Self-adaptive anti-lock bicycle brake device

Abstract

The utility model discloses a self-adaptive anti-lock bicycle brake device, and belongs to the technical field of bicycle anti-lock. The clutch assembly is used for transmitting the wheel rotating speed to the transmission assembly based on clutch and gear transmission. The transmission assembly is used for transmitting the output rotating speed of the clutch assembly to the cam actuation assembly. A cam in the cam actuation assembly is rotationally installed in an actuation shell and coaxially connected with the output end of the transmission assembly. The push rod is perpendicular to the outer diameter of the cam and installed in the actuating shell in a sliding and rebounding mode. The signal input brake cable is connected with the hand brake and the clutch assembly, and the hand brake is pinched to control opening and closing of the clutch assembly. One end of the signal output brake cable is fixed in the actuating shell, the push rod penetrates through the middle, the other end is connected with the brake, and the cam rotates to push the push rod to drive the brake cable to be tensioned or loosened to realize intermittent braking. According to the invention, self-adaptive connection between braking and wheel rotation is established, and the problem that self-adjustment of the braking frequency cannot be realized in the existing bicycle anti-lock technology is solved.

Description

Technical Field

[0001] The invention belongs to the technical field of bicycle anti-lock braking, and in particular relates to an adaptive anti-lock braking bicycle brake device. Background Art

[0002] The traditional bicycle brake system mainly uses the hand brake to drive the brake block, so that the brake block and the bicycle wheel frame produce friction, thereby achieving the braking effect. However, this braking method has structural defects. When the braking force is too large, the wheel will lock. If the front wheel locks, the bicycle will lose its steering ability; if the rear wheel locks, the bicycle is prone to side slipping, making the vehicle unstable and easily causing traffic accidents.

[0003] In order to solve such problems, anti-lock technology has been introduced into bicycle brake systems. Anti-lock technology can prevent the wheels from suddenly locking during emergency braking, thereby maintaining friction and traction and preventing the vehicle from losing control. Drawing on anti-lock technologies in the fields of automobiles and aviation, the existing bicycle anti-lock technologies are mainly implemented by oil brake anti-lock, electronic anti-lock, and mechanical anti-lock mechanisms. Oil brake anti-lock uses hydraulic valves to reduce the oil pressure during emergency braking to avoid sudden clamping of the brake clamp, thereby preventing the bicycle from rolling over; electronic anti-lock adjusts the braking force at critical locking based on the collected information such as vehicle speed and road conditions, thereby shortening the braking distance and reducing the risk of losing control; mechanical anti-lock mechanisms brake according to a given rule to achieve anti-lock. The above-mentioned oil brake anti-lock and electronic anti-lock technologies prevent locking by adjusting the brake pressure when the wheel is about to lock, but cannot achieve self-adjustment of the braking frequency; mechanical anti-lock mechanisms can only brake according to a given rule and cannot achieve self-adjustment of the braking frequency.

[0004] Since the brake frequency cannot be adjusted automatically, there is a risk of failure of the anti-lock brake, especially on low friction roads (such as icy and snowy roads). If the brakes lock, the tires cannot be unlocked to roll, which can easily cause rollover accidents. At the same time, since the brake frequency cannot be adjusted automatically, the fixed brake frequency does not match the changing vehicle speed, which leads to low braking efficiency on the one hand and easy locking on the other hand, increasing the risk of slipping. Therefore, it is necessary to design a bicycle brake device with a brake frequency self-adjustment function. Summary of the invention

[0005] Technical issues to be solved:

[0006] In order to avoid the shortcomings of the prior art, the present invention provides an adaptive anti-lock bicycle brake device, which converts the rotation of the wheel into intermittent braking with equal speed ratio through mechanical transmission, establishes an adaptive connection between the brake and the wheel rotation, thereby solving the problem that the existing bicycle anti-lock technology cannot achieve self-regulation of the brake frequency, that is, the brake frequency cannot be self-adjusted to match the vehicle speed, and cannot be self-adjusted to unlock and allow the tire to roll when it is locked.

[0007] The technical solution of the present invention is: an adaptive anti-lock bicycle brake device, comprising a clutch assembly, a transmission assembly, a cam actuating assembly, a signal input brake line, and a signal output brake line;

[0008] The power input end of the clutch assembly is connected to the wheel axle of the bicycle, and the power output end thereof is connected to the input end of the transmission assembly. The clutch assembly is based on clutch and gear transmission, and is used to transmit the wheel speed to the transmission assembly at a constant speed ratio; the clutch assembly has two working states, in the disengaged state, the speed is not transmitted, and in the engaged state, the speed is transmitted;

[0009] The output end of the transmission assembly is connected to the cam actuating assembly, and is used to transmit the output rotation speed of the clutch assembly to the cam actuating assembly;

[0010] The cam actuating assembly comprises an actuating housing, a cam and a push rod; the cam is rotatably mounted in the actuating housing and is coaxially fixed with the output end of the transmission assembly; the push rod is perpendicular to the outer diameter of the cam and is slidably and resiliently mounted in the actuating housing;

[0011] One end of the signal input brake line is connected to the bicycle hand brake, and the other end is connected to the clutch assembly, and the two working states of the clutch assembly are switched by squeezing the hand brake;

[0012] One end of the signal output brake line is fixed in the actuating housing, the middle slides through the push rod, and the other end is connected to the brake. The push rod is pushed by the rotation of the cam to drive the brake line to be tightened or loosened for intermittent braking.

[0013] A further technical solution of the present invention is: the clutch assembly comprises a housing and an input shaft installed in the housing, a power input clutch component, a power output clutch component, a first spur bevel gear, and a driven belt shaft gear;

[0014] The input shaft slides through the side wall of the housing, one end of which is connected to the wheel shaft, and the other end is coaxially connected to the power input clutch component, for transmitting the rotation of the wheel shaft to the power input clutch component;

[0015] The power output clutch component is rotatably mounted in the housing, coaxial with and facing the power input clutch component;

[0016] The first spur bevel gear is coaxially fixed to a side of the power output clutch component that faces away from the power input clutch component; the driven belt shaft gear is meshed with the first spur bevel gear;

[0017] The signal input brake line passes through the housing and the power output clutch component in sequence along the axis of the input shaft, and is fixedly connected to the power input clutch component to pull the power input clutch component to move axially and combine with the power output clutch component.

[0018] A further technical solution of the present invention is: the clutch assembly also includes a second spur bevel gear, which is fixed to the inner wall of the shell and is coaxial with the first spur bevel gear and has opposite tooth surfaces; the driven shaft gear is located between the first spur bevel gear and the second spur bevel gear, and is meshed with the first spur bevel gear and the second spur bevel gear at the same time.

[0019] A further technical solution of the present invention is that: the power input clutch component comprises an intermediate shaft, an outer pressure plate, an input intermediate plate, an input friction plate, a first bearing, and a brake line fixing member which are coaxially connected in sequence;

[0020] The intermediate shaft is a hollow shaft with a flange at one end. The intermediate shaft is sleeved on the outer diameter of the input shaft, and its shaft portion is spline-connected with the input shaft, and its flange is in contact with the input intermediate disk sleeved on the inner end of the input shaft; the outer pressure plate is sleeved on the shaft portion of the intermediate shaft, and the outer pressure plate, the flange of the intermediate shaft, and the input intermediate disk are fixedly connected in sequence by fasteners; the input friction plate is fixed to the side of the input intermediate disk facing away from the outer pressure plate; the first bearing is embedded in the end of the input shaft and is located on the side away from the wheel axle, and the outer ring of the first bearing is interference fit with the blind hole at the end of the input shaft; the brake line fixing piece is fixedly installed on the inner ring of the first bearing; the signal input brake line is connected to the brake line fixing piece.

[0021] A further technical solution of the present invention is: the power output clutch component includes an output intermediate disk, an output friction plate, and a second bearing; a through hole is provided at the center of the output intermediate disk for installing the second bearing; the outer ring of the second bearing is interference fit with the output intermediate disk, and its inner ring is tightly fitted on the bearing mounting shaft inside the housing; the output friction plate is fixed to the side of the output intermediate disk facing the power input clutch component.

[0022] A further technical solution of the present invention is: the clutch assembly 1 also includes a buffer spring, which is coaxially installed between the power input clutch component and the power output clutch component to buffer the impact force when the power input clutch component and the power output clutch component are combined.

[0023] A further technical solution of the present invention is that the intersection angle between the passive belt shaft gear and the first spur bevel gear is 90°, the shaft of the passive belt shaft gear passes through the housing, and the shaft end is provided with an external spline connected to the transmission assembly.

[0024] A further technical solution of the present invention is: the transmission assembly includes a transmission shaft and two bearing seats mounted on both ends of the transmission shaft; the bearing seats are fixedly connected to the bicycle frame; the transmission shaft is rotatably installed in the two bearing seats, one end of the transmission shaft is provided with an internal spline connected to the external spline of the shaft end of the driven shaft gear, and the other end is connected to the cam of the cam actuating assembly through a coupling.

[0025] A further technical solution of the present invention is: the input shaft is a stepped shaft, one end of which is a small diameter section, the other end is a large diameter section, and the middle is a medium diameter section, and blind holes are provided along the axis at the center positions of the small diameter section end and the large diameter section end; the blind hole of the small diameter section is used to connect with the wheel axle, the blind hole of the large diameter section is used to install the first bearing, the medium diameter section is provided with an external spline, and the transition step surface between the medium diameter section and the large diameter section forms an axial limit surface of the intermediate shaft.

[0026] A further technical solution of the present invention is: the push rod is slidably installed in the actuating housing along its axis, and its axis is perpendicular and coplanar with the installation axis of the cam; the rod portion of the push rod is provided with a limit hole for passing the signal output brake line; one end of the push rod is provided with an arc-shaped convex surface contacting the outer diameter of the cam, and the other end is coaxially inserted in the cam spring, and the cam spring provides rebound force for the push rod.

[0027] Beneficial Effects

[0028] The beneficial effects of the present invention are as follows: the adaptive anti-lock bicycle brake device of the present invention transmits the speed information of the vehicle from the transmission component to the cam actuating component at a constant speed ratio through the clutch component. The cam of the cam actuating component causes the push rod to intermittently pull the signal output brake line to achieve braking, thereby avoiding the vehicle from losing control due to the locking problem caused by sudden braking of the wheel.

[0029] The present invention converts wheel rotation into intermittent braking of equal speed proportional frequency, realizes high-frequency braking at high speed, low-frequency braking at low speed, and self-adjustment of not braking when slipping occurs, so that the braking efficiency is significantly improved compared with the fixed braking frequency anti-lock braking system, and can realize self-adjustment under locked conditions on icy and snowy roads with a low friction coefficient.

[0030] The present invention can realize wheel speed transmission by pulling the power input clutch component to contact the power output clutch component through the signal input brake line, avoiding the use of electronic components and ensuring the reliability of the device. At the same time, the signal input brake line and the signal output brake line are not directly connected, avoiding the locking phenomenon caused by excessive actuation of the signal input brake line.

[0031] The push rod of the present invention has a return function under the action of the cam spring. The cam spring is provided with a preload and is always in a compressed state, which facilitates the smooth movement of the cam and prevents jamming. At the same time, when there is no speed input to drive the cam to rotate, the signal output brake line is released to return the brake, thereby correcting the signal input and no longer inputting the brake signal when locking has occurred.

[0032] The present invention ensures a relatively high frequency of braking during the braking process by adopting the transmission of the spur bevel gear, thereby avoiding the vehicle from losing control during emergency braking when driving at high speed. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] Figure 1 It is a schematic diagram of the overall structure of the brake device of the present invention;

[0034] Figure 2 It is a schematic diagram of the main structure of the brake device of the present invention;

[0035] Figure 3 It is a rear view structural schematic diagram of the brake device of the present invention;

[0036] Figure 4 An exploded view of a clutch assembly in the present invention;

[0037] Figure 5 This is a schematic diagram of the outer structure of the power input clutch component in the present invention;

[0038] Figure 6 This is a schematic diagram of the inner structure of the power input clutch component of the present invention;

[0039] Figure 7 It is a schematic structural diagram of the side of the power output clutch component facing the power input clutch component in the present invention;

[0040] Figure 8 It is a structural schematic diagram of the side of the power output clutch component facing away from the power input clutch component in the present invention;

[0041] Fig. 9 It is a schematic diagram of the structure of the transmission component in the present invention;

[0042] Fig.10 It is a schematic diagram of the internal structure of the cam actuating assembly in the present invention;

[0043] Fig.11 It is a solid diagram of the input shaft with the first bearing and the brake line fixing member in the present invention;

[0044] Fig.12 It is a physical structure diagram of the intermediate shaft in the present invention;

[0045] Fig.13is a schematic diagram of the clutch assembly in the present invention being in a disengaged state;

[0046] Fig.14 is a schematic diagram of the clutch assembly in the present invention in a coupled state;

[0047] Fig.15 It is a schematic diagram of the cam pushing the push rod to drive the signal output brake line to tighten or loosen in the present invention.

[0048] Description of the reference numerals: 1. Clutch assembly, 11. Housing, 111. Left half shell, 112. Right half shell, 113. Bearing mounting shaft, 114. Gear shaft seat, 12. Input shaft, 13. Power input clutch component, 131. Intermediate shaft, 132. External pressure plate, 133. Input intermediate plate, 134. Input friction plate, 135. First bearing, 136. Brake line fixing member, 14. Power output clutch component, 141. Output intermediate plate, 142. Output friction plate Plate, 143. Second bearing, 15. First spur bevel gear, 16. Passive gear with shaft, 17. Second spur bevel gear, 18. Buffer spring, 2. Transmission assembly, 21. Transmission shaft, 22. Bearing seat, 23. Coupling, 3. Cam actuating assembly, 31. Actuating housing, 32. Cam, 33. Push rod, 331. Limiting hole, 34. Cam spring, 35. Brake line fixing pin, 36. Bearing fixing, 4. Signal input brake line, 5. Signal output brake line. DETAILED DESCRIPTION

[0049] The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present invention, but should not be construed as limiting the present invention.

[0050] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as limiting the present invention.

[0051] The adaptive anti-lock bicycle brake device described in the present invention is a bicycle mechanical anti-lock system (MABS), and its working principle is a lock-release-lock-release cycle process, which makes the vehicle always in a critical lock gap rolling state, effectively overcomes deviation, side slip, and tail swing during emergency braking, and prevents the occurrence of vehicle body loss of control. The bicycle mechanical anti-lock system (MABS) is designed to realize the all-terrain adaptive anti-lock braking function through a mechanical actuator, and at the same time establishes a follow-up system between the brake and the wheel rotation to form feedback control and realize adaptive brake adjustment. The present invention converts the wheel rotation into an intermittent brake with a constant speed ratio frequency, that is, high-frequency braking is performed at high speed, low-frequency braking is performed at low speed, and no braking is performed when slipping occurs, so that the braking efficiency is greatly improved compared with the fixed brake frequency anti-lock system, and it can realize self-adjustment under locked conditions on ice and snow roads with low friction coefficients.

[0052] See also Figure 1-3 , 6, 10, an adaptive anti-lock bicycle brake device of the present invention comprises a clutch assembly 1, a transmission assembly 2, a cam actuating assembly 3, a signal input brake line 4, and a signal output brake line 5.

[0053] See also Figure 4-8 The power input end of the clutch assembly 1 is connected to the wheel axle of the bicycle, and the power output end thereof is connected to the input end of the transmission assembly 2. The clutch assembly 1 is used to transmit the wheel speed to the transmission assembly 2 at a constant speed ratio. The clutch assembly 1 is based on a set of clutches and a set of spur bevel gears, and has two working states, namely, a disengaged state and a coupled state. In the disengaged state, the wheel speed is not transmitted, and in the coupled state, the wheel speed is transmitted.

[0054] Specifically, the clutch assembly 1 includes a housing 11 and an input shaft 12 installed in the housing 11, a power input clutch component 13, a power output clutch component 14, a first spur bevel gear 15, a driven belt shaft gear 16, and a second spur bevel gear 17. The housing 11 is a cylindrical cavity structure formed by two half shells butted together, including a left half shell 111 and a right half shell 112, and the two half shells are connected and fixed by fasteners at connecting ears evenly distributed around the circumference.

[0055] The input shaft 12 slides through the center hole of the side wall of the left half shell 111, one end of which is connected to the wheel shaft, and the other end is coaxially connected to the power input clutch component 13. The input shaft 12 is used to transmit the rotation of the wheel shaft to the power input clutch component 13. For details, see also Figure 4 , Fig.11The input shaft 12 is a stepped shaft, one end of which is a small diameter section, the other end is a large diameter section, and the middle is a medium diameter section. The small diameter section end and the large diameter section end are both provided with blind holes in the axial direction at the center position. The blind hole of the small diameter section is used to penetrate the wheel axle. The outer diameter of the small diameter section is provided with a square groove that passes through the blind hole of the small diameter section. The square groove is used to insert a pin and connect with the wheel axle. The medium diameter section is provided with an external spline for key connection of the power input clutch component 13. The spline connection ensures accurate and high-load transmission. At the same time, the step surface formed between the medium diameter section and the large diameter section is used to limit the axial position of the power input clutch component 13.

[0056] The power input clutch component 13 includes an intermediate shaft 131 , an outer pressure plate 132 , an input intermediate plate 133 , an input friction plate 134 , a first bearing 135 , and a brake line fixing member 136 , which are coaxially connected in sequence.

[0057] For details, see also Figure 4-6 , Figure 12-13 The intermediate shaft 131 is a hollow shaft with a flange at one end. The intermediate shaft 131 is sleeved on the middle diameter section of the input shaft 12. The shaft portion is provided with an internal spline that cooperates with the external spline of the middle diameter section of the input shaft 12. The inner end face of the flange abuts against the step surface formed between the middle diameter section and the large diameter section of the input shaft 12. At the same time, the inner end face of the flange contacts the input intermediate disk 133 coaxially sleeved on the large diameter section of the input shaft 12. The outer pressure plate 132 is sleeved on the shaft portion of the intermediate shaft 131. The outer pressure plate 132 and the input intermediate disk 133 sandwich the flange of the intermediate shaft 131 between the two. The outer pressure plate 132, the flange of the intermediate shaft 131, and the input intermediate disk 133 are fixedly connected in sequence by fasteners. The input friction plate 134 is fixed to the side of the input intermediate disk 133 facing away from the outer pressure plate 132 by rivets. The first bearing 135 is embedded in the blind hole of the large diameter section of the input shaft 12, and the outer ring of the first bearing 135 is interference fit with the inner wall of the large diameter section blind hole. The brake line fixing member 136 is fixedly installed on the inner ring of the first bearing 135, one end of the signal input brake line 4 is fixedly connected to the brake line fixing member 136, and the other end of the signal input brake line 4 is connected to the bicycle hand brake.

[0058] The power output clutch component 14 is rotatably mounted in the housing 11, coaxially and facing the power input clutch component 13. The power output clutch component 14 cooperates with the power input clutch component 13, and does not transmit the wheel speed when the two are separated, and transmits the wheel speed when the two are combined. The combination is achieved by pulling the power input clutch component 13 and the power output clutch component 14 in the axial direction through the signal input brake line 4.

[0059] For details, see also Figure 4 , Figure 7-8The power output clutch component 14 includes an output intermediate disk 141, an output friction plate 142, and a second bearing 143. A through hole is provided at the center of the output intermediate disk 141 for mounting the second bearing 143. The outer ring of the second bearing 143 is interference fit with the output intermediate disk, and its inner ring is tightly fitted on the bearing mounting shaft 113 inside the right half shell 112, and the output intermediate disk 141 is rotatably connected with the right half shell 112 through the second bearing 143. The output friction plate 142 is fixed to the side of the output intermediate disk 141 facing the power input clutch component 13 by rivets, and cooperates with the input friction plate 134. When the power input clutch component 13 contacts the power output clutch component 14, the input friction plate 134 contacts the output friction plate 142, and the power output clutch component 14 is driven to rotate by friction. In order to avoid excessive impact when the power input clutch component 13 and the power output clutch component 14 are combined, through holes with the same structure are provided at the center of the input friction plate 134 and the output friction plate 142 for coaxially mounting the buffer spring 18. One end of the buffer spring 18 contacts the input intermediate disk 133 , and the other end contacts the output intermediate disk 141 . The buffer spring 18 plays a buffering role to avoid rigid impact.

[0060] The first spur gear 15 is coaxially fixed to the side of the output intermediate disk 141 facing away from the output friction plate 142, and is located in the mounting slot of the output intermediate disk 141. The second spur gear 17 is fixed to the inner wall of the right housing 112, and is coaxial with the first spur gear 15 and has opposite tooth surfaces. The passive belt shaft gear 16 is located between the first spur gear 15 and the second spur gear 17, and meshes with the two spur gears at the same time. The passive belt shaft gear 16 is in the shape of an axis as a whole, and one end of it is a spur gear, which is used to mesh with the first spur gear 15 and the second spur gear 17 at the same time; the other end is provided with an external spline, which is used to connect with the input end of the transmission component 2. The shaft portion of the passive belt shaft gear 16 passes through the gear shaft seat 144 set on the right housing 112, and the gear shaft seat 144 is provided with a bearing. The gear shaft seat 144 plays a supporting and centering role for the passive belt shaft gear 16. The intersection angle between the driven belt shaft gear 16 and the first spur bevel gear 15 is 90°. In this embodiment, the transmission ratio of the clutch assembly 1 is 10:1 through the first spur bevel gear 15 and the driven belt shaft gear 16.

[0061] When one end of the signal input brake line 4 is connected to the brake line fixing part 136, it passes through the center hole of the bearing mounting shaft 113 of the right housing 112, the second spur bevel gear 17, the power output clutch component 14, the buffer spring 18 and is fixed to the brake line fixing part 136 along the axis of the input shaft 12. The two working states of the clutch assembly 1 are switched by squeezing the hand brake, that is, when the hand brake pulls the signal input brake line 4 to make the power input clutch component 13 contact the power output clutch component 14, the clutch assembly 1 is in a combined state, and the clutch assembly 1 transmits the wheel speed; when the hand brake releases the signal input brake line 4 to separate the power input clutch component 13 from the power output clutch component 14, the clutch assembly 1 does not transmit the wheel speed.

[0062] See also Figure 1 , 9 The input end of the transmission assembly 2 is connected to the outer spline end of the driven belt shaft gear 16 in the clutch assembly 1, and its output end is connected to the cam actuating assembly 3. The transmission assembly 2 is used to transmit the output speed of the clutch assembly 1 to the cam actuating assembly 3.

[0063] Specifically, the transmission assembly 2 includes a transmission shaft 21, two bearing seats 22 sleeved on both ends of the transmission shaft 21, and a coupling 23. The two bearing seats 22 have the same structure, and are sleeved with bearings inside. The bearing seats 22 are fixedly connected to the bicycle frame. The transmission shaft 21 passes through the two bearing seats 22, and is rotatably installed in the bearing seats 22 through the bearings built into the bearing seats 22. One end of the transmission shaft 21 is provided with an internal spline connected to the external spline end of the passive belt shaft gear 16, and the other end is coaxially connected to the cam 32 in the cam actuator assembly 3 through the coupling 23. The coupling 23 adopts a plum blossom coupling, one end of which is connected to the transmission shaft 21, and the other end is connected to one end of the mounting shaft of the cam 32. Through the connection of the plum blossom coupling, the effects of absorbing vibration and compensating radial and angular deviations can be achieved. At the same time, the structure is simple, convenient for maintenance, easy to inspect, maintenance-free and oil-resistant.

[0064] See also Fig.10 , Fig.15 The cam actuating assembly 3 includes an actuating housing 31, a cam 32, and a push rod 33. The actuating housing 31 is a hollow housing composed of a housing body and a housing cover. The housing body is divided into two areas. One side area is used to install the cam 32, and the other side area is used to install the push rod 33. The housing cover is connected to the housing body by fasteners to close the inner cavity of the housing body. Specifically, a bearing fixing member 36 is fixed to the inner wall of the housing body, and a bearing is installed inside the bearing fixing member 36. One end of the mounting shaft of the cam 32 is coaxially connected to the bearing fixing member 36 for rotation. At the same time, the other end of the mounting shaft of the cam 32 is coaxially connected to the coupling 23.

[0065] The push rod 33 is perpendicular to the outer diameter of the cam 32 and is installed in the actuating housing 31 in a sliding and resilient manner. When the cam 32 rotates, the push rod 33 can reciprocate along its axis to generate displacement. The axis of the push rod 33 is perpendicular to and coplanar with the installation axis of the cam 32. Specifically, the push rod 33 includes a head and a rod. The rod passes through the baffle of the shell body for separating two areas and is slidably connected with the baffle. The head is located in the installation area of ​​the cam 32, and the head is provided with an arc convex surface to contact the outer diameter of the cam 32. The rod of the push rod 33 is provided with a limiting hole 331 for passing the signal output brake line 5. The end of the push rod 33 facing away from the head is inserted into the cam spring 34, and the cam spring 34 provides a rebound force for the push rod 33. Further, the cam spring 34 includes a spring seat and a spring. The spring seat is fixed to the inner cavity of the shell body, and a through hole is provided inside the spring seat, which is coaxial with the push rod 33 and is used to guide the push rod 33. The spring is installed on the spring seat and is coaxial with the through hole in the spring seat. The end of the push rod 33 facing away from the head passes through the spring and is inserted into the through hole of the spring seat. The spring has a preload force to facilitate the smooth movement of the cam 32 to prevent the jamming phenomenon from occurring.

[0066] A brake line fixing pin 35 is fixed to the inner wall of the actuating housing 31, and a reserved hole for passing the signal output brake line 5 is provided on the top wall of the actuating housing 31 corresponding to the installation position of the brake line fixing pin 35. One end of the signal output brake line 5 is fixed to the brake line fixing pin 35, and the middle slides through the limit hole 331 of the push rod 33 and the reserved hole of the actuating housing 31, and the other end is connected to the brake of the bicycle. The push rod 33 is pushed by the rotation of the cam 32, and the push rod 33 reciprocates to generate displacement, driving the signal output brake line 5 to tighten or loosen, and intermittent braking is performed.

[0067] When the brake device of the present invention is used, the bicycle driver squeezes the handbrake to activate the signal input brake line 4, pulling the power input clutch component 13 to contact the power output clutch component 14. Under the friction force of the input friction plate 134 and the output friction plate 142, the power input clutch component 13 further transmits the wheel speed to the power output clutch component 14, and then through a set of straight bevel gears, the wheel speed acts on the transmission shaft 21 with a constant speed ratio of 10:1, and drives the cam 32 to rotate through the coupling 23 at the end of the transmission shaft 21. The cam 32 is activated to make the push rod 33 intermittently pull the signal output brake line 5 to brake the brake (caliper or V-shaped brake), thereby avoiding the vehicle from losing control due to the problem of locking caused by sudden braking of the wheel. Fig.13 As shown, Fig.13 Schematic diagram of the clutch assembly 1 in a disengaged state, in which the clutch assembly 1 does not output a rotational speed; Fig.14 As shown, Fig.14The schematic diagram of the clutch assembly 1 in the engaged state, in which the signal input brake line 4 pulls the power input clutch component 13 installed on the input shaft 12 axially, so that the power input clutch component 13 is engaged with the power output clutch component 14, and the clutch assembly 1 outputs the rotation speed. Since a follow-up system between the brake and the wheel rotation is established, feedback control is formed, and adaptive brake adjustment is achieved, so that the braking efficiency is greatly improved compared with the fixed brake frequency anti-lock system, and self-adjustment can be achieved under locked conditions on ice and snow roads with low friction coefficients. When the signal input brake line 4 is released, the clutch assembly 1 will be disconnected, and the cam 32 will automatically return to its position to prevent the tire from locking due to continuous braking.

[0068] Although the embodiments of the present invention have been shown and described above, it is to be understood that the above embodiments are exemplary and are not to be construed as limitations on the present invention. A person skilled in the art may change, modify, replace and modify the above embodiments within the scope of the present invention without departing from the principles and intent of the present invention.

Claims

1. An adaptive anti-lock bicycle brake device, characterized in that: It includes a clutch assembly, a transmission assembly, a cam actuating assembly, a signal input brake line, and a signal output brake line; The power input end of the clutch assembly is connected to the wheel axle of the bicycle, and the power output end thereof is connected to the input end of the transmission assembly; the clutch assembly is based on clutch and gear transmission, and is used to transmit the wheel speed to the transmission assembly at a constant speed ratio; the clutch assembly has two working states, in the disengaged state, the speed is not transmitted, and in the engaged state, the speed is transmitted; The output end of the transmission assembly is connected to the cam actuating assembly, and the transmission assembly is used to transmit the output rotation speed of the clutch assembly to the cam actuating assembly; The cam actuating assembly comprises an actuating housing, a cam and a push rod; the cam is rotatably mounted in the actuating housing and is coaxially fixed with the output end of the transmission assembly; the push rod is perpendicular to the outer diameter of the cam and is slidably and resiliently mounted in the actuating housing; One end of the signal input brake line is connected to the bicycle hand brake, and the other end is connected to the clutch assembly, and the two working states of the clutch assembly are switched by squeezing the hand brake; One end of the signal output brake line is fixed in the actuating housing, the middle slides through the push rod, and the other end is connected to the brake. The push rod is pushed by the rotation of the cam to drive the signal output brake line to be tightened or loosened for intermittent braking.

2. The adaptive anti-lock bicycle brake device according to claim 1, characterized in that: The clutch assembly comprises a housing and an input shaft installed in the housing, a power input clutch component, a power output clutch component, a first spur bevel gear, and a driven belt shaft gear; The input shaft slides through the side wall of the housing, one end of which is connected to the wheel shaft, and the other end is coaxially connected to the power input clutch component, so as to transmit the rotation of the wheel shaft to the power input clutch component; The power output clutch component is rotatably mounted in the housing, coaxial with and facing the power input clutch component; The first spur bevel gear is fixed to a side of the power output clutch component facing away from the power input clutch component; the driven belt shaft gear is meshed with the first spur bevel gear; The signal input brake line passes through the housing and the power output clutch component in sequence along the axis of the input shaft, and is fixedly connected to the power input clutch component to pull the power input clutch component to move axially and combine with the power output clutch component.

3. The adaptive anti-lock bicycle brake device according to claim 2, characterized in that: The clutch assembly also includes a second spur bevel gear, which is fixed to the inner wall of the housing and is coaxial with the first spur bevel gear and has opposite tooth surfaces; the driven belt shaft gear is located between the first spur bevel gear and the second spur bevel gear, and is meshed with the first spur bevel gear and the second spur bevel gear at the same time.

4. The adaptive anti-lock bicycle brake device according to claim 2, characterized in that: The power input clutch component comprises an intermediate shaft, an outer pressure plate, an input intermediate plate, an input friction plate, a first bearing, and a brake line fixing member which are coaxially connected in sequence; The intermediate shaft is a hollow shaft with a flange at one end. The intermediate shaft is sleeved on the outer diameter of the input shaft, and its shaft portion is spline-connected with the input shaft, and its flange is in contact with the input intermediate disk sleeved on the inner end of the input shaft; the outer pressure plate is sleeved on the shaft portion of the intermediate shaft, and the outer pressure plate, the flange of the intermediate shaft, and the input intermediate disk are fixedly connected in sequence by fasteners; the input friction plate is fixed to the side of the input intermediate disk facing away from the outer pressure plate; the first bearing is embedded in the shaft end of the input shaft, located on the side away from the wheel axle, and the outer ring of the first bearing is interference fit with the blind hole of the shaft end of the input shaft; the brake line fixing piece is fixedly installed on the inner ring of the first bearing; the signal input brake line is connected to the brake line fixing piece.

5. The adaptive anti-lock bicycle brake device according to claim 2, characterized in that: The power output clutch component includes an output intermediate disk, an output friction plate, and a second bearing; a through hole is provided at the center of the output intermediate disk for installing the second bearing; the outer ring of the second bearing is interference fit with the output intermediate disk, and its inner ring is tightly fitted on the bearing mounting shaft inside the housing; the output friction plate is fixed to the side of the output intermediate disk facing the power input clutch component.

6. The adaptive anti-lock bicycle brake device according to claim 2, characterized in that: The clutch assembly also includes a buffer spring, which is coaxially installed between the power input clutch component and the power output clutch component and is used to buffer the impact force when the power input clutch component and the power output clutch component are combined.

7. The adaptive anti-lock bicycle brake device according to claim 2, characterized in that: The intersection angle between the driven belt shaft gear and the first spur bevel gear is 90 degrees. The shaft of the driven belt shaft gear passes through the housing, and the shaft end is provided with an external spline to connect with the transmission assembly.

8. The adaptive anti-lock bicycle brake device according to claim 2, characterized in that: The input shaft is a stepped shaft, one end of which is a small diameter section, the other end is a large diameter section, and the middle is a medium diameter section. Blind holes are axially arranged at the center positions of the small diameter section end and the large diameter section end; the blind hole of the small diameter section is used to connect with the wheel axle, and the blind hole of the large diameter section is used to install the first bearing. The medium diameter section is provided with an external spline, and the transition step surface between the medium diameter section and the large diameter section forms an axial limiting surface of the intermediate shaft.

9. The adaptive anti-lock bicycle brake device according to claim 1, characterized in that: The transmission assembly includes a transmission shaft, two bearing seats mounted on both ends of the transmission shaft, and a coupling; the bearing seats are fixedly connected to the bicycle frame; the transmission shaft is rotatably installed in the two bearing seats, one end of the transmission shaft is provided with an internal spline connected to the external spline of the shaft end of the passive belt shaft gear, and the other end is connected to the cam of the cam actuating assembly through a coupling.

10. The adaptive anti-lock bicycle brake device according to claim 1, characterized in that: The push rod is slidably installed in the actuating housing along its axis, and its axis is perpendicular and coplanar with the installation axis of the cam; the rod portion of the push rod is provided with a limit hole for passing the signal output brake line; one end of the push rod is provided with an arc-shaped convex surface contacting the outer diameter of the cam, and the other end is coaxially inserted in the cam spring, and the cam spring provides rebound force for the push rod.

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