A new type of band brake structure

Abstract

The utility model relates to a bicycle or electric motor car brake technology field discloses a new type holds the brake structure, including the brake box casing, the brake disc and the brake band subassembly of being placed in the brake box casing, and the brake band subassembly surrounds and is in the brake disc outside and is in and draws the brake disc and holds the brake, and the brake band subassembly one end is pivoted in the brake box casing, and the other end is connected with the rotatable connection in the brake box casing swing arm one end connection, and the brake disc is by the tubular brake portion and annular heat radiation portion who sets up each other perpendicularly and is composed, the tubular brake portion inside surface is equipped with the connecting thread, and the annular heat radiation portion is the flange structure that forms along the tubular brake portion one end outward bending horizontal extension. Solveed the brake disc heat dissipation effect of prior art is not good, and the structure is complex, and the processing is complicated and the positioning installation precision of medium axle hole is not high and so on influence brake brake effect and service life problem.

Description

Technical Field

[0001] This utility model relates to the field of bicycle or electric vehicle brake technology, specifically to a novel brake structure. Background Technology

[0002] Currently, bicycles or electric bicycles require brakes when braking. For example, CN2910781Y discloses an electric bicycle and a bicycle brake. When braking, the braking force is transmitted to the brake band through a pushing device. Friction is generated between the brake band and the brake disc in the direction of the clamping force, thereby achieving braking of the bicycle, electric bicycle, or electric vehicle.

[0003] During braking, the brake structure generates significant friction and braking torque due to the friction between the brake band and the brake disc surface, releasing a large amount of heat. This causes the brake disc temperature to rise sharply. Under high temperature, the brake disc is prone to warping, the friction material is prone to high-temperature sintering and carbonization, becoming less wear-resistant, and friction noise is also generated, affecting the braking effect and reducing the service life of the brake disc and brake. Therefore, the heat dissipation performance of the brake disc is particularly important. To improve the heat dissipation of brake discs, CN221723292U discloses a heat-dissipating brake disc. However, this method of fixing a heat dissipation disc on the outside of the original brake disc has a relatively complex structure, is cumbersome to process and assemble, consumes a lot of resources, and has poor adaptability and applicability, thus having certain limitations. At the same time, existing brakes or hub brakes are positioned and installed by setting a central through hole in the housing and positioning it with the hub spindle. In order to facilitate installation, the central through hole is larger than the mounting shaft, resulting in a large fitting error and low installation accuracy, which in turn affects the braking effect and also reduces the service life of the brake disc and brake.

[0004] Therefore, how to comprehensively improve braking performance and service life is a technical problem that urgently needs to be solved in this field. Utility Model Content

[0005] To address the shortcomings of existing technologies, this utility model provides a novel brake structure that improves the brake positioning and installation accuracy and the brake disc heat dissipation effect, thereby comprehensively improving the braking effect and overall service life of the brake structure. It overcomes the problems of poor brake disc heat dissipation, complex structure, cumbersome processing, and low positioning and installation accuracy of the central shaft hole that affect the braking effect and service life.

[0006] To achieve the above objectives, this application adopts the following technical solution: This utility model is a novel brake structure, including a brake housing, a brake disc placed inside the brake housing, and a brake band assembly. The brake band assembly surrounds the outside of the brake disc and retracts to tightly grip the brake disc for braking. One end of the brake band assembly is pivotally connected to the inside of the brake housing, and the other end is connected to one end of a rocker arm rotatably connected to the brake housing. The brake disc consists of a cylindrical braking part and an annular heat dissipation part arranged perpendicularly to each other. The inner side of the cylindrical braking part is provided with connecting threads, and the annular heat dissipation part is a flange-shaped structure formed by bending outward and extending horizontally along one end of the cylindrical braking part.

[0007] A further improvement is that the brake disc is a one-piece sheet metal structure, and the annular heat dissipation part protrudes outward from the outer edge of the brake box housing.

[0008] A further improvement is that the outer edge of the annular heat dissipation part is also provided with multiple grooves.

[0009] A further improvement is that a transmission support assembly is provided at the center of the gate housing, and the transmission support assembly is a transmission bearing installed on the center positioning hole of the gate housing.

[0010] A further improvement is that the transmission bearing is fixedly connected to the gate housing via a bearing seat, and the transmission bearing is fixedly installed inside the bearing seat.

[0011] A further improvement is that one end of the bearing housing is provided with a limiting and abutting part that is adapted to and abuts one end of the transmission bearing.

[0012] A further improvement is that an annular limiting groove is provided on the inner side of the other end of the bearing housing, and a limiting stop is provided in the annular limiting groove to fit and block the other end of the transmission bearing.

[0013] A further improvement is that one end of the bearing housing is embedded in the central positioning hole, and a connecting flange is provided on the outside of the bearing housing, with multiple connecting through holes on the connecting flange.

[0014] A further improvement is that a pressure sleeve that rotates with the transmission bearing is also fitted inside the bearing housing. The pressure sleeve has a T-shaped cross-section, and the flange of the pressure sleeve abuts against the outer end of the transmission bearing.

[0015] Compared with the prior art, the advantages of this utility model are: This application features a brake disc with a T-shaped cross-section, consisting of mutually perpendicular cylindrical braking parts and an annular heat dissipation part. During braking, the brake band assembly, driven by the rocker arm, retracts and hugs the outer cylindrical surface of the cylindrical braking part for braking. The inner cylindrical surface of the cylindrical braking part is provided with connecting threads for adaptation and connection with the hub, organically integrating the connecting part and the braking part into one unit. This effectively simplifies the overall structure of the original brake disc. Furthermore, because the connecting part and the braking part are organically integrated, the cylindrical braking part has increased installation dimensions and improved the strength of the connecting threads, thereby being able to withstand greater braking force, thus improving the braking effect and the service life of the brake disc. An annular heat dissipation section is provided, extending horizontally outward from one end of the cylindrical brake section. This section directly conducts some of the frictional heat generated during braking to the annular heat dissipation section for outward dissipation, while the remaining heat is conducted away through the connected hub, resulting in faster and more effective heat dissipation. Simultaneously, the annular heat dissipation section also covers the brake band assembly inside the brake box housing and provides a limiting and blocking function when connected to the hub. Compared to ordinary brake discs with concentric connections, this brake disc structure is simpler, easier to manufacture, and saves materials and manufacturing costs. Furthermore, its superior heat dissipation improves the braking performance and service life of the brake disc and the overall brake system. By installing a transmission bearing in the central positioning hole of the brake box housing, and then positioning and fixing it with the main shaft through the transmission bearing, the positioning accuracy between the brake box housing and the main shaft is further improved. This effectively controls the braking gap between the brake band assembly and the brake disc, prevents uneven braking, thereby improving the overall braking effect and performance of the brake and extending the service life of the brake. At the same time, it facilitates brake installation and debugging. Attached Figure Description

[0016] Figure 1 This is a front view of the utility model.

[0017] Figure 2 This is an exploded view of this utility model.

[0018] Figure 3 This is a cross-sectional schematic diagram of the present invention.

[0019] Figure 4 This is a schematic diagram of an installation state of this utility model.

[0020] Attached image labels: Hub 1; Main shaft 2; Brake housing 10; Center positioning hole 11; Brake band assembly 20; Brake disc 30; Cylindrical brake part 31; Annular heat dissipation part 32; Groove part 33; Rocker arm 50; Transmission support assembly 60; Transmission bearing 61; Bearing seat 62; Limiting stop part 621; Annular limiting groove 622; Connecting flange 623; Connecting through hole 624; Limiting stop ring 63; Pressure sleeve 64. Detailed Implementation

[0021] To enhance understanding of this utility model, it will be further described in detail below with reference to the accompanying drawings. This embodiment is only used to explain this utility model and does not constitute a limitation on the scope of protection of this utility model.

[0022] In the description of this utility model, it should be understood that the terms "center", "upper", "lower", "front", "rear", "left", "right", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the combination or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model.

[0023] The present invention will be further described below with reference to the accompanying drawings and embodiments.

[0024] Figure 1-4 The diagram shows a novel brake structure, comprising a brake housing 10, a brake disc 30 housed within the brake housing 10, and a brake band assembly 20. The brake band assembly 20 surrounds the brake disc 30 and retracts to grip the brake disc 30 for braking. One end of the brake band assembly 20 is pivotally connected to the brake housing 10, and the other end is connected to one end of a rocker arm 50 rotatably connected to the brake housing 10. The rocker arm 50 is rotatably connected via a pivot shaft fixed to one side of the brake housing 10, and is also provided with a torsion spring for automatic return of the rocker arm. The other end of the rocker arm 50 is provided with a brake cable fixing structure and is fixedly connected to one end of the brake cable. The brake disc 30 consists of a cylindrical braking part 31 and an annular heat dissipation part 32 arranged perpendicularly to each other. The inner side of the cylindrical braking part 31 is provided with connecting threads, and the annular heat dissipation part 32 is a flange-shaped structure formed by bending outward and extending horizontally along one end of the cylindrical braking part 31. An anti-slip structure is provided on the outer cylindrical surface of the cylindrical braking part 31. Preferably, the anti-slip structure can be provided with anti-slip protrusions, anti-slip annular patterns, or strip patterns.

[0025] This application employs a brake disc 30 with a T-shaped cross-section, composed of mutually perpendicular cylindrical braking parts 31 and an annular heat dissipation part 32. During braking, the brake band assembly 20, driven by the rocker arm 50, retracts and grips the outer cylindrical surface of the cylindrical braking part 31 for braking. The inner cylindrical surface of the cylindrical braking part 31 is provided with connecting threads for fitting and connecting with the hub 1, organically integrating the connecting part and the braking part. This effectively simplifies the overall structure of the original brake disc 30. Furthermore, because the connecting part and the braking part of this cylindrical braking part 31 are organically integrated, the strength of its internal connecting threads is improved, enabling it to withstand greater braking force, thereby improving the braking effect and braking performance. The lifespan of the disc is improved. The annular heat dissipation part 32, which extends horizontally outward from one end of the cylindrical brake part 31, directly conducts part of the frictional heat generated by braking in the cylindrical brake part 31 to the annular heat dissipation part 32 for outward dissipation, and the other part is conducted and dissipated through the connected hub 1, resulting in faster and better heat dissipation. At the same time, it also serves to cover the brake band assembly 20 inside the brake box housing 10 and to limit the connection with the hub 1. Compared with the ordinary concentric brake disc, this type of brake disc has a simpler structure, is easier to manufacture, saves materials and manufacturing costs, and has excellent heat dissipation, thus improving the overall braking effect and lifespan of the brake disc and brake.

[0026] An alternative implementation, such as Figure 3 , 4 As shown: The brake disc 30 is a one-piece sheet metal structure, which is formed by sheet metal stamping. It is simple and convenient to manufacture, and has good overall structure and high strength. It can also be set as a split structure, which can be done by welding, riveting and buckling, but is not limited to these methods. The annular heat dissipation part 32 protrudes out of the outer edge of the brake box housing 10, which has better heat dissipation and better blocking effect.

[0027] An alternative implementation, such as Figure 1-4 As shown: The outer edge of the annular heat dissipation part 32 is also provided with multiple grooves 33. The multiple grooves 33 can increase the heat dissipation area and facilitate the disassembly and assembly of the brake disc; in addition, the grooves 33 can also serve as a connecting structure for connecting external heat sinks.

[0028] An alternative implementation, such as Figure 1-4 As shown: A transmission support assembly 60 is also provided at the center of the brake box housing 10. The transmission support assembly 60 is a transmission bearing 61 installed in the center positioning hole 11 of the brake box housing 10. By installing the transmission bearing 61 in the center positioning hole 11 of the brake box housing 10, and then positioning and fixing it with the main shaft 2 through the transmission bearing 61, the positioning accuracy between the brake box housing 10 and the main shaft is further improved, the braking gap between the brake band assembly 20 and the brake disc 30 is effectively controlled, and uneven braking is prevented, thereby improving the overall braking effect and braking performance, and extending the service life of the brake; at the same time, it facilitates the installation and debugging of the brake.

[0029] An alternative implementation, such as Figure 2-3 As shown: To improve the installation stability of the transmission bearing 61, the transmission bearing 61 is fixedly connected to the gate housing 10 via a bearing seat 62, and the transmission bearing 61 is fixedly installed inside the bearing seat 62; one end of the bearing seat 62 is provided with a limiting stop part 621 that is adapted to and stops one end of the transmission bearing 61. The setting of the limiting stop part 621 plays a role in limiting and stopping the transmission bearing 61, preventing it from moving around.

[0030] An alternative implementation, such as Figure 2-3 As shown: In order to improve the installation and transmission stability of the transmission bearing 61, an annular limiting groove 622 is also provided on the inner side of the other end of the bearing housing 62. A limiting stop 63 is provided in the annular limiting groove 622 to fit and block the other end of the transmission bearing 61.

[0031] An alternative implementation, such as Figure 2-3 As shown: To further improve the installation stability and firmness of the bearing housing 62, one end of the bearing housing 62 is embedded in the central positioning hole 11, which can be fixedly connected by welding or riveting, or the bearing housing can be integrally formed into an outwardly convex structure through the gate box housing; the bearing housing 62 is also provided with a connecting flange 623, which has multiple connecting through holes 624 and can be riveted or welded to the gate box housing 10.

[0032] An alternative implementation, such as Figure 2-3 As shown: A pressure sleeve 64, which rotates with the transmission bearing 61, is also fitted inside the bearing housing 62. The pressure sleeve 64 has a T-shaped cross-section, and its flange abuts against the outer end of the transmission bearing 61. The pressure sleeve 64 improves the transmission stability of the transmission bearing 61, effectively prevents wear on the inner ring of the transmission bearing 61, ensures installation accuracy, and extends the service life of the transmission bearing 61. Overall compatibility can be improved by replacing pressure sleeves with different inner diameter specifications.

[0033] The embodiments disclosed herein are preferred embodiments, but are not limited thereto. Those skilled in the art can readily grasp the spirit of this utility model based on the above embodiments and make different extensions and variations. However, as long as they do not depart from the spirit of this utility model, they are all within the protection scope of this utility model.

Claims

1. A novel brake structure, comprising a brake housing (10), a brake disc (30) disposed within the brake housing (10), and a brake band assembly (20), wherein the brake band assembly (20) surrounds the outside of the brake disc (30) and retracts to grip the brake disc (30) for braking, one end of the brake band assembly (20) is pivotally connected to the brake housing (10), and the other end is connected to one end of a rocker arm (50) rotatably connected to the brake housing (10), characterized in that: The brake disc (30) is composed of a cylindrical brake part (31) and an annular heat dissipation part (32) arranged perpendicularly to each other. The inner side of the cylindrical brake part (31) is provided with connecting threads, and the annular heat dissipation part (32) is a flange-shaped structure formed by bending outward and extending horizontally along one end of the cylindrical brake part (31).

2. The novel brake structure according to claim 1, characterized in that: The brake disc (30) is a sheet metal integral molding structure, and the annular heat dissipation part (32) protrudes out of the outer edge of the brake box housing (10).

3. The novel brake structure according to claim 1, characterized in that: The outer edge of the annular heat dissipation part (32) is also provided with a plurality of grooves (33).

4. The novel brake structure according to any one of claims 1-3, characterized in that: The gate housing (10) is also provided with a transmission support assembly (60) at the center position. The transmission support assembly (60) is a transmission bearing (61) provided on the center positioning hole (11) of the gate housing (10).

5. The novel brake structure according to claim 4, characterized in that: The transmission bearing (61) is fixedly connected to the gate housing (10) via the bearing seat (62), and the transmission bearing (61) is fixedly installed in the bearing seat (62).

6. The novel brake structure according to claim 5, characterized in that: One end of the bearing housing (62) is provided with a limiting stop (621) that is adapted to stop one end of the transmission bearing (61).

7. The novel brake structure according to claim 5, characterized in that: The bearing housing (62) is also provided with an annular limiting groove (622) on the inner side of the other end. The annular limiting groove (622) is provided with a limiting stop (63) that is adapted to and abuts the other end of the transmission bearing (61).

8. The novel brake structure according to claim 5, characterized in that: One end of the bearing housing (62) is embedded in the central positioning hole (11), and a connecting flange (623) is provided on the outside of the bearing housing (62). The connecting flange (623) is provided with multiple connecting through holes (624).

9. The novel brake structure according to any one of claims 5-8, characterized in that: The bearing housing (62) is also fitted with a pressure sleeve (64) that rotates with the transmission bearing (61). The pressure sleeve (64) has a T-shaped cross section and the flange of the pressure sleeve (64) abuts against the outer end of the transmission bearing (61).

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