Brake upper pump with multi-functional independent adjustment mode

Abstract

A brake pump with multi-functional independent adjustment includes a brake pump body having a piston chamber with a front opening and a rear opening; a piston assembly movably disposed within the piston chamber; a brake handle rotatably connected to the brake pump body via a first pivoting mechanism; and a push rod assembly drivingly connected between the piston assembly and the brake handle. The push rod assembly includes an inner push rod, an outer push sleeve, and a transmission block. The front end of the inner push rod forms a driving engagement with the piston assembly, and the middle and rear sections of the outer push sleeve are interchangeably connected to a second pivoting mechanism, with the inner push rod interchangeably passing through the outer push sleeve. The transmission block has an input section, an output section, and an adjustment section. The first pivoting mechanism is pivotally connected to the input section, and the second pivoting mechanism is pivotally connected to the output section. The brake handle is actuated to the adjustment section via an elevation adjustment member. This invention achieves independent adjustment functions for piston free stroke, handle angle, and pivot point.

Description

Technical Field

[0001] This utility model relates to the technical field of brake equipment, and in particular to a brake upper pump with a multi-functional independent adjustment method. Background Technology

[0002] In a vehicle braking system, the brake booster is a key component for braking operation, and its performance directly affects the vehicle's braking effect and the user's driving experience. Existing brake boosters have significant shortcomings in terms of piston free stroke adjustment and lever angle adjustment.

[0003] Normally, the piston free stroke and the lever angle adjustment are interconnected and mutually influential, and cannot be adjusted independently. When a user needs to adjust the lever angle to suit their own operating habits, the piston free stroke will inevitably change, resulting in a change in braking response. This requires readjusting the piston free stroke, which is cumbersome and difficult to control precisely.

[0004] A prior art example, referring to patent document CN218288012U, discloses a brake cylinder with an adjustable handle, including a brake cylinder assembly and a first adjusting bolt. The brake cylinder assembly includes a cylinder body, within which a piston assembly is disposed. A brake handle and a handle seat are movably hinged to the cylinder body. A compression spring is disposed between the brake handle and the handle seat. The handle seat includes a pushing part, a pressing part, and an adjusting part. The pushing part abuts against the piston assembly, the pressing part abuts against the lower edge of the brake handle, and the adjusting part has a through threaded hole. The first adjusting bolt is screwed through the adjusting part and abuts against the cylinder body. This invention, through a specific design of the handle seat structure and the provision of a first adjusting bolt on the adjusting part of the handle seat, adjusts the initial position of the piston rod, thereby adjusting the brake travel, i.e., the brake sensitivity. The rider can adjust the brake sensitivity according to their riding habits. The solution in this technical example has a serious flaw in use: the handle seat is directly connected to the first adjusting bolt, the second adjusting bolt, and the piston rod, respectively. Therefore, when adjusting the position of the brake handle (operating the second adjusting bolt), the position of the piston rod will inevitably be changed as well, that is, the free stroke of the piston rod will also be adjusted at the same time. As a result, when the brake handle is adjusted to the right position, the free stroke cannot meet the user's needs.

[0005] Furthermore, existing adjustment structures are complex, inconvenient to operate, and have low adjustment accuracy, failing to meet the personalized braking needs of different users and affecting vehicle safety and comfort. Therefore, developing a brake booster that allows for independent adjustment of piston free stroke and lever angle while being easy to operate is of significant practical importance. Summary of the Invention

[0006] In order to overcome the above-mentioned shortcomings of the prior art, this utility model provides a brake upper pump with a multi-functional independent adjustment mode, which realizes independent adjustment of the two, improves the adjustment accuracy and operation convenience, and meets the needs of different users.

[0007] The technical solution of this utility model to solve its technical problem is: a brake upper pump with a multi-functional independent adjustment mode, comprising:

[0008] A brake pump body having a piston chamber having a front opening and a rear opening;

[0009] A piston assembly, which is movably disposed in the piston chamber;

[0010] A brake lever, which is rotatably connected to the brake pump body via a first pivoting mechanism;

[0011] The pushrod assembly is driven between the piston assembly and the brake handle;

[0012] The push rod assembly includes an inner push rod, an outer push sleeve, and a transmission block;

[0013] The inner push rod has a transmission engagement with the piston assembly, and the middle and rear sections of the outer push sleeve are interchangeably connected to the second pivoting mechanism 6. The inner push rod is interchangeably inserted into the outer push sleeve. The transmission block has an input section, an output section, and an adjustment section. The first pivoting mechanism is pivotally connected to the input section, the second pivoting mechanism 6 is pivotally connected to the output section, and the brake handle acts on the adjustment section through the elevation adjustment member.

[0014] The above-mentioned structural scheme consists of four core components: brake pump body, piston assembly, brake handle, and push rod assembly. Each component forms an organic transmission chain through the first pivot mechanism and the second pivot mechanism 6. Through the multi-dimensional adjustment of the transmission block and the interchange connection of the push rod assembly, the fine-tuning of the braking system is realized.

[0015] The implementation logic of the independent adjustment function:

[0016] 1. Piston idle stroke adjustment: By adjusting the relative positions of the inner push rod and the outer push sleeve, the length of the idle stroke before the piston begins to bear force can be changed (for example, the extension of the inner push rod relative to the outer push sleeve can be adjusted, thereby controlling the "ineffective movement" distance of the piston in the initial stage). Therefore, the idle stroke can be optimized independently without changing other components (such as the handle angle), avoiding the problem in traditional designs where "adjusting the idle stroke will inevitably affect the handle operating angle".

[0017] II. Handle Angle Adjustment: The elevation angle adjustment component (such as a screw or bolt mechanism) acts on the adjustment part of the transmission block. By changing the angle of the transmission block, the elevation angle of the brake handle is indirectly adjusted. For example, rotating the adjustment bolt can cause the transmission block to pivot around the input part, driving the handle to rotate around the first pivot mechanism, thereby achieving fine-tuning of the angle.

[0018] III. Rotation Point Adjustment: The line connecting the center points of the first pivot mechanism (the connection point between the brake handle and the transmission block) and the second pivot mechanism 6 (the connection point between the transmission block and the push rod) can be regarded as the "virtual lever arm baseline" in the process of force transmission from the handle to the push rod. Changes in the length and angle of this line will alter the force amplification factor, transmission direction, and operational feedback through the lever principle.

[0019] When the brake lever is operated, the distance from the point of force application to the first pivot mechanism is the "active lever arm," and the angle of the line connecting the pivot points changes the perpendicular relationship between the active lever arm and the line connecting the pivot points. For example, when the lever angle is steeper (closer to the pump body), the angle between the initial force direction and the line connecting the pivot points increases, resulting in a shorter effective active lever arm (under the same grip force, the initial torque transmitted to the transmission block decreases), and the lever will feel stiffer; conversely, when the lever angle is gentler, the effective lever arm becomes longer, and the initial operation requires less effort.

[0020] The "interchangeable connection" of the outer push sleeve (such as adjusting its relative position with the second pivot mechanism 6) will change the spatial position of the second pivot mechanism 6 (moving closer to or further away from the first pivot mechanism), causing a change in the length of the pivot point connection line (becoming longer or shorter), while the connection line angle remains basically unchanged (because the handle angle is not adjusted). The effect on force transmission: the length of the pivot point connection line is the "resistance arm" of the transmission block (the distance from the second pivot to the force application point of the transmission block). According to the lever principle, when the pivot point connection line becomes longer (resistance arm increases), under the same handle force, the force transmitted to the push rod will decrease (force amplification factor decreases), and the braking feel will be "softer"; conversely, when the connection line becomes shorter (resistance arm decreases), the force amplification factor increases, and the braking is more "sensitive".

[0021] In traditional designs, the angle and length of the connecting line at the pivot point often change simultaneously due to the same adjustment action (e.g., adjusting the handle angle necessarily changes the connecting line length), resulting in uncontrollable force transmission characteristics. This invention, however, achieves independent adjustment through structural separation, ensuring that when users optimize handle comfort (adjusting the angle) or brake sensitivity (adjusting the free travel + force amplification), the core parameters of force transmission (such as effective lever arm and amplification factor) can be controlled independently, avoiding mutual interference.

[0022] In some preferred embodiments of this utility model, the first pivoting mechanism includes a first pivoting bushing, a first fastener, and a first rotating bearing;

[0023] The brake pump body has a first bearing hole, and the first rotating bearing is installed in the first bearing hole;

[0024] The input part of the transmission block is provided with a first bushing hole, and the first pivot bushing is at least partially inserted into the first bushing hole, and the first pivot bushing is located inside the first rotating bearing.

[0025] The first pivot sleeve has a first threaded hole, and the first fastener is inserted into the first threaded hole after passing through the bearing inner hole of the first rotating bearing, so as to assemble the transmission block, brake handle and brake pump body together through the first pivoting mechanism.

[0026] In some preferred embodiments of this utility model, the second pivoting mechanism includes a second pivot sleeve, a second fastener, and a second rotating bearing;

[0027] The output part of the transmission block is provided with a second bearing hole, the second rotary bearing is installed in the second bearing hole, and the second pivot sleeve is at least partially inserted into the bearing inner hole of the second rotary bearing.

[0028] The second pivot sleeve has a second threaded hole and an adjusting threaded hole. The second fastener is inserted into the second threaded hole. The middle and rear section of the outer push sleeve has a threaded rod section, which is inserted into the adjusting threaded hole.

[0029] In some preferred embodiments of this utility model, the second threaded hole and the adjusting threaded hole are alternately connected, the second fastener enters the adjusting threaded hole after passing through the second threaded hole, and the second fastener can abut against the outer push sleeve in the adjusting threaded hole.

[0030] In some preferred embodiments of this utility model, the threaded rod segment is provided with locking grooves distributed along the length direction of the outer push sleeve, and the inner end of the second fastener can be inserted into the locking groove to restrict the rotation of the outer push sleeve.

[0031] In some preferred embodiments of this utility model, the rear end of the outer push sleeve is fixedly provided with a first operating part, the outer push sleeve is provided with a limiting protrusion section, the limiting protrusion section is located at the front end of the threaded rod section; the outer diameter of the limiting protrusion section is larger than the inner diameter of the adjusting threaded hole, so that the limiting protrusion section can abut against the second pivot sleeve and form a limiting fit.

[0032] The inner push rod has a second operating part at its rear end. The inner push rod is connected to the outer push sleeve through a push rod thread, and the second operating part protrudes outside the outer push sleeve.

[0033] In some preferred embodiments of this utility model, the elevation angle adjustment component includes an adjustment operation section, a threaded connection section, and an action contact section, and the transmission block has a reset part;

[0034] The brake handle is provided with a third threaded hole, and the threaded connection section is threaded into the third threaded hole.

[0035] The adjustment operation section extends beyond the third threaded hole;

[0036] The adjustment part has a positioning groove, and the functional contact section can extend into the positioning groove and make contact with each other;

[0037] When the user performs a forward operation on the adjustment section, the elevation adjustment component interacts with the adjustment part of the transmission block to reduce the angle between the brake handle and the brake pump body.

[0038] When the user reverses the adjustment operation, the brake handle interacts with the reset part of the transmission block to increase the angle between the brake handle and the brake pump body.

[0039] In some preferred embodiments of this utility model, the third threaded hole includes a threaded hole section and a smooth hole section, and the smooth hole section forms a clearance fit with the elevation adjustment component;

[0040] The inner wall of the smooth hole section is recessed with several gear slots, and the elevation angle adjustment component is provided with a spring-loaded component, which can enter into any gear slot or exit from the gear slot.

[0041] In some preferred embodiments of this utility model, the brake handle and the reset part are provided with corresponding reset grooves, and a reset component is provided in the reset groove. The brake handle forms a transmission engagement with the transmission block through the reset component.

[0042] In some preferred embodiments of this utility model, the transmission block is a three-pronged transmission block, which has a central section, a first branch section, a second branch section and a third branch section;

[0043] The input section is located in the central section, the output section is located in the first branch section, the adjustment section is located in the second branch section, and the reset section is located in the third branch section.

[0044] The beneficial effects of this utility model are as follows:

[0045] First, it enables independent adjustment of piston free stroke and handle angle, independent adjustment of piston free stroke and independent adjustment of rotation point, with no interference between the adjustment processes, thus meeting the personalized needs of users.

[0046] II. Simple adjustment operation: The reasonable design of each adjustment structure and the setting of components such as the first operation part and the adjustment operation section make the adjustment process simple and easy, without the need for complicated tools and professional skills.

[0047] III. Stable and reliable structure: The first pivot mechanism, the second pivot mechanism, etc. adopt the combination of bearings, bushings and fasteners to ensure the stability of the connection of each component and the flexibility of rotation, thereby improving the service life of the brake pump and the braking reliability.

[0048] IV. High adjustment precision: The design of structures such as locking groove and gear groove enables precise positioning of piston free stroke and handle angle adjustment, ensuring consistent adjustment effect. Attached Figure Description

[0049] Figure 1 This is a schematic diagram of the structure of this utility model.

[0050] Figure 2 This is a schematic diagram showing a comparison of the local structures of the various adjustment functions of this utility model before and after adjustment.

[0051] Figure 3 This is an exploded view of this utility model.

[0052] Figure 4 This is a cross-sectional view of the present invention and a partial enlarged view thereof.

[0053] Figure 5 This is a vertical sectional view of the present invention (at the first pivoting mechanism).

[0054] Figure 6 This is a vertical sectional view of the present invention (at the second pivot mechanism).

[0055] Figure 7 This is a schematic diagram of the brake lever.

[0056] Figure 8 This is a schematic diagram of the structure of a three-pronged transmission block.

[0057] Figure 9 This is a structural schematic diagram of the elevation angle adjustment component.

[0058] In the diagram: 1. Brake pump body; 11. Piston chamber; 12. Front opening; 13. Rear opening; 14. First bearing hole; 2. Piston assembly; 3. Brake handle; 31. Third threaded hole; 311. Threaded hole section; 312. Smooth hole section; 3121. Gear slot; 32. Spring-loaded component; 33. Reset slot; 34. Reset component; 4. First pivoting mechanism; 41. First pivoting bushing; 411. First threaded hole; 42. First fastener; 43. First rotating bearing; 4a. First pivot point; 5. Push rod assembly; 51. Outer push sleeve; 52. Transmission block; 521. Input section; 5211. First bushing hole; 522. Output section; 5221. Second bearing hole; 523. 5231. Adjustment section; 524. Positioning groove; 525. First operating section; 526. Reset section; 53. Inner push rod; 531. Second operating section; 532. Push rod thread; 54. Threaded rod section; 541. Locking groove; 55. Limiting protrusion section; 6. Second pivoting mechanism; 61. Second pivoting bushing; 611. Second threaded hole; 612. Adjusting threaded hole; 62. Second fastener; 63. Second rotating bearing; 6a. Second pivot point; 7. Elevation adjustment component; 71. Adjustment operation section; 72. Threaded connection section; 73. Action contact section; 8. Three-pronged transmission block; 81. Central section; 82. First branch section; 83. Second branch section; 84. Third branch section. Detailed Implementation

[0059] The present invention will be further described below with reference to the accompanying drawings and specific embodiments. It should be noted that the embodiments are merely specific descriptions of the present invention, and their purpose is to enable those skilled in the art to better understand the technical solution of the present invention, and should not be regarded as limitations on the present invention.

[0060] In the description of this utility model, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc., indicating the orientation or positional relationship are 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 device 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.

[0061] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances. Example

[0062] Reference Figures 1-9 A brake pump with multi-functional independent adjustment includes: a brake pump body 1 having a piston chamber 11, the piston chamber 11 having a front opening 12 (for connecting an oil pipe) and a rear opening 13 (the push rod assembly 5 and the piston assembly 2 enter the piston chamber 11 through the rear opening 13); a piston assembly 2 movably disposed in the piston chamber 11; a brake handle 3 rotatably connected to the brake pump body 1 via a first pivoting mechanism 4; and a push rod assembly 5 drivingly connected between the piston assembly 2 and the brake handle 3; the push rod assembly 5 includes an inner push rod. 53. Outer push sleeve 51 and transmission block 52; wherein, the front end of the inner push rod 53 forms a transmission engagement with the piston assembly 2, the middle and rear sections of the outer push sleeve 51 are interchangeably connected to the second pivoting mechanism 6, and the inner push rod 53 is interchangeably inserted into the outer push sleeve 51; the transmission block 52 has an input part 521, an output part 522 and an adjustment part 523, the first pivoting mechanism 4 is pivotally connected to the input part 521, the second pivoting mechanism 6 is pivotally connected to the output part 522, and the brake handle 3 acts on the adjustment part 523 through the elevation adjustment member 7.

[0063] The above-mentioned structural scheme consists of four core components: brake pump body 1, piston assembly 2, brake handle 3, and push rod assembly 5. Each component forms an organic transmission chain through the first pivot mechanism 4 and the second pivot mechanism 6. Through the multi-dimensional adjustment of the transmission block 52 and the interchange connection of the push rod assembly 5, the fine adjustment of the braking system is realized.

[0064] Reference Figure 2The main structural difference between this embodiment and the prior art lies in the fact that the transmission block 52 uses two pivoting mechanisms (first pivoting mechanism 4 and second pivoting mechanism 6) to achieve the pivoting relationship of two turning points respectively. Therefore, the implementation logic of the independent adjustment function is as follows: 1. Piston idle stroke adjustment path: The idle stroke length before the piston begins to bear force can be changed by adjusting the relative position of the inner push rod 53 and the outer push sleeve 51 (for example, the extension of the inner push rod 53 relative to the outer push sleeve 51 can be adjusted, thereby controlling the "ineffective movement" distance of the piston in the initial stage). Therefore, the idle stroke can be optimized independently without changing other components (such as the handle angle), avoiding the problem of "adjusting the idle stroke will inevitably affect the handle operation angle" in traditional designs. 2. Handle angle adjustment path: The elevation angle adjustment component 7 (such as a screw or bolt mechanism) acts on the adjustment part 523 of the transmission block 52, and the elevation angle of the brake handle 3 is indirectly adjusted by changing the angle of the transmission block 52. For example, rotating the adjustment bolt can make the transmission block 52 pivot around the input part 521, driving the handle to rotate around the first pivoting mechanism 4, thereby achieving fine-tuning of the angle. III. Rotation Point Adjustment: The line connecting the center points of the first pivot mechanism 4 (the connection point between the brake handle 3 and the transmission block 52 forms the first rotation point 4a) and the second pivot mechanism 6 (the connection point between the transmission block 52 and the push rod forms the second rotation point 6a) can be regarded as the "virtual lever arm baseline" in the process of force being transmitted from the handle to the push rod. Changes in the length and angle of this line will alter the force amplification factor, transmission direction, and operational feedback through the lever principle.

[0065] Optionally, refer to Figure 4 The brake handle 3 and the reset part 525 are provided with opposing reset grooves 33. A reset component 34 is installed in each reset groove 33. The brake handle 3 and the transmission block 52 are connected via the reset component 34. The reset grooves 33 on the brake handle 3 and the reset part 525 of the transmission block 52 are oppositely distributed. Both ends of the reset component 34 are embedded in the grooves, forming a constraint structure with fixed ends. Taking a compression spring as an example, after its ends are limited by the reset grooves 33, the elastic force during compression or extension can be completely converted into a torque that drives the transmission block 52 to rotate, avoiding force loss due to misalignment. In summary, the design of the reset groove 33 and the reset component 34 solves the problems of easy misalignment and force loss in traditional reset mechanisms through physical positioning and precise force transmission, making the reverse reset of the elevation angle adjustment more reliable and smoother. Together with the positive thrust of the elevation adjustment component 7 and the feedback mechanism of the gear slot 3121, it forms a "positively adjustable, reversely reversible, and gear controllable" handle angle adjustment system. Example

[0066] Based on the solution in Embodiment 1, this embodiment provides more preferred solutions for each mechanism, as follows:

[0067] I. First pivot mechanism 4: (Refer to...) Figure 5The system includes a first pivot sleeve 41, a first fastener 42, and a first rotating bearing 43. The brake pump body 1 has a first bearing hole 14, and the first rotating bearing 43 is installed in the first bearing hole 14. The input part 521 of the transmission block 52 has a first bushing hole 5211, and the first pivot sleeve 41 is at least partially inserted into the first bushing hole 5211, and the first pivot sleeve 41 is located inside the first rotating bearing 43. The first pivot sleeve 41 has a first threaded hole 411, and the first fastener 42 is inserted into the first threaded hole 411 after passing through the bearing inner hole of the first rotating bearing 43, so as to assemble the transmission block 52, the brake handle 3, and the brake pump body 1 together through the first pivoting mechanism 4.

[0068] The advantages of using the first pivot mechanism 4 described above are as follows: 1. When the elevation adjustment member 7 acts on the adjustment part 523 of the transmission block 52, the transmission block 52 needs to rotate around the axis of the first pivot mechanism 4. The low friction characteristics of the first rotating bearing 43 can ensure smooth adjustment and avoid jamming; while the rigid fit between the first pivot sleeve 41 and the first fastener 42 ensures that the handle angle will not shift due to vibration or force after adjustment, solving the problem of easy loosening. 2. The operating force of the brake handle 3 is transmitted to the first pivot mechanism 4 through the input part 521 of the transmission block 52, and then the force is distributed through the brake pump body 1. The radial bearing capacity of the bearing can reduce deformation during the force transmission process and avoid wear of the first bearing hole 14 in the brake pump body 1 due to long-term force.

[0069] II. Second pivot mechanism 6: (Refer to) Figure 6 The transmission block 52 includes a second pivot sleeve 61, a second fastener 62, and a second rotary bearing 63. The output portion 522 of the transmission block 52 has a second bearing hole 5221, and the second rotary bearing 63 is installed in the second bearing hole 5221. The second pivot sleeve 61 is at least partially inserted into the bearing inner hole of the second rotary bearing 63. The second pivot sleeve 61 has a second threaded hole 611 and an adjusting threaded hole 612. The second fastener 62 is connected to the second threaded hole 611. The middle and rear section of the outer push sleeve 51 has a threaded rod section 54, which is connected to the adjusting threaded hole 612.

[0070] The advantages of using the second pivot mechanism 6 are as follows: 1. It enables stepless adjustment of the piston's idle stroke. The threaded rod section 54 of the push rod assembly 5 and the adjusting threaded hole 612 of the second pivot sleeve 61 form a helical transmission pair. By rotating the push rod assembly 5 to change the screw depth of the threaded rod section 54, the initial distance between the push rod front end and the piston assembly 2 can be precisely controlled. This directly determines the length of the piston's idle stroke (the shorter the distance, the smaller the idle stroke, and the more sensitive the braking response; conversely, the larger the idle stroke, the smoother the braking). 2. It ensures the rigidity and stability of force transmission. When braking, the operating force of the handle is transmitted to the second pivot mechanism 6 through the output part 522 of the transmission block 52, and then acts on the piston through the push rod assembly 5. The radial bearing capacity of the second rotating bearing 63 can reduce deformation during force transmission and prevent wear of the bearing hole of the output part 522 of the transmission block 52 due to long-term stress; while the locking function of the second fastener 62 prevents the bushing from sliding relative to the transmission block 52, ensuring that the force transmission path is fixed and avoiding braking delay caused by "play".

[0071] Furthermore, the second threaded hole 611 and the adjusting threaded hole 612 are interlocked. The second fastener 62, after passing through the second threaded hole 611, enters the adjusting threaded hole 612, and the second fastener 62 can abut against the outer push sleeve 51 in the adjusting threaded hole 612. The threaded rod segment 54 has locking grooves 541 distributed along the length of the outer push sleeve 51. The inner end of the second fastener 62 can be inserted into the locking groove 541 to restrict the rotation of the outer push sleeve 51. When the second fastener 62 passes through the interlocked threaded holes, its inner end can be inserted into the locking groove 541 of the push rod thread 532 segment. At this time, the fastener forms rigid contact with the groove wall, directly preventing the push rod assembly 5 from rotating around its own axis through mechanical limiting. For high-frequency vibration scenarios or high-temperature environments, the stability of mechanical locking is far superior to friction-based anti-loosening. For example, when driving on unpaved roads, traditional threaded adjustment may cause the push rod to rotate slightly due to continuous bumps, resulting in a larger free travel; however, the locking groove 541 design can completely eliminate this slight rotation through the "hard connection" between the fastener and the groove, ensuring consistent braking response.

[0072] Reference Figure 4Preferably, the rear end of the outer push sleeve 51 is fixedly provided with a first operating part 524, and the outer push sleeve 51 is provided with a limiting protrusion section 55, which is located at the front end of the threaded rod section 54. The outer diameter of the limiting protrusion section 55 is larger than the inner diameter of the adjusting threaded hole 612, so that the limiting protrusion section 55 can abut against the second pivot sleeve 61 and form a limiting fit. The design of adding the first operating part 524 and the limiting protrusion section 55 to the push rod assembly 5 is to provide a safety guarantee for the operation of the free stroke adjustment function, which not only improves the convenience of user operation, but also prevents system damage caused by over-adjustment through physical limiting. In addition, the rear end of the inner push rod 53 is provided with a second operating part 531, and the inner push rod 53 is connected to the outer push sleeve 51 through the push rod thread 532, and the second operating part 531 protrudes outside the outer push sleeve 51. The second operating unit 531 enables independent control of fine-tuning of the idle stroke. The second operating unit 531 only controls the inner push rod 53, while the position of the outer push sleeve 51 is adjusted independently by the first operating unit 524. For example, the user can first fix the overall position of the outer push sleeve 51 (set the basic fulcrum for force transmission) through the first operating unit 524, and then fine-tune the inner push rod 53 (optimize the details of the idle stroke) through the second operating unit 531. The two do not interfere with each other.

[0073] III. Elevation Angle Adjustment Component 7: Reference Figure 7 , Figure 9 It includes an adjustment operation section 71, a threaded connection section 72, and an action contact section 73. The transmission block 52 has a reset part 525. The brake handle 3 has a third threaded hole 31, and the threaded connection section 72 is threaded into the third threaded hole 31. The adjustment operation section 71 extends out of the third threaded hole 31. The adjustment part 523 has a positioning groove 5231, and the action contact section 73 can extend into the positioning groove 5231 and make contact with each other.

[0074] The operating principle of the elevation angle adjustment component 7 is as follows: when the user performs a forward operation on the adjustment operation section 71, the elevation angle adjustment component 7 interacts with the adjustment part 523 of the transmission block 52 to reduce the included angle between the brake handle 3 and the brake pump body 1; when the user performs a reverse operation on the adjustment operation section 71, the brake handle 3 interacts with the reset part 525 of the transmission block 52 to increase the included angle between the brake handle 3 and the brake pump body 1.

[0075] The advantages of using the aforementioned elevation angle adjustment component 7 are as follows: 1. Precise cooperation with the first pivot mechanism 4: The rotation center of the brake handle 3's angle adjustment is the axis of the first pivot mechanism 4, and the force of the elevation angle adjustment component 7 is transmitted to this axis through the transmission block 52, forming a stable torque output. The low friction characteristics of the first rotating bearing 43 can reduce the resistance during adjustment, making the thrust of the contact section 73 more efficiently converted into the angle change of the brake handle 3, avoiding adjustment jamming due to excessive friction. 2. The elevation angle adjustment component 7 is only responsible for adjusting the brake handle 3's angle, and is completely independent of the piston assembly 2's free stroke adjustment of the second pivot mechanism 6. For example, the user can first adjust the brake handle 3 to a comfortable angle through the elevation angle adjustment component 7, and then adjust the free stroke to the ideal sensitivity through the push rod assembly 5. The two adjustment processes do not interfere with each other, truly realizing separate adjustment of "comfort" (handle angle adjustment) and "functionality" (free stroke adjustment).

[0076] In some preferred embodiments of this utility model, reference is made to Figure 7 The third threaded hole 31 includes a threaded hole section 311 and a smooth hole section 312. The smooth hole section 312 forms a clearance fit with the elevation adjustment component 7. The inner wall of the smooth hole section 312 is recessed with several gear slots 3121. The elevation adjustment component 7 is equipped with a spring-loaded component 32 (generally composed of a spring and a steel ball). The spring-loaded component 32 can enter any gear slot 3121 or exit from the gear slot 3121. When the user rotates the adjustment operation section 71, the elevation adjustment component 7 first achieves coarse adjustment through the threaded transmission of the threaded hole section 311. After entering the smooth hole section 312, the engagement between the spring-loaded component 32 and the gear slot 3121 becomes effective. Each time the rotation reaches a certain angle, the spring-loaded component 32 will engage with the corresponding gear slot 3121, producing a "click" sound and tactile feedback, indicating to the user that a certain gear has been selected. In summary, the above-mentioned optimized structure balances adjustment efficiency and accuracy, is suitable for rapid and wide-range adjustment as well as fine positioning, and solves the ambiguity of pure stepless adjustment. Example

[0077] Reference Figure 8 In a preferred embodiment of the present invention, the transmission block 52 is a three-pronged transmission block 852, which has a central section 81, a first branch section 82, a second branch section 83 and a third branch section 84.

[0078] The input section 521 is located in the central section 81, serving as the rotation center of the entire transmission block 52. It integrates the mounting position of the first pivot mechanism 4 (such as the first bushing hole 5211) and is the input end for the operating force of the brake handle 3. When the handle is rotated, the central section 81 rotates around the axis of the first pivot mechanism 4, causing the three branch sections to move synchronously.

[0079] The output section 522 is distributed in the first bifurcation section 82, extending to the position corresponding to the push rod assembly 5, and integrating the mounting position of the second pivot mechanism 6 (such as the second bearing hole 5221), which is responsible for converting the rotational motion of the central section 81 into an axial thrust on the push rod assembly 5 (driving the piston assembly 2 to move).

[0080] The adjustment section 523 is distributed in the second bifurcation section 83, extending to the position corresponding to the elevation angle adjustment member 7, and is provided with a positioning groove 5231, which serves as the force point for adjusting the handle angle. When the action contact section 73 of the elevation angle adjustment member 7 pushes the positioning groove 5231, the second bifurcation section 83 is subjected to force and drives the central section 81 to rotate, thereby realizing the fine adjustment of the handle angle.

[0081] The reset part 525 is distributed in the third bifurcation section 84. Extending to the position corresponding to the reset member 34, a reset groove 33 is provided, serving as a "reset force receiving point" during reverse adjustment. The elastic force of the reset member 34 acts on this bifurcation, driving the central section 81 to rotate in the opposite direction through a lever effect, thereby resetting the handle angle.

[0082] In summary, the three-pronged transmission block 852, through its functional partitioning and integrated force transmission design, integrates the originally dispersed force transmission paths into a highly efficient and rigid system. This not only ensures the core functions of independent adjustment of the handle angle and piston free stroke, but also improves force transmission efficiency, rigidity, and lightweighting through structural optimization. This design allows the various adjustment and reset mechanisms to work collaboratively, ultimately achieving personalized adaptation and high reliability for the brake upper cylinder.

[0083] It is worth noting that the other technical solutions of this utility model are all existing technologies, and therefore will not be described in detail.

[0084] The above description is only a preferred embodiment of the present utility model. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the concept of the present utility model, and these improvements and modifications should also be considered within the protection scope of the present utility model.

Claims

1. A brake booster with multi-functional independent adjustment, comprising: The brake pump body (1) has a piston chamber (11) having a front opening (12) and a rear opening (13); Piston assembly (2), which is movably disposed in the piston chamber (11); Brake handle (3), which is rotatably connected to brake pump body (1) via first pivot mechanism (4); The push rod assembly (5) is connected in drive between the piston assembly (2) and the brake handle (3); characterized in that The push rod assembly (5) includes an inner push rod (53), an outer push sleeve (51), and a transmission block (52); The front end of the inner push rod (53) is connected to the piston assembly (2) in a transmission relationship, the middle and rear sections of the outer push sleeve (51) are interchangeably connected to the second pivot mechanism (6), and the inner push rod (53) is interchangeably inserted into the outer push sleeve (51). The transmission block (52) has an input section (521), an output section (522) and an adjustment section (523). The first pivoting mechanism (4) is pivotally connected to the input section (521), and the second pivoting mechanism (6) is pivotally connected to the output section (522). The brake handle (3) is applied to the adjustment section (523) via the elevation adjustment member (7).

2. The brake upper pump with multi-functional independent adjustment mode according to claim 1, characterized in that: The first pivoting mechanism (4) includes a first pivot sleeve (41), a first fastener (42), and a first rotating bearing (43); The brake pump body (1) is provided with a first bearing hole (14), and the first rotating bearing (43) is installed in the first bearing hole (14); The input part (521) of the transmission block (52) is provided with a first bushing hole (5211), and the first pivot bushing (41) is at least partially inserted in the first bushing hole (5211), and the first pivot bushing (41) is located inside the first rotating bearing (43). The first pivot sleeve (41) has a first threaded hole (411), and the first fastener (42) is inserted into the first threaded hole (411) after passing through the bearing inner hole of the first rotating bearing (43), so as to assemble the transmission block (52), brake handle (3) and brake pump body (1) together through the first pivoting mechanism (4).

3. The brake upper pump with multi-functional independent adjustment mode according to claim 1, characterized in that: The second pivoting mechanism (6) includes a second pivot sleeve (61), a second fastener (62), and a second rotating bearing (63); The output part (522) of the transmission block (52) is provided with a second bearing hole (5221), the second rotating bearing (63) is installed in the second bearing hole (5221), and the second pivot sleeve (61) is at least partially inserted into the bearing inner hole of the second rotating bearing (63). The second pivot sleeve (61) has a second threaded hole (611) and an adjusting threaded hole (612). The second fastener (62) is inserted into the second threaded hole (611). The middle and rear section of the outer push sleeve (51) has a threaded rod section (54), which is inserted into the adjusting threaded hole (612).

4. The brake upper pump with multi-functional independent adjustment mode according to claim 3, characterized in that: The second threaded hole (611) and the adjusting threaded hole (612) are interlocked and communicate with each other. The second fastener (62) enters the adjusting threaded hole (612) after passing through the second threaded hole (611), and the second fastener (62) can abut against the outer push sleeve (51) in the adjusting threaded hole (612).

5. The brake upper pump with multi-functional independent adjustment mode according to claim 4, characterized in that: The threaded rod segment (54) is provided with a locking groove (541) distributed along the length direction of the outer push sleeve (51). The inner end of the second fastener (62) can be inserted into the locking groove (541) to restrict the outer push sleeve (51) from rotating.

6. The brake upper pump with multi-functional independent adjustment mode according to claim 4, characterized in that: The outer push sleeve (51) has a first operating part (524) fixed at its rear end. The outer push sleeve (51) has a limiting protrusion section (55) located at the front end of the threaded rod section (54). The outer diameter of the limiting protrusion section (55) is larger than the inner diameter of the adjusting threaded hole (612), so that the limiting protrusion section (55) can abut against the second pivot sleeve (61) and form a limiting fit. The inner push rod (53) has a second operating part (531) at its rear end. The inner push rod (53) is connected to the outer push sleeve (51) through a push rod thread (532), and the second operating part (531) protrudes outside the outer push sleeve (51).

7. The brake upper pump with multi-functional independent adjustment mode according to claim 1, characterized in that: The elevation adjustment component (7) includes an adjustment operation section (71), a threaded connection section (72) and an action contact section (73), and the transmission block (52) has a reset part (525); The brake handle (3) is provided with a third threaded hole (31), and the threaded connection section (72) is threadedly connected to the third threaded hole (31). The adjustment operation section (71) extends out of the third threaded hole (31); The adjustment part (523) has a positioning groove (5231), and the contact section (73) can extend into the positioning groove (5231) and contact each other; When the user performs a forward operation on the adjustment operation section (71), the elevation angle adjustment component (7) interacts with the adjustment part (523) of the transmission block (52) to reduce the included angle between the brake handle (3) and the brake pump body (1). When the user reverses the adjustment operation section (71), the brake handle (3) interacts with the reset part (525) of the transmission block (52) to increase the included angle between the brake handle (3) and the brake pump body (1).

8. The brake upper pump with multi-functional independent adjustment mode according to claim 7, characterized in that: The third threaded hole (31) includes a threaded hole section (311) and a smooth hole section (312), and the smooth hole section (312) forms a clearance fit with the elevation adjustment component (7); The inner wall of the smooth hole section (312) is recessed with a number of gear slots (3121), and the elevation angle adjustment component (7) is provided with a spring-loaded component (32). The spring-loaded component (32) can enter into any gear slot (3121) or exit outside the gear slot (3121).

9. The brake upper pump with multi-functional independent adjustment mode according to claim 7, characterized in that: The brake handle (3) and the reset part (525) are provided with a reset groove (33) in opposite positions. A reset component (34) is provided in the reset groove (33). The brake handle (3) forms a transmission cooperation with the transmission block (52) through the reset component (34).

10. The brake upper pump with multi-functional independent adjustment mode according to any one of claims 7-9, characterized in that: The transmission block (52) is a three-pronged transmission block (8)(52), which has a central section (81), a first branch section (82), a second branch section (83) and a third branch section (84). The input section (521) is located in the central section (81), the output section (522) is located in the first branch section (82), the adjustment section (523) is located in the second branch section (83), and the reset section (525) is located in the third branch section (84).

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