Anti-lock structure and trailer hub thereof

Abstract

The utility model relates to the field of hubs, and discloses an anti-lock structure and a trailer hub thereof. The supporting assembly is installed on the axle and used for providing support for the anti-lock sensor; the support assembly is installed on the supporting assembly and used for providing an installation environment for the anti-lock sensor. The sensor probe is installed on the support assembly and used for monitoring the rotating speed and the braking state of the wheels. According to the utility model, through the combined design of the adjusting seat and the base, the positions of the support assembly and the sensor probe can be flexibly adjusted on the base, the position of the sensor probe can be easily adjusted according to actual working conditions or performance optimization requirements, and the convenience of installation and adjustment is improved; through the design of an auxiliary plate and an elastic piece in the support assembly, an adjustable and stable gap is provided between the sensor probe and the gear ring, and the installation difficulty and the installation error are reduced.

Description

Technical Field

[0001] The utility model relates to the field of wheel hubs, in particular to an anti-lock braking structure and a trailer wheel hub thereof. Background Art

[0002] The anti-lock braking system of the trailer wheel hub is an important design to ensure that the wheels do not completely lock during braking, thereby maintaining optimal friction between the wheels and the road, and improving braking performance and driving safety. The ring gear and sensor work together to generate an induced voltage signal, which is transmitted to the electronic control unit ECU. The electronic control unit determines the degree of wheel lock based on the wheel speed signal and then adjusts the wheel braking force. The ring gear is installed on the wheel hub and rotates as the wheel rotates. The ABS wheel speed sensor is installed in the clamping body through the WABCO clamping bushing and installed on the axle. After fixing the sensor clamping body, the sensor and the ring gear are vertically aligned and pushed into contact with the ring gear. The end jump of the ring gear and the clearance of the wheel bearing will automatically push the sensor away, forming a gap of less than 0.7mm between the sensor and the ring gear.

[0003] Existing anti-lock braking systems generally use a bracket welded to the axle. Although this fixed installation method is simple in structure, it limits the flexibility of the sensor installation position. The sensor position needs to be fine-tuned to adapt to different working conditions or optimize performance, which requires disassembly and reinstallation of the entire bracket. In addition, the gap between the anti-lock braking structure and the ring gear needs to be manually adjusted and controlled, which is prone to errors and increases the difficulty of installation. Utility Model Content

[0004] In order to solve the above-mentioned problems, the present invention is implemented through the following technical solutions:

[0005] An anti-lock braking structure includes: a vehicle axle; a support assembly mounted on the vehicle axle and used to provide support for an anti-lock braking sensor; a bracket assembly mounted on the support assembly and used to provide an installation environment for the anti-lock braking sensor; a sensor probe mounted on the bracket assembly and used to monitor wheel speed and braking status; the support assembly includes a base and an adjustment seat, the base is mounted on the vehicle axle, the adjustment seat is connected to the base, the bracket assembly is connected to the adjustment seat, and the adjustment seat is configured to move on the base to adjust the position of the bracket assembly and the sensor probe.

[0006] The bracket assembly includes: a mounting sleeve, mounted on the adjustment seat, and the sensor probe is mounted on the mounting sleeve; an auxiliary plate, arranged at one end of the mounting sleeve, the auxiliary plate contacts the sensor probe, and the auxiliary plate is used to provide a setting gap for the sensor probe; a connecting rod, passing through the mounting sleeve, and one end is connected to the auxiliary plate; a control wheel, mounted on the other end of the connecting rod; an elastic member, sleeved on the connecting rod, one end is connected to the mounting sleeve, and the other end is connected to the auxiliary plate, and the elastic member is used to provide a restoring force for the auxiliary plate to provide an initial position.

[0007] The support assembly also includes: an adjustment groove, which is opened on the base, and the adjustment seat is connected to the adjustment groove; a through hole, which is opened on the side wall of the adjustment groove; a moving block, which is installed in the through hole, and the adjustment seat is connected to the moving block; a screw rod, which is connected to the through hole, and the screw rod passes through the moving block, and is used to control the movement of the moving block in the through hole when rotating; a knob, which is set on the base, and one end of the screw rod is connected to the knob.

[0008] It also includes: a wheel hub body, which is installed on the axle, and the sensor probe is in contact with the wheel hub body.

[0009] The hub body includes a gear ring mounted on the hub body, and the sensor probe is in contact with the gear ring.

[0010] The utility model also provides a trailer wheel hub, comprising any one of the above-mentioned anti-lock structures.

[0011] The utility model provides an anti-lock braking structure and a trailer wheel hub thereof. Compared with the prior art, the utility model has the following beneficial effects:

[0012] 1. Through the combined design of the adjustment seat and the base, the position of the bracket assembly and the sensor probe can be flexibly adjusted on the base. The user can easily adjust the position of the sensor probe according to the actual working conditions or performance optimization requirements, which improves the convenience of installation and adjustment.

[0013] 2. The auxiliary plate and elastic part design in the bracket assembly provide an adjustable and stable gap between the sensor probe and the gear ring, reducing installation difficulty and installation error. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Figure 1 This is a schematic diagram of the three-dimensional structure proposed by the utility model.

[0015] Figure 2 This is a schematic diagram of the three-dimensional structure from another perspective proposed by the utility model.

[0016] Figure 3 This is a schematic structural diagram of the support assembly, bracket assembly and sensor probe proposed in the utility model.

[0017] Figure 4 This is a structural schematic diagram of the support assembly, bracket assembly and sensor probe proposed in the present invention from another perspective.

[0018] Figure 5 This is a schematic diagram of the cross-sectional structure of the support assembly, bracket assembly and sensor probe proposed in the present invention.

[0019] The reference numerals in the figures are:

[0020] 1. Axle;

[0021] 2. Hub body; 201. Ring gear;

[0022] 3. Support assembly; 301. Base; 302. Adjustment seat; 303. Adjustment slot; 304. Through hole; 305. Moving block; 306. Screw rod; 307. Knob;

[0023] 4. Bracket assembly; 401. Mounting sleeve; 402. Control wheel; 403. Connecting rod; 404. Auxiliary plate; 405. Elastic member;

[0024] 5. Sensor probe. DETAILED DESCRIPTION

[0025] The present invention will be further described below with reference to specific embodiments. It should be understood that these embodiments are only used to illustrate the present invention and are not used to limit the scope of protection of the present invention.

[0026] The following describes the embodiments of the present invention through specific examples. Those skilled in the art will readily understand the other advantages and benefits of the present invention from the disclosure herein. The present invention may also be implemented or applied through various other specific embodiments, and the details in this specification may be modified or altered based on different perspectives and applications without departing from the spirit of the present invention.

[0027] Reference Figure 1-Figure 5, an anti-lock braking structure includes: an axle 1, which serves as the basic support of the entire anti-lock braking structure, and the axle 1 ensures the stable installation of a support assembly 3, a bracket assembly 4 and a sensor probe 5; the support assembly 3 is installed on the axle 1, and is used to provide support for the anti-lock braking sensor; the bracket assembly 4 is installed on the support assembly 3, and is used to provide an installation environment for the anti-lock braking sensor; the sensor probe 5 is installed on the bracket assembly 4, and is used to monitor the wheel speed and braking status; the support assembly 3 includes a base 301 and an adjustment seat 302, the base 301 is installed on the axle 1, the adjustment seat 302 is connected to the base 301, the bracket assembly 4 is connected to the adjustment seat 302, and the adjustment seat 302 is configured to move on the base 301 for adjusting the position of the bracket assembly 4 and the sensor probe 5. The adjustment seat 302 allows the position of the bracket assembly 4 and the sensor probe 5 to be flexibly adjusted to adapt to different vehicle models or installation requirements, ensuring the precise positioning of the sensor probe 5.

[0028] Reference Figure 3 、 Figure 4 and Figure 5 The bracket assembly 4 includes: a mounting sleeve 401, which is mounted on the adjustment seat 302, and the sensor probe 5 is mounted on the mounting sleeve 401. The mounting sleeve 401 provides a stable mounting platform for the sensor probe 5 to ensure that it will not loosen due to vibration or impact during operation; an auxiliary plate 404, which is set at one end of the mounting sleeve 401, and the auxiliary plate 404 contacts the sensor probe 5. The auxiliary plate 404 is used to provide a setting gap for the sensor probe 5, and the auxiliary plate 404 provides a movable gap between the sensor probe 5 and the gear ring 201. Adjusting the gap ensures that the contact between the sensor probe 5 and the ring gear 201 is both close and not too tight, avoiding monitoring errors caused by poor contact or excessive wear; the connecting rod 403 passes through the mounting sleeve 401, and one end is connected to the auxiliary plate 404; the control wheel 402 is installed at the other end of the connecting rod 403; the elastic member 405 is sleeved on the connecting rod 403, one end is connected to the mounting sleeve 401, and the other end is connected to the auxiliary plate 404, and the elastic member 405 is used to provide the auxiliary plate 404 with a restoring force to the initial position.

[0029] Reference Figure 4 and Figure 5 The support assembly 3 also includes: an adjustment groove 303, which is opened on the base 301, and the adjustment seat 302 is connected to the adjustment groove 303; a through hole 304, which is opened on the side wall of the adjustment groove 303; a moving block 305, which is installed in the through hole 304, and the adjustment seat 302 is connected to the moving block 305; a screw rod 306, which is connected in the through hole 304, and the screw rod 306 passes through the moving block 305, and is used to control the movement of the moving block 305 in the through hole 304 when rotating; a knob 307, which is set on the base 301, and one end of the screw rod 306 is connected to the knob 307.

[0030] Reference Figure 1 and Figure 2 The hub body 2 is mounted on the axle 1 , and the sensor probe 5 is in contact with the hub body 2 ; the hub body 2 includes: a ring gear 201 , mounted on the hub body 2 , and the sensor probe 5 is in contact with the ring gear 201 .

[0031] Reference Figure 1 and Figure 2 This embodiment also provides a trailer wheel hub, including any one of the above-mentioned anti-lock structures.

[0032] During use, the base 301 of the support assembly 3 is firmly installed on the axle 1 to ensure that the base 301 is stable and does not shake, and the adjustment seat 302 is installed in the adjustment slot 303 opened on the base 301. By turning the knob 307, the screw rod 306 can be driven to rotate, and the screw rod 306 can drive the moving block 305 to move in the through hole 304. The moving block 305 can drive the adjustment seat 302 to move, and the position of the adjustment seat 302 in the adjustment slot 303 can be adjusted to adjust the setting height of the sensor probe 5 on the axle 1 to adapt to different vehicle models or installation requirements. One side of the auxiliary plate 404 contacts the sensor probe 5. After the wheel hub body 2 is installed on the axle 1, the ring gear 201 contacts the other side of the auxiliary plate 404. The auxiliary plate 404 provides an adjustable gap for the sensor probe 5 to ensure that when the wheel rotates, the sensor probe 5 and the ring gear 201 are in contact. Maintain an appropriate contact distance. After installation, rotate the control wheel 402. The control wheel 402 can drive the connecting rod 403 and the auxiliary plate 404 to rotate, and the auxiliary plate 404 can be detached from the sensor probe 5. The elastic member 405 can drive the auxiliary plate 404 to move and restore its initial position. When the vehicle is driving, the wheel starts to rotate, and the ring gear 201 on the hub body 2 rotates accordingly. The sensor probe 5 accurately measures the wheel speed by monitoring the rotation of the ring gear 201. At the same time, the sensor probe 5 also monitors the braking status of the wheel, that is, the deceleration of the wheel during braking. These data will be transmitted to the vehicle's anti-lock braking system to analyze whether the wheel is about to enter a locked state. If the system detects that the wheel is at risk of locking, the ABS will automatically adjust the braking force to prevent the wheel from completely locking, thereby improving the stability and safety of the vehicle during braking.

[0033] In summary, compared with the existing technology, it has the following beneficial effects:

[0034] Through the combined design of the adjustment seat 302 and the base 301, the position of the bracket assembly 4 and the sensor probe 5 can be flexibly adjusted on the base 301. The user can easily adjust the position of the sensor probe 5 according to actual working conditions or performance optimization requirements, thereby improving the convenience of installation and adjustment.

[0035] The design of the auxiliary plate 404 and the elastic member 405 in the bracket assembly 4 provides an adjustable and stable gap between the sensor probe 5 and the gear ring 201, thereby reducing installation difficulty and installation errors.

[0036] Thus, although the present invention has been described herein with reference to specific embodiments thereof, freedom of modification, various changes and substitutions are within the foregoing disclosure, and it should be understood that in some cases, some features of the present invention will be employed without the corresponding use of other features without departing from the scope and spirit of the proposed invention. Thus, many modifications may be made to adapt particular circumstances or materials to the true scope and spirit of the present invention. The present invention is not intended to be limited to the specific terminology used in the claims below and / or to the specific embodiments disclosed as the best mode contemplated for carrying out the invention, but the present invention will include any and all embodiments and equivalents falling within the scope of the appended claims. Therefore, the scope of the present invention will be determined solely by the appended claims.

Claims

1. An anti-lock braking structure, characterized in that: include: Axle (1); A support assembly (3) mounted on the axle (1) and used to provide support for an anti-lock braking sensor; A bracket assembly (4) is mounted on the support assembly (3) and is used to provide an installation environment for the anti-lock braking sensor; A sensor probe (5) is mounted on the bracket assembly (4) and is used to monitor the wheel speed and braking status; The support assembly (3) comprises a base (301) and an adjustment seat (302), wherein the base (301) is mounted on the axle (1), the adjustment seat (302) is connected to the base (301), the bracket assembly (4) is connected to the adjustment seat (302), and the adjustment seat (302) is configured to move on the base (301) for adjusting the positions of the bracket assembly (4) and the sensor probe (5).

2. The anti-lock braking structure according to claim 1, characterized in that: The bracket assembly (4) comprises: A mounting sleeve (401) is mounted on the adjustment seat (302), and the sensor probe (5) is mounted on the mounting sleeve (401); An auxiliary plate (404) is arranged at one end of the mounting sleeve (401), the auxiliary plate (404) is in contact with the sensor probe (5), and the auxiliary plate (404) is used to provide a setting gap for the sensor probe (5).

3. The anti-lock braking structure according to claim 2, characterized in that: The bracket assembly (4) further comprises: A connecting rod (403) passes through the mounting sleeve (401) and has one end connected to the auxiliary plate (404); A control wheel (402) is mounted on the other end of the connecting rod (403); An elastic member (405) is sleeved on the connecting rod (403), one end of which is connected to the mounting sleeve (401) and the other end of which is connected to the auxiliary plate (404). The elastic member (405) is used to provide a restoring force for the auxiliary plate (404) to maintain its initial position.

4. The anti-lock braking structure according to claim 1, characterized in that: The support assembly (3) further comprises: The adjustment groove (303) is provided on the base (301), and the adjustment seat (302) is connected to the adjustment groove (303).

5. The anti-lock braking structure according to claim 4, characterized in that: The support assembly (3) further comprises: A through hole (304) is formed on a side wall of the adjustment groove (303); A moving block (305) is installed in the through hole (304), and the adjustment seat (302) is connected to the moving block (305); A screw rod (306) is connected to the through hole (304), and the screw rod (306) passes through the moving block (305) and is used to control the moving block (305) to move in the through hole (304) when rotating; The knob (307) is arranged on the base (301), and one end of the screw rod (306) is connected to the knob (307).

6. The anti-lock braking structure according to claim 1, characterized in that: Also includes: The wheel hub body (2) is mounted on the axle (1), and the sensor probe (5) is in contact with the wheel hub body (2).

7. The anti-lock braking structure according to claim 6, characterized in that: The hub body (2) comprises: The gear ring (201) is mounted on the hub body (2), and the sensor probe (5) is in contact with the gear ring (201).

8. A trailer wheel hub, characterized in that: The anti-lock braking structure comprises the anti-lock braking structure according to any one of claims 1 to 7.

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