Slow-motion front disc brake structure

Abstract

The utility model relates to the technical field of disc brakes, and discloses a slow-motion front disc brake structure which comprises a first main body, a second main body, a brake assembly, a driving assembly, a rocker arm and an adjusting assembly. Two brake pads of the brake assembly abut against the adjusting assembly and the driving assembly which are coaxially arranged on the first body and the second body respectively, the other end of the driving assembly and the rocker arm are connected to the outer side of the second body, and the other end of the rocker arm is provided with a line pressing structure matched with a brake line. A slow motion adjusting structure matched with the brake cable and used for delaying braking is arranged at the position, corresponding to the cable pressing structure, of the second body. The problems that when a front brake and a rear brake of an existing front disc brake are operated at the same time in emergency, the front disc brake conducts braking firstly or the front brake and the rear brake conduct braking at the same time, and consequently a whole vehicle drifts and rolls over are solved.

Description

Technical Field

[0001] This utility model relates to the field of disc brake technology, specifically to a slow-motion front disc brake structure. Background Technology

[0002] Electric vehicles or bicycles are typically equipped with front and rear brakes on the front and rear wheels to brake and slow down the vehicle while riding, thereby achieving the purpose of safe riding.

[0003] Currently, the common configuration of front disc plus rear disc or front disc plus rear hub is used to meet the braking requirements of bicycles or electric vehicles. The commonly used front disc brakes are mostly mechanical disc brake structures, such as the new type of anti-loosening adjustable disc brake disclosed in CN220996635U or other similar disc brake structures.

[0004] When encountering an emergency while riding a vehicle, the operator's instinctive reaction is often to simultaneously apply both brakes to the front and rear brakes to bring the vehicle to an emergency stop. When the front and rear brakes are applied at the same time, the front disc brake may brake before the rear brake or both brakes may brake simultaneously. Such situations can cause the vehicle to fishtail or overturn, leading to a safety accident. Utility Model Content

[0005] To address the shortcomings of existing technologies, this invention provides a slow-acting front disc brake structure. This overcomes the problem that existing front disc brakes, when used simultaneously with the front and rear brakes in sudden situations, often result in the front brake braking first or both brakes braking simultaneously, causing the vehicle to fishtail or tip over. The disc brake structure of this invention is applied to the front wheel, allowing for simultaneous operation of the front and rear brakes in sudden situations. The front brake's braking action is delayed and lags behind the rear brake, thus ensuring the rider's safety.

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

[0007] This utility model is a slow-acting front disc brake structure, including a first body, a second body, a braking component, a drive component, a rocker arm, and an adjustment component. A clamping cavity adapted to the braking component is provided between the first body and the second body. The two brake pads of the braking component abut against the adjustment component and the drive component, which are coaxially arranged on the first body and the second body, respectively. The other end of the drive component is connected to the rocker arm on the outside of the second body. The other end of the rocker arm is provided with a cable pressing structure adapted to the brake cable. A slow-acting adjustment structure adapted to the brake cable and slowing down braking is provided on the second body at a position corresponding to the cable pressing structure.

[0008] A further improvement is that the other end of the brake cable passes through the easing adjustment structure and connects to the brake handle, and the other end of the easing adjustment structure abuts against the end of the brake cable sheath provided on the brake cable to buffer and adjust the braking delay.

[0009] A further improvement is that the easing adjustment structure includes: a connector that is adjustablely connected to the brake line adjustment support arm on the second main body, a spring, a guide limit sleeve, and an adjustment sleeve disposed at the other end of the connector. The adjustment sleeve is sleeved on the spring and the guide limit sleeve and connected to the other end of the connector. Both the connector and the guide limit sleeve are provided with a central through hole for brake line adaptation. The end of the brake line sheath sleeved on the outer layer of the brake line abuts against one end of the guide limit sleeve.

[0010] Further improvements include: one end of the connector is provided with a threaded connection part, the other end is provided with a support rod part, a limiting boss is provided in the middle near the threaded connection part, a limiting connection part is also provided between the limiting boss and the support rod part at a distance, one end of the adjusting sleeve is adapted to the limiting connection part; one end of the spring is sleeved on the support rod part and abuts against the limiting connection part.

[0011] Further improvements are made in that: one end of the adjusting sleeve is provided with a threaded connection hole adapted to the limiting connection part, and the other end is provided with a wire passage hole that communicates with the threaded connection hole and is adapted to the brake cable sheath. A stop step adapted to the guide limiting sleeve is provided between the wire passage hole and the threaded connection hole. The outer side of the adjusting sleeve near the wire passage hole is also provided with an annular groove and a transition cone surface structure.

[0012] A further improvement is that the guide limiting sleeve consists of a guide column surface and an annular boss set on the top of the guide column surface. One side of the annular boss is adapted to be placed on the blocking step. One end of the spring is sleeved on the guide column surface and placed on the inner side of the annular boss. One end of the brake cable sheath abuts against the outer side of the annular boss.

[0013] A further improvement is that the easing adjustment structure also includes a locking nut, which is adapted to be disposed on the threaded connection portion on one side of the connector.

[0014] Further improvements include: the second main body is also symmetrically provided with mounting seats, the mounting seats having elongated oval connecting holes, the first main body and the second main body being fastened together by bolts; the braking assembly consists of a V-shaped spring with an opening on one side and a set of brake pads mounted on the V-shaped spring, the corresponding positions of the V-shaped spring and the brake pads having positioning holes, the V-shaped spring and the brake pads being hinged and fixed to the first main body and the second main body through the positioning holes; the two brake pads are respectively mounted on the upper and lower side walls of the clamping cavity and abut against the adjustment assembly and the drive assembly for driving.

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

[0016] This application provides a front disc brake comprising a first body, a second body, a braking assembly, a driving assembly, a rocker arm, and an adjustment assembly. A brake cable adjustment support arm is mounted on the second body, and a slow-motion adjustment structure for delaying braking is mounted on the brake cable adjustment support arm. The brake cable passes through the slow-motion adjustment structure and connects to the brake lever. One end of the brake cable sheath abuts against one end of the slow-motion adjustment structure, and the other end of the brake cable sheath abuts against the brake lever seat. When braking, manipulating the brake lever tightens the brake cable, and the brake cable sheath, positioned at the end of the slow-motion adjustment structure, buffers and delays braking for a short period. This allows for simultaneous operation of the front and rear brakes in emergency situations, with the front brake delaying braking behind the rear brake, thus ensuring rider safety.

[0017] By setting up a slow-motion adjustment structure consisting of a connector, a spring, a guide limit sleeve, and an adjustment sleeve, the spring absorbs and buffers the instantaneous braking force, which is beneficial for the front brake to lag behind the rear brake before braking again. At the same time, the spring has elastic rebound, which helps to consume the braking inertial force, ensuring smoother braking and better safety. The length of the lag extension time is adjusted by controlling the connection position between the adjustment sleeve and the connector. The structure is simple, easy to adjust, and can also be adapted to slow-motion lag braking for brakes of other structures. Attached Figure Description

[0018] Figure 1 This is a three-dimensional structural diagram of the present invention;

[0019] Figure 2 This is a three-dimensional structural diagram of another side of the present invention;

[0020] Figure 3 This is a partial exploded view of this utility model;

[0021] Figure 4 This is a schematic diagram of the exploded structure of the easing adjustment structure of this utility model;

[0022] Figure 5 This is a cross-sectional schematic diagram of the easing adjustment structure of this utility model.

[0023] Attached image labels:

[0024] First body 1; Second body 2; Mounting base 21; Brake cable adjustment support arm 22; Clamping cavity 3; Braking assembly 4; Drive assembly 5; Rocker arm 6; Cable pressing structure 61; Adjustment assembly 7; Slow-motion adjustment structure 8; Connector 81; Threaded connection part 811; Support rod part 812; Limiting boss 813; Limiting connection part 814; Locking nut 82; Spring 83; Guide limiting sleeve 84; Guide column surface 841; Annular boss 842; Adjustment sleeve 85; Threaded connection hole 851; Cable passage hole 852; Brake cable 9; Brake cable sheath 91. Detailed Implementation

[0025] 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.

[0026] 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.

[0027] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0028] Figure 1-5The diagram shows a slow-acting front disc brake structure, including a first body 1, a second body 2, a brake assembly 4, a drive assembly 5, a rocker arm 6, and an adjustment assembly 7. A clamping cavity 3 adapted to the brake assembly 4 is provided between the first body 1 and the second body 2. A mounting base 21 is symmetrically provided on the second body 2, with an elongated oval connecting hole for fixed connection to the vehicle frame. A brake cable adjustment support arm 22 is provided on one side of the mounting base 21. The first body 1 and the second body 2 are fastened together by bolts. The brake assembly 4 consists of a V-shaped spring with an opening on one side and a set of brake pads mounted on the V-shaped spring. Positioning holes are provided at corresponding positions on the V-shaped spring and brake pads, and the V-shaped spring and brake pads are hinged to the first body 1 and the second body 2 through these positioning holes. Two brake pads are respectively mounted on the upper and lower side walls of the clamping cavity 3. The two brake pads of the brake assembly 4 abut against the adjustment assembly 7 and the drive assembly 5, which are coaxially mounted on the first body 1 and the second body 2, respectively. The other end of the drive assembly 5 is connected to the rocker arm 6 on the outside of the second body 2. The other end of the rocker arm 6 is connected to the brake cable. The brake cable 9 is adapted to the pressure structure 61. On the second main body 2, at a corresponding position to the pressure structure 61, a brake cable adjustment support arm 22 is provided with a slow-motion adjustment structure 8 adapted to the brake cable 9 to delay braking. The other end of the brake cable 9 passes through the slow-motion adjustment structure 8 and connects to the brake lever. The other end of the slow-motion adjustment structure 8 abuts against the end of the brake cable sheath 91 covering the brake cable 9. The other end of the brake cable sheath 91 abuts against the brake lever seat, and the other end of the brake cable 9 connects to the lever. When braking, operating the lever causes the brake cable 9 inside the brake cable sheath 91 to tighten. The brake cable sheath 91, mounted on the rear end of the damping adjustment structure 8, uses the damping adjustment structure 8 to delay and lag the braking for a period of time. When applied to the front wheel brakes, it allows for simultaneous operation of the front and rear brakes in emergency situations, with the front brake delaying and lagging behind the rear brake. This effectively avoids the problem of the front disc brake braking first or simultaneously braking with the rear brake, which can easily cause the entire vehicle to fishtail or tip over, thus ensuring the rider's safety. Similarly, the damping adjustment structure 8 can also be applied to other front wheel brakes with cable-passing structures to provide damping and delayed braking.

[0029] Specifically, such as Figure 3-5 As shown: The easing adjustment structure 8 includes: a connector 81 adjustablely connected to the brake cable adjustment support arm 22, a spring 83 disposed at the other end of the connector 81, a guide limiting sleeve 84, and an adjusting sleeve 85. The adjusting sleeve 85 is sleeved on the spring 83 and the guide limiting sleeve 84 and connected to the other end of the connector 81. Both the connector 81 and the guide limiting sleeve 84 are provided with a central through hole for the brake cable 9 to be fitted through. The end of the brake cable sheath 91 sleeved on the outer layer of the brake cable 9 abuts against one end of the guide limiting sleeve 84. In the initial state, an adjustment gap is reserved between the guide limiting sleeve 84 and the connector 81, wherein the adjustment gap is determined by the connection position between the adjusting sleeve 85 and the connector 81.

[0030] An alternative implementation, such as Figure 4-5As shown: One end of the connector 81 is provided with a threaded connection part 811, and the other end is provided with a support rod part 812. A limiting boss 813 is provided in the middle near the threaded connection part 811. A limiting connection part 814 is provided between the limiting boss 813 and the support rod part 812 at a distance. One end of the adjusting sleeve 85 is adapted to the limiting connection part 814 for adjustable connection. One end of the spring 83 is sleeved on the support rod part 812 and abuts against the limiting connection part 814. The other end is sleeved on the guide limiting sleeve 84. Preferably, the outer diameter of the limiting boss 813 is larger than the outer diameter of the limiting connection part 814. When the adjusting sleeve 85 is adjusted to the maximum limit position, the end face abuts against the limiting boss 813. The outer diameter of the adjusting sleeve 85 is equal to the outer diameter of the limiting boss 813.

[0031] An alternative implementation, such as Figure 5 As shown: One end of the adjusting sleeve 85 is provided with a threaded connection hole 851 that is adapted to connect with the limiting connection part 814, and the other end is provided with a wire passage hole 852 that communicates with the threaded connection hole 851 and is adapted to the brake cable sheath 91. A stop step adapted to the guide limiting sleeve 84 is provided between the wire passage hole 852 and the threaded connection hole 851. The outer side of the adjusting sleeve 85 near the wire passage hole 852 is also provided with an annular groove and a transition conical surface structure 853. The guide limiting sleeve 84 consists of a guide post surface 841 and an annular boss 842 set on the top of the guide post surface 841. One side of the annular boss 842 is adapted to rest on the stop step inside the adjusting sleeve 85. A spring 83... The end sleeve is fitted onto the guide column surface 841 and abuts against the annular boss 842. One end of the brake cable sheath 91 abuts against the outside of the annular boss 842. During braking, the brake cable 9 is tightened, and the brake cable sheath 91 pushes the guide limiting sleeve 84 to compress the spring 83 until the guide limiting sleeve 84 contacts one end of the connector 81. The process of compressing the spring 83 absorbs and buffers the instantaneous braking force, which is beneficial for the front brake to lag behind the rear brake before braking. At the same time, the spring 83 also has elastic rebound during this process, which can help consume the braking inertial force and ensure smoother braking. The length of the lag extension time is adjusted by adjusting the connection position between the adjusting sleeve 85 and the connector 81.

[0032] An alternative implementation, such as Figure 1-5 As shown: The easing adjustment structure 8 also includes a locking nut 82, which is adapted to be disposed on the threaded connection portion 811 on one side of the connector 81.

[0033] 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 slow-acting front disc brake structure, comprising a first body (1), a second body (2), a braking assembly (4), a driving assembly (5), a rocker arm (6), and an adjustment assembly (7), characterized in that: A clamping cavity (3) adapted to the braking assembly (4) is provided between the first body (1) and the second body (2). The two brake pads of the braking assembly (4) are respectively abutted against the adjustment assembly (7) and the drive assembly (5) coaxially arranged on the first body (1) and the second body (2). The other end of the drive assembly (5) is connected to the outside of the second body (2) by the rocker arm (6). The other end of the rocker arm (6) is provided with a pressure structure (61) adapted to the brake line (9). The second body (2) is provided with a slow adjustment structure (8) adapted to the brake line (9) at the corresponding position of the pressure structure (61).

2. The easing front disc brake structure according to claim 1, characterized in that: The other end of the brake cable (9) passes through the easing adjustment structure (8) and connects to the brake handle. The other end of the easing adjustment structure (8) abuts against the end of the brake cable sheath (91) that is installed on the brake cable (9) to buffer and adjust the brake delay and lag braking.

3. The easing front disc brake structure according to claim 2, characterized in that: The easing adjustment structure (8) includes: a connector (81) that is adjustablely connected to the brake line adjustment support arm (22) on the second main body (2), a spring (83) provided at the other end of the connector (81), a guide limit sleeve (84) and an adjustment sleeve (85). The adjustment sleeve (85) is sleeved on the spring (83) and the guide limit sleeve (84) and connected to the other end of the connector (81). The connector (81) and the guide limit sleeve (84) are both provided with a central through hole for the brake line (9) to be fitted. The end of the brake line sheath (91) sleeved on the outer layer of the brake line (9) abuts against one end of the guide limit sleeve (84).

4. The easing front disc brake structure according to claim 3, characterized in that: The connector (81) has a threaded connection part (811) at one end and a support rod part (812) at the other end. A limiting boss (813) is provided on the side of the middle near the threaded connection part (811). A limiting connection part (814) is also provided between the limiting boss (813) and the support rod part (812) at a distance. One end of the adjusting sleeve (85) is adapted to the limiting connection part (814). One end of the spring (83) is sleeved on the support rod part (812) and abuts against the limiting connection part (814).

5. The easing front disc brake structure according to claim 3, characterized in that: One end of the adjusting sleeve (85) is provided with a threaded connection hole (851) adapted to the limiting connection part (814), and the other end is provided with a wire passage hole (852) that communicates with the threaded connection hole (851) and is adapted to the brake cable sheath (91). A blocking step adapted to the guide limiting sleeve (84) is provided between the wire passage hole (852) and the threaded connection hole (851). The outer side of the adjusting sleeve (85) near the wire passage hole (852) is also provided with an annular groove and a transition cone surface structure (853).

6. The easing front disc brake structure according to claim 5, characterized in that: The guide limiting sleeve (84) consists of a guide column (841) and an annular boss (842) set on the top of the guide column (841). One side of the annular boss (842) is adapted to be placed on the blocking step. One end of the spring (83) is sleeved on the guide column (841) and placed on the inner side of the annular boss (842). One end of the brake cable sheath (91) abuts against the outer side of the annular boss (842).

7. The easing front disc brake structure according to any one of claims 1-6, characterized in that: Each of the aforementioned easing adjustment structures (8) further includes a locking nut (82), which is adapted to be disposed on a threaded connection portion (811) on one side of the connector (81).

8. The easing front disc brake structure according to claim 7, characterized in that: The second main body (2) is also symmetrically provided with mounting bases (21), the mounting bases (21) are provided with elongated oval connecting holes, the first main body (1) and the second main body (2) are fastened together by bolts; the braking assembly (4) consists of a V-shaped spring with an opening on one side and a set of brake pads mounted on the V-shaped spring, the corresponding positions of the V-shaped spring and the brake pads are provided with positioning through holes, the V-shaped spring and the brake pads are hinged and fixed to the first main body (1) and the second main body (2) through the positioning through holes; the two brake pads are respectively mounted on the upper and lower side walls of the clamping cavity (3) and abut against the adjustment assembly (7) and the driving assembly (5) for driving.

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