Novel brake camshaft structure

Abstract

The utility model discloses a novel brake camshaft structure, which relates to the technical field of camshafts and comprises a cam part, an axial positioning part fixedly arranged at the lower end of the cam part and a rocker arm joint part fixedly arranged on the lower side of the axial positioning part. The torque-increasing meshing part is arranged between the axial positioning part and the rocker arm joint part, so that the connection strength and the torsion strength between the cam shaft and the rocker arm are enhanced, the cam shaft and the rocker arm are not prone to deformation or damage during high-load use, and the braking effect and the safety of the brake are effectively improved; the torque-increasing meshing part is in meshing connection with the tooth groove part at the inner end of the rocker arm, and the clamping tooth part of the torque-increasing meshing part is matched with the tooth groove part of the rocker arm for use, so that friction and abrasion are reduced, the structural stability is improved, the service life of the cam shaft and the rocker arm is prolonged, the replacement and maintenance frequency is reduced, the use cost is reduced, and the service life of the cam shaft is prolonged. And the problems of loosening, clamping stagnation and the like are avoided.

Description

Technical Field

[0001] The utility model relates to the technical field of camshafts, in particular to a novel brake camshaft structure. Background Art

[0002] When the brake is in braking operation, the camshaft is rotated by the rotation of the rocker arm, and the left and right brake shoe assemblies are opened left and right around the fixed axis, thereby achieving the braking effect. As a vital safety component in vehicles such as bicycles and electric bicycles, the operational reliability and sensitivity of the brake are directly related to the life safety of the user. In the prior art, for example, a brake camshaft disclosed in patent CN218440334U, although the structure stores the lubricating layer through the lubricating seat, thereby reducing the friction between the camshaft and the brake box, and avoiding the jamming or rusting of the camshaft when rotating, there are still some problems in actual use:

[0003] 1. Insufficient torsional strength: The joint between the existing brake camshaft and the rocker arm usually adopts a square block structure arranged between the load-bearing part and the rocker arm connection part. This structural design fails to fully consider the improvement of the torsional strength of the brake, resulting in the square block structure being easily deformed or damaged when used under high load, thereby affecting the braking effect and safety.

[0004] 2. Short service life and poor stability in use: There are friction and wear problems at the joint between the square block structure and the rocker arm, which leads to a short service life of the structure and the rocker arm. Frequent replacement and maintenance are required, which increases the cost of use and maintenance workload. At the same time, during long-term and high-frequency use, the stability of the structure is poor, and it is easy to loosen, get stuck and other problems, affecting the stability and safety of the brake. Utility Model Content

[0005] The problem to be solved by the utility model is the insufficient torsional strength, short service life and poor stability in use in the prior art. By providing a new brake camshaft structure, the torsional strength, service life and stability of the brake are improved, ensuring that the brake can maintain reliable performance and safety even in high-load use.

[0006] In order to solve the above problems, the utility model provides a new brake camshaft structure, including a cam portion, an axial positioning portion fixed at the lower end of the cam portion, and a rocker arm joint portion fixed at the lower side of the axial positioning portion, a torque-increasing engagement portion is fixed between the axial positioning portion and the rocker arm joint portion, the torque-increasing engagement portion includes a protrusion component and a tooth component fixed and evenly distributed at the outer edge of the protrusion component, the tooth component is provided with four parts, including a left convex toothing section and a right convex toothing section which are mirror-set and protrude outwardly, a tooth-shaped positioning section is provided at the joint of the front ends of the left convex toothing section and the right convex toothing section, and an arc-shaped groove section which is concave inwardly is provided at the end of the right convex toothing section away from the tooth-shaped positioning section.

[0007] Preferably, the torque-increasing engagement portion passes through the gate box and extends forward to be engaged with a tooth groove portion provided at the inner end of the rocker arm.

[0008] Preferably, the rocker arm engaging portion passes through the tooth groove portion and extends forward to be threadedly rotated and fixedly connected to the lock nut.

[0009] Preferably, the cam portion comprises a shoe clamping block arranged at the upper end, a positioning snap ring is fixedly arranged at the bottom end of the shoe clamping block, and the shoe clamping block is clamped between the shoes.

[0010] Preferably, a thread locking protrusion is provided at the front end of the rocker arm joint, and the thread locking protrusion is threadably and fixedly connected to the thread locking groove at the inner end of the lock nut.

[0011] As a preferred embodiment, an optimized lubrication system is provided: a lubrication channel is provided on the axial positioning portion, and the lubrication channel is used to provide lubrication between the meshing parts, reduce friction, improve meshing efficiency, reduce friction and wear, and improve durability and service life of the structure.

[0012] As a preferred embodiment, the anti-slip and anti-loosening design: the outer surface of the thread locking protrusion is provided with a plurality of anti-slip convex points, and the anti-slip convex points are used to increase the friction force with the contact surface of the rocker arm to prevent relative sliding.

[0013] Thereby ensuring the braking effect and operational safety.

[0014] Preferably, the lock nut is an anti-loosening structure, including an elastic washer and a locking nut, the elastic washer is sleeved on the thread locking protrusion, and the thread locking protrusion is threadedly and fixedly connected with the locking nut to ensure the stability and safety of the threaded connection.

[0015] Preferably, a high-strength wear-resistant material is used: the latching tooth component is made of a high-strength wear-resistant material to enhance the durability and service life of the meshing portion.

[0016] Compared with the prior art, the utility model has the following beneficial technical effects:

[0017] 1. Improve torsional strength: The utility model provides a torsion-increasing meshing portion between the axial positioning portion and the rocker arm joint portion, thereby enhancing the connection strength and torsional strength between the camshaft and the rocker arm, ensuring that it is not easily deformed or damaged when used under high load, thereby effectively improving the braking effect and safety of the brake.

[0018] 2. Extend service life and improve stability in use: The utility model engages the torque-increasing meshing part with the toothed groove part at the inner end of the rocker arm, and the locking tooth component of the torque-increasing meshing part cooperates with the toothed groove part of the rocker arm to reduce friction and wear, improve structural stability, extend the service life of the camshaft and the rocker arm, reduce the frequency of replacement and maintenance, reduce the cost of use, improve structural stability, and avoid problems such as loosening and sticking.

[0019] 3. Accurate tooth positioning: The tooth positioning section of the tooth component of the utility model ensures the accurate engagement of the camshaft and the rocker arm, improves the operating accuracy and stability of the brake, reduces loosening and sticking problems, and further ensures the stability and safety of the brake. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 It is a structural schematic diagram of the first embodiment of the brake camshaft structure of the utility model.

[0021] Figure 2 The utility model is a schematic diagram of the structure of the brake camshaft structure installed on the brake disc.

[0022] Figure 3 It is an assembly diagram of the brake camshaft structure and brake disc of the utility model.

[0023] Figure 4 It is a structural schematic diagram of the second embodiment of the brake camshaft structure of the utility model.

[0024] Figure 5 It is a structural schematic diagram of the third embodiment of the brake camshaft structure of the utility model.

[0025] In the figure: 1-cam portion, 101-shoe clamping block, 102-positioning snap ring, 2-axial positioning portion, 201-lubrication channel, 3-rocker arm joint portion, 301-thread locking convex portion, 302-anti-slip convex point, 4-torque-increasing meshing portion, 401-convex block component, 402-grip component, 403-left convex toothing section, 404-right convex toothing section, 405-tooth positioning section, 406-arc groove section, 5-gate box, 6-shoe, 7-rocker arm, 701-tooth groove portion, 8-lock nut, 801-elastic washer, 802-locking nut. DETAILED DESCRIPTION

[0026] The present invention will be further explained below in conjunction with the accompanying drawings and embodiments.

[0027] Example 1: Reference Figure 1 As shown, the utility model provides a novel brake camshaft structure, including a cam portion 1, an axial positioning portion 2 fixedly arranged at the lower end of the cam portion, and a rocker arm joint portion 3 fixedly arranged at the lower side of the axial positioning portion, a torque-increasing meshing portion 4 is fixedly arranged between the axial positioning portion 2 and the rocker arm joint portion 3, and by arranging the torque-increasing meshing portion 4 between the axial positioning portion 2 and the rocker arm joint portion 3, the connection strength and torsional strength between the camshaft and the rocker arm 7 are enhanced, ensuring that it is not easy to be deformed or damaged when used under high load, thereby effectively improving the braking effect and safety of the brake.

[0028] The torque-increasing meshing portion 4 includes a convex block component 401 and a latching tooth component 402 fixed and evenly distributed at the outer edge of the convex block component 401. The latching tooth component 402 has four parts, including a left convex toothing segment 403 and a right convex toothing segment 404 which are arranged in a mirror image and protrude outward. A tooth-shaped positioning segment 405 is provided at the junction of the front ends of the left convex toothing segment 403 and the right convex toothing segment 404. An end of the right convex toothing segment 404 away from the tooth-shaped positioning segment 405 is provided with an inwardly concave arc groove segment 406.

[0029] Left convex toothing segment 403 and right convex toothing segment 404: The two mirror-image convex toothing segments increase the contact area, making the engagement between the camshaft and the rocker arm tighter and more uniform, thereby reducing local stress concentration, improving the efficiency of torque transmission, and reducing performance degradation caused by uneven wear.

[0030] Tooth-shaped positioning section 405: The tooth-shaped positioning section 405 located at the front end junction of the left convex toothing section 403 and the right convex toothing section 404 ensures the precise alignment of the camshaft and the rocker arm and prevents misalignment during assembly, which not only improves the operating accuracy of the brake, but also enhances the stability of the system and reduces the risk of loosening or failure due to inaccurate assembly.

[0031] Arc groove section 406: The arc groove section designed at the end of the right convex toothing section 404 away from the tooth positioning section 405 provides an additional stress release path, helps to disperse the load and prevent deformation caused by high load. In addition, the arc groove section 406 can also accommodate lubricating oil, further reducing friction, improving wear resistance, and extending component life.

[0032] In summary, the four-part design of the latching tooth component 402 significantly improves the torque transmission efficiency, operating stability and durability of the brake by enhancing meshing performance, improving positioning accuracy, dispersing stress and optimizing lubrication, thereby enhancing the overall braking performance and safety.

[0033] Reference Figure 2-Figure 3As shown, the torque-increasing meshing portion 4 passes through the gate box 5 and extends forward to be meshed and connected with the tooth groove portion 701 provided at the inner end of the rocker arm 7.

[0034] The rocker arm joint portion 3 passes through the tooth groove portion 701 and extends forward to be fixedly connected to the lock nut 8 by threaded rotation.

[0035] The cam portion 1 includes a shoe clamping block 101 arranged at the upper end, a positioning clamping ring 102 is fixedly arranged at the bottom end of the shoe clamping block 101, and the shoe clamping block 101 is clamped between the shoes 6.

[0036] A thread locking protrusion 301 is provided at the front end of the rocker arm joint 3 , and the thread locking protrusion 301 is threadedly rotatably fixedly connected to the thread locking groove at the inner end of the lock nut 8 . Example

[0037] Optimized lubrication system: See Figure 4 As shown, a lubrication channel 201 is provided on the axial positioning portion 2, and the lubrication channel 201 is used to provide lubrication between the meshing parts, reduce friction, and improve the meshing efficiency, so as to reduce friction and wear, and improve the durability and service life of the structure. The rest of the technical scheme is the same as implementation one. Example

[0038] Anti-slip and anti-loose design: refer to Figure 3 , 5 As shown, the outer surface of the threaded locking protrusion 301 is provided with a plurality of anti-skid protrusions 302, and the anti-skid protrusions 302 are used to increase the friction force of the contact surface with the rocker arm 7 to prevent relative sliding, thereby ensuring the braking effect and operational safety. The lock nut 8 is an anti-loosening structure, including an elastic washer 801 and a locking nut 802, and the elastic washer 801 is sleeved on the threaded locking protrusion 301, and the threaded locking protrusion 301 and the locking nut 802 are threadedly rotated and fixedly connected to ensure the stability and safety of the threaded connection. The anti-skid protrusions 302 of the threaded locking protrusion 301 and the lock nut 8 with an anti-loosening structure ensure the stable connection between the camshaft and the rocker arm, prevent loosening due to vibration or long-term use, and enhance the braking effect and operational safety.

[0039] Use of high-strength wear-resistant materials: The latching tooth component 402 is made of high-strength wear-resistant materials, which significantly improves the durability and service life of the strong meshing part 4, further enhances the overall performance of the brake, and the remaining technical solutions are the same as implementation one or two.

[0040] In order to facilitate understanding of the above technical solution of the present invention, the above technical solution of the present invention is described in detail below through specific usage methods.

[0041] The specific working process is: during the installation process, first clamp the shoe clamping block 101 of the cam part 1 between the brake shoes 6, then pass the torque increasing engagement part 4 through the gate box 5 and extend forward to engage with the tooth groove part 701 set at the inner end of the rocker arm 7, and the threaded locking protrusion 301 of the front end rocker arm joint part 3 passes through the elastic washer 801 of the lock nut 8 and the locking nut 802 is threadedly rotated to tighten and fix it. The convex block component 401 of the torque-increasing meshing part 4 is tightly meshed with the tooth groove part 701 at the inner end of the rocker arm 7 through the four parts of the clamping tooth component 402: the left convex meshing section 403, the right convex meshing section 404, the tooth-shaped positioning section 405 and the arc-shaped groove section 406. The design of the left convex meshing section 403 and the right convex meshing section 404 increases the contact area and tightness, ensuring the efficiency and uniformity of torque transmission. The arc-shaped groove section 406 provides a stress release path to prevent deformation under high loads, while accommodating lubricating oil to further reduce friction and wear. When the braking system is started, the rocker arm 7 drives the cam part 1 to rotate back and forth continuously, and the shoe clamping block 101 drives the brake shoe 6 to open left and right around the fixed axis to achieve a braking effect.

[0042] The brake camshaft structure of the utility model effectively improves the torsional strength, stability and durability of the brake, ensuring safety and reliability under high-load conditions. The design of the torque-increasing meshing part 4 not only enhances the torque transmission efficiency, but also reduces friction and wear, prolongs the service life of the components, and reduces maintenance costs. The anti-slip and anti-loosening design further ensures the safety and stability of the operation.

[0043] In the description of the present utility model, it should be noted that the terms "upper", "lower", etc. indicate positions or positional relationships based on the positions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present utility model and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific position, be constructed and operated in a specific position, and therefore cannot be understood as a limitation on the present utility model. Unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be an indirect connection through an intermediate medium, or it can be a connection between the two elements. For those of ordinary skill in the art, the specific meanings of the above terms in the present utility model can be understood according to the specific circumstances.

[0044] It should be noted that, in the present utility model, relational terms such as "first" and "second" are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the existence of other identical elements in the process, method, article or device including the elements.

[0045] The above description is only a specific embodiment of the utility model, so that those skilled in the art can understand or implement the utility model. Various modifications to these embodiments will be obvious to those skilled in the art, and the general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the utility model. Therefore, the utility model will not be limited to the embodiments shown herein, but should conform to the widest range consistent with the principles and novel features of the utility model described herein.

Claims

1. A novel brake camshaft structure, comprising a cam portion (1), an axial positioning portion (2) fixedly arranged at the lower end of the cam portion, and a rocker arm joint portion (3) fixedly arranged at the lower side of the axial positioning portion, characterized in that: A torque-increasing meshing portion (4) is fixedly provided between the axial positioning portion (2) and the rocker arm joint portion (3), the torque-increasing meshing portion (4) comprising a convex block component (401) and a latching tooth component (402) fixedly distributed evenly at the outer edge of the convex block component (401), the latching tooth component (402) comprising four parts, comprising a left convex toothing segment (403) and a right convex toothing segment (404) which are arranged in a mirror image and convex toward the outer end, a tooth-shaped positioning segment (405) is provided at the joint of the front ends of the left convex toothing segment (403) and the right convex toothing segment (404), and an inwardly concave arc-shaped groove segment (406) is provided at one end of the right convex toothing segment (404) away from the tooth-shaped positioning segment (405).

2. The novel brake camshaft structure according to claim 1 is characterized in that: The torque-increasing meshing portion (4) passes through the gate box (5) and extends forward to be meshed and connected with a tooth groove portion (701) provided at the inner end of the rocker arm (7).

3. The novel brake camshaft structure according to claim 2 is characterized in that: The rocker arm joint portion (3) passes through the tooth groove portion (701) and extends forward to be threadedly rotatably fixedly connected to the lock nut (8).

4. The novel brake camshaft structure according to claim 3 is characterized in that: The cam portion (1) comprises a shoe clamping block (101) arranged at the upper end, a positioning clamping ring (102) is fixedly arranged at the bottom end of the shoe clamping block (101), and the shoe clamping block (101) is clamped between the shoe blocks (6).

5. The novel brake camshaft structure according to claim 3 is characterized in that: A thread locking protrusion (301) is provided at the front end of the rocker arm joint portion (3), and the thread locking protrusion (301) is threadedly rotatably fixedly connected to a thread locking groove at the inner end of the lock nut (8).

6. The novel brake camshaft structure according to claim 1 is characterized in that: A lubrication channel (201) is provided on the axial positioning portion (2), and the lubrication channel (201) is used to provide lubrication between meshing components, reduce friction, and improve meshing efficiency.

7. The novel brake camshaft structure according to claim 5 is characterized in that: The outer surface of the thread locking protrusion (301) is provided with a plurality of anti-skid protrusions (302), and the anti-skid protrusions (302) are used to increase the friction force of the contact surface with the rocker arm (7) to prevent relative sliding.

8. The novel brake camshaft structure according to claim 3 is characterized in that: The lock nut (8) is an anti-loosening structure, comprising an elastic washer (801) and a locking nut (802); the elastic washer (801) is sleeved on the threaded locking protrusion (301); the threaded locking protrusion (301) and the locking nut (802) are threadedly rotatably fixedly connected to ensure the stability and safety of the threaded connection.

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