Automatic device for oil brake and bicycle

Abstract

The application relates to an oil brake automatic device and a bicycle, which comprises a device body, a first connecting through hole is arranged on the device body, the oil brake automatic device is fixed through the first connecting through hole, an oil tank and a piston tank are further arranged on the device body, an oil guide channel is further arranged on the device body and communicates with the piston tank, a compensation hole is arranged between the piston tank and the oil tank, a second connecting through hole is further arranged on the device body, a piston is connected to the second connecting through hole, the piston moves in the piston tank to change the pressure in the piston tank, the oil tank and the piston tank are arranged in parallel, the openings of the oil tank and the piston tank are arranged on the same side, the machining is more convenient, and the machining cost is saved. The sealing oil port adopts a convex part made of aluminum alloy, the thickness of the oil tank is increased, the oil tank is prevented from being damaged, meanwhile, the sealing property is ensured, and the sealing oil port is not prone to being damaged. The oil brake braking device simplifies the production process, is more convenient to machine, has a more compact structure, reduces the product volume, has more reliable sealing property, and improves the sealing durability and reliability of the sealing oil port.

Description

Technical Field

[0001] This application relates to the field of hydraulic brake automatic devices, and more particularly to a hydraulic brake automatic device and a bicycle. Background Technology

[0002] Hydraulic brakes are a critical safety component in vehicles such as motorcycles and electric vehicles. They work by manipulating the brake lever, which moves a piston inside the brake pump, transmitting the hydraulic pressure generated by the brake fluid to the brake calipers to achieve braking. The brake pump typically contains a piston chamber to house the piston and an oil reservoir to store spare brake fluid.

[0003] Currently, the hydraulic brake pump bodies on the market suffer from the following drawbacks in structural design and manufacturing that urgently need to be addressed: First, the processing technology is complex, resulting in low production efficiency. Traditional pump body designs typically place the piston chamber and oil chamber on different axes or non-planes, forming a "misaligned" or "stepped" structure. This design necessitates multiple clamping and tool changes, or the use of multi-axis machining centers, to complete the milling, drilling, and internal hole finishing processes for both chambers. This not only increases the complexity of processing and places higher demands on machine tools, but also significantly increases the processing time per unit, reduces production efficiency, and drives up manufacturing costs.

[0004] Secondly, the overall structure is not compact, resulting in low space utilization. Due to the staggered layout of the two compartments, the external profile of the pump body is often forced to increase in order to meet the necessary oil capacity and piston stroke, causing the overall size to be bulky. In today's compact bicycle handlebar layout, this is not conducive to the lightweight and miniaturization design of the whole vehicle, and sometimes it may even interfere with the instrument panel, lights or other control components, causing inconvenience to the assembly of the whole vehicle.

[0005] Third, traditional oil seal structures have poor sealing performance and are easily damaged. Currently, the oil tank sealing on the pump body generally uses a threaded sealing method, that is, machining a threaded hole and screwing in a metal screw, relying on the screw head to compress the sealing ring or using Teflon tape for sealing. This method is complex to process, requiring the machining of internal threads on the pump body, increasing the cost of processes and tools; moreover, the seal is unreliable, as the threaded connection itself is not an ideal sealing structure. Under long-term vibration, oil corrosion, and temperature change working environments, the screw is prone to loosening, leading to seal failure, causing brake fluid leakage, and threatening driving safety; at the same time, it is easily damaged, and frequent disassembly (such as changing brake fluid) will cause thread wear and stripping. Once damaged, the entire pump body may be scrapped, resulting in high repair costs. In addition, improper force during the tightening process can easily crack or cut the sealing ring, causing initial seal failure.

[0006] In summary, existing hydraulic brake pump bodies have significant shortcomings in terms of ease of processing, compact structure, and reliable sealing. Therefore, a new structural design is urgently needed to simplify the manufacturing process, reduce product size, and fundamentally improve the sealing durability and reliability of the oil seal. Utility Model Content

[0007] The technical problem this application aims to solve is that in traditional pump bodies, the oil chamber and piston chamber are not on the same axis or are not on the same plane, resulting in complex processing, low production efficiency, a non-compact overall structure, and low space utilization; at the same time, the threaded oil seal has poor sealing performance and is easily damaged. To address the above-mentioned deficiencies of the prior art, this application provides an automatic hydraulic brake device and a bicycle.

[0008] To solve the above-mentioned technical problems, the technical solution adopted in this application is: An automatic hydraulic brake device is constructed, comprising a device body, wherein a first connecting through hole is provided on the device body for fixing the automatic hydraulic brake device through the first connecting through hole, the device body is also provided with an oil tank and a piston tank, and an oil guide channel communicating with the piston tank, a compensation hole is provided between the piston tank and the oil tank, the device body is also provided with a second connecting through hole, the second connecting through hole is connected to a piston, the piston moves in the piston tank to change the pressure in the piston tank, causing brake oil to enter the piston tank from the oil tank through the compensation hole, or the brake oil in the piston tank is transported to the oil guide channel through the oil guide channel, the oil tank is also provided with an oil sealing port, the oil sealing port is sealed by a ball and a sealing ring, the sealing ring being placed between the ball and the oil sealing port.

[0009] Preferably, the oil tank is provided with a protrusion, and a ball bearing hole is provided in the protrusion, with the ball bearing placed in the ball bearing hole.

[0010] Preferably, the protrusion is made of aluminum alloy, and the protrusion deforms after the ball is inserted to fix the ball.

[0011] Preferably, the oil tank and the piston chamber are arranged in parallel, and the openings of the oil tank and the piston chamber face the same side.

[0012] Preferably, the compensation hole includes a first compensation through hole and a second compensation through hole, the first compensation through hole and the second compensation through hole are connected, the radius of the first compensation through hole is smaller than the radius of the second compensation through hole, and the first compensation through hole is close to the piston chamber.

[0013] Preferably, the first compensation through hole and the second compensation through hole are coaxially arranged.

[0014] Preferably, the device body is provided with a first fixed arm and a second fixed arm, a first gap is provided between the first fixed arm and the second fixed arm, the first fixed arm and the second fixed arm together form a first connecting through hole, a locking hole is provided on both the first fixed arm and the second fixed arm, a locking member is provided in the locking hole, the locking member changes the size of the first gap, and the device body is also provided with a third connecting arm, the third connecting arm is provided with a second connecting through hole.

[0015] Preferably, the device body has oil injection holes on both sides, and each oil injection hole is detachably connected to a locking component, with a sealing ring between the locking component and the oil injection hole.

[0016] Preferably, the piston chamber is located close to the third fixed arm, and the piston rotates relative to the second connecting through hole to change the pressure inside the piston chamber.

[0017] A bicycle is constructed, characterized in that it includes a hydraulic automatic braking device as described above.

[0018] The beneficial effects of this application are as follows: By arranging the oil tank and piston chamber in parallel, placing them on the same plane, processing becomes more convenient, saving processing costs. Furthermore, the hydraulic brake automatic device is smaller in size, with a more compact overall structure and higher space utilization. The oil seal uses an aluminum alloy protrusion, which increases the thickness of the oil tank, preventing damage and ensuring sealing performance. This also makes processing easier and less prone to damage. The hydraulic brake automatic device simplifies the production process, making processing more convenient, resulting in a more compact structure, reduced product volume, and more reliable sealing performance, improving the sealing durability and reliability of the oil seal. Attached Figure Description

[0019] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the present application will be further described below in conjunction with the accompanying drawings and embodiments. The drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort. Figure 1 This is a three-dimensional structural diagram of the hydraulic brake automatic device according to a preferred embodiment of this application; Figure 2 This is a cross-sectional structural diagram of the hydraulic brake automatic device according to a preferred embodiment of this application; Figure 3 This is a schematic diagram of another axial side structure of the hydraulic brake automatic device according to a preferred embodiment of this application; Figure 4 This is an exploded structural diagram of the hydraulic brake automatic device according to a preferred embodiment of this application; Figure 5This is a front view of the oil pipe connector according to a preferred embodiment of this application; Figure 6 This is a three-dimensional structural diagram of the oil pipe connector according to a preferred embodiment of this application; Figure 7 This is a cross-sectional structural diagram of the oil pipe joint according to a preferred embodiment of this application; Figure 8 This is a schematic diagram of the axial structure of the device body according to a preferred embodiment of this application; Figure 9 This is a left-side structural schematic diagram of the device body according to a preferred embodiment of this application; Figure 10 This is a preferred embodiment of the present application. Figure 9 Schematic diagram of the cross-sectional structure along the AA direction; Figure 11 This is a schematic diagram of the axial structure of the device body in another direction, which is a preferred embodiment of this application. Detailed Implementation

[0020] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, a clear and complete description will be provided below in conjunction with the technical solutions in the embodiments of this application. Obviously, the described embodiments are some embodiments of this application, but not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of this application.

[0021] This application provides a preferred embodiment of an automatic hydraulic brake device and a bicycle; such as... Figures 1-11As shown, the hydraulic automatic brake device is used for braking bicycles and other vehicles. It includes a device body 10, on which a first fixed arm 100 and a second fixed arm 101 corresponding to the first fixed arm are provided. A first gap 102 is left between the first fixed arm and the second fixed arm, and a first connecting through hole 103 is provided between the first fixed arm and the second fixed arm. The hydraulic brake device is installed through the first connecting through hole 103. Both the first fixed arm and the second fixed arm are provided with locking holes 117, and the two sets of locking holes are correspondingly arranged. The locking member 30 is inserted into the locking hole to bring the first fixed arm and the second fixed arm closer together to reduce the distance of the first gap 102, so as to realize the installation and disassembly of the hydraulic automatic brake device. The device body also includes an oil reservoir 109 and a piston chamber 110, with a compensation hole 112 connecting the oil reservoir and the piston chamber. A piston is housed within the piston chamber. The device body also includes a third connecting arm 104, with a second connecting through hole 105 in its middle. One end of the piston is connected to the device body through the second connecting through hole, while the other end is placed inside the piston chamber. The piston can rotate relative to the second connecting through hole to change its position within the piston chamber and thus alter the pressure within it. One end of the oil reservoir 109 has an internal thread 1090, which connects to an oil storage pipe or compensation tank for storing brake fluid. The device body is also provided with an insertion cavity 113. A first oil guide channel 111 is provided between the insertion cavity and the piston cavity. An oil pipe joint 20 is provided in the insertion cavity. A brake oil channel is provided in the middle of the oil pipe joint. The brake oil in the oil tank is conducted to the piston chamber through the compensation hole by the piston moving in the piston chamber. It is then compressed and enters the brake oil channel through the first oil guide channel 111. Finally, it is delivered to the caliper part through the oil outlet to achieve braking.

[0022] Specifically, such as Figures 1-4 and Figures 8-11As shown, the device body 10 has a first oil injection hole 106 and a second oil injection hole 115 on its left and right sides, respectively. Both the first and second oil injection holes are connected to the oil reservoir, allowing brake fluid to be injected into the reservoir. Simultaneously, air can be expelled from the device body through either the first or second oil injection hole. For ease of machining, the first and second oil injection holes 106 and 115 are symmetrically and vertically arranged, eliminating the need to distinguish left from right during assembly of the hydraulic brake device, thus facilitating use. Furthermore, due to the left-right symmetry, the oil injection holes on both sides can be directly machined into the device body without needing to rotate it, making machining even more convenient. To improve the sealing of the oil injection port, protrusions 107 are provided on both sides of the device body corresponding to the oil injection port. The protrusions protrude from the side of the device body, and the middle of the protrusion corresponds to the oil injection port. A threaded groove is provided in the oil injection port, which can be closed by turning the locking member into the threaded groove. At the same time, a sealing ring 50 is provided between the oil injection port and the locking member 30, thereby ensuring that the oil tank thickened by tightening the locking member is completely sealed, preventing brake oil leakage and preventing air and moisture from entering. A stepped cavity 1070 is also provided on the protrusion 107, the radius of which is larger than the radius of the oil injection port. The end of the locking member 30 is placed in the stepped cavity 1070 to improve the aesthetics of the hydraulic brake device.

[0023] Furthermore, such as Figures 1-4 and Figures 10-11 As shown, one end of the oil reservoir 109 has a protrusion 108 with a ball bearing hole 1080 inside. A ball bearing 40 is installed in the ball bearing hole and communicates with the oil reservoir via the oil sealing port 1081. Since the radius of the ball bearing is larger than the radius of the oil sealing port and matches the radius of the ball bearing hole, and a sealing ring 50 is provided between the ball bearing hole and the ball bearing, the system remains sealed, preventing contamination. The protrusion can be made of aluminum alloy. During assembly, the sealing ring 50 is inserted first, and then the ball bearing 40 is pressed into the ball bearing hole to form a seal. Due to the aluminum alloy material of the protrusion, it will deform when the ball bearing is pressed in, achieving a better sealing effect, preventing brake fluid spillage, allowing the system to build up pressure better, and preventing air from entering and causing air resistance during air compression. This effectively isolates air and maintains system purity. It also prevents moisture from entering, avoiding the brake fluid absorbing moisture from the air, which could lower the boiling point of the brake fluid or cause corrosion. Furthermore, due to the presence of the protrusion 108, the height of the protrusion makes the device body easier to process, and at the same time, the protrusion increases the thickness of this part of the oil tank, making the oil tank less prone to damage. Specifically, the deformation of the protrusion after the steel ball is inserted into the ball bearing hole can be achieved by die casting, which can be done using existing technology. The specific deformation method is not within the scope of protection of this application.

[0024] Furthermore, such as Figures 1-11As shown, the device body 10 is provided with an insertion cavity 113, a second gap 116 is provided on one side of the insertion cavity, and a locking hole 117 is provided on the device body corresponding to the second gap. A recess 114 is provided on the other side of the locking hole. The oil pipe connector 20 is placed into the insertion cavity, and the locking member 30 is screwed into the locking hole, passing through the second gap and entering the recess. During the continuous screwing process, the size of the second gap is reduced, thereby connecting and locking the oil pipe connector to the device body. The other end of the locking member after locking is placed in the recess to prevent the end of the locking member from being exposed. The locking member and the locking hole can be locked by a threaded connection. The insertion cavity 113 includes an insertion cavity front end 1130 and an insertion cavity rear end 1131 with different radii. The radius of the insertion cavity front end is smaller than that of the insertion cavity rear end. At the same time, a first oil guide channel 111 is connected to the insertion cavity. The oil pipe connector 10 has a partition 200 divided into a first connecting part 209 and a second connecting part 208. The first connecting part is placed inside the insertion cavity rear end 1131, and the second connecting part is placed inside the insertion cavity front end 1130 and fits tightly with the insertion cavity front end. An oil pipe inlet hole 203 is provided at the second connecting part of the oil pipe connector, and an oil pipe outlet hole 201 is provided at the first connecting part. An oil pipe pipe 202 is provided inside the oil pipe and communicates with the oil pipe inlet hole and the oil pipe outlet hole. Brake oil flows into the oil pipe inlet hole 203 from the first oil guide channel and flows in the oil pipe pipe. Then it is discharged through the oil pipe outlet hole 201 and delivered to the caliper part. The surface of the second connecting part 208 is provided with an assembly groove 204, which corresponds to the locking hole 117. The locking element fixes the oil pipe connector into the insertion cavity at the assembly groove. The assembly groove is set as an annular groove, and its side can also be set as an arc shape or a plane. The second connecting part 208 is also provided with a first annular groove 205 and a second annular groove 207. A partition plate 206 is provided between the first annular groove and the second annular groove. At the same time, a sealing ring 50 is provided in both the first annular groove and the second annular groove to improve the sealing performance between the second connecting part and the front end of the insertion cavity. Usually, the oil pipe connector is made of metal. In order to avoid the sealing ring 50 being cut due to the width of the partition plate being too narrow, which would affect the sealing performance, the width of the partition plate 206 is set to 0.5-0.9cm. At the same time, the inner diameter of the first annular groove and the second annular groove is set to 1.2±0.02cm. The diameter of the sealing ring placed at the first annular groove and the second annular groove is 1.1cm. The oil pipe connector with this size setting has better sealing performance. To facilitate the insertion of the oil pipe connector into the insertion cavity, the end of the second connecting part 208 is set to be tapered, and the first connecting part 209 is formed by connecting multiple sets of tapered parts in sequence. In this application, a total of four sets of tapered parts are provided. The taper of the first tapered part 2090, the second tapered part 2091, the third tapered part 2092 and the fourth tapered part 2093 can be set to be the same or can be set to be progressively smaller. The first connecting part is connected to the brake oil connecting pipe. The friction of different tapered parts ensures better sealing of the connection between the first connecting part and the brake oil delivery pipe, and the connection is tighter and will not easily loosen.

[0025] Furthermore, such as Figures 1-4 and Figures 10-11 As shown, the piston chamber 110 and the oil chamber 109 are placed on the same plane and arranged in parallel. The piston chamber is positioned closer to the second connecting through hole 104, which facilitates the processing of the device body, reduces its size, and saves costs. The compensation hole 112 includes a first compensation through hole 1120 and a second compensation through hole 1121. The radius of the first compensation through hole is smaller than that of the second compensation through hole, and the first compensation through hole is positioned closer to the piston chamber. The compensation hole connects the oil chamber and the piston chamber, and the internal pressure of the system is equal to atmospheric pressure. In the initial state without braking, due to the gap between the brake disc and the brake pads, the caliper piston will be in a retracted state. When the brake lever is squeezed to initiate the braking process, the push rod pushes the piston to move within the piston chamber and compresses the volume within the piston chamber. The piston first seals the compensation hole, isolating the piston chamber from the oil chamber, making the piston chamber a completely sealed pressure chamber. As the piston continues to move forward, compressing the fluid tightly packed in the piston chamber, high pressure is generated. This high pressure is instantly transmitted to the piston at the caliper through the oil pipe connector. Under this high pressure, the caliper piston is pushed out, causing the brake pads to clamp the disc, generating braking force. This is how the force of "squeezing the brake" is converted into the force of "clamping the disc" through the fluid, thus achieving the braking process. As the brake disc gradually wears and thins, the caliper piston needs to be pushed out a longer distance to clamp the disc, meaning more fluid needs to flow from the handbrake section to the caliper section. When the handbrake is released, the piston retracts. At this moment, a slight vacuum effect is generated in the piston chamber. At this time, brake fluid in the oil reservoir is drawn into the piston chamber through the compensation hole, refilling it. This ensures that the next time the brake is squeezed, there is enough fluid to push the piston, compensating for the wear of the brake pads. This makes the brake lever travel feel consistent, preventing it from becoming "soft" or "loose" due to thinner brake pads. The difference in radius between the first compensation through hole and the second compensation through hole makes it easier for brake fluid in the oil reservoir to enter the piston chamber, while it is more difficult or impossible for oil in the piston chamber to enter the oil reservoir, thus ensuring system efficiency.

[0026] It should be understood that this application has been described through some embodiments, and those skilled in the art will recognize that various changes or equivalent substitutions can be made to these features and embodiments without departing from the spirit and scope of this application. Furthermore, based on the teachings of this application, these features and embodiments can be modified to suit specific circumstances and materials without departing from the spirit and scope of this application. Therefore, this application is not limited to the specific embodiments disclosed herein, and all embodiments falling within the scope of the claims of this application are within the protection scope of this application.

Claims

1. A hydraulic automatic brake device, comprising a device body, wherein the device body is provided with a first connecting through hole for fixing the hydraulic automatic brake device, the device body further comprising an oil tank and a piston tank, and an oil guide channel communicating with the piston tank, characterized in that: A compensation hole is provided between the piston chamber and the oil chamber. The device body is also provided with a second connecting through hole, which is connected to a piston. The piston moves in the piston chamber, changing the pressure in the piston chamber, causing the brake oil to enter the piston chamber from the oil chamber through the compensation hole, or the brake oil in the piston chamber is transported to the oil guide channel through the oil guide channel. The oil chamber is also provided with an oil sealing port, which is sealed by a ball bearing and a sealing ring, with the sealing ring placed between the ball bearing and the oil sealing port.

2. The hydraulic brake automatic device according to claim 1, characterized in that: The oil tank is provided with a protrusion, and a ball bearing hole is provided in the protrusion, with the ball bearing placed in the ball bearing hole.

3. The hydraulic brake automatic device according to claim 2, characterized in that: The protrusion is made of aluminum alloy, and it deforms after the ball is inserted to fix the ball in place.

4. The hydraulic brake automatic device according to claim 1, characterized in that: The oil tank and piston chamber are arranged in parallel, and the openings of the oil tank and piston chamber face the same side.

5. The hydraulic brake automatic device according to claim 4, characterized in that: The compensation hole includes a first compensation through hole and a second compensation through hole, the first compensation through hole and the second compensation through hole are connected, the radius of the first compensation through hole is smaller than the radius of the second compensation through hole, and the first compensation through hole is close to the piston chamber.

6. The hydraulic brake automatic device according to claim 5, characterized in that: The first compensation through hole and the second compensation through hole are coaxially arranged.

7. The hydraulic brake automatic device according to any one of claims 1-6, characterized in that: The device body is provided with a first fixed arm and a second fixed arm, with a first gap between the first fixed arm and the second fixed arm. The first fixed arm and the second fixed arm together form a first connecting through hole. Both the first fixed arm and the second fixed arm are provided with locking holes, and locking members are provided in the locking holes. The locking members change the size of the first gap. The device body is also provided with a third connecting arm, and the third connecting arm is provided with a second connecting through hole.

8. The hydraulic brake automatic device according to claim 7, characterized in that: The device body has oil injection holes on both sides, and each oil injection hole is detachably connected to a locking component. A sealing ring is provided between the locking component and the oil injection hole.

9. The hydraulic brake automatic device according to claim 7, characterized in that: The piston chamber is located near the third fixed arm, and the piston rotates relative to the second connecting through hole to change the pressure inside the piston chamber.

10. A bicycle, characterized in that, It includes an automatic hydraulic brake device as described in any one of claims 1-9.

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