker arm, and a threaded connection portion is provided at the top end of the toothed portion and fastened by a nut.

[0013] A further improvement is that the second connecting rod is smaller than the first connecting rod and the rocker arm length.

[0014] Compared with the prior art, the present invention has the following beneficial effects: The present application forms a hinged linkage anti-mistake mechanism by setting a first connecting rod and a second connecting rod between the two rocker arms, and when the brake cable is pulled, the two rocker arms drive the two shifting shafts to synchronously drive the two ends of the brake shoe assembly to open simultaneously for braking, ensuring that the two ends of the entire brake shoe are synchronously pressed against the wheel hub, increasing the braking area of ​​the brake shoe, not only avoiding eccentric wear of the brake shoe, but also increasing the braking force and service life of the brake shoe, making full use of it and saving costs; After braking, the brake line is released, and the shift shaft resets and drives the first connecting rod and the second connecting rod connected to the ends of the two rocker arms to rotate. Since the first connecting rod and the second connecting rod are separately connected to different rocker arms, and then the ends of the two connecting rods are hinged together, the second connecting rod is connected to the other rocker arm through rotation and then connected to the first connecting rod through the second connection to form a return buffer to prevent confusion. That is, a buffer structure is added between the first connecting rod and the other rocker arm to ensure that when the shift shaft is reset or reversed and the two shift shafts are stuck due to asynchronous resetting, self-reset and adjustment buffering are performed, thereby effectively avoiding the problem of jamming and locking caused by asynchronous resetting of the two rocker arms due to being hinged on the same connecting rod, thereby ensuring the riding safety of the driver and passengers.

[0015] Since an arc-shaped shift block and a square shift block are respectively arranged at both ends of the shoe, the end of the brake shoe is prevented from being damaged due to the rotation of the camshaft; and the two shoe pieces are arranged relative to each other, thereby ensuring that the two shift shafts rotate and expand between the arc-shaped shift block and the square shift block, ensuring that the two shift shafts rotate synchronously and smoothly, and since the ends of the two shoe pieces are arranged oppositely and relative to each other, the two arc-shaped shift blocks are one on the upper left and the other on the lower right, ensuring that the two shift shafts rotate synchronously to form a 180-degree concentric circle, that is, they can rotate freely within a 180-degree circle without jamming, and also play a role of limit protection, ensuring that the forward and reverse rotation of the shift shaft is subjected to the same direction of force and is uniform without dead angles, and ensuring that the brake resetting or reversing is smooth and free from jamming or locking from the matching structure of the shoe block assembly and the rotating shaft. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 It is a three-dimensional schematic diagram of the present invention.

[0017] Figure 2 It is another side perspective schematic diagram of the present invention.

[0018] Figure 3 It is another state schematic diagram of the present invention.

[0019] Figure 4 It is a three-dimensional schematic diagram of the dial shaft of the present invention.

[0020] Figure 5 It is a three-dimensional schematic diagram of the brake shoe assembly of the present invention.

[0021] Figure 6 It is a front schematic diagram of the brake shoe of the present invention.

[0022] Figure 7 It is a schematic diagram of the force state analysis of the existing rocker arm connecting rod.

[0023] Figure ID: Housing 1, central through hole 11, camshaft mounting seat 12, brake shoe assembly 2, shoe plate 21, fixing plate 22, friction plate 23, arc-shaped shift block 24, square shift block 25, return spring 26, shift shaft 3, shifting part 31, limit stop cover structure 32, toothed part 33, threaded connection part 34, rocker arm 4, first connecting rod 5, second connecting rod 6. DETAILED DESCRIPTION

[0024] In order to deepen the understanding of the present invention, the present invention will be further described in detail below with reference to the accompanying drawings. This embodiment is only used to explain the present invention and does not constitute a limitation on the protection scope of the present invention.

[0025] In the description of the present invention, it is necessary to understand that the directions or positional relationships indicated by terms such as "center", "up", "down", "front", "back", "left" and "right" are based on the directions or positional relationships shown in the accompanying drawings and are only for the convenience of describing the present invention and simplifying the description. They do not indicate or imply that the combination or elements referred to must have a specific direction, be constructed and operated in a specific direction. Therefore, they should not be understood as limitations on the present invention.

[0026] The present invention will be further described below with reference to the accompanying drawings and in combination with embodiments.

[0027] Figure 1-6The present invention is shown to include a housing 1, a brake shoe assembly 2 arranged on the inner side of the housing 1, and two shifting shafts 3 symmetrically arranged at both ends of the brake shoe assembly 2 and rotatably connected to the housing 1. The other ends of the two shifting shafts 3 are mounted on the housing 1 and are respectively connected to the outer side of the housing 1 with rocker arms 4. A linkage anti-fool mechanism is also provided between the two rocker arms 4 and is connected to the brake cable. Pulling the brake cable drives the two shifting shafts 3 to synchronously expand and brake through the linkage anti-fool mechanism. The linkage anti-fool mechanism is formed by a first connecting rod 5 rotatably arranged at the end of one rocker arm 4, a second connecting rod 6 rotatably arranged at the end of the other rocker arm 4, and the other ends of the first connecting rod 5 and the second connecting rod 6 are coaxially hinged. The first connecting rod 5 and the second connecting rod 6 are hinged and fixedly connected to the brake cable; preferably, the ends of the two rocker arms 4 are rotatably riveted to one end of the first connecting rod 5 and the second connecting rod 6 respectively through rivet pins. The first connecting rod 5 and the second connecting rod 6 are hinged and fixed, and the other end of the first connecting rod 5 and the second connecting rod 6 are also hinged and fixed by a pin, and then fixedly connected to the end of the brake cable or the brake rod. The brake shoe assembly 2 includes: a shoe 21 arranged opposite to each other, a fixing plate 22 arranged vertically on the outer arc surface of the shoe 21, a friction plate 23 arranged on the outer side of the fixing plate 22, and a return spring 26 respectively connected to the two ends of the shoe 21. The ends of the two shoe 21 are respectively clamped and abutted against the two sides of the toggle portion 31 of the shift shaft 3; the length of the first connecting rod 5 is greater than the length of the second connecting rod 6; preferably: the length of the first connecting rod 5 is equal to the sum of the distance between the two shift shafts 3 and the length of the second connecting rod 6; it can also be greater than or less than the sum of the two. It is worth noting that it is necessary to ensure that the two shift shafts 3 rotate synchronously when the brake is pulled, so that the initial positions of the two rocker arms 3 are not set in parallel when the rocker arms 3 are installed. By setting a hinged connection between the first connecting rod 5 and the second connecting rod 6 between the two rocker arms 4, a linkage anti-mistake mechanism with a hinge is formed. When the brake cable is pulled, the two rocker arms 4 drive the two shift shafts 3 to synchronously drive the two ends of the brake shoe assembly 2 to open and brake at the same time, ensuring that the two ends of the entire brake shoe are synchronously pressed against the wheel hub, increasing the braking area of ​​the brake shoe, not only can avoid eccentric wear of the brake shoe, but also can increase the braking force and service life of the brake shoe, so that it can be fully utilized and save costs; after braking, the brake cable is released, the shift shaft 3 is reset to drive the first connecting rod 5 and the second connecting rod 6 connected to the ends of the two rocker arms 4 to rotate, because The first connecting rod 5 and the second connecting rod 6 are separately connected to different rocker arms 4, and then the ends of the two connecting rods are hinged together. After the second connecting rod 6 is rotationally connected to the other rocker arm, a return buffer is formed by the second connecting rod 6 being rotationally connected to the first connecting rod. That is, a buffer anti-foolproof structure is added between the first connecting rod 5 and the other rocker arm to ensure that when the shift shaft 3 is reset or reversed and the two shift shafts 3 are stuck due to asynchronous reset, autonomous reset adjustment buffering is performed, thereby effectively avoiding the problem of jamming and locking caused by the asynchronous reset of the two rocker arms 4 due to being hinged on the same connecting rod, thereby ensuring the riding safety of the driver and passengers.

[0028] An optional implementation method: Figure 1 , 5As shown in , 6, one end of the shoe 21 is provided with an arc-shaped shift block 24, and the other end is provided with a square shift block 25, the ends of the two shoe pieces 21 are arranged oppositely, and the two sides of the shifting portion 31 are respectively in contact with the arc-shaped shift block 24 or the square shift block 25; Figure 4 As shown, the cross section of the shifting portion 31 is set to a long flat cylindrical structure or a flat elliptical cylindrical structure to match the arcuate shifting block 24. Since the arcuate shifting block 24 and the square shifting block 25 are respectively provided at both ends of the shoe 21, the end of the brake shoe is prevented from being damaged due to the rotation of the camshaft; and the two shoe pieces 21 are arranged relative to each other, so as to ensure that the two shifting shafts 3 are rotated and expanded between the arcuate shifting block 24 and the square shifting block 25, and the two shifting shafts 3 are ensured to rotate synchronously and smoothly. Since the ends of the two shoe pieces 21 are arranged oppositely, one of the two arcuate shifting blocks 24 is on the upper left and the other is on the lower right, it is ensured that the two shifting shafts 3 rotate synchronously to form a 180-degree concentric circle, that is, they can rotate freely within a 180-degree circumference without stagnation, and at the same time, they also play a role of limiting protection, ensuring that the forward and reverse rotation of the shifting shaft 3 is subjected to the same force and uniform without dead angles, and from the matching structure of the shoe assembly and the rotating shaft, it is ensured that the brake release reset or reverse driving is smooth and free without stagnation, jamming or locking.

[0029] An optional implementation method: Figure 1 , 4 As shown, a limit stop cover structure 32 is also provided at the top of the toggle portion 31; the limit stop cover structure 32 is provided to limit the end of the brake shoe to prevent the brake shoe from climbing up and causing brake failure.

[0030] An optional implementation method: Figure 2 , 4 As shown, a central through hole 11 is provided at the center of the shell 1, and camshaft mounting seats 12 are symmetrically provided on both sides of the central through hole 11. The end of the shift shaft 3 away from the shifting portion 31 can be rotatably mounted in the inner hole of the camshaft mounting seat 12, and is connected to the rocker arm 4 on the other side of the shell 1; wherein the camshaft mounting seat 12 can be set to a step structure with a mounting inner hole adapted to the shift shaft 3, and is formed by riveting or welding with the shell 1, and the shell 1 can be a sheet metal integrated molding structure, and reinforcing ribs and mounting holes can be set on its surface.

[0031] An optional implementation method: Figure 4 As shown, a toothed portion 33 is provided at one end of the dial shaft 3 away from the toggle portion 31 and is adapted to be connected to the rocker arm 4, and a threaded connection portion 34 is provided at the top of the toothed portion 33 and is fastened via a nut; a smooth columnar structure may also be provided between the toothed portion 33 and the toggle portion 31, but is not limited thereto.

[0032] To sum up: the double shift shaft linkage setting, by setting a linkage anti-idiot mechanism in which long and short connecting rods are rotatably hinged to each other at the end of the double rocker arm connected to the double shift shaft, ensures that the two shift shafts rotate synchronously, and both ends of the brake shoe assembly are opened for braking at the same time, which has the advantages of increasing the braking area, enhancing the braking force, improving the friction, shortening the braking distance, making the brakes light and flexible, and improving the service life of the brake shoe assembly; arc-shaped shift blocks and square shift blocks are respectively provided at both ends of the shoe, and the ends of the two shoes are arranged oppositely, so that one of the two arc-shaped shift blocks is on the upper left and the other on the lower right, ensuring that the two shift shafts rotate synchronously to form a 180-degree concentric circle, that is, they can rotate freely within a 180-degree circle without jamming, fundamentally solving the occurrence of reset jamming or locking after braking, and ensuring the safety of the rider.

[0033] The embodiments of the present invention disclose preferred embodiments, but are not limited thereto. A person skilled in the art can easily understand the spirit of the present invention based on the above embodiments and make different extensions and changes. However, as long as they do not deviate from the spirit of the present invention, they are all within the protection scope of the present invention.

Claims

1. A dual-axis linkage hub brake, comprising a housing (1), a brake shoe assembly (2) arranged inside the housing (1), and two shifting shafts (3) symmetrically arranged at both ends of the brake shoe assembly (2) and rotatably connected to the housing (1), characterized in that: The other ends of the two shifting shafts (3) are mounted on the housing (1) and are respectively connected to the rocker arms (4) on the outside of the housing (1). A linkage anti-fool mechanism is also provided between the two rocker arms (4) and is connected to a brake cable. Pulling the brake cable drives the two shifting shafts (3) to expand and brake synchronously through the linkage anti-fool mechanism. The linkage anti-fool mechanism is formed by a first connecting rod (5) rotatably arranged at the end of one rocker arm (4), a second connecting rod (6) rotatably arranged at the end of the other rocker arm (4), and the other ends of the first connecting rod (5) and the second connecting rod (6) being coaxially hinged. The first connecting rod (5) and the second connecting rod (6) are hinged and fixedly connected to the brake cable.

2. The dual-axis linkage hub brake according to claim 1, characterized in that: The brake shoe assembly (2) comprises: brake shoes (21) arranged opposite to each other, a fixing plate (22) arranged vertically on the outer arc surface of the brake shoe (21), a friction plate (23) arranged outside the fixing plate (22), and return springs (26) respectively connected to both ends of the brake shoe (21), and the ends of the two brake shoes (21) are respectively clamped and abutted against both sides of the shifting portion (31) of the shifting shaft (3).

3. The dual-axis linkage hub brake according to claim 2, characterized in that: An arc-shaped shifting block (24) is provided at one end of the shoe (21), and a square-shaped shifting block (25) is provided at the other end. The ends of the two shoe plates (21) are arranged opposite to each other, and two sides of the shifting portion (31) are respectively in contact with the arc-shaped shifting block (24) or the square shifting block (25).

4. The dual-axis linkage hub brake according to claim 3, characterized in that: The cross section of the shifting portion (31) is configured as a long flat cylindrical structure or a flat elliptical cylindrical structure to match the arc-shaped shifting block (24).

5. The dual-axis linkage hub brake according to claim 4, characterized in that: A position limiting cover structure (32) is also provided at the top end of the toggle portion (31).

6. The dual-axis linkage hub brake according to claim 1, characterized in that: A central through hole (11) is provided at the center of the housing (1), and camshaft mounting seats (12) are symmetrically provided on both sides of the central through hole (11). One end of the shifting shaft (3) away from the shifting portion (31) is rotatably mounted in the inner hole of the camshaft mounting seat (12) and is connected to the rocker arm (4) at the other side of the housing (1).

7. The dual-axis linkage hub brake according to claim 6, characterized in that: The end of the shifting shaft (3) away from the shifting portion (31) is provided with a toothed portion (33) adapted to be connected to the rocker arm (4), and the top end of the toothed portion (34) is provided with a threaded connection portion (34) which is fastened by a nut.

8. A dual-axis linkage hub brake according to any one of claims 1 to 7, characterized in that: The second connecting rod (6) is shorter than the first connecting rod (5) and the rocker arm (4).

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