Brake structure

Abstract

The utility model discloses a braking structure which comprises a first driving assembly and a second driving assembly, the first driving assembly comprises a first driving part, and the second driving assembly comprises a first driven part matched with the first driving part and a second driving part used for driving an action component. When only the second driving assembly is acted, the second driving part acts on the action part; when acting on the first driving assembly, the first driving part drives the first driven part so that the second driving part of the second driving assembly can drive the acting part. Compared with the prior art, the vehicle braking device has the advantages that the structure is simple, the first driving assembly can be used as a brake, the second driving assembly can be used as a clutch, the brake is not interfered when the clutch is independently stepped on, the clutch can be driven and the clutch is also stepped down when the brake is stepped on, and the stability of vehicle braking is improved.

Description

TECHNICAL FIELD

[0001] The utility model belongs to brake technical field, concretely relates to a brake structure. BACKGROUND

[0002] Clutch is located in the flywheel shell between engine and gearbox, with screw clutch assembly is fixed on the rear plane of flywheel, clutch output shaft is the input shaft of gearbox. In the process of driving, the driver can step on or release clutch pedal according to need, make engine and gearbox temporarily separate and gradually engage, to cut off or transmit the power of engine to transmission input. Clutch is a commonly used component in mechanical transmission, can separate or engage transmission system at any time. At present, in the process of high speed driving, if emergency situation is encountered, personnel need to step on the brake and cooperate with the step of clutch, to reduce the influence of brake by high speed rotation of engine. The prior art patent authorization announcement No. CN205059270U discloses the linkage device of clutch pedal and brake pedal, but the pedal of clutch and brake of the device is overlapped, which is very unsafe, therefore, it is very important to obtain a brake structure overcoming the above defects. SUMMARY

[0003] In order to solve at least one of the above technical problems, the utility model provides a brake structure, including first drive assembly and second drive assembly, the first drive assembly includes first drive part, the second drive assembly includes first driven part matched with the first drive part, second drive part for driving action component;

[0004] When only the second drive assembly acts, the second drive part acts on the action component;

[0005] When the first drive assembly acts, the first drive part drives the first driven part to make the second drive part of the second drive assembly drive the action component.

[0006] The first drive assembly includes a first rotating member, a driving member is fixed on the first rotating member, and the driving member at least partially forms the first drive part. The second drive assembly includes a second rotating member, a protruding structure is fixed on the second rotating member, one side of the protruding structure forms the first driven part, and the other side forms the second drive part.

[0007] Further comprising a rotating shaft, the first rotating member and the second rotating member are sleeved on the rotating shaft. The second drive part is hinged to the action component. The protruding structure is adjustably connected with a first adjusting member, and the first driven part is formed at the end of the first adjusting member. The first adjusting member is threadedly connected with the protruding structure to adjust the distance between the first driven part and the first drive part.

[0008] The system also includes a bracket, on which the rotating shaft is mounted. A first pedal assembly is mounted on a first rotating component, and a second pedal assembly is mounted on a second rotating component. Torsion springs connect the first pedal assembly and the bracket, and the second pedal assembly and the bracket. At least one first limiting plate is connected to the bracket to limit the maximum height of the first pedal assembly; at least one second limiting plate is connected to the bracket to limit the maximum height of the second pedal assembly. A second adjusting member is threadedly connected to the first limiting plate; a third adjusting member is threadedly connected to the second limiting plate.

[0009] The aforementioned adjustment mechanism can adjust whether the two parts are tightly fitted or require a certain distance to drive.

[0010] Compared with the prior art, the advantages of this utility model are: the utility model has a simple structure, wherein the first drive component can be a brake and the second drive component can be a clutch. When the clutch is pressed alone, it does not interfere with the brake. When the brake is pressed, the clutch can be driven to be pressed as well, thereby improving the stability of vehicle braking. Attached Figure Description

[0011] Figure 1 This utility model is three-dimensional. Figure One ;

[0012] Figure 2 This utility model is three-dimensional. Figure Two ;

[0013] Figure 3 This is a perspective view of the first drive component of this utility model;

[0014] Figure 4 This is a perspective view of the second drive component of this utility model.

[0015] Figure label:

[0016] 1 First drive assembly; 101 First drive part; 102 First rotating part; 103 Drive part; 104 First pedal assembly; 2 Second drive assembly; 201 First driven part; 202 Second drive part; 203 Second rotating part; 204 Protruding structure; 205 First adjusting part; 206 Second pedal assembly; 3 Rotating shaft; 4 Bracket; 401 First limiting plate; 402 Second limiting plate; 5 Torsion spring; 8 Actuating component. Detailed Implementation

[0017] In order to make the person skilled in the art better understand the utility model, so that the scope of protection required by the utility model is more clearly limited, the utility model is described in detail below with regard to some specific embodiments of the utility model. It should be noted that the following is only some specific embodiments of the utility model concept and is only a part of the embodiments of the utility model, and the specific and direct description of the related structure is only for the convenience of understanding the utility model, and each specific feature does not of course, directly limit the implementation scope of the utility model.

[0018] With reference to the drawings, the utility model adopts the following technical scheme, a brake structure, including first drive assembly 1 and second drive assembly 2, first drive assembly 1 includes first drive part 101, second drive assembly 2 includes the first driven part 201 matched with first drive part 101, the second drive part 202 for driving action component 8;

[0019] Only when the second drive assembly 2 acts, the second drive part 202 acts on the action component 8;The action component can be the existing pump body for clutching.

[0020] When the first drive assembly 1 acts, the first drive part 101 drives the first driven part 201 to make the second drive part 202 of the second drive assembly 2 drive the action component 8.

[0021] The first drive assembly 1 includes a first rotating member 102, a driving member 103 is fixed on the first rotating member 102, and the driving member 103 at least partially forms the first drive part 101. The second drive assembly 2 includes a second rotating member 203, a protruding structure 204 is fixed on the second rotating member 203, one side of the protruding structure 204 forms the first driven part 201, and the other side forms the second drive part 202.

[0022] Further comprising a rotating shaft 3, the first rotating member 102 and the second rotating member 203 are sleeved on the rotating shaft 3. The second drive part 202 is hinged with the action component 8. The protruding structure 204 is adjustably connected with a first adjusting member 205, and the first driven part 201 is formed at the end of the first adjusting member 205. The first adjusting member 205 is screw-connected with the protruding structure 204 to adjust the distance between the first driven part 201 and the first drive part 101.

[0023] The support 4 is further provided with the rotating shaft 3, the first rotating member 102 is fixedly provided with the first pedal assembly 104, and the second rotating member 203 is fixedly provided with the second pedal assembly 206. The torsion spring 5 is connected between the first pedal assembly 104 and the support 4 and between the second pedal assembly 206 and the support 4. The support 4 is connected with at least one first limiting plate 401 for limiting the maximum height of the first pedal assembly 104, and is connected with at least one second limiting plate 402 for limiting the maximum height of the second pedal assembly 206. The second adjusting member is threadedly connected to the first limiting plate 401, and the third adjusting member is threadedly connected to the second limiting plate 402.

[0024] The distance between the second adjusting member, the third adjusting member and the first pedal assembly and the second pedal assembly can be adjusted by screwing, so that the limiting position is adjusted.

[0025] The first rotating member 102 and the second rotating member 203 can be in a cylindrical structure and are connected with the rotating shaft 3 through a sleeve.

[0026] Compared with the prior art, the utility model has the advantages that the utility model has simple structure, the first driving assembly 1 can be a brake, the second driving assembly 2 can be a clutch, the brake is not interfered with when the clutch is stepped on alone, the clutch is stepped on when the brake is stepped on, the stability of the vehicle brake is improved.

[0027] The technical scheme of the utility model has been described in combination with the preferred embodiments shown in the drawings, but those skilled in the art can easily understand that the protection scope of the utility model is obviously not limited to these specific embodiments. Without deviating from the principles of the utility model, those skilled in the art can make equivalent changes or replacements to the related technical features, and the technical scheme after the changes or replacements will fall within the protection scope of the utility model.

Claims

1. A brake structure characterized by: The first driving assembly (1) comprises a first driving part (101), and the second driving assembly (2) comprises a first driven part (201) matched with the first driving part (101), a second driving part (202) for driving a moving part (8); When the second driving assembly (2) is driven, the second driving part (202) drives the moving part (8); When the first driving assembly (1) is driven, the first driving part (101) drives the first driven part (201) to drive the second driving part (202) of the second driving assembly (2) to drive the moving part (8).

2. The brake structure according to claim 1, characterized by: The first driving assembly (1) comprises a first rotating part (102), and a driving part (103) is fixed on the first rotating part (102), and the driving part (103) at least partially forms the first driving part (101).

3. The brake structure according to claim 1 or 2, characterized by: The second driving assembly (2) comprises a second rotating part (203), and a convex structure (204) is fixed on the second rotating part (203), one side of the convex structure (204) forms the first driven part (201), and the other side forms the second driving part (202).

4. The brake structure according to claim 3, characterized in that: A rotating shaft (3) is further included, and the first rotating part (102) and the second rotating part (203) are sleeved on the rotating shaft (3).

5. The brake structure of claim 3, wherein: The second driving part (202) is hinged to the moving part (8).

6. The brake structure of claim 3, wherein: The convex structure (204) is adjustably connected with a first adjusting part (205), and the first driven part (201) is formed at an end of the first adjusting part (205).

7. The brake structure of claim 4, wherein: A support (4) is further included, the rotating shaft (3) is arranged on the support (4), a first pedal assembly (104) is installed on the first rotating part (102), and a second pedal assembly (206) is installed on the second rotating part (203).

8. The brake structure of claim 7, wherein: A torsion spring (5) is connected between the first pedal assembly (104) and the support (4) and between the second pedal assembly (206) and the support (4).

9. The brake structure of claim 7, wherein: At least one first limiting plate (401) is connected to the support (4) to limit the maximum height of the first pedal assembly (104); and / or at least one second limiting plate (402) is connected to the support (4) to limit the maximum height of the second pedal assembly (206).

10. The brake structure of claim 9, wherein: A second adjusting part is threadedly connected to the first limiting plate (401); and / or a third adjusting part is threadedly connected to the second limiting plate (402).

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