Automobile variable hand brake cable structure

Abstract

This utility model belongs to the field of automotive braking technology. Specifically, it relates to a variable handbrake cable structure for automobiles. The variable handbrake cable structure includes a front brake cable and a rear brake cable, and a mounting plate connected to the vehicle body. The mounting plate is equipped with a shift fork adjustment assembly. By changing the connection point between the first shift fork and the movable plate, the effective length or initial tension of the front and rear brake cables can be further fine-tuned, compensating for manufacturing tolerances and adapting to different wheelbases and vehicle models, thus optimizing the routing of the front and rear brake cables. By changing the connection point between the second shift fork and the movable plate, the distance from the rotation center of the movable plate to the connection point of the second shift fork is changed, thereby altering the leverage ratio of the force transmitted from the front brake cable to the rear brake cable. Adjusting the leverage ratio allows application to different platform vehicle models with slightly varying load capacities, while also enabling cross-platform component standardization and reducing the number of dedicated parts.

Description

Technical Field

[0001] This utility model belongs to the field of automotive braking technology. Specifically, this utility model relates to a structure for a variable handbrake cable in automobiles. Background Technology

[0002] The handbrake cable mounting plate in a vehicle's parking brake system is a crucial component for transmitting parking force. Its main function is to provide a stable mounting point for the handbrake cable and withstand the tension transmitted by the cable when parking. Existing handbrake cable mounting plates generally emphasize structural strength and lightweight design. Driven by cost control, they often employ traditional fixed structures, directly setting a mounting point on the vehicle's sheet metal. This provides only a single anchor point with a constant leverage ratio, and the cable end is fixed using simple brackets or bent sheet metal parts. This design cannot dynamically adjust the parking leverage ratio based on vehicle weight, brake performance, regulations, or user operating force requirements, resulting in poor adaptability.

[0003] Chinese Patent (Publication No.: 106891869A) discloses a car handbrake and a car using the same handbrake, including a base, a lever, and a pull arm. The base includes a base chassis and a base column mounted on the chassis. A rotating mechanism is provided at the top of the base column. One end of the pull arm is rotatably connected to the base column via the rotating mechanism, and the other end of the pull arm is fixedly connected to one end of the lever via a connector. An operating lever is fixedly provided at the other end of the lever, and the direction of the operating lever is perpendicular to the direction of the lever. However, this car handbrake cannot dynamically adjust the parking lever ratio, resulting in poor adaptability. Utility Model Content

[0004] This utility model is designed to solve the above-mentioned problems and aims to provide a car variable handbrake cable structure that can dynamically adjust the parking lever ratio. To achieve the above objective, the technical solution adopted by this utility model is as follows: a car variable handbrake cable structure, including a front brake cable and a rear brake cable, including a mounting plate, the mounting plate being connected to the car body, the mounting plate being provided with a shift fork adjustment assembly, and the front brake cable and the rear brake cable being connected to the shift fork adjustment assembly.

[0005] The shift fork adjustment assembly includes a movable plate, the mounting plate is provided with a first adjustment hole, the first adjustment hole is connected to a first shift fork, the first shift fork is movably connected to the movable plate, a second shift fork structure is connected to the movable plate, the front brake cable is connected to the movable plate, the rear brake cable is connected to the second shift fork structure.

[0006] The second shift fork structure includes a second shift fork, a second adjustment hole is provided on the movable plate, the second adjustment hole and the second shift fork are connected by rivets, the second shift fork is connected to a balance block, and the balance block is connected to a rear brake cable.

[0007] A return spring is connected to the mounting plate, and one end of the return spring is connected to the movable plate.

[0008] The movable plate and the first shift fork have a U-shaped structure. One end of the movable plate is set inside the first shift fork and connected by bolts. One end of the mounting plate is provided with a movable groove that mates with the movable plate.

[0009] The second shift fork has a U-shaped structure.

[0010] An adjustment plate is provided on the mounting plate, and an adjustment nut is provided on the rear brake cable, with the adjustment nut abutting against the adjustment plate.

[0011] The first adjustment hole is equally spaced on the mounting plate, and the second adjustment hole is equally spaced on the movable plate.

[0012] A connecting rod is provided between the second shift fork and the balance block, and the second shift fork and the balance block are connected by the connecting rod, which is connected to the balance block by rivets.

[0013] The movable plate has a first pull cable hole at its end, and the front brake pull cable is connected to the first pull cable hole. The balance block has symmetrically arranged second pull cable holes, and the second pull cable holes are connected to the rear brake pull cable.

[0014] The technical advantages of this invention are as follows: Multiple first adjustment holes are provided, connecting the first shift fork and the movable plate. The movable plate connects to the front brake cable. Changing the connection point between the first shift fork and the movable plate allows for further fine-tuning of the effective length or initial tension of the front and rear brake cables, compensating for manufacturing tolerances and adapting to different wheelbases and vehicle models, thus optimizing the routing of the front and rear brake cables. The rotation of the movable plate itself also assists in adjusting the input angle of the front brake cable. Multiple second adjustment holes are provided. Changing the connection point between the second shift fork and the movable plate alters the distance from the rotation center of the movable plate to the connection point of the second shift fork, thereby changing the secondary lever ratio provided by this mounting plate structure. By adjusting the lever ratio, it can be applied to different platform vehicle models with slightly different load variations, achieving cross-platform commonality of components and reducing the number of dedicated parts. The entire device uses lightweight materials, achieving effective weight reduction while ensuring strength. The openings on the main body of the mounting plate can integrate mounting points for peripheral components, further optimizing the layout and cost. Attached Figure Description

[0015] This manual includes the following figures, which illustrate the following: Figure 1 This is an overall structural diagram of a car handbrake cable structure according to the present invention; Figure 2This is a schematic diagram of the connection between the handbrake cable structure of an automobile and the front and rear brake cables.

[0016] The following are marked in the diagram: 1. Front brake cable; 2. Rear brake cable; 3. Mounting plate; 301. Adjusting plate; 4. Shift fork adjustment assembly; 401. Movable plate; 402. First adjustment hole; 403. First shift fork; 41. Second shift fork structure; 411. Second shift fork; 412. Second adjustment hole; 413. Balance block; 414. Connecting rod; 5. Return spring; 6. Adjusting nut; 7. Movable groove; 8. First cable hole; 9. Second cable hole. Detailed Implementation

[0017] The specific embodiments of the present invention will be further described in detail below with reference to the accompanying drawings, in order to help those skilled in the art to have a more complete, accurate and in-depth understanding of the inventive concept and technical solution of the present invention, and to facilitate its implementation.

[0018] like Figures 1-2 As shown, a car handbrake cable structure includes a front brake cable 1 and a rear brake cable 2, and a mounting plate 3 connected to the vehicle body. A shift fork adjustment assembly 4 is mounted on the mounting plate 3, and the front brake cable 1 and rear brake cable 2 are connected to the shift fork adjustment assembly 4. The mounting plate 3 is bolted to the vehicle body and has an L-shaped cross-section. The shift fork adjustment assembly 4 is mounted on the mounting plate 3, and the front brake cable 1 and rear brake cable 2 are connected to the adjustment shift fork assembly 4. By adjusting the shift fork assembly 4, the leverage ratio of the operating force on the front brake cable 1 and rear brake cable 2 can be changed, flexibly matching the load, braking characteristics, and user operating force requirements of different vehicle models. This can reduce the operating force required by female drivers, significantly improve hill-climbing performance, and enhance user-friendliness.

[0019] The shift fork adjustment assembly 4 includes a movable plate 401, a first adjustment hole 402 is provided on the mounting plate 3, a first shift fork 403 is connected to the first adjustment hole 402, the first shift fork 403 is movably connected to the movable plate 401, a second shift fork structure 41 is connected to the movable plate 401, the front brake cable 1 is connected to the movable plate 401, and the rear brake cable 2 is connected to the second shift fork structure 41. Multiple first adjustment holes 402 are provided. The first shift fork 403 is connected by bolts passing through the first adjustment holes 402, or the first shift fork 403 can be connected by a rotating pin and a bushing. The first shift fork 403 is connected to the movable plate 401, which can rotate around the connection point. The front brake cable 1 is connected to the movable plate 401. When the user needs to park, he pulls up the handbrake lever. The front brake cable 1 drives the movable plate 401. The connection point between the movable plate 401 and the first shift fork 403 is the fulcrum. The movable plate 401 rotates around the fulcrum. The movable plate 401 drives the second shift fork structure 41 and the rear brake cable 2. The rear brake cable 2 transmits force to the rear brake, pushing the brake pads to fit against the brake drum to generate friction and achieve parking. Multiple first adjustment holes 402 are provided. By changing the connection point between the first shift fork 403 and the movable plate 401, the effective length or initial tension of the front brake cable 1 and the rear brake cable 2 can be further fine-tuned, compensating for manufacturing tolerances and adapting to different wheelbases and vehicle models, thus optimizing the routing of the front brake cable 1 and the rear brake cable 2. The rotation of the movable plate 401 itself can also assist in adjusting the input angle of the front brake cable 1.

[0020] The second shift fork structure 41 includes a second shift fork 411, a second adjustment hole 412 is provided on the movable plate 401, the second adjustment hole 412 and the second shift fork 411 are connected by rivets, and the balance block 413 is connected to the rear brake cable 2. Multiple second adjustment holes 412 are provided. The second shift fork 411 and the movable plate 401 are connected together by rivets passing through the second shift fork 411 and the second adjustment holes 412. The second shift fork 411 is connected to the balance block 413. The left and right sides of the balance block 413 are connected to the rear brake cables 2. The rotation of the movable plate 401 drives the second shift fork 411, which in turn drives the balance block 413 and the rear brake cables 2. The balance block 413 distributes the force evenly to the left and right rear brake cables 2 to avoid unilateral tension deviation and prevent brake wear or wheel slippage when parking. The second shift fork 411 distributes the force evenly to the left and right rear brake cables 2, which in turn distribute the force evenly to the rear brakes on both sides. The rear brakes perform braking under the tension of the rear brake cables 2, thus parking the vehicle. Multiple second adjustment holes 412 are provided. By changing the connection point between the second shift fork 411 and the movable plate 401, the distance from the rotation center of the movable plate 401 to the connection point of the second shift fork 411 is changed, thereby changing the leverage ratio of the force transmitted from the front brake cable 1 to the rear brake cable 2. By adjusting the leverage ratio, it can be applied to different platform models with slightly different loads, realizing cross-platform commonality of parts and reducing the number of special parts.

[0021] A return spring 5 is connected to the mounting plate 3, with one end of the return spring 5 connected to the movable plate 401. The return spring 5 provides a reset driving force when the user releases the handbrake. When the handbrake is engaged, the movable plate 401 rotates around its fulcrum, stretching the return spring 5 and storing elastic potential energy. After the handbrake is released, the return spring 5 releases its potential energy, pulling the movable plate 401 to rotate in the opposite direction and reset, thereby synchronously returning the second shift fork structure 41 and the rear brake cable 2 to their original positions, ensuring the rear brake is completely disengaged.

[0022] The movable plate 401 and the first shift fork 403 have a U-shaped structure. One end of the movable plate 401 is installed inside the first shift fork 403 and connected by bolts. One end of the mounting plate 3 has a movable groove 7 that mates with the movable plate 401. The movable plate 401 enters the first shift fork 403 through the opening and is then connected to the first shift fork 403 by bolts. The movable plate 401 can rotate around the bolts. The movable groove 7 on the mounting plate 3 provides guidance when the movable plate 401 rotates, while also preventing interference between the mounting plate 3 and the movable plate 401. The U-shaped structure of the movable plate 401 and the first shift fork 403 makes the connection between them more secure, and also makes the structure of the movable plate 401 and the first shift fork 403 itself more stable.

[0023] The second fork 411 has a U-shaped structure. Both ends of the second fork 411 abut against the movable plate 401, connecting the second fork 411 to the movable plate 401. The U-shaped structure of the second fork 411 makes the connection between the second fork 411 and the movable plate 401 more stable.

[0024] An adjusting plate 301 is provided on the mounting plate 3, and an adjusting nut 6 is provided on the rear brake cable 2. The adjusting nut 6 abuts against the adjusting plate 301. The adjusting nut 6 can adjust the tension of the rear brake cable 2. The adjusting nut 6 can be rotated to finely adjust the effective length of the rear brake cable 2, compensating for manufacturing errors of the rear brake cable 2 or the tensile deformation of the rear brake cable 2 after long-term use. The adjusting plate 301 provides a reaction force by abutting against the nut, ensuring that the position of the adjusting nut 6 is fixed after adjustment, preventing the adjusting nut 6 from loosening due to vehicle bumps, and preventing insufficient parking force caused by the tension decay of the rear brake cable 2.

[0025] The first adjustment hole 402 is equally spaced on the mounting plate 3, and the second adjustment hole 412 is equally spaced on the movable plate 401. The equal spacing of the first adjustment hole 402 on the mounting plate 3 and the second adjustment hole 412 on the movable plate 401 allows for precise adjustment of the connection point between the first adjustment hole 402 and the first shift fork 403, thereby better adjusting the tension of the front brake cable 1. The equal spacing of the second adjustment holes 412 allows for accurate adjustment of the connection point between the movable plate 401 and the second shift fork 411, thereby changing the lever arm length to adapt to different vehicle loads and handling force requirements, avoiding sudden changes in parking force due to excessive adjustment.

[0026] A connecting rod 414 is provided between the second shift fork 411 and the balance block 413. The second shift fork 411 and the balance block 413 are connected by the connecting rod 414, and the connecting rod 414 is connected to the balance block 413 by rivets. The connecting rod 414 compensates for the positional gap between the second shift fork 411 and the balance block 413, ensuring that the force of the second shift fork 411 is transmitted to the balance block 413. The rivet connection between the connecting rod 414 and the balance block 413 ensures the connection strength between the connecting rod 414 and the balance block 413, while allowing for fine adjustment of the angle of the balance block 413 during assembly. The balance block 413 can rotate around the rivet, compensating for manufacturing errors, improving the assembly fault tolerance rate, and evenly distributing the tension to the rear brake cable 2 on both sides.

[0027] The movable plate 401 has a first cable hole 8 at one end, and the front brake cable 1 is connected to the first cable hole 8. The balance block 413 has symmetrically arranged second cable holes 9, which are connected to the rear brake cable 2. One end of the front brake cable 1 passes through the first cable hole 8 and is connected to the movable plate 401, while the rear brake cable 2 is connected to the balance block 413 through the second cable hole 9.

[0028] Multiple first adjustment holes 402 are provided, connecting the first shift fork 403 and the movable plate 401. The movable plate 401 is connected to the front brake cable 1. Changing the connection point between the first shift fork 403 and the movable plate 401 allows for further fine-tuning of the effective length or initial tension of the front brake cable 1 and the rear brake cable 2, compensating for manufacturing tolerances and adapting to different wheelbases and vehicle models, optimizing the routing of the front brake cable 1 and the rear brake cable 2. The rotation of the movable plate 401 itself can also assist in adjusting the input angle of the front brake cable 1. Multiple second adjustment holes 412 are provided. Changing the connection point between the second shift fork 411 and the movable plate 401 changes the distance from the rotation center of the movable plate 401 to the connection point of the second shift fork 411, thereby changing the leverage ratio of the force transmitted from the front brake cable 1 to the rear brake cable 2. By adjusting the leverage ratio, it can be applied to different platform vehicle models with slightly different load variations, achieving cross-platform commonality of parts and reducing the number of special parts. The entire device uses lightweight materials, achieving effective weight reduction while ensuring strength. The openings on the main body of mounting plate 3 allow for the integration of mounting points for peripheral components, further optimizing layout and cost. This also improves the routing of the front brake cable 1 and rear brake cable 2, reducing sharp turns and frictional resistance between the front brake cable 1 and rear brake cable 2 and the protective sleeve, thus increasing parking force transmission efficiency. It enables universal application across multiple vehicle platforms, reducing development costs and parts management complexity.

[0029] The present invention has been described above by way of example with reference to the accompanying drawings. Obviously, the specific implementation of the present invention is not limited to the above-described manner. Any non-substantial improvements made using the inventive concept and technical solution of the present invention; or the direct application of the inventive concept and technical solution to other situations without modification, are all within the protection scope of the present invention.

Claims

1. A car handbrake cable structure, comprising a front brake cable (1) and a rear brake cable (2), characterized in that, The system includes a mounting plate (3) which is connected to the vehicle body. A shift fork adjustment assembly (4) is provided on the mounting plate (3). The front brake cable (1) and the rear brake cable (2) are connected to the shift fork adjustment assembly (4).

2. The automotive handbrake cable structure according to claim 1, characterized in that: The shift fork adjustment assembly (4) includes a movable plate (401), a first adjustment hole (402) is provided on the mounting plate (3), a first shift fork (403) is connected to the first adjustment hole (402), the first shift fork (403) is movably connected to the movable plate (401), a second shift fork structure (41) is connected to the movable plate (401), the front brake cable (1) is connected to the movable plate (401), and the rear brake cable (2) is connected to the second shift fork structure (41).

3. The automotive handbrake cable structure according to claim 2, characterized in that: The second shift fork structure (41) includes a second shift fork (411), and a second adjustment hole (412) is provided on the movable plate (401). The second adjustment hole (412) and the second shift fork (411) are connected by rivets. The second shift fork (411) is connected to a balance block (413), and the balance block (413) is connected to the rear brake cable (2).

4. The automotive handbrake cable structure according to claim 2, characterized in that: A return spring (5) is connected to the mounting plate (3), and one end of the return spring (5) is connected to the movable plate (401).

5. The automotive handbrake cable structure according to claim 2, characterized in that: The movable plate (401) and the first shift fork (403) are U-shaped structures. One end of the movable plate (401) is set in the first shift fork (403) and connected by bolts. One end of the mounting plate (3) is provided with a movable groove (7) that cooperates with the movable plate (401).

6. The automotive handbrake cable structure according to claim 3, characterized in that: The second fork (411) has a U-shaped structure.

7. The automotive handbrake cable structure according to claim 1, characterized in that: An adjustment plate (301) is provided on the mounting plate (3), and an adjustment nut (6) is provided on the rear brake cable (2), with the adjustment nut (6) abutting against the adjustment plate (301).

8. The automobile handbrake cable structure according to claim 3, characterized in that: The first adjustment hole (402) is equally spaced on the mounting plate (3), and the second adjustment hole (412) is equally spaced on the movable plate (401).

9. The automotive handbrake cable structure according to claim 3, characterized in that: A connecting rod (414) is provided between the second shift fork (411) and the balance block (413). The second shift fork (411) and the balance block (413) are connected by the connecting rod (414), and the connecting rod (414) is connected to the balance block (413) by rivets.

10. The automobile handbrake cable structure according to claim 3, characterized in that: The movable plate (401) has a first pull cable hole (8) at its end. The front brake pull cable (1) is connected to the first pull cable hole (8). The balance block (413) has a second pull cable hole (9) symmetrically arranged on it. The second pull cable hole (9) is connected to the rear brake pull cable (2).

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