Double-shaft linkage hub brake

Abstract

The utility model 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] This utility model relates to the field of hub brake technology, specifically to a dual-axis linkage hub brake. Background Technology

[0002] Drum brakes are a relatively mature structure in current vehicle braking technology. They mainly consist of 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 expand and contract relative to the brake drum for braking, such as CN205952224U, an improved electric drum brake. However, in this type of drum brake, the contact area between the brake shoes and the brake disc is very small. Only the semi-circular arc near the derailleur is an effective contact braking surface, while the end away from the derailleur hardly participates in braking. Therefore, the small friction braking surface and the insufficient braking of the brake shoes make it unsuitable for vehicles with heavy load requirements.

[0003] To this end, those skilled in the art have designed, for example, CN221762486U discloses a double rocker arm brake drum brake, which includes a drum brake body, a symmetrical actuating shaft rotatably connected to the drum brake body, a rocker arm connected to one end of the actuating shaft located on the outside of the drum brake body, and the other ends of the two rocker arms are hinged to the same connecting rod.

[0004] In actual use, the brake with the aforementioned double-arm structure experiences the following forces: Figure 7 As shown: One end of the two rocker arms 01 is hinged to the same connecting rod 02 to form a parallelogram structure. Under the action of the pulling force F1, the connecting rod 02 is pulled and simultaneously the two rocker arms 01 are brought to perform synchronous braking, which improves the synchronous braking effect. However, when the braking ends, the pulling force F1 on the connecting rod 02 is removed, and the rocker arms 01 are reset by the shoe spring to force the two shift shafts to rotate. In fact, the reset and rotation of the shift shafts cannot be completely synchronized. In addition, the two rocker arms 01 are hinged to the same connecting rod and pulled back in a straight line, which can easily cause the connecting rod 02 and the rocker arms 01 to form a dead point, resulting in brake jamming or locking. The user is in a dilemma on the road, which affects safe driving. Utility Model Content

[0005] To address the shortcomings of existing technologies, this utility model provides a dual-axis linkage hub brake, which overcomes the problem in existing technologies where the two rocker arms are hinged together on the same link, which can easily cause the brake to jam or lock up during reset, affecting safe driving.

[0006] To achieve the above objectives, this application adopts the following technical solution.

[0007] This utility model is a dual-axis linkage hub brake, including a housing, a brake shoe assembly disposed inside the housing, and two derailleurs symmetrically disposed at both ends of the brake shoe assembly and rotatably connected to the housing. The other ends of the two derailleurs are mounted on the housing and respectively connected to rocker arms on the outside of the housing. A linkage anti-fool mechanism is also provided between the two rocker arms and connected to the brake cable. Pulling the brake cable drives the two derailleurs to synchronously open the brake through the linkage anti-fool mechanism. The linkage anti-fool mechanism is formed by a first connecting rod rotatably disposed at the end of one rocker arm, a second connecting rod rotatably disposed at the end of the other rocker arm, and the other ends of the first and second connecting rods being coaxially hinged. The first and second connecting rods are hinged and fixedly connected to the brake cable.

[0008] A further improvement is that the brake shoe assembly includes: brake shoes arranged opposite each other, a fixing plate arranged vertically on the outer arc surface of the brake shoes, a friction plate arranged on the outside of the fixing plate, and a return spring connected to both ends of the brake shoes respectively, with the ends of the two brake shoes respectively clamping and abutting against both sides of the actuating part of the shift shaft.

[0009] A further improvement is that: one end of the hoof plate is provided with an arc-shaped lever, and the other end is provided with a square lever. The ends of the two hoof plates are arranged opposite each other, and the two sides of the lever part respectively abut against the arc-shaped lever or the square lever.

[0010] A further improvement is that the cross-section of the actuating part is designed as a long, flat cylindrical structure or a flat, elliptical cylindrical structure to match the arc-shaped actuating block.

[0011] A further improvement is that the top of the actuating part is also provided with a limiting cover structure.

[0012] A further improvement is that: a central through hole is provided at the center of the housing, and camshaft mounting seats are symmetrically provided on both sides of the central through hole. The end of the lever away from the lever part is rotatably installed in the inner hole of the camshaft mounting seat and connected to the rocker arm on the other side of the housing.

[0013] A further improvement is that: the end of the dial shaft away from the actuating part is provided with a toothed part that is adapted to connect with the rocker arm, and the top of the toothed part is provided with a threaded connection part that is fastened by a nut.

[0014] A further improvement is that the second link is shorter than the length of the first link and the rocker arm.

[0015] Compared with the prior art, the advantages of this utility model are:

[0016] This application establishes a hinged linkage anti-foolproof mechanism between two rocker arms, which is hinged to a first link and a second link. Pulling the brake cable causes the two rocker arms to drive the two shift shafts to simultaneously open both ends of the brake shoe assembly for braking. This ensures that both ends of the entire brake shoe are synchronously pressed against the wheel hub, increasing the braking area of ​​the brake shoe. This not only avoids uneven wear of the brake shoe but also increases the braking force and service life of the brake shoe, allowing it to be fully utilized and saving costs.

[0017] After braking, the brake cable is released, and the shift shaft resets, causing the first and second connecting rods at the ends of the two rocker arms to rotate. Since the first and second connecting rods are separately connected to different rocker arms, and then the ends of the two connecting rods are hinged together, the second connecting rod is rotated and connected to the other rocker arm. Then, through the second connection and the first connecting rod, a return buffer and anti-foolproof structure is formed. That is, a buffer and anti-foolproof structure is added between the first connecting rod and the other rocker arm to ensure that when the shift shaft resets or when reversing, if the two shift shafts are not synchronized and jam, the automatic reset adjustment buffer is performed. This effectively avoids the problem of jamming and locking caused by the two rocker arms being hinged together on the same connecting rod due to asynchronous reset, thus ensuring the riding safety of the rider.

[0018] Because arc-shaped and square paddle blocks are provided at both ends of the brake shoe, the ends of the brake shoes are prevented from being damaged by the rotation of the camshaft. The two shoes are arranged opposite each other, which ensures that both paddle shafts rotate and expand between the arc-shaped and square paddle blocks, ensuring that the rotation of the two paddle shafts is synchronous and smooth. Since the ends of the two shoes are arranged opposite each other, one arc-shaped paddle block is on the upper left and the other is on the lower right, ensuring that the two paddle shafts rotate synchronously to form a 180-degree concentric circle, that is, they can rotate freely within the 180-degree circumference without jamming. At the same time, it also plays a limiting protection role, ensuring that the force on the paddle shafts is in the same direction and even without dead angles when rotating in both directions. The shoe block assembly and the shaft mating structure also ensure that the brake reset or reversing is smooth and free without jamming, locking or seizing. Attached Figure Description

[0019] Figure 1 This is a three-dimensional schematic diagram of the present invention.

[0020] Figure 2 This is a perspective view of another side of this utility model.

[0021] Figure 3 This is a schematic diagram of another state of this utility model.

[0022] Figure 4 This is a three-dimensional schematic diagram of the dial shaft of this utility model.

[0023] Figure 5 This is a three-dimensional schematic diagram of the brake shoe assembly of this utility model.

[0024] Figure 6This is a front view of the brake shoe of this utility model.

[0025] Figure 7 This is a schematic diagram illustrating the force state analysis of the existing rocker arm connecting rod.

[0026] Attached image labels:

[0027] Housing 1, central through hole 11, camshaft mounting seat 12, brake shoe assembly 2, brake shoe 21, fixing plate 22, friction plate 23, arc-shaped paddle block 24, square paddle block 25, return spring 26, paddle shaft 3, paddle part 31, limit cover structure 32, toothed part 33, threaded connection part 34, rocker arm 4, first connecting rod 5, second connecting rod 6. Detailed Implementation

[0028] To enhance understanding of this utility model, it will be further described in detail below with reference to the accompanying drawings. This embodiment is only used to explain this utility model and does not constitute a limitation on the scope of protection of this utility model.

[0029] In the description of this utility model, it should be understood that the terms "center", "upper", "lower", "front", "rear", "left", "right", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the combination or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model.

[0030] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0031] Figure 1-6The invention shown includes a housing 1, a brake shoe assembly 2 disposed inside the housing 1, and two derailleur shafts 3 symmetrically disposed at both ends of the brake shoe assembly 2 and rotatably connected to the housing 1. The other ends of the two derailleur shafts 3 are mounted on the housing 1 and respectively connected to rocker arms 4 on the outside of the housing 1. A linkage anti-foolproof mechanism is also provided between the two rocker arms 4 and connected to the brake cable. Pulling the brake cable drives the two derailleur shafts 3 to synchronously open the brake through the linkage anti-foolproof mechanism. The linkage anti-foolproof mechanism is formed by a first connecting rod 5 rotatably disposed at the end of one rocker arm 4, a second connecting rod 6 rotatably disposed 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. Preferably, the ends of the two rocker arms 4 are respectively rotatably riveted to one end of the first connecting rod 5 and the second connecting rod 6 by rivet pins. The first link 5 and the other end of the second link 6 are also hinged and fixed by a pin, and then connected to the brake cable or the end of the brake lever. The brake shoe assembly 2 includes: shoe 21 arranged opposite to each other, a fixing plate 22 vertically arranged on the outer arc surface of the shoe 21, a friction plate 23 arranged on the outside of the fixing plate 22, and return springs 26 respectively connected to both ends of the shoe 21. The ends of the two shoes 21 are respectively clamped and abutted against the two sides of the actuating part 31 of the shift shaft 3. The length of the first link 5 is greater than the length of the second link 6. Preferably, the length of the first link 5 is equal to the sum of the distance between the two shift shafts 3 and the length of the second link 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 position of the two rocker arms 3 is not parallel when the rocker arms 3 are installed. By setting a hinged linkage between the two rocker arms 4 via a first connecting rod 5 and a second connecting rod 6, a linkage anti-foolproof mechanism with hinges is formed. Pulling the brake cable causes the two rocker arms 4 to drive the two shift shafts 3 to synchronously drive the brake shoe assembly 2 to open simultaneously for braking. This ensures that both ends of the entire brake shoe are synchronously pressed against the wheel hub, increasing the braking area of ​​the brake shoe. This not only prevents uneven wear of the brake shoe but also increases the braking force and service life of the brake shoe, making full use of it and saving costs. After braking, the brake cable is released, and the shift shaft 3 returns to its original position, driving the first connecting rod 5 and the second connecting rod 6, which are connected to the ends of the two rocker arms 4, to rotate. The first link 5 and the second link 6 are separately connected to different rocker arms 4. Then, the ends of the two links are hinged together. The second link 6 is rotatably connected to another rocker arm and then rotatably connected to the first link through the second link 6 to form a return buffer and anti-foolproof structure. That is, a buffer anti-foolproof structure is added between the first link 5 and the other rocker arm to ensure that when the shift shaft 3 resets or reverses, it will automatically reset and adjust the buffer when the two shift shafts 3 are not synchronized and get stuck. This effectively avoids the problem of the two rocker arms 4 getting stuck and locked due to the asynchronous reset caused by being hinged on the same link, thus ensuring the riding safety of the rider.

[0032] An alternative implementation: such as Figure 1 , 5As shown in Figure 6, one end of the hoof plate 21 is provided with an arc-shaped lever 24, and the other end is provided with a square lever 25. The ends of the two hoof plates 21 are arranged opposite to each other, and the two sides of the actuating part 31 respectively abut against the arc-shaped lever 24 or the square lever 25; Figure 4 As shown, the cross-section of the actuating part 31 is designed as a long, flat cylindrical structure or a flat, elliptical cylindrical structure to fit the arc-shaped actuating block 24. Because arc-shaped actuating blocks 24 and square actuating blocks 25 are respectively provided at both ends of the brake shoe 21, damage to the end of the brake shoe due to the rotation of the camshaft is prevented. Furthermore, the two brake shoes 21 are arranged opposite to each other, ensuring that both actuating shafts 3 rotate and expand between the arc-shaped actuating blocks 24 and the square actuating blocks 25, ensuring that the two actuating shafts 3 rotate synchronously and smoothly. Since the ends of the two brake shoes 21 are arranged opposite to each other, one arc-shaped actuating block 24 is on the upper left and the other on the lower right, ensuring that the two actuating shafts 3 rotate synchronously to form a 180-degree concentric circle, allowing free rotation within a 180-degree circumference without jamming. This also serves as a limit protection function, ensuring that the actuating shafts 3 are subjected to the same force in both forward and reverse rotations without dead angles. From the brake shoe assembly and shaft mating structure, it is ensured that brake release and resetting or reversing are smooth and free from jamming, locking, or seizing.

[0033] An alternative implementation: such as Figure 1 , 4 As shown, the top of the actuating part 31 is also provided with a limiting cover structure 32; the limiting cover structure 32 is provided to limit the end of the brake shoe, preventing the brake shoe from climbing up and causing brake failure.

[0034] An alternative implementation: such as Figure 2 , 4 As shown, the housing 1 has a central through hole 11 at its center, and camshaft mounting seats 12 are symmetrically arranged on both sides of the central through hole 11. The end of the shift shaft 3 away from the shifting part 31 is rotatably installed in the inner hole of the camshaft mounting seat 12 and connected to the rocker arm 4 on the other side of the housing 1. The camshaft mounting seat 12 can be a stepped structure with an inner hole that matches the shift shaft 3, and is riveted or welded to the housing 1. The housing 1 can be a sheet metal integral molding structure, and its surface can be provided with reinforcing ribs and mounting holes.

[0035] An alternative implementation: such as Figure 4 As shown, the end of the lever shaft 3 away from the actuating part 31 is provided with a toothed part 33 that is adapted to connect with the rocker arm 4. The top end of the toothed part 33 is provided with a threaded connection part 34 that is fastened by a nut. The toothed part 33 and the actuating part 31 can also be provided with a smooth columnar structure, but it is not limited to this.

[0036] In summary: The dual-shaft linkage design, through a linkage anti-foolproof mechanism with long and short connecting rods hinged at the ends of the dual rocker arms connected to the dual shafts, ensures that the two shafts rotate synchronously, and the brake shoe assembly opens simultaneously at both ends. This design increases the braking area, enhances braking force, improves friction, shortens braking distance, makes braking easier and more flexible, and extends the service life of the brake shoe assembly. The brake shoe has an arc-shaped paddle and a square paddle at each end, with the ends of the two shoes facing opposite directions. One arc-shaped paddle is positioned on the upper left, and the other on the lower right, ensuring that the two shafts rotate synchronously to form a 180-degree concentric circle. This allows for free rotation within the 180-degree circumference without jamming, fundamentally solving the problem of brake reset jamming or locking, and ensuring rider safety.

[0037] The embodiments disclosed herein are preferred embodiments, but are not limited thereto. Those skilled in the art can readily grasp the spirit of this utility model based on the above embodiments and make different extensions and variations. However, as long as they do not depart from the spirit of this utility model, they are all within the protection scope of this utility model.

Claims

1. A dual-shaft linkage hub brake, comprising a housing (1), a brake shoe assembly (2) disposed inside the housing (1), and two derailleur shafts (3) symmetrically disposed 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 derailleur shafts (3) are mounted on the housing (1) and connected to the rocker arm (4) on the outside of the housing (1). A linkage anti-fool mechanism is also provided between the two rocker arms (4) and connected to the brake cable. Pulling the brake cable will drive the two derailleur shafts (3) to open the brake synchronously through the linkage anti-fool mechanism. The linkage anti-fool mechanism is formed by a first connecting rod (5) rotatably set at the end of one rocker arm (4), a second connecting rod (6) rotatably set 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.

2. The dual-axis linkage hub brake according to claim 1, characterized in that: The brake shoe assembly (2) includes: 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 both ends of the shoe (21). The ends of the two shoes (21) are respectively clamped and abutted against the two sides of the actuating part (31) of the derailleur (3).

3. The dual-axis linkage hub brake according to claim 2, characterized in that: One end of the hoof piece (21) is provided with an arc-shaped paddle (24) and the other end is provided with a square paddle (25). The ends of the two hoof pieces (21) are arranged opposite to each other, and the two sides of the paddle part (31) abut against the arc-shaped paddle (24) or the square paddle (25) respectively.

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

5. The dual-axis linkage hub brake according to claim 4, characterized in that: The top of the actuating part (31) is also provided with a limiting cover structure (32).

6. The dual-axis linkage hub brake according to claim 1, characterized in that: The housing (1) has a central through hole (11) at its center, and camshaft mounting seats (12) are symmetrically arranged on both sides of the central through hole (11). The end of the dial (3) away from the dialing part (31) is rotatably installed in the inner hole of the camshaft mounting seat (12) and connected to the rocker arm (4) on the other side of the housing (1).

7. The dual-axis linkage hub brake according to claim 6, characterized in that: The dial (3) has a toothed part (33) at the end away from the actuating part (31) that is adapted to connect with the rocker arm (4). The top of the toothed part (33) has a threaded connection part (34) that is fastened by a nut.

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

Images