CN113942474B

CN113942474B - Wheel components

Info

Publication number: CN113942474B
Application number: CN202110717136.4A
Authority: CN
Inventors: K·M·巴拉克里希南; D·M·塞缪尔; W·K·马修斯
Original assignee: TVS Motor Co Ltd
Current assignee: TVS Motor Co Ltd
Priority date: 2020-07-15
Filing date: 2021-06-28
Publication date: 2024-12-10
Anticipated expiration: 2041-06-28
Also published as: CN113942474A

Abstract

The present invention relates to a wheel assembly (101) comprising a brake assembly (103). The brake assembly (102) comprises a brake actuating member (106) for enabling operation of the brake assembly (102). Furthermore, the brake assembly (102) comprises an abutment member (107), said abutment member (107) being functionally connected to said actuation member (106) by means of an elastic member (110). The abutment member (106) is configured to have a boss (107B). The boss (107B) is configured with one or more extensions (107E) protruding in a lateral direction (C-C') of the wheel assembly (101) such that it is adapted to interface with a slot (301S) provided in the swing arm (301, 401A). This limits rotational movement of the abutment member (106), which further improves the durability of the brake cable (109).

Description

Wheel assembly

Technical Field

The present subject matter relates to a wheel assembly. And more particularly to wheel assemblies for motor vehicles.

Background

Typically, for vehicles, performance criteria range widely, including quantitative characteristics of maximum speed, acceleration, climbing ability, etc. There are several other aspects related to vehicle performance including sophistication, drivability, or driving fun, some of which are inherently contradictory, such as power and mileage. Thus, it is always a challenge for design engineers to make appropriate trade-offs between several performance characteristics. Typically, power from the prime mover is controlled by the transmission assembly and drive train to transfer tractive effort to one or more drive wheels. And all of these components, collectively referred to as powertrain components, are controlled by a user.

Drawings

The detailed description will be made with reference to the examples of the wheel assembly in conjunction with the accompanying drawings. The same reference numbers will be used throughout the drawings to refer to similar features and components.

Fig. 1 illustrates a right side view and a partially enlarged left side view of a wheel assembly (101) with a brake assembly (102) mounted in accordance with an exemplary embodiment of the present subject matter.

Fig. 2a shows a perspective view of a brake assembly (102) according to an exemplary embodiment of the present subject matter, wherein several parts are omitted from the figure.

Fig. 2b shows a perspective view of an abutment member (107) according to an exemplary embodiment of the present subject matter.

Fig. 3a shows a side view of a wheel assembly (101) functionally connected to a swing arm (301) according to an exemplary embodiment of the present subject matter.

Fig. 3b shows a side cut cross-sectional view of a wheel assembly (101) according to an exemplary embodiment of the present subject matter, the wheel assembly (101) being functionally connected to a swing arm (301) transverse to the A-A axis.

Fig. 4 illustrates a partial side view of a wheel assembly (101) functionally connected to a swing arm (401A) according to an alternative embodiment according to an exemplary embodiment of the present subject matter.

Detailed Description

Various features and embodiments of the present subject matter will be apparent from the further description thereof set forth below. According to an embodiment, the wheel assemblies described herein are configured inverted cam bars. It is contemplated that the concepts of the present invention may be applied to a multi-wheeled vehicle. A detailed description of the constitution of portions other than the present subject matter constituting an indispensable portion is omitted where appropriate.

With respect to powertrain assemblies, the two main components are the prime mover and transmission assemblies. Prime movers play a dominant role in the overall performance of the vehicle and are essential. The prime mover converts the available energy (either electrical or chemical) into mechanical energy, which is typically converted on a rotating output shaft.

Typically, the prime mover is functionally connected to the rear wheels of the vehicle, for example by a sprocket and chain drive, which provides forward movement to the vehicle. In addition, the tension of a transmission such as a belt or a drive chain is a very indispensable parameter for determining the performance of a prime mover. During operation, however, the drive chain is subject to wear due to the relative movement of the various components in the drive chain. These wear and elongation factors cause the drive chain to elongate, ultimately leading to drive chain failure. The wear of the drive chain also depends on the load acting on the drive chain and the surrounding parts running the drive chain. If the drive chain becomes longer, only a few links will be subjected to excessive stress to drive (or be driven by) the sprocket teeth, and the remaining links will be slightly spaced between adjacent teeth. The elongated drive chain will slide over the sprocket and this sliding will cause frictional and impact wear on the sprocket, thereby also damaging the sprocket. For the rider, because riding the motor vehicle is not achieved very smoothly, the drive train sliding may cause some discomfort, which directly affects riding enjoyment. Further, as elongation deteriorates, drive chain slip deteriorates, damage to the sprocket increases, and durability and drive chain become unusable.

Typically, the slack due to the elongated drive chain is accommodated by displacing the drive wheel assembly from its original position. Such adjustment is typically accomplished during periodic maintenance of the vehicle by adjusting a drive wheel assembly configured with a brake assembly.

Typically, the brake assembly includes a brake plate connected to the drive wheel assembly such that the brake plate is concentric with the axle. The brake plate is configured with an actuation member operatively connected to the handle by a brake cable. The actuation cable includes an outer sleeve and an inner wire such that the outer sleeve abuts the abutment assembly and the inner wire is connected to the actuation member. The abutment assembly is connected to the brake plate. By connecting the brake plate and abutment assembly to the swing arm, the orientation of the brake plate and abutment assembly is controlled by the torque link.

However, adjustment of the drive wheel assembly may have adverse effects on the wheel brakes connected to the hand brake system. The adverse effect is due to misorientation of the abutting components when adjusting the transmission (e.g., chain). The misorientation of the abutment assembly causes deflection of the brake cable driving the wheel brake. Deflection of the brake cable results in a loss of braking force transmitted from the hand brake system to the wheel brakes. Furthermore, undesirable gaps may also be introduced in the brake cable and the abutment assembly due to wear between the brake cable and the abutment assembly. In a hand brake system it is important that the brake cable extending from the hand brake system to the wheel brakes is neither too loose nor too tight. If the brake cable is too slack, the wheel brakes may not apply sufficient or target force even if the position of the hand brake lever indicates that the brake is fully engaged. Conversely, if the brake cable is too tight, the brake will act to slow the vehicle, even if the hand brake lever position indicates that the brake is fully closed, both of which are undesirable. This problem becomes even more critical when the user carries additional loads on a downhill or uphill vehicle. In this case, the rider needs to continuously hold the brake operating device, such as a hand brake lever, to continuously apply braking force to the wheels.

Another difficulty with known braking devices is that high loads on the wheels beyond the engineering intent can undesirably reduce ground clearance. Ground clearance is the distance between any part of the vehicle (except those designed to contact the ground, such as a tire, etc.) and the surface on which the vehicle is traveling. Typically, vehicle suspension systems are generally designed to maintain a sufficient optimum ground clearance to avoid obstructions in the vehicle path that are expected, including, for example, avoiding scratches when traversing a deceleration strip. However, if there are deceleration strips, ramps or other obstacles on the surface on which the vehicle is traveling carrying additional loads beyond the prescribed limits, the ground clearance typically at the brake assembly mounted with the wheels may not be maintained. To complicate this matter, many villages or rural areas can only be reached through very rough roads. Unfortunately, when contact occurs, it is observed that parts such as the actuator lever mounted on the brake plate of the vehicle brake assembly are often damaged by the contact.

Accordingly, there is a need for an improved brake system solution that overcomes all of the above-identified problems and other problems of the known art. The main object is to solve the above-mentioned drawbacks by providing a wheel assembly configured with an efficient and compact brake assembly having an improved ground clearance while overcoming the adverse effects of chain elongation, due to the above-mentioned problems of a brake assembly being improperly adjusted and a ground clearance being poor.

Further, it is an object of the present invention to provide an improved wheel assembly that substantially reduces the time required to maintain a wheel assembly configured with a brake assembly and that greatly reduces the likelihood of serious injury to a mechanic when removing the brake assembly from the axle of the wheel assembly.

Another object of the present invention is to improve reliability of a wheel assembly by reducing the number of parts.

It is a further object of the invention to improve the durability of the brake cable.

Thus, according to the present subject matter for achieving the above object, a first feature of the present invention is a wheel assembly, wherein the wheel assembly includes a wheel having an axle coupled to a swing arm, a brake assembly attached to a portion of the wheel, the brake assembly including a brake actuating member for enabling the brake assembly to operate. The brake actuating member is connected to the brake plate by one or more mechanical connectors. Furthermore, the abutment member is operatively connected to said actuation member by means of a resilient member.

In addition to the first feature, a second feature of the present invention is the wheel assembly, wherein the mechanical connection comprises a brake cable, wherein the brake cable comprises an inner wire and an outer sleeve, the outer sleeve of the brake cable being contiguous with one or more of the abutment members, and the inner wire being connected to one or more of the brake actuation members.

In addition to the first feature, a third feature of the present invention is the wheel assembly, wherein the brake actuating member is rotatably mounted on the brake plate such that it rotates in a predetermined direction upon actuation of one or more brake levers.

In addition to the first feature, a fourth feature of the present invention is the wheel assembly, wherein the abutment member is fixedly mounted on the axle and coupled to the brake cable to guide the brake cable and limit undesired deflection of the brake cable.

In addition to the first feature, a fifth feature of the present invention is the wheel assembly, wherein the abutment member is configured to have a first end and a second end, wherein the first end includes a boss protruding from an outer surface of the abutment member, the boss having an opening adapted to receive the axle.

A sixth feature of the present invention is the wheel assembly, in addition to the first feature and the fifth feature, wherein the boss is configured to have an extension protruding in a lateral direction of the wheel assembly such that the boss is adapted to interface with a slot provided in the swing arm.

A seventh feature of the present invention is the wheel assembly, in addition to the first and fifth features, wherein the second end includes an opening configured to abut an outer sleeve of the brake cable.

In addition to the first feature, an eighth feature of the present invention is the wheel assembly, wherein the elastic member is retracted after the brake is applied to bring the actuating member back to the original position by discharging energy stored in the elastic member.

In addition to the first feature, a ninth feature of the present invention is the wheel assembly, wherein the elastic member is encapsulated around the brake cable inner wire such that a front portion of the elastic member terminates against the abutment member and a rear portion of the elastic member terminates against the actuation member.

In addition to the first feature, a tenth feature of the present invention is the wheel assembly, wherein the brake plate is connected to the swing arm by a mechanical linkage.

In addition to the first feature, an eleventh feature of the present invention is the wheel assembly, wherein the swing arm includes a slot adapted to receive an attachment device to flexibly connect with the brake plate to adjust the brake plate by changing a position of the attachment device. The present subject matter is further described with reference to the accompanying drawings. It should be noted that the description and drawings merely illustrate the principles of the present subject matter. Although not explicitly described or illustrated herein, various arrangements may be devised which incorporate the principles of the present subject matter. Moreover, all statements herein reciting principles, aspects, and examples of the subject matter, as well as specific examples thereof, are intended to encompass equivalents thereof.

The foregoing disclosure is not intended to limit the disclosure to the precise form or particular field of use disclosed. Thus, various alternative embodiments and/or modifications of the present disclosure are possible in light of the present disclosure, whether explicitly described or implied herein. Having thus described embodiments of the present disclosure, it will be recognized by one of ordinary skill in the art that changes may be made in form and detail without departing from the scope of the present disclosure. Accordingly, the disclosure is limited only by the claims.

In the foregoing specification, the disclosure has been described with reference to specific embodiments. However, as will be appreciated by those skilled in the art, the various embodiments disclosed herein may be modified or otherwise implemented in various other ways without departing from the spirit and scope of the present disclosure. Accordingly, this description is to be construed as illustrative, and is for the purpose of teaching those skilled in the art the manner of making and using various embodiments of the present disclosure. It is to be understood that the forms of disclosure shown and described herein are to be taken as representative embodiments. Equivalent elements, materials, processes, or steps may be substituted for those representatively illustrated and described herein. Moreover, certain features of the disclosure may be utilized independently of the use of other features, all as would be apparent to one skilled in the art having the benefit of this description of the disclosure. Expressions such as "comprising," "including," "combining," "consisting of," etc., used to describe and claim the present disclosure are intended to be interpreted in a non-exclusive manner, i.e., to allow for the existence of items, components, or elements that are not explicitly described. Reference to the singular is also to be construed to relate to the plural.

Furthermore, the various embodiments disclosed herein are to be considered as illustrative and explanatory and should in no way be construed as limiting the present disclosure. All connection references (e.g., attached, fixed, coupled, connected, etc.) are only used to aid the reader in understanding the disclosure and are not limiting, particularly as to the position, orientation, or use of the systems and/or methods disclosed herein. Thus, if any connection references, connection references should be construed broadly. Moreover, such a connection reference does not necessarily infer that two elements are directly connected to each other.

Furthermore, all numerical terms such as, but not limited to, "first," "second," "third," "primary," "secondary," "primary," or any other common and/or numerical terms, should also be taken as identifiers only to assist the reader in understanding the various elements, embodiments, variations, and/or modifications of the present disclosure, and should not create any limitations, particularly as to the order or preference of any element, embodiment, variation, and/or modification relative to or over another element, embodiment, variation, and/or modification.

It should also be appreciated that one or more of the elements depicted in the figures may also be implemented in a more separated or integrated manner, or even removed or rendered as inoperable in certain cases, as is useful in accordance with a particular application. Moreover, any significant gap in the figures/drawings should be regarded as illustrative only and not limiting unless otherwise specified.

Referring to fig. 1, a right side view and a partially enlarged left side view of a wheel assembly (101) with a brake assembly (102) mounted according to one exemplary embodiment of the present subject matter are shown. The wheel assembly (101) includes a wheel (104) having an axle (105) and a brake assembly (102). The brake assembly (102) is substantially covered by a cover member (108) to prevent dust and water from entering. The brake assembly (102) includes a brake plate (103), a brake actuating member (106), and an abutment member (107). The brake actuating member (106) is actuated by a brake lever (not shown) via a mechanical connection. An abutment member (107) is functionally connected to the actuation member (106) by means of a resilient member (110). The mechanical connection comprises a brake cable (109). The brake cable (109) comprises an inner wire (109A), while an outer sleeve (109B) of the cable (109) abuts the abutment member (107), and the inner wire (109A) is connected to the brake actuating member (106). The brake actuating member (106) is rotatably mounted on the brake plate (103) such that it rotates in a predetermined direction upon actuation of a brake lever (not shown) fitted to a handle lever (not shown). Furthermore, an abutment member (107) is mounted on the axle (105) to limit any undesired deflection of the brake cable (109) and to guide the brake cable (109) in a desired orientation during operation. The resilient member (110) is encapsulated around an inner wire (109A) of the brake cable (109) such that a front portion (110F) of the resilient member (110) terminates against the abutment member (107) and a rear portion (110R) of the resilient member (110) terminates against the actuation member (107). The elastic member (110) includes a spring. The resilient member (110) is configured to compress between the abutment member (107) and the brake actuating member (106) upon actuation of a brake lever (not shown). However, after releasing the brake lever (not shown), the resilient member (110) applies a predetermined force that enables the brake actuating member (106) to move to its original position. In other words, after releasing the brake lever (not shown), the elastic member (110) is retracted, and after releasing the brake lever (not shown), the brake actuating member (106) is brought back to the original position or the unactuated position by discharging the torsion energy stored in the elastic member (110).

Referring to fig. 2a, a perspective view of the brake assembly (102) is shown, wherein several parts are omitted from the figure, and fig. 2b shows a perspective view of the abutment member (107) according to an exemplary embodiment of the present subject matter. For brevity, fig. 2a and 2b will be discussed together. The brake actuating member (106) is rotatably attached to the brake plate (103) and operatively connected to the cam (201) using an attachment means (202). Based on the actuation force, the brake actuation member (106) rotates in a predetermined direction. According to one embodiment, during brake actuation, the brake actuation member (106) rotates in a clockwise direction when viewed from a side view along the axis of the shaft. Further, the abutment member (107) is configured to have a first end (107F) and a second end (107S). The first end (107F) includes a boss (107B) protruding from the outer surface (107O). A boss (107B) having an opening (107 BO) is adapted to receive the axle 105 (as shown in fig. 1). The boss (107B) is configured to have an extension portion (107E) protruding in a lateral direction (C-C') of the wheel assembly (102). The second end (107S) includes an opening (107 SO), the opening (107 SO) configured to abut an outer sleeve (109B) (shown in fig. 1) of the brake cable (109) (shown in fig. 1).

Referring to fig. 3a and 3b, fig. 3a shows a side view of a wheel assembly (101) functionally connected to a swing arm (301) according to one exemplary embodiment of the present subject matter, and fig. 3b shows a side cut-away cross-sectional view of the wheel assembly (101) functionally connected to the swing arm (301) transverse to the axis A-A. For brevity, fig. 3a and 3b will be discussed together. The brake plate (103) is connected to the swing arm (301) by a mechanical linkage (302), the mechanical linkage (302) using an attachment device (303), also known as a torque link. Furthermore, an extension (107E) protruding from a boss (107B) of the abutment member (107) interfaces with a slot (301S) in the swing arm (301). This ensures anti-rotation of the abutment member (107) and avoids deflection of the brake cable (109) (as shown in fig. 1).

Referring to fig. 4, which shows a partial side view of a wheel assembly (101) functionally connected to a swing arm (401A), the swing arm (401A) comprises a slot (401 AA), which slot (401 AA) is adapted to receive the attachment means (402) for connection with a brake plate (103), according to an alternative embodiment. The slot (401 AA) in the swing arm (401A) facilitates forward and rearward movement of the brake assembly (102) with the wheel assembly (101). Because the brake assembly (102) is mounted on the wheel assembly (101). Thus, when adjusting a transmission such as a chain, the wheel assembly (101) is displaced by moving backward or forward together with the brake assembly (102). The slot (401 AA) facilitates this adjustment operation. According to an embodiment, the slot (401 AA) is configured to have a predetermined shape in the swing arm (401A), which allows the brake assembly (102) to move together with the wheel assembly (101).

According to the above architecture, the main function of the invention is that the extension of the abutment member abuts in the swing arm and limits the rotational movement of the abutment member. This eliminates deflection of the brake cable during adjustment and operation. Further, the boss portion on the abutment member maintains a predetermined gap between the brake assembly and the swing arm, which eliminates the need for a spacer-like partition feature. This reduces the number of parts and reduces the manufacturing cost of the wheel assembly. Furthermore, the fixed position of the abutment member improves the durability of the brake cable, in particular by eliminating the play in the brake cable due to adjustment of the drive wheel assembly. Free play in conventional wheel assemblies due to misorientation of the adjoining assemblies is eliminated, which free play results in deflection of the brake cables that actuate the wheel brakes. Because according to the invention, when the drive wheel assembly is fixed to the swing arm, the orientation of the abutment member does not change when the drive wheel assembly is adjusted.

According to the above-described architecture, the main effect of the present invention is that the brake actuating member is mounted in an optimal position and arranged in an upward orientation away from the ground such that during brake actuation the brake actuating member moves in a clockwise direction, which improves the ground clearance during brake actuation.

According to the architecture described above, the main efficacy of the present invention is that the brake assembly is directly connected to the swing arm, without the use of torque links, according to an alternative embodiment. This reduces the weight and cost of the wheel assembly.

According to the above-described architecture, the main effect of the present invention is that the slot in the swing arm provides the user with flexibility of adjustment without the need for special tools, according to alternative embodiments. Furthermore, the brake assembly reduces the time required to maintain a wheel assembly configured with the brake assembly because the attachment device is easily accessible to a user, which greatly reduces the likelihood of a technician suffering serious injury when removing the brake assembly from the axle of the wheel assembly.

While the invention has been shown and described with reference to the foregoing preferred embodiments, it will be apparent to those skilled in the art that changes in form, connection and detail may be made without departing from the spirit and scope of the invention.

Claims

1. A wheel assembly (101) for a vehicle, the wheel assembly (101) comprising:

a wheel (104), the wheel (104) having an axle (105),

The wheel axle (105) is coupled to a swing arm (301, 401A, 401B) of the vehicle;

a brake assembly (102) attached to a portion of the wheel (104),

The brake assembly (102) comprises a brake plate (103);

a brake actuation member (106) configured to enable operation of the brake assembly (102),

The brake actuation member (106) is connected to the brake plate (103) by one or more mechanical connections, the one or more mechanical connections including a brake cable (109); and

an abutment member (107) operatively connected to the brake actuation member (106) via a resilient member (110), the abutment member (107) being configured to guide the brake cable (109);

The abutment member (107) is fixedly mounted on the wheel axle (105) via a boss (107B), and the boss (107B) includes an extension portion (107E) for abutting against a portion of the swing arm (301, 401A, 401B).

2. A wheel assembly (101) for a vehicle according to claim 1, wherein the one or more mechanical connections include the brake cable (109), wherein the brake cable (109) includes an inner wire (109A) and an outer sleeve (109B), the outer sleeve (109B) of the brake cable (109) abuts the abutment member (107), and the inner wire (109A) is connected to the brake actuation member (106).

3. The wheel assembly (101) for a vehicle according to claim 1, wherein the brake actuating member (106) is rotatably mounted on the brake plate (103) so that the brake actuating member (106) rotates in a predetermined direction when one or more brake levers are actuated.

4. A wheel assembly (101) for a vehicle according to claim 1, wherein the adjacent member (107) is configured to have a first end (107F) and a second end (107S), wherein the first end (107F) includes the boss (107B) protruding from the outer surface (107O) of the adjacent member (107), and the boss (107B) has an opening (107BO) suitable for receiving the wheel axle (105).

5. The wheel assembly (101) for a vehicle according to claim 1, wherein the extension portion (107E) protrudes in the transverse direction (C-C') of the wheel assembly (101), so that the boss (107B) is suitable for docking with a narrow groove (301S) provided in the swing arm (301, 401A, 401B).

6. The wheel assembly (101) for a vehicle according to claim 4, wherein the second end (107S) comprises an opening (107SO) configured to abut an outer sleeve (109B) of a brake cable (109).

7. The wheel assembly (101) for a vehicle according to claim 1, wherein after the brake is applied, the elastic member (110) retracts and brings the brake actuating member (106) back to an original position or an unactuated position by releasing energy stored in the elastic member (110).

8. A wheel assembly (101) for a vehicle according to claim 1, wherein the elastic member (110) is wrapped around an inner wire (109A) of a brake cable (109) so that a front portion (110F) of the elastic member (110) terminates against the adjacent member (107) and a rear portion (110R) of the elastic member (110) terminates against the brake actuation member (106).

9. The wheel assembly (101) for a vehicle according to claim 1, wherein the brake plate (103) is connected to the swing arm (301) through a mechanical linkage (302).

10. The wheel assembly (101) for a vehicle according to claim 1, wherein the swing arm (401A) includes a narrow slot (401AA), and the narrow slot (401AA) is suitable for receiving an attachment device (402) to be flexibly connected to the brake plate (103) so as to adjust the brake plate (103) by changing the position of the attachment device (402).