TWI715355B - Improved structure of interlocking brake system - Google Patents

Abstract

The present invention relates to an improved structure of an interlocking brake system, which is located on a first brake generating device and includes a brake disc seat, a brake cam, a brake rocker arm, a first cylindrical body, a second cylindrical body, a first spring and a second spring. The brake cam is pivotally connected to the brake disc seat, and can drive the first brake generating device to actuate the brake. The brake rocker arm is fixedly connected to the brake cam and is provided with a first slotted hole and a second slotted hole. The first cylindrical body is connected with the first slotted hole in a sliding manner, and the second cylindrical body is connected with the second slotted hole in a sliding manner. Wherein, before the third brake wire is pulled, an adjustment gap needs to be reserved between the second cylindrical body and the brake rocker arm to improve the feel of operating the brake lever.

Description

Improved structure of interlocking brake system

The present invention relates to an improved structure of a continuous braking system, in particular to an improved structure of a continuous braking system suitable for power vehicles.

Please refer to Figure 1, which is a system architecture diagram of a conventional linked brake system. The figure shows a conventional continuous braking system, which mainly includes a first brake operating device 1, a second brake operating device 2, a first brake generating device 3, a second brake generating device 4, and a first brake wire 5. , A second brake wire 6 and a third brake wire 7.

The first brake operating device 1 includes a first brake operating lever 11, a linkage device 12, and a first fixing frame 13. The first operating lever 11 is pivotally connected to the first fixing frame 13 at a first pivot point 111. The operating lever 11 can be used by the rider to operate the brake. The linkage device 12 is pivotally connected to the first operating lever 11 at a second pivot point 112. The linkage device 12 can also be pivoted to the first operating lever 11 via an overlap member or a connecting member. Connected to the second pivot point 112, the linkage device 12 is provided with a first device point 121 and a second device point 122. The first fixing frame 13 is mounted on a frame 8 or can be mounted on any frame 8 On the lap joints and the steering handle pivotally connected to the frame 8, the first fixing frame 13 is installed in different positions of the frame 8. The first fixing frame 13 can be plural, and the first fixing frame 13 is provided with one A third device point 131 and a fourth device point 132; when the rider operates the first brake operating device 1, that is, when the rider operates the first operating lever 11, the difference between the first device point 121 and the second device point 122 The location will be far away from the third device point 131 and the fourth device point 132.

The second brake operating device 2 includes a second operating lever 21 and a second fixing frame 23. The second operating lever 21 is pivotally connected to the second fixing frame 23 at a third pivot point 211. The second operating device 21 is provided with a Five device points 212, the fifth device point 212 can be set on the second brake lever 21 via the lap and connecting piece. The second operating lever 21 can be used for the rider to operate the brake. The second fixing frame 23 is mounted on the frame 8 It can also be installed on any lap member that overlaps with the frame 8 and the steering handle pivotally connected to the frame 8. The second fixing frame 23 is different from the position of the second fixing frame 23 as it is installed on the frame 8. It can be plural, the second fixing frame 23 is provided with a sixth device point 231; when the rider operates the second brake operating device 2, that is, when the rider operates the second operating lever 21, the position of the fifth device point 212 Will be far away from the sixth device point 231.

The first brake generating device 3 is a drum brake device, which mainly includes a brake disc seat 31, a brake rocker arm 32, a rebound spring 33, a first spring 34, a second spring 35, and a first cylindrical body 36. A second cylindrical body 37 and a brake cam 38. The brake disc seat 31 is the shell of the drum brake device, and is provided with a brake disc seat fixing frame 310 which has a seventh device point 311 and an eighth device point 312. The brake cam 38 is pivotally connected to the brake disc seat 31, and when the brake cam 38 rotates, the drum brake element in the brake disc seat 31 can be driven to brake. The brake rocker arm 32 is fixedly connected to the brake cam 38, so the brake rocker arm 32 will rotate synchronously with the brake cam 38 on the brake disc seat 31. The brake rocker arm 32 is provided with a first elongated hole 321 and a second elongated hole 322. Inside the first elongated hole 321 is a ninth device point 3211 for slidably installing the first column 36, and inside the second elongated hole 322 is a tenth device point 3221 for slidably installing the second column The shape body 37 and the rebound spring 33 are arranged between the brake rocker arm 32 and the brake disc seat 31 to provide a spring restoring force so that the brake rocker arm 32 can return to the initial position after being actuated. The first spring 34 is arranged between the first cylindrical body 36 and the brake disc seat 31 and exerts a spring force on the first cylindrical body 36; the second spring 35 is arranged on the second cylindrical body 37 and the first brake disc Between the seats 31, a spring force is applied to the second cylindrical body 37. When the first cylindrical body 36 or the second cylindrical body 37 causes the first elongated hole 321 and the second elongated hole 322 to approach the seventh device point 311 and the eighth device point 312, the inside of the brake disc seat 31 The drum brake will produce braking action.

The second brake generating device 4 is a drum brake device, which mainly includes a brake disc seat 41, a brake rocker arm 42, a third cylindrical body 46, a wheel hub 47, a brake cam 48 and two brake shoes 49 . The brake disc seat 41 is the shell of the drum brake device, and is provided with a brake disc seat fixing frame 410 and a pin 412. The brake disc seat fixing frame 410 has an eleventh device point 411. The brake cam 48 is pivotally connected to the brake disc seat 41. The brake shoe 49 is mounted on the brake cam 48 and the pin 412. The outer edge of the brake shoe 49 has a hub 47. When the brake cam 48 rotates, the brake shoe 49 will The pin 412 is opened as a fulcrum, so that the brake shoe 49 contacts the hub 47 to generate braking force. The brake rocker arm 42 is fixedly connected to the brake cam 48, so the brake rocker arm 42 will rotate synchronously with the brake cam 48 on the brake disc seat 41. The brake rocker arm 42 is provided with a twelfth device point 421 and a third cylindrical body 46 Set at the twelfth device point 421, the third column 46 can be rotated at the twelfth device point 421. The third spring 43 is installed between the third cylindrical body 46 and the brake disc seat 41, and the third spring 43 can also be installed between the brake rocker arm 42 and the brake disc seat 41. When the third cylindrical body 46 moves the twelfth device point 421 to the eleventh device point 411, the brake shoe 49 of the brake disc seat 41 contacts the wheel hub 47 to generate braking action.

The first brake wire 5 includes a first inner wire 51 and a first sleeve 52 set on the first inner wire 51. One end of the first inner wire 51 is extended with a first threaded rod 511, the first threaded rod 511 passes through the first cylindrical body 36 and is screwed into a first adjusting nut 53. The other end of the first inner wire 51 is connected to the fifth device point 212. One end of the first sleeve 52 abuts against the seventh device point 311 of the brake disc seat fixing frame 310, and the other end of the first sleeve 52 abuts against the sixth device point 231. When the first inner wire 51 is pulled, the first adjusting nut 53 will push the first cylindrical body 36 so that the first cylindrical body 36 resists the elastic force of the first spring 34, and the brake rocker arm 32 resists the rebound spring. 33 stretch while moving. The first brake wire 5 mainly transmits the applied force from the second brake operating device 2 to the first cylindrical body 36 of the first brake generating device 3.

The second brake wire 6 includes a second inner wire 61 and a second sleeve 62 set on the first inner wire 61. A second threaded rod 611 extends at one end of the second inner wire 61. The second threaded rod 611 passes through the third cylindrical body 46 and is screwed into a second adjusting nut 63, and the other end of the second inner wire 61 is connected to the first device point 121. One end of the second sleeve 62 abuts against the eleventh device point 411 of the brake disc seat holder 410, and the other end of the second sleeve 62 abuts against the third device point 131. When the second inner wire 61 is pulled, the second adjusting nut 63 will push the third cylindrical body 46 at this time, and the third cylindrical body 46 will resist the elastic force of the third spring 43 to move the brake rocker arm 42. The second brake wire 6 mainly transmits the applied force from the first brake operating device 1 to the third cylindrical body 46 of the second brake generating device 4.

The third brake wire 7 includes a third inner wire 71 and a third sleeve 72 set on the third inner wire 71. A third threaded rod 711 extends from one end of the third inner wire 71. The third threaded rod 711 passes through the second cylindrical body 37 and is screwed into a third adjusting nut 73, and the other end of the third inner wire 71 is connected to the second device point 122. One end of the third sleeve 72 abuts against the eighth device point 312 of the brake disc seat holder 310, and the other end of the third sleeve 72 abuts against the fourth device point 132. When the third inner wire 71 is pulled, the third adjusting nut 73 will push the second cylindrical body 37 so that the second cylindrical body 37 resists the elastic force of the second spring 35, and the brake rocker arm 32 resists the rebound spring. 33 stretch while moving. The third brake wire 7 mainly transmits the applied force from the first brake operating device 1 to the second cylindrical body 37 of the first brake generating device 3.

When the rider applies force to operate the first operating lever 11 of the first brake operating device 1, the applied force will be transmitted to the first brake generating device 3 and the second brake generating device via the third brake wire 7 and the second brake wire 6 4Achieve the effect of continuous braking. When the rider applies force to operate the second brake operating device 2, the applied force will be transmitted to the first brake generating device 3 via the first brake wire 5 to achieve an independent braking effect.

However, please refer to FIG. 2, which is a graph of the braking action of the conventional first operating lever and the second operating lever. As shown in the figure, the braking action curve is a diagram showing the relationship between the movement stroke and the force exerted at the ends 113, 213 of the first operating lever 11 and the second operating lever 21 respectively. The abscissa is the moving stroke, including position S0~position S3 , The ordinate is the force applied (F). The curve L1 is the stroke curve of the end 113 of the first operating lever 11 under force, and the curve L2 is the stroke curve of the end 213 of the second operating lever 21 under force.

Curve L2: The initial position of the second operating lever 21 is position S0 when the rider has not applied force, and when the rider starts to apply force to the second operating lever 21, the end 213 of the second operating lever 21 moves to position In the S1 process, the rider's force will resist the friction resistance, the elastic force of the first spring 34 and the elastic force of the rebound spring 33 when the first brake wire 5 is stretched and actuated. When the end 213 moves to the position S1, the first The drum brake shoe in the brake generating device 3 will start to contact the wheel hub (not shown) to generate braking force. As the force continues to increase, the change in movement of the end 213 will gradually decrease.

Curve L1: The initial position of the first operating lever 11 is position S0 when the rider has not applied force. When the rider starts to apply force to the first operating lever 11, the end 113 of the first operating lever 11 moves to position In the S2 process, since the first operating lever 11 will drive the linkage device 12, the rider's force will resist the frictional resistance of the third brake wire 7 and the second brake wire 6 when they are stretched, the elastic force of the second spring 35, The elastic force of the rebound spring 33 and the third spring 43. When the end 113 moves to the position S2, the drum brake shoe in the first brake generating device 3 will start to contact the wheel hub (not shown) to generate braking force, and The drum brake shoe 49 in the secondary brake generating device 4 will start to contact the wheel hub 47 to generate braking force. As the force continues to increase, the amount of change in the movement of the end 113 will gradually decrease.

In addition, since the first brake generating device 3 and the second brake generating device 4 are driven at the same time, when the applied force continues to increase, the amount of change in the movement of the end 113 will gradually decrease more than when the second operating lever 21 is applied. 213 is gradually reduced, which means that the first operating lever 11 will have a harder feel. Therefore, the first operating lever 11 will generally be delayed to position S2 before the first brake generating device 3 and the second brake generating device 4 start The brake is generated to avoid the excessively large stroke difference between the first operating lever 11 and the second operating lever 21 after the force is applied. However, when the force applied by the first operating lever 11 is compared with the force applied by the second operating lever 21, the first operation The stroke of the lever 11 between the position S0 and the position S2 still feels laborious. Moreover, the position of the brake rocker arm 32 of the first brake generating device 3 must be adjusted by the first adjusting nut 53 and the third adjusting nut 73 at the same time, which may easily cause confusion and affect the performance of the interlocking brake system.

This is the reason for the inventor. Based on the spirit of active invention, he eagerly thought of an improved structure of the linkage brake system that could solve the above-mentioned problems. After several research experiments, the invention was finally completed.

The main purpose of the present invention is to provide an improved structure of the interlocking brake system. By preserving an adjustment gap between the second columnar body and the brake rocker arm, it can effectively avoid the impact of the first operating lever and the second operating lever. The problem that the actuation stroke drop is too large and affects the rider's brake operation feel, so that the actuation feel of the first operating lever will not be too harsh, and the adjustment method of the present invention is simple and clear without confusion and affects the performance of the interlocking brake system.

To achieve the above objective, the present invention discloses an improved structure of a linked braking system. The linked braking system is installed on a vehicle and includes a first brake operating device, a second brake operating device, a first brake generating device, and a The second brake generating device, a first brake wire, a second brake wire, and a third brake wire. The first brake wire enables the second brake operating device to drive the first brake generating device, and the second brake wire enables the first The brake operating device drives the second brake generating device, and the third brake wire allows the first brake operating device to drive the first brake generating device. When the rider applies force to operate the first brake operating device, the force will be applied through the second brake wire And the third brake wire are transmitted to the first brake generating device and the second brake generating device to achieve a linked braking effect. When the rider applies force to operate the second brake operating device, the applied force will be transmitted to the first brake generating device via the first brake wire to achieve an independent braking effect.

Among them, the improved structure of the interlocking brake system is located on the first brake generating device, and the first brake generating device is a drum brake device, including: a brake disc seat, a brake cam, a brake rocker arm, and a A columnar body, a second columnar body, a first spring and a second spring. The brake disc seat is the shell of the first brake generating device and is provided with a brake disc seat fixing frame; the brake cam is pivotally connected to the brake disc seat to drive the first brake generating device to actuate the brake; the brake rocker arm is fixedly connected to the brake cam, A first elongated hole and a second elongated hole are provided; the first cylindrical body is slidably arranged in the first elongated hole; the second cylindrical body is slidably arranged in the second elongated hole; the first spring is arranged in Between the first columnar body and the brake disc seat fixing frame; the second spring is arranged between the second columnar body and the brake disc seat fixing frame.

Wherein, before the third brake wire is pulled, an adjustment gap should be reserved between the second columnar body and the brake rocker arm to improve the brake operation feel.

With the above-mentioned design, since a section of ineffective stroke is reserved between the second columnar body and the brake rocker arm, pressing the first operating lever initially only needs to overcome the frictional resistance and the second brake wire when the third brake wire is stretched. The spring force effectively reduces the force drop between pressing the second operating lever, and the braking action curve of the first operating lever after the above-mentioned adjustment gap delay stroke will approach the braking action curve of the second operating lever, so that the rider There is no obvious drop in the overall operation, which effectively improves the operating feel.

The first brake wire of the above-mentioned interlocking brake system can be connected to the first brake operating device and the first brake generating device, the second brake wire can be connected to the first brake operating device and the second brake generating device, and the third brake wire can be connected to the second brake The operating device and the first brake generating device construct a connection relationship between the brake wires of the interlocking brake system.

The improved structure of the above-mentioned interlocking brake system may further include a rebound spring, which is arranged between the brake rocker arm and the brake disc seat to provide a spring restoring force so that the brake rocker arm can return to the initial position after actuation.

The aforementioned brake rocker arm may have a brake rocker arm marking point, and the second columnar body may have a second columnar body marking point. Thereby, by adjusting the third adjusting nut, the marking point of the second columnar body can be aligned with the marking point of the brake rocker arm, thereby completing the setting of the adjustment gap between the second columnar body and the brake rocker arm.

The above-mentioned first columnar body may have a first columnar body marking point, and the second columnar body may have a second columnar body marking point. Thereby, by adjusting the third adjusting nut, the marking point of the second columnar body can be aligned with the marking point of the first columnar body, thereby completing the setting of the adjustment gap between the second columnar body and the brake rocker arm.

The aforementioned brake rocker arm may have a first marking point of the brake rocker arm and a second marking point of the brake rocker arm. Thereby, by adjusting the third adjusting nut, the position of the second columnar body can be between the first marking point of the brake rocker arm and the second marking point of the brake rocker arm, thereby completing the second columnar body and the brake Adjust the gap setting between the rocker arms.

The third brake wire may include a third inner wire and a third sleeve. A third threaded rod extending from the third inner wire passes through the second cylindrical body and is screwed with a third adjusting nut. The nut can have a third adjusting nut marking point. Thereby, by adjusting the third adjusting nut, the marking point of the third adjusting nut can be aligned with the outer edge of the brake rocker arm, thereby completing the setting of the adjustment gap between the second cylindrical body and the brake rocker arm.

The third brake wire may include a third inner wire and a third sleeve. A third threaded rod extending from the third inner wire passes through the second cylindrical body and is screwed with a third adjusting nut. The nut may have a third adjusting nut marking point, and the brake rocker arm may have a brake rocker marking point. Thereby, by adjusting the third adjusting nut, the marking point of the third adjusting nut can be aligned with the marking point of the brake rocker arm, thereby completing the setting of the adjustment gap between the second columnar body and the brake rocker arm.

The above summary and the following detailed description are all exemplary in order to further illustrate the patent application scope of the present invention. Other objects and advantages of the present invention will be described in the following description and drawings.

Please refer to FIG. 3, which is a structural diagram of the improved structure of the linked braking system of the first embodiment of the present invention. The figure shows an improved structure of the interlocking brake system. To save space, about the interlocking brake system's first brake operating device 1, second brake operating device 2, second brake generating device 4, first brake wire 5, and second brake The wires 6 and the third brake wire 7 are the same as the prior art and will not be described again.

Please refer to FIGS. 4 and 5 together, which are respectively the brake actuation curves of the first operating lever and the second operating lever of the present invention and the arrangement diagram of the adjustment gap of the improved structure of the linked braking system of the first embodiment of the present invention. The key feature of the present invention is that when the second cylindrical body 37 is installed at the tenth device point 3221 of the second elongated hole 322, an ineffective stroke for adjusting the gap d is reserved. At this time, the first operating lever 11 will act as The curve L3 in Figure 4 is shown. When the first operating lever 11 has not been forced by the rider, the initial position is position S0. When the rider starts to apply force to the first operating lever 11, the end 113 of the first operating lever 11 moves to the position S1. Since the second column 37 has more adjustment gap d, the first operating lever 11 will only overcome the friction resistance of the third brake wire 7 when the third brake wire 7 is stretched and the elastic force of the second spring 35 to make the second column The movement stroke of the body 37 displacement, and because it only resists the friction resistance and the elastic force of the second spring 35 when the third brake wire 7 is stretched and actuated, the slope of the curve from position S0 to position S1 is also low, so the rider will not In the early stage of pressing, you can clearly feel the blunt feel during the braking process. When the actuation force of the first operating lever 11 is between the position S1 and the position S2, the first operating lever 11 will resist the friction resistance and the second spring when the third brake wire 7 and the second brake wire 6 are stretched and actuated. 35 elastic force, rebound spring 33 elastic force, and third spring 43 elastic force. When the actuation force of the first operating lever 11 exceeds the position S2, the first brake generating device 3 and the second brake generating device 4 will be driven to achieve a linked braking effect. The curve L3 will feel closer to the curve L2, and the rider There is no obvious drop during operation.

When adjusting the brake rocker arm 32, first, when the end 213 of the second operating lever 21 is at the position S1, adjust the first adjusting nut 53 in the proper position. Then, as shown in FIG. 5, the brake rocker arm 32 has a brake The rocker arm marking point 323, and the second columnar body 37 has a second columnar body marking point 371. Directly adjust the third adjusting nut 73 so that the marking point 323 of the brake rocker arm can be aligned with the marking point 371 of the second columnar body. At this time, the adjustment gap d between the second columnar body 37 and the brake rocker arm 32 is set. When the end 113 of the first operating lever 11 is at the position S2, the second adjusting nut 63 is adjusted to the proper position, and all brake adjustments will be completed at this time.

Please refer to FIG. 6, which is a state diagram of the improved structure of the interlocking brake system of the first embodiment of the present invention after the wear plate is worn. As shown in the figure, even if the first brake generating device 3 and the second brake generating device 4 are worn out, only the locked position of the first adjusting nut 53 and the third adjusting nut 73 may change. Regarding the adjustment method of adjusting the gap d, there is no need to change it. Same as the above-mentioned embodiment, the rider can still maintain no obvious drop phenomenon during operation.

Please refer to FIG. 7, which is a configuration diagram of the adjustment gap of the improved structure of the linked braking system of the second embodiment of the present invention. When adjusting the brake rocker arm 32, first, when the end 213 of the second operating lever 21 is at the position S1, adjust the first adjusting nut 53 in the proper position. Then, as shown in FIG. 7, the first cylindrical body 36 has A first column marked point 361, and the second column 37 has a second column marked point 371'. Directly adjust the third adjusting nut 73 so that the marking point 371' of the second columnar body can be aligned with the marking point 361 of the first columnar body. At this time, the adjustment gap d between the second columnar body 37 and the brake rocker arm 32 is completed. Setting, finally when the end 113 of the first operating lever 11 is at the position S2, adjust the second adjusting nut 63 in the proper position, and all the brake adjustments will be completed at this time.

Please refer to FIG. 8, which is a configuration diagram of the adjustment gap of the improved structure of the interlocking brake system of the third embodiment of the present invention. When adjusting the brake rocker arm 32, first, when the end 213 of the second operating lever 21 is at the position S1, adjust the first adjusting nut 53 in the proper position. Then, as shown in FIG. 8, the brake rocker arm 32 has a brake A rocker arm first marking point 323a and a brake rocker arm second marking point 323b. Directly adjust the third adjusting nut 73 so that the position of the second cylindrical body 37 can be between the first marking point 323a of the brake rocker arm and the second marking point 323b of the brake rocker arm. At this time, the second cylindrical body is completed. The adjustment gap d between 37 and the brake rocker arm 32 is set. Finally, when the end 113 of the first operating lever 11 is at the position S2, the second adjusting nut 63 is adjusted to the proper position, and all the brake adjustments will be completed at this time.

Please refer to FIG. 9, which is a configuration diagram of the adjustment gap of the improved structure of the linked braking system of the fourth embodiment of the present invention. When adjusting the brake rocker arm 32, first, when the end 213 of the second operating lever 21 is at the position S1, adjust the first adjusting nut 53 in the proper position. Then, as shown in FIG. 9, the third adjusting nut 73 has A third adjusting nut marks a point 731, and the brake rocker arm 32 has an outer edge 325. Directly adjust the third adjusting nut 73 so that the marking point 731 of the third adjusting nut can be aligned with the outer edge 325. At this time, the adjustment gap d between the second cylindrical body 37 and the brake rocker arm 32 is completed. When the end 113 of an operating lever 11 is at the position S2, adjust the second adjusting nut 63 in the proper position, and all brake adjustments will be completed at this time.

Please refer to FIG. 10, which is a configuration diagram of the adjustment gap of the improved structure of the linkage brake system of the fifth embodiment of the present invention. When adjusting the brake rocker arm 32, first, when the end 213 of the second operating lever 21 is at the position S1, adjust the first adjusting nut 53 in the proper position. Then, as shown in FIG. 10, the third adjusting nut 73 has A third adjusting nut marking point 731', and the brake rocker arm 32 has a brake rocker marking point 323'. Directly adjust the third adjusting nut 73 so that the marking point 731' of the third adjusting nut can be aligned with the marking point 323' of the brake rocker arm. At this time, the adjustment gap d between the second column 37 and the brake rocker arm 32 is set Finally, when the end 113 of the first operating lever 11 is at the position S2, the second adjusting nut 63 is adjusted to the proper position, and all brake adjustments will be completed at this time.

The above-mentioned embodiments are merely examples for the convenience of description, and the scope of rights claimed in the present invention should be subject to the scope of the patent application, rather than limited to the above-mentioned embodiments.

1: The first brake operating device 11: The first brake operating lever 111: The first pivot point 112: second pivot point 113, 213: end 12: Linkage device balance 121: The first device point 122: second device point 13: The first fixing frame 131: Third Device Point 132: Fourth Device Point 2: The second brake operating device 21: Second operating lever 211: third pivot point 212: Fifth Device Point 23: The second fixing frame 231: Sixth Device Point 3: The first brake generating device 31: Brake disc seat 310: Brake disc seat holder 311: Seventh Device Point 312: Eighth Device Point 32: Brake rocker arm 321: The first long hole 322: second long hole 3211: Ninth Device Point 3221: Tenth Device Point 323, 323’: Marking point of brake rocker arm 323a: The first marking point of the brake rocker arm 323b: The second marking point of the brake rocker arm 325: Outer Edge 33: rebound spring 34: The first spring 35: second spring 36: The first column 361: The first column marked point 37: second columnar body 371, 371’: the second column marked point 38: Brake cam 4: The second brake generator 41: brake disc seat 410: Brake disc seat holder 411: Eleventh Device Point 412: pin 42: Brake rocker arm 421: Twelfth Device Point 43: third spring 46: The third column 47: wheel hub 48: brake cam 49: brake shoe 5: The first brake wire 51: first inside 511: first screw rod 52: first casing 53: The first adjusting nut 6: The second brake wire 61: second inside 611: second threaded rod 62: second casing 63: The second adjusting nut 7: Third brake wire 71: third inside 711: third threaded rod 72: third casing 73: Third adjusting nut 731,731’: Marking point of the third adjusting nut 8: Frame d: Adjust the gap L1~L3: Curve S0~S3: position

Figure 1 is a system architecture diagram of a conventional linked braking system. Fig. 2 is a graph of the braking action curve of the conventional first operating lever and the second operating lever. FIG. 3 is a system architecture diagram of the linked braking system of the present invention. Fig. 4 is a graph of the braking action of the first operating lever and the second operating lever of the present invention. Fig. 5 is an arrangement diagram of the adjustment gap of the improved structure of the interlocking brake system of the first embodiment of the present invention. Fig. 6 is a state diagram of the improved structure of the interlocking brake system of the first embodiment of the present invention after wear of the pad. Fig. 7 is an arrangement diagram of the adjustment gap of the improved structure of the linked braking system of the second embodiment of the present invention. Fig. 8 is an arrangement diagram of the adjustment gap of the improved structure of the interlocking brake system of the third embodiment of the present invention. Fig. 9 is a layout diagram of the adjustment gap of the improved structure of the linked braking system of the fourth embodiment of the present invention. 10 is a layout diagram of the adjustment gap of the improved structure of the linkage brake system of the fifth embodiment of the present invention.

32: Brake rocker arm

323: Brake rocker arm marking point

36: The first column

37: second columnar body

371: The second column marked point

53: The first adjusting nut

73: Third adjusting nut

d: Adjust the gap

Claims (8)

An improved structure of an interlocking brake system. The interlocking brake system is arranged on a vehicle and includes a first brake operating device, a second brake operating device, a first brake generating device, a second brake generating device, and a first brake operating device. Brake wire, a second brake wire, and a third brake wire, the first brake wire enables the second brake operating device to drive the first brake generating device, and the second brake wire can drive the first brake operating device The second brake generating device, the third brake wire enable the first brake operating device to drive the first brake generating device, wherein the improved structure of the interlocking brake system is located on the first brake generating device, and the first brake generating device The brake generating device is a drum brake device, including: a brake disc seat, which is the shell of the first brake generating device, is provided with a brake disc seat fixing frame; a brake cam is pivotally connected to the brake disc seat , Can drive the first brake generating device to brake; a brake rocker arm, fixedly connected to the brake cam, provided with a first elongated hole and a second elongated hole; a first cylindrical body slidably arranged on the In the first elongated hole; a second cylindrical body slidably disposed in the second elongated hole; a first spring arranged between the first cylindrical body and the brake disc seat fixing frame; and a The second spring is arranged between the second columnar body and the brake disc seat fixing frame; wherein, before the third brake wire is not pulled, the second columnar body and the brake rocker arm need to be reserved An adjustment gap is used to improve the feel of the brake operation. For example, the improved structure of the interlocking brake system of item 1 of the scope of patent application, wherein the first brake wire connects the second brake operating device and the first brake generating device, and the second brake wire connects the first brake operating device and the The second brake generating device, and the third brake wire connects the first brake operating device and the first brake generating device. For example, the improved structure of the interlocking brake system of item 1 or item 2 of the scope of patent application further includes a rebound spring arranged between the brake rocker arm and the brake disc seat. For example, the improved structure of the linked brake system in the first item of the scope of patent application, wherein the brake rocker arm has a brake rocker arm marking point, and the second columnar body has a second columnar body marking point. For example, the improved structure of the linked brake system in the first item of the scope of patent application, wherein the first column has a first column marking point, and the second column has a second column marking point. For example, the improved structure of the linked braking system in the first item of the scope of patent application, wherein the brake rocker arm has a first marking point of the brake rocker arm and a second marking point of the brake rocker arm. For example, the improved structure of the interlocking brake system in the first item of the scope of patent application, wherein the third brake wire includes a third inner wire and a third sleeve, and a third screw rod extending from the third inner wire passes through the The second columnar body is screwed into a third adjusting nut, and the third adjusting nut has a third adjusting nut marking point. For example, the improved structure of the linkage brake system in item 7 of the scope of patent application, wherein the brake rocker arm has a brake rocker arm marking point.

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