Rear mechanical brake type integrated brake switch structure

Abstract

The utility model discloses a rear mechanical brake type integrated brake switch structure. The rear mechanical brake type integrated brake switch structure comprises a foot parking pedal, a mechanical foot brake pedal, a foot parking pull wire, a mechanical foot brake front pull rod, a brake switch, a brake rotating shaft and a mechanical foot brake rear pull rod. The foot parking pull wire and the mechanical foot brake front pull rod are connected to different circumferential positions of the brake rotating shaft respectively, a trigger piece is arranged in the middle of the rotating shaft, and the brake switch is fixed to the frame and opposite to the trigger piece. Through the arrangement, foot parking or a mechanical foot brake can drive the same brake switch to output signals, meanwhile, the rotating shaft is connected with the rear pull rod to drive the rear wheel to brake, signal concentration and structure simplification are achieved, parts and wire harnesses are reduced, and consistency and reliability are improved.

Description

Technical Field

[0001] This utility model relates to the field of mechanical-electrical connection and installation structure of vehicle braking system, and more specifically to a rear mechanical brake type integrated brake switch structure. Background Technology

[0002] In traditional vehicle braking systems, especially those using mechanical foot brakes and mechanical parking brakes, separate brake switches are typically installed at the foot parking pedal and the mechanical foot brake pedal. The foot parking pedal drives the parking mechanism under the chassis via a cable, and its corresponding brake switch is installed separately at a certain position in the cable's travel to output a parking signal. The mechanical foot brake pedal is connected to a rotating shaft via a front lever, which then drives the rear wheel braking mechanism via a rear lever. Its corresponding brake switch is installed at the travel position of the foot brake pedal linkage to output a braking signal.

[0003] This type of "dual switch, dual wiring harness" arrangement has the following problems:

[0004] First, there are a large number of parts. Each vehicle requires two sets of brake switches and corresponding brackets, and the wiring harnesses for the two sets of switches are laid out independently, which increases material costs and assembly time.

[0005] Secondly, the installation locations are scattered. The foot parking switch and the foot brake switch are located on different mechanical transmission chains, requiring assembly personnel to install, adjust, and calibrate them in multiple locations, which is cumbersome and inconsistent.

[0006] Secondly, signal consistency is difficult to guarantee. Since the two switches respond to different mechanical parts, the signal trigger point is affected by machining errors, assembly tolerances, and differences in pedal travel, which can easily cause inconsistencies between the brake signal and the parking signal, affecting the vehicle's electrical control logic and user experience.

[0007] Furthermore, the switches are distributed across different stress environments and installation areas, making them susceptible to vibration, mud, and dust during long-term operation. This makes it difficult to uniformly control their reliability and durability, and also increases the complexity of later maintenance.

[0008] In existing technologies, some vehicle models have attempted to share a switch by setting an additional trigger plate in the middle of the linkage. However, due to layout limitations, a dedicated bracket still needs to be designed, resulting in a complex structure and making position calibration during assembly more difficult. This approach cannot fundamentally solve the problems of numerous parts, complex wiring, and insufficient reliability.

[0009] In summary, existing technologies urgently need an integrated structural solution that can reduce the number of parts, centrally arrange switches, and simultaneously accommodate both foot brake and parking signal outputs, in order to simplify installation, reduce costs, and improve consistency and reliability. Utility Model Content

[0010] This utility model provides a switch drive assembly mounted on a brake rotating shaft: the two cables / links of the foot parking pedal and the mechanical foot brake pedal act simultaneously on the same brake rotating shaft, and an integrated drive plate (lower support plate) is fixedly connected to the rotating shaft. The drive plate is positioned relative to the brake switch mounted on the vehicle frame. When either mechanical transmission drives the rotating shaft to rotate, the drive plate and the switch are relatively displaced, causing the switch contacts to change state. Thus, a single switch can realize the foot brake and parking signal output, achieving the purpose of reducing parts and wiring harnesses. At the same time, centralized installation facilitates consistent control and maintenance.

[0011] To achieve the above objectives, this utility model provides the following technical solution:

[0012] A structure for a rear mechanical brake integrated brake switch includes a foot parking pedal, a mechanical foot brake pedal, a foot parking cable, a mechanical foot brake front lever, a brake switch, a brake rotating shaft, and a mechanical foot brake rear lever. The foot parking cable and the mechanical foot brake front lever are fixed at different circumferential positions on the brake rotating shaft. A trigger element is provided on the brake rotating shaft and is arranged opposite to the button portion of the brake switch. The brake switch is fixed to the vehicle frame. The mechanical foot brake rear lever is connected to the other end of the brake rotating shaft.

[0013] Preferably, a torsion spring-type return spring is provided between the brake rotating shaft and the frame.

[0014] Preferably, both ends of the brake rotating shaft are fitted with the frame mounting holes via bushings or rolling bearings.

[0015] Preferably, the brake switch is fixed by a switch mounting bracket, which has an elongated hole, and the brake switch is fitted into the elongated hole by a fastener.

[0016] Preferably, the trigger is the edge of a plate or a pin that is coaxially fixed with the brake rotation shaft.

[0017] Preferably, a limiting block is provided on the side of the brake rotating shaft, and the limiting block abuts against the stop surface of the frame.

[0018] Preferably, the center angle between the foot parking cable and the mechanical foot brake front lever on the circumference of the brake rotation axis is 30° to 150°.

[0019] Preferably, a wear-resistant pad is installed on the opposite side of the trigger element, and the wear-resistant pad is mechanically fixed to the trigger element.

[0020] Preferably, the brake switch is a limit switch, and the housing is equipped with a waterproof sleeve.

[0021] Preferably, the connection end between the foot parking cable and the mechanical foot brake front lever is provided with a threaded adjustment structure.

[0022] Compared with existing technologies, this invention centrally integrates the drive plate and a single brake switch at the brake rotation shaft, achieving coaxial triggering of both foot parking and mechanical foot brake transmissions. Compared to a distributed dual-switch arrangement, this reduces the number of components and wiring harness branches, shortens wiring length, simplifies assembly and calibration, and improves consistency. The switch mounting bracket features an elongated hole, creating a repeatable window for fine-tuning the installation position and compensating for tolerances, making it easy to set the trigger stroke and free clearance. A torsion spring and a rigid limit block are used between the rotation shaft and the frame to limit the extreme angle. Reduced contact impact and board overtravel risks enhance switch contact life and mechanism durability; the rotating shaft is supported at both ends by bushings or rolling bearings, improving coaxiality and operational smoothness, reducing wear and noise; the drive side can be equipped with replaceable wear-resistant gaskets for convenient maintenance and lower total lifespan cost; the centralized layout of switches and wiring harnesses facilitates the installation of protective covers and sealing sleeves, enhancing environmental adaptability and adapting to conditions such as salt spray, vibration, and mud splash; the connection end features an adjustment structure, allowing for intuitive preload and stroke settings to accommodate installation differences across multiple platforms and subsequent maintenance and calibration needs. Overall, this results in reduced costs, fewer processes, improved consistency and reliability, enhanced maintenance convenience, and increased platform versatility. Attached Figure Description

[0023] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0024] Figure 1 This is a schematic diagram of the overall design of this utility model;

[0025] Figure 2 for Figure 1 A magnified view of a section at point H in the middle;

[0026] In the attached diagram: 1. Foot parking pedal; 2. Mechanical foot brake pedal; 3. Foot parking cable; 4. Mechanical foot brake front lever; 5. Brake switch; 6. Brake rotating shaft; 7. Mechanical foot brake rear lever. Detailed Implementation

[0027] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0028] Example 1

[0029] like Figure 1 and Figure 2 As shown, this embodiment discloses the structure of a rear mechanical brake integrated brake switch, including a foot parking pedal 1, a mechanical foot brake pedal 2, a foot parking cable 3, a mechanical foot brake front lever 4, a brake switch 5, a brake rotation shaft 6, and a mechanical foot brake rear lever 7.

[0030] The foot parking pedal 1 is fixed to the front of the frame and connected to the brake rotating shaft 6 via the foot parking cable 3. The mechanical foot brake pedal 2 is located in the driver's position, and its pedal arm is connected to the mechanical foot brake front lever 4. The mechanical foot brake front lever 4 is fixedly connected to another circumferential position of the brake rotating shaft 6. With this arrangement, both the foot parking pedal 1 and the mechanical foot brake pedal 2 can apply driving force to the same brake rotating shaft 6.

[0031] The brake rotating shaft 6 is horizontally positioned under the frame, with both ends connected to the frame via bushings or rolling bearings to ensure the shaft's rotational flexibility and coaxiality. A trigger element is fixed in the middle of the brake rotating shaft 6, extending radially and positioned opposite the button portion of the brake switch 5. When the brake rotating shaft 6 rotates with the cable 3 or lever 4, the trigger element contacts the button portion of the brake switch 5, outputting a brake signal.

[0032] The brake switch 5 is fixed to a switch mounting bracket, which is welded or screwed to the side beam of the vehicle frame. An elongated hole is formed in the bracket, and the brake switch 5 is fixed inside the elongated hole with fastening screws. During assembly, the position of the brake switch 5 can be adjusted within the range of the elongated hole to maintain a suitable free clearance and trigger stroke between the button and the trigger element, thereby avoiding false triggering and ensuring reliable signal output.

[0033] To ensure that the brake rotary shaft 6 can return to its original position after operation, a torsion spring-type return spring is installed between the brake rotary shaft 6 and the frame. One end of the return spring is engaged with the positioning part of the brake rotary shaft 6, and the other end is engaged with the stop surface of the frame. The torsion spring generates a restoring force after the rotary shaft 6 deflects, returning the rotary shaft 6 to its initial position.

[0034] A mechanical foot brake lever 7 is also connected to one end of the brake rotating shaft 6, and the mechanical foot brake lever 7 is connected to the rear wheel braking mechanism. With this arrangement, when the driver presses the mechanical foot brake pedal 2, the mechanical foot brake front lever 4 drives the brake rotating shaft 6 to rotate. The rotating shaft 6 drives the brake switch 5 and simultaneously transmits braking force to the rear wheel braking mechanism through the mechanical foot brake lever 7. When the driver presses the foot parking pedal 1, the foot parking cable 3 also pulls the brake rotating shaft 6, triggering the brake switch 5 and outputting a parking signal. Therefore, both mechanical transmissions can trigger the same brake switch 5, avoiding the complex arrangement of dual switches and dual wiring harnesses in traditional structures.

[0035] To prevent the rotating shaft 6 from overtravel, a limit block is provided on the trigger or the side of the rotating shaft 6. The limit block abuts against the frame stop surface to limit the maximum rotation angle of the rotating shaft 6 and prevent the brake switch 5 button from being damaged due to excessive force. To improve durability, a replaceable wear-resistant shim can be installed at the edge where the trigger contacts the brake switch 5. The shim is made of metal or engineering plastic and is fixed to the trigger with screws. It can be directly replaced after wear.

[0036] Through the above structure, this embodiment realizes the centralized trigger signal output of the foot parking pedal 1 and the mechanical foot brake pedal 2, which reduces the number of parts and the complexity of the wiring harness, reduces the overall vehicle manufacturing cost, and at the same time ensures the reliability and consistency of the signal output.

[0037] The above description of the disclosed embodiments enables those skilled in the art to make or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A structure of a rear mechanical brake integrated brake switch, comprising a foot parking pedal (1), a mechanical foot brake pedal (2), a foot parking cable (3), a mechanical foot brake front lever (4), a brake switch (5), a brake rotation shaft (6), and a mechanical foot brake rear lever (7), characterized in that: The foot parking cable (3) and the mechanical foot brake front lever (4) are respectively fixed at different circumferential positions on the brake rotating shaft (6); the brake rotating shaft (6) is provided with a trigger and is arranged opposite to the button part of the brake switch (5); the brake switch (5) is fixed on the frame; the mechanical foot brake rear lever (7) is connected to the other end of the brake rotating shaft (6).

2. The structure according to claim 1, characterized in that: A torsion spring return spring is installed between the brake rotating shaft (6) and the frame.

3. The structure according to claim 1, characterized in that: The two ends of the brake rotating shaft (6) are fitted with the frame mounting holes through bushings or rolling bearings.

4. The structure according to claim 1, characterized in that: The brake switch (5) is fixed by a switch mounting bracket. The switch mounting bracket has an elongated hole, and the brake switch (5) is fitted with the elongated hole by fasteners.

5. The structure according to claim 1, characterized in that: The trigger is the edge of a plate or a pin that is coaxially fixed with the brake rotation shaft (6).

6. The structure according to claim 1, characterized in that: A limiting block is provided on the side of the brake rotating shaft (6), and the limiting block abuts against the stop surface of the frame.

7. The structure according to claim 1, characterized in that: The center angle between the foot parking cable (3) and the mechanical foot brake front lever (4) on the circumference of the brake rotation shaft (6) is 30° to 150°.

8. The structure according to claim 1, characterized in that: Wear-resistant pads are installed on the opposite side of the trigger element, and the wear-resistant pads are mechanically fixed to the trigger element.

9. The structure according to claim 1, characterized in that: The brake switch (5) is a limit switch, and the housing is equipped with a waterproof sleeve.

10. The structure according to claim 1, characterized in that: The connection end between the foot parking cable (3) and the mechanical foot brake front lever (4) is provided with a threaded adjustment structure.

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