TWM572334U - Brake handle of motorcycle - Google Patents

Abstract

A brake handle for a locomotive, the locomotive comprising a damper, the brake handle comprising a grip unit, and an adjustment unit. The grip unit includes a pull rod having a fulcrum portion, a urging portion adapted for manual control by a person, and a resistance portion between the fulcrum portion and the urging portion. The adjustment unit includes an adjustable adjustment block disposed on the resistance portion and connected to the damper. When the vehicle is pulled, the lever is pulled to cause the adjusting block to drive the damper to generate resistance. Therefore, by replacing the adjusting block that is different from the damper, the position of the damper relative to the damper can be adjusted. Get better grip and brake sensitivity.

Description

Locomotive handlebar

The present invention relates to a locomotive, and more particularly to a brake handle of a locomotive mounted on the locomotive.

In current motor vehicles, for safety reasons, at least one brake device is installed, and whether it is a drum brake or a disc brake, the brake device usually includes a brake holder disposed on a side of a wheel, and a brake device. a brake handle mounted on a grip, and a brake line connecting the brake gripper and the brake handle, and the brake handle of the brake handle can control the brake gripper to the wheel Braking, thereby controlling the slow speed or stopping of the wheel, so the brake handle will directly affect the braking reaction, especially when there is an emergency in the riding, the braking time will be more vital to life safety. .

However, the brake handles configured on the general locomotive are mostly of the standard specifications, and their positions, lengths and angles are fixed, but the size of each person's palm and the hauling habits are different. The same handlebar does not allow different locomotives to ride. It can be easily and easily manipulated, so some locomotive knights will modify and replace the entire brake handle to obtain better grip feel and brake sensitivity, so as to effectively control the brakes and time. However, the brake handle has complicated structure and many related parts. The replacement of the brake handle is time-consuming and labor-intensive, and the assembly is quite troublesome and inconvenient. It is the goal of the industry to provide a brake handle that is easy to adjust the brake effect.

Accordingly, it is an object of the present invention to provide a brake handle for a locomotive that is at least capable of overcoming the disadvantages of the prior art.

Thus, the brake handle of the novel locomotive includes a support rod extending in the up and down direction, and a damper disposed on the support rod, the brake handle comprising a grip unit and an adjustment unit. The grip unit includes a pull rod extending in a left-right direction, the pull rod having a fulcrum portion adapted to be swingably coupled to the arbor rod, a urging portion adapted for manual control, and a a resistance portion between the fulcrum portion and the urging portion. The adjustment unit includes an adjustable adjustment block disposed on the resistance portion of the pull rod and connected to the damper. The puller bar is swingable relative to the support shaft in a normal position that does not drive the adjustment block without driving the damper, and a brake position that drives the damper to drive the damper to generate relative resistance.

Referring to Figures 1, 2, and 3, an embodiment of the brake handle of the locomotive of the present invention, the locomotive (not shown) includes a support shaft 11 extending in the up and down direction, and a mounting seat 23 connected to the support shaft 11. And a damper 24 mounted in the mount 23. The damper 24 is a hydraulic cylinder that can be driven to generate damping. The damper 24 has a cylinder block 241 fixedly disposed in the mounting seat 23, and a telescopically protruding front side of the cylinder block 241. The cylinder shaft 242, of course, the configuration of the damper 24 can also be changed, not limited thereto. The brake handle comprises a grip unit 1 and an adjustment unit 2.

The holding unit 1 includes a hand-drawn rod 12 extending in the left-right direction. The hand-drawn rod 12 of the present embodiment is formed by combining several parts, but it is not the focus of the present invention, and the structure can be changed in implementation, so Again. The puller bar 12 has a fulcrum portion 121 swingably coupled to the fulcrum shaft 11, a urging portion 122 adapted for manual control, and a lie portion between the fulcrum portion 121 and the urging portion 122. Resistance unit 123. The puller bar 12 also has an opposite upper surface 124 and a lower surface 125 that define a mounting aperture 126 that is communicated by the upper surface 124 to the lower surface 125.

The adjusting unit 2 includes an adjustable adjusting block 21 disposed on the resisting portion 123 of the pull rod 12 and connected to the damper 24, and a detachable positioning of the adjusting block 21 on the resisting portion 123. C-shaped buckle 22. The adjusting block 21 defines a sleeve hole 211 which is open to the rear and is adapted to be inserted into the front end of the cylinder shaft 242. The adjusting block 21 has a rotatably inserted through the mounting hole 126 of the resistance portion 123. The base shaft portion 212 is formed at a top of the base shaft portion 212 and is limited such that the base shaft portion 212 cannot be disengaged downward from the convex head portion 213 of the mounting hole 126, and a resistance formed on the base shaft portion 212 protrudes downward. A ring groove portion 214 around the bottom of the portion 123. The C-shaped buckle 22 is detachably fastened to the annular groove portion 214 such that the adjustment block 21 cannot be detached from the resistance portion 123 upward.

Referring to Figures 1, 3, 4, and 5, the configuration of the adjusting block 21 is further seen below. The adjusting block 21 has an axial line 215 extending in the up-and-down direction and extending along its own center, a front-rear direction extending and A transverse line 216 perpendicular to the axis line 215 and a hole center line 217 extending in the front-rear direction and passing through the center of the sleeve hole 211. In order to change the connection position between the adjusting block 21 and the damper 24, a plurality of blocks different in position from each other, such as a first block 25, a second block 26 and a third, may be provided. The block 27, the blocks 25, 26, 27 are disposed at the same position on the resistance portion 123, but the position of the block is different from that of the damper 24. The adjustment block 21 may be the first block 25, the One of the second block 26 and the third block 27. When the adjusting block 21 is the first block 25, the hole center line 217 is overlapped with the transverse line 216. When the adjusting block 21 is the second block 26, the hole center line 217 is intersected with the line. The line 216 is misaligned and the hole center line 217 is closer to the fulcrum portion 121 than the transverse line 216. When the adjustment block 21 is the third block body 27, the hole center line 217 is offset from the transverse line 216 and the line 217 is misaligned. The hole center line 217 is away from the fulcrum portion 121 from the transverse line 216.

In order to facilitate the identification of the difference between the blocks 25, 26, 27, the adjustment block 21 further has an identification mark 218 formed on the top surface for identifying the position of the sleeve hole 211, so the first block 25, the The second block 26 and the third block 27 have different identification marks 218, and the mark 218 of the second block 26 is closer to the fulcrum portion 121 than the mark 218 of the first block 25, the first The position of the identification mark 218 of the block 25 is closer to the fulcrum portion 121 than the position of the identification mark 218 of the third block 27.

In order to facilitate the alignment of the adjustment block 21 and to indicate the braking performance used, the hand lever 12 further has a standard mark 127 formed on the upper surface 124 and located around the mounting hole 126, a competition. The mark 128 is spaced from a street mark 129 between the race mark 128 and the street mark 129. The race mark 128 is closer to the fulcrum portion 121 than the standard mark 127, and the street mark 129 is compared with the standard mark 127 is away from the fulcrum portion 121. The standard mark 127 points to the identification mark 218 of the first block 25, and the competition mark 128 points to the identification mark 218 of the second block 26, and the street mark 129 points to the identification mark 218 of the third block 27.

Referring to Figures 2 and 6, in use, the hand lever 12 is pivotable relative to the support shaft 11 between a normal position as shown in Figure 2 and a brake position as shown in Figure 6. Referring to Figure 2, in the normal position, the hand lever 12 is not pulled, so the adjustment block 21 is not driven nor the damper 24 is driven. Referring to FIG. 6 , when the vehicle is braked, the hand lever 12 is pulled and swings back to the braking position centering on the shaft 11 to achieve the deceleration or braking effect. At this time, the hand lever 12 also drives the adjusting block 21 . The cylinder shaft 242 is pushed back into the cylinder block 241 to drive the damper 24 to generate a relative resistance f, thereby limiting the swing range of the pull rod 12 and avoiding problems caused by excessive force F.

Referring to Figures 1, 3, 4, and 5, when the locomotive knight wants to adjust the grip feeling and the braking sensitivity of the handle of the brake according to the size of the palm and the habit of braking, the C-shaped buckle 22 is pulled out and the adjustment block 21 is removed. It is quite simple and convenient to replace it with the required blocks 25, 26, 27 and then buckle back the C-shaped buckle 22.

It is worth mentioning that when the adjustment block 21 becomes the first block 25, the second block 26, or the third block 27, the braking performance generated will be changed, and the adjustment block is changed. 21, that is, the state of the first block 25 of FIG. 3 is regarded as a standard module, and the adjustment block 21 is replaced with the state of the second block 26 of FIG. 4 as a competition module, and the adjustment block 21 is replaced by FIG. The third block 27 is in the form of a street module. According to the principle of the lever, the length of the urging arm L × the magnitude of the urging force F = the length of the resistance arm l × the magnitude of the resistance f. If the fulcrum portion 121 is used as a fulcrum, the urging portion 122 is a force application point F, and the resistance portion 123 is a resistance force f. The distance from the urging portion 122 to the fulcrum portion 121 is the urging arm L. The urging force received by the urging portion 122 is the urging force F, and the distance from the urging portion 123 to the fulcrum portion 121 is the resistance arm l. The damping resistance f received by the resistance portion 123 is the resistance f.

When the brake handle is used, when the position of the fulcrum portion 121, the position of the urging portion 122, and the damping force f generated by the cylinder shaft 242 being pressed and retracted into the cylinder block 241 are constant, The length of the arm L and the magnitude of the resistance f are constant, so the competition module is compared with the standard module, and since the length of the resistance arm l is shortened, the force F is small, that is, it can be lighter and more labor-saving. The swing angle of the puller bar 12 is increased, and the street module is compared with the standard module. Since the length of the resistance arm 1 is long, the force F is increased, that is, the force can be tighter and stronger. The swing angle of the hand lever 12 becomes small. Therefore, by replacing the adjusting block 21, the magnitude of the biasing force F and the swinging angle of the hand lever 12 can be changed to obtain an optimum feeling of use and braking sensitivity, and driving safety can be improved.

In summary, the brake handle of the locomotive of the present invention provides a plurality of different degrees of adjustment by the setting of the adjustment unit 2, so that the locomotive rider can change according to the size of the palm of the hand and the habit of braking, and the handle of the brake handle can be increased. Sexuality and adjustability for better grip and braking sensitivity, suitable for all kinds of locomotive riders, and its simple structure and easy to disassemble, with excellent practicality, it can achieve the purpose of this new type.

However, the above is only the embodiment of the present invention, and when it is not possible to limit the scope of the present invention, all the simple equivalent changes and modifications according to the scope of the patent application and the contents of the patent specification are still This new patent covers the scope.

1‧‧‧Hand holding unit

11‧‧‧Support shaft

12‧‧‧Hand lever

121‧‧‧ fulcrum department

122‧‧‧ Force Department

123‧‧‧Resistance Department

124‧‧‧ upper surface

125‧‧‧ lower surface

126‧‧‧ mounting holes

127‧‧‧Standard mark

128‧‧‧ Competition Mark

129‧‧‧ street marking

2‧‧‧Adjustment unit

21‧‧‧Adjustment block

211‧‧‧ Set of holes

212‧‧‧Base shaft

213‧‧‧ convex head

214‧‧‧ Ring groove

215‧‧‧Axis line

216‧‧‧cross line

217‧‧‧ hole center line

218‧‧‧ mark

22‧‧‧C-shaped buckle

23‧‧‧ Mounting

24‧‧‧ damper

241‧‧‧Cylinder seat

242‧‧‧Cylinder shaft

25‧‧‧First block

26‧‧‧Second body

27‧‧‧ third block

L‧‧‧ force arm

F‧‧‧力力

l‧‧‧Resistance arm

F‧‧‧resistance

Other features and effects of the present invention will be apparent from the following description of the drawings, wherein: Figure 1 is a partial exploded perspective view showing an embodiment of the brake handle of the present locomotive suitable for mounting in a branch The shaft is connected to a damper; FIG. 2 is a partial cross-sectional side view, wherein one of the dampers is not cut, indicating that one hand lever of the embodiment is in a normal position; FIG. 3 is a simple mechanics FIG. 4 is a view similar to FIG. 3, illustrating a state of use when the adjustment block is a second block; FIG. 5 is a schematic view showing a state of use when one of the adjustment blocks of the embodiment is a first block; A view similar to that of FIG. 3 illustrates the state of use of the adjustment block as a third block; and FIG. 6 is a view similar to FIG. 2, illustrating the hand lever in a braking position.

Claims (8)

A brake handle of a locomotive, the locomotive comprising a support rod extending in an up-and-down direction, and a damper disposed on the support rod, the brake handle comprising: a grip unit comprising a pull rod extending in a left-right direction The pull rod has a fulcrum portion adapted to be swingably coupled to the arbor rod, a urging portion adapted for manual control by a person, and a resistance portion between the fulcrum portion and the urging portion; An adjusting unit includes an adjustable adjusting block disposed on the resisting portion of the puller bar and connected to the damper; the puller bar is detachable from the damper without driving the adjusting block The normal position of the device, and a brake position that drives the adjustment block to drive the damper to generate relative resistance. The brake handle of the locomotive of claim 1, wherein the adjustment block of the adjustment unit is one of a first block, a second block and a third block, the first block, the first block The second block and the third block are disposed at the same position on the resistance portion, but are different from the connection position of the damper. The brake handle of the locomotive according to claim 2, wherein the damper is a hydraulic cylinder and has a cylinder block located behind the adjustment block, and a retractable cylinder shaft protruding from a front side of the cylinder block, wherein The adjustment block defines a sleeve opening that is open toward the rear and is adapted for insertion of the front end of the cylinder shaft. The brake handle of the locomotive according to claim 3, wherein the adjustment block has an axial line extending in the up-and-down direction and extending along its own center, a transverse line extending in the front-rear direction and perpendicularly intersecting the axial line And a hole center line extending in the front-rear direction and passing through the center of the set hole; when the adjusting block is the first block, the hole center line is overlapped with the transverse line; the adjusting block is the second block When the hole center line is misaligned with the transverse line and the hole center line is closer to the fulcrum portion than the transverse line; when the adjustment block is the third block, the hole center line is offset from the transverse line And the hole center line is away from the fulcrum portion than the transverse line. The brake handle of the locomotive of claim 4, wherein the adjustment block further has an identification mark formed on the top surface for identifying the position of the sleeve, the first block, the second block and the first The position of the identification mark of the three blocks is different, and the position of the mark of the second block is closer to the fulcrum than the position of the mark of the first block, and the position of the mark of the first block is smaller than the identifier of the third block. The mark is located close to the fulcrum. The brake handle of the locomotive of claim 5, wherein the puller bar further has an opposite upper surface and a lower surface, the resistance portion defining a communication from the upper surface to the lower surface and the adjustment block is disposed Mounting holes. The brake handle of the locomotive of claim 6, wherein the puller bar further has a standard mark formed on the upper surface, a race mark and a street mark, the standard mark pointing to the mark of the first block, The competition mark points to an identification mark of the second block, and the street mark points to an identification mark of the third block. The brake handle of the locomotive of any one of claims 1 to 7, wherein the adjustment unit further comprises a detachable C-shaped buckle for positioning the adjustment block on the resistance portion.