Thrust actuators and brakes

Abstract

The present application discloses a thrust actuator and a brake. In the present technical solution, during the braking process, the circumferential width of the active space of the movable groove of the transmission member for the toggle protrusion structure is configured to match the braking clearance of the friction plate, so that when the transmission member is just driven by the second rotating shaft, the friction plate just fits the friction disk. At this time, the torque protector slips, even if the circumferential relative fixation between the one-way rotating structure and the lead screw nut is released, the lead screw nut is not driven by the second rotating shaft and stops moving in a straight line. The present technical solution can not only meet the braking and return under motor drive, but also improve the accuracy of automatic compensation.

Description

Technical Field

[0001] The present application relates to the technical field of brakes, and in particular to a thrust actuator and a brake. Background Art

[0002] A brake is a device that has the function of slowing down, stopping or keeping a moving part (or moving machinery) stopped, commonly known as a brake. An electric brake is a type of brake that uses a motor as a driving power source and converts the circumferential rotational motion output by the motor into linear motion through a mechanical transmission structure, thereby achieving axial push on the friction plate. Compared with other brakes, electric brakes are gradually being widely used because of their advantages such as energy saving and environmental protection, and ease of integrated control. However, during the braking process, as the object of friction, the friction plate will continue to wear, causing the brake clearance between the friction plate and the brake disc to gradually increase. Therefore, after the friction plate is worn, the brake clearance of the electric brake needs to be compensated in real time to ensure the sensitivity during braking.

[0003] In the related art, the compensation for the gap caused by the wear of the friction plate is not accurate enough. Summary of the invention

[0004] In view of this, the present application provides a thrust actuator and a brake, which can improve the accuracy of the compensation for the gap caused by the wear of the friction plate.

[0005] In a first aspect, the present application provides a thrust actuator, comprising:

[0006] A first rotating shaft, used to receive input of external rotating force;

[0007] a second rotating shaft, connected to the first rotating shaft in a coaxial and counter-rotating manner;

[0008] a threaded shaft, transmission-connected to the first rotating shaft;

[0009] A lead screw nut, threadedly connected to the lead screw shaft, for generating a linear thrust acting on the friction plate;

[0010] A shifting protrusion structure is fixedly arranged on the outer periphery of the second rotating shaft;

[0011] a transmission member connected to the lead screw nut via a one-way rotation structure, the one-way rotation structure is used to allow the transmission member to transmit the lead screw nut to rotate in the forward direction but prohibit the transmission member from transmitting the lead screw nut to rotate in the reverse direction, the transmission member is provided with a transmission groove extending along the circumference of the transmission member, the toggle protrusion structure is received in the transmission groove in a manner of leaving a movable space along the circumference of the transmission member, and the circumferential width of the movable space is configured to match the braking clearance of the friction plate;

[0012] and a torque protector configured to release the circumferential relative fixation between the one-way rotating structure and the lead screw nut when the braking clearance of the friction plate is eliminated, or to form a circumferential relative fixation between the one-way rotating structure and the lead screw nut when the braking clearance of the friction plate exists;

[0013] Optionally, the first rotating shaft is connected to the second rotating shaft via a commutator transmission.

[0014] Optionally, the transmission groove extends in the axial direction of the transmission member to enable the transmission member to move in the axial direction.

[0015] Optionally, an elastic member is also included to act on the lead screw nut.

[0016] In a second aspect, the present application provides a brake comprising a brake disc, a friction plate and a thrust actuator as described above, wherein the thrust actuator is transmission-connected to the friction plate so that the friction plate performs a linear motion to engage with or release the brake disc.

[0017] In the thrust actuator and brake provided above, during the braking process, the circumferential width of the active space left by the active groove of the transmission member for the toggle protrusion structure is configured to match the braking clearance of the friction plate, so that when the transmission member is just driven by the second rotating shaft, the friction plate just fits the friction disk, and at this time, the torque protector slips, even if the circumferential relative fixation between the one-way rotating structure and the lead screw nut is released, the lead screw nut is not driven by the second rotating shaft and stops moving in a straight line. This technical solution can not only meet the braking and return under motor drive, but also improve the accuracy of automatic compensation. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The technical solution and other beneficial effects of the present application will be made apparent by describing in detail the specific implementation methods of the present application in conjunction with the accompanying drawings.

[0019] Figure 1 A schematic diagram of the structure of the thrust actuator provided in an embodiment of the present application.

[0020] Figure 2 A three-dimensional structural diagram of the transmission member and the second rotating shaft provided in an embodiment of the present application.

[0021] Figure 3 A top view of the transmission member and the second rotating shaft provided in an embodiment of the present application.

[0022] Figure 4 This is a schematic diagram of the structure of the torque protector provided in an embodiment of the present application during installation.

[0023] Figure 5 A schematic diagram of the structure of the commutator provided in an embodiment of the present application.

[0024] The components in the figure are marked as follows:

[0025] 1-first rotating shaft; 2-intermediate gear; 3-top screw nut; 4-screw gear; 5, 17, 21-sleeve; 6-mounting plate; 7-caliper cavity; 8-thrust bearing; 9-screw shaft; 10-screw nut; 11-reference seat; 12-elastic member; 13-nut gear ring; 14-commutator; 15-second rotating shaft; 15a-sliding protrusion structure; 16-transmission member; 16a-transmission groove; 18-torque protector; 19-intermediate gear ring; 20-one-way bearing; 22-shaft retaining ring; 23-push plate; 24-bevel gear. DETAILED DESCRIPTION

[0026] The technical solutions in the embodiments of the present application will be described clearly and completely below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present application.

[0027] In the description of the present application, it should be understood that the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features. In the description of the present application, "plurality" means two or more, unless otherwise clearly and specifically defined.

[0028] In the description of this application, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection, an electrical connection, or mutual communication; it can be a direct connection, or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0029] The disclosure below provides many different embodiments or examples to realize the different structures of the present application. In order to simplify the disclosure of the present application, the parts and settings of specific examples are described below. Of course, they are only examples, and the purpose is not to limit the present application. In addition, the present application can repeat reference numbers and / or reference letters in different examples, and this repetition is for the purpose of simplification and clarity, which itself does not indicate the relationship between the various embodiments and / or settings discussed. In addition, the various specific processes and material examples provided by the present application, but those of ordinary skill in the art can appreciate the application of other processes and / or the use of other materials.

[0030] Before introducing the technical solution of the present application, it is necessary to explain the background of the invention of the present application.

[0031] It is common that in the related art, the brake generally includes a friction plate, a brake disc and a power mechanism that can push the friction plate forward to clamp the brake disc. The power mechanism includes a motor and a motion mechanism connected to the output end of the motor, the motion mechanism can convert the rotational motion of the motor into linear motion, the electronic mechanical brake also includes a gap self-adjusting device arranged between the motion mechanism and the friction plate, the gap self-adjusting device includes a feed unit and a compensation unit, the feed unit is used to make axial motion under the drive of the motion mechanism, and the compensation unit is used to limit the backward axial motion of the feed unit after the braking is completed to compensate for the braking gap.

[0032] In view of the above technical difficulties, the inventor creatively proposed a thrust actuator and a brake, which fundamentally abandoned the solution of relying on additional feeding for brake clearance compensation. In the process of braking, the circumferential width of the active space left by the transmission groove 16a of the transmission member 16 for the toggle protrusion structure 15a is configured to match the brake clearance of the friction plate. In the process of braking, the circumferential width of the active space left by the active groove of the transmission member for the toggle protrusion structure is configured to match the brake clearance of the friction plate. In this way, when the transmission member 16 is just driven by the second rotating shaft 15, the friction plate just fits the friction disk. At this time, the torque protector 18 slips, even if the circumferential relative fixation between the one-way rotating structure and the lead screw nut 10 is released, the lead screw nut 10 is not driven by the second rotating shaft 15 and stops moving in a straight line. The compensation clearance caused by non-friction plate wear caused by the inherent deformation of each component of the thrust actuator will not be superimposed on the straight line movement of the lead screw nut, avoiding the interference of the compensation clearance caused by non-friction plate wear on the clearance compensation caused by friction plate wear, thereby improving the accuracy of compensation. Thus, the present invention was created.

[0033] As used herein, the term "positive rotation" refers to the direction of rotation of each transmission component that drives or drives the friction plate during the braking process. Here, the rotating component refers to the component that can input power to the linear motion of the friction plate to brake or release the brake, or has direct or indirect transmission, such as the screw nut 10, the screw shaft 9, the first rotating shaft 1, and the second rotating shaft 15 in this article. It should be noted that due to the differences in the transmission components, the respective rotation directions may be different from each other, so the positive rotation is based on each subject object.

[0034] The term "reverse rotation" refers to the direction of rotation of the transmission components that drive or drive the friction plate during the brake release process.

[0035] refer to Figure 1 , this application provides a thrust actuator, including:

[0036] A first rotating shaft 1, for receiving an input of a rotating external force;

[0037] A second rotating shaft 15, connected to the first rotating shaft 1 in a coaxial and counter-rotating manner;

[0038] A screw shaft 9, the screw shaft 9 is transmission-connected to the first rotating shaft 1;

[0039] a lead screw nut 10, threadedly connected to the lead screw shaft 9, for generating a linear thrust acting on the friction plate;

[0040] A moving protrusion structure 15a is fixedly disposed on the outer circumference of the second rotating shaft 15;

[0041] a transmission member 16 connected to the lead screw nut 10 via a one-way rotation structure, the one-way rotation structure is used to allow the transmission member 16 to transmit the lead screw nut 10 to rotate in the forward direction but prohibit the transmission member 16 from transmitting the lead screw nut 10 to rotate in the reverse direction, the transmission member 16 is provided with a transmission groove 16a extending along the circumference of the transmission member 16, the toggle protrusion structure 15a is received in the transmission groove 16a in a manner of leaving a movable space along the circumference of the transmission member 16, and the circumferential width of the movable space is configured to match the brake clearance of the friction plate;

[0042] And a torque protector 18, which is configured to release the circumferential relative fixation between the one-way rotating structure and the screw nut when the braking clearance of the above-mentioned friction plate is eliminated, or to form circumferential relative fixation between the one-way rotating structure and the screw nut when the braking clearance of the above-mentioned friction plate exists.

[0043] The above functional description of the torque protector 18, i.e., the torque protector 18 has the function of releasing the circumferential relative fixation between the one-way rotating structure and the screw nut 10 or forming the circumferential relative fixation. Note that the circumferential relative fixation here means that the two cannot produce relative movement in the circumferential direction, that is, the movement of one will inevitably produce a driving effect on the other. The contact circumferential relative fixation means that the two produce relative movement in the circumferential direction, for example, the one-way rotating structure produces "idle rotation" relative to the screw nut 10.

[0044] It is understandable that the reason why the torque protector 18 can release the circumferentially relatively fixed working state between the one-way rotating structure and the lead screw nut 10 is that during the braking process, the lead screw nut 10 is "locked" by the friction plate contacting the brake disc so that it no longer rotates. Under the constraint of the lead screw nut 10, the transmission member 16 is also in a locked state. Driven by the rotation of the second rotating shaft 15, the drive directly acts on the locked lead screw nut 10, thereby generating an instantaneous excessive torque. The inherent function of the torque protector 18 is to produce a loosening action under the action of a preset torque.

[0045] Similarly, the reason why the torque protector 18 has the function of forming a circumferentially relatively fixed working state between the one-way rotating structure and the lead screw nut 10 is that the torque protector 18 will return to the state of holding the one-way rotating structure when the excessive torque force is lost.

[0046] During the braking process, when the torque protector 18 is in a working state that releases the circumferential relative fixation between the one-way rotating structure and the screw nut 10, the one-way rotating structure "idles" relative to the screw nut 10. At this time, even if the one-way rotating structure provides locking for the transmission member, that is, the screw nut 10 is allowed to be rotated by an external force, the one-way rotating structure "idles" relative to the screw nut 10, causing the screw nut 10 to be destroyed by the driving of the rotating external force, and the screw nut 10 stops moving in a straight line.

[0047] When the torque protector 18 is in a working state where the one-way rotating structure and the lead screw nut 10 are relatively fixed in the circumferential direction, the one-way rotating structure generates synchronous movement relative to the lead screw nut 10. When it is necessary to compensate for the wear clearance caused by the friction plate, the one-way rotating structure provides locking for the transmission member 16, that is, the lead screw nut 10 is allowed to rotate under external force and generate positive linear movement, completing the process of compensating for the wear clearance caused by the friction plate.

[0048] During the braking release process, since the one-way rotating structure unlocks the transmission member 16, the transmission member 16 is in a "free rotation" state on the one-way rotating structure, even if the torque protector 18 holds the one-way rotating structure tightly. At this time, even if the one-way rotating structure and the screw nut 10 are relatively fixed in the circumferential direction, the "free rotation" of the transmission member 16 on the one-way rotating structure makes it impossible for the rotation of the transmission member 16 to be input into the screw nut 10 and does not drive the screw nut 10 to move in a straight line.

[0049] In addition to this function, the torque protector 18 can also prevent excessive torque from acting on the second rotating shaft 15. Specifically, when braking, the lead screw nut 10 is "stuck" and cannot rotate, while the transmission member 16 is driven by the second rotating shaft 15 and still has rotation torque.

[0050] It should be noted that, according to the fact that “the torque protector 18 has the function of releasing the circumferential relative fixation between the one-way rotation structure and the lead screw nut 10 or forming the circumferential relative fixation between the one-way rotation structure and the lead screw nut 10”, a person skilled in the art can easily think of the assembly relationship between the torque protector 18 and the one-way rotation structure and the lead screw nut 10, and a specific demonstration will be given later. As for the specific structure of the torque protector 18, various types of torque protectors 18 that are widely used can be adopted.

[0051] The above text explains the understanding of "the circumferential width of the active space is configured to match the braking clearance of the friction plate", that is, when the transmission member 16 is just driven by the second rotating shaft 15 (when the toggle protrusion structure moves to the limit position stopped by the transmission groove), the friction plate just fits the friction disc (that is, the braking clearance of the friction plate is eliminated). In order to achieve this function, in actual operation, the installation position of the thrust actuator of the present application can be adjusted through the general experimental ability mastered by those skilled in the art. Even if the friction plate connected to the thrust actuator is at the position of the initial braking clearance, the position of the toggle protrusion structure 15a relative to the transmission groove 16a from the two side walls in the circumferential direction can be adjusted when the friction plate has no wear, so that the friction plate just fits the friction disc when the toggle protrusion structure 15a moves to the limit position stopped by the transmission groove 16a.

[0052] refer to Figure 5 As an exemplary implementation method of the coaxial reverse rotation of the second rotating shaft 15, the first rotating shaft 1 is connected to the second rotating shaft 15 through the commutator 14. In view of the implementation method of the commutator, it can be widely used in the field of mechanical transmission and is briefly described again.

[0053] In a typical embodiment, the transmission groove 16a extends in the axial direction of the transmission member to enable the transmission member 16 to move in the axial direction.

[0054] In this way, the reciprocating linear movement of the spindle nut 10 is adapted by the axial displacement of the transmission element 16 relative to the second rotation axis.

[0055] In a typical embodiment, an elastic member 12 is also included to act on the screw nut 10.

[0056] The shape of the transmission groove 16a can be a strip groove with an arc-shaped cross section, etc., and the height direction of the strip groove is along the axial direction of the transmission member 16. The number of transmission grooves 16a can be one, or four as shown in the figure. Multiple transmission grooves 16a can be arranged at evenly spaced angles.

[0057] The shape of the toggle protrusion structure 15a can be similar to the shape of the transmission groove 16a, such as a protrusion of a strip groove with an arc cross section. The number of the toggle protrusion structure 15a can be one or four. Multiple transmission grooves 16a can be arranged at evenly spaced angles.

[0058] Reference again Figure 1 Now, in a common application scenario, the installation relationship of the screw nut, the screw shaft, the first rotating shaft, the second rotating shaft 15, and the transmission member 16 of the present application is explained. It should be noted that this common implementation scheme cannot be used as a basis for understanding the essential feature identification of the technical problem claimed to be solved by the present application, and it is only a demonstration.

[0059] As an example, the first rotating shaft 1 passes through the mounting plate 6, and the lower end is a commutator 14, which is a rotation reversing device composed of three bevel gears 24, and its function is to change the rotation direction of the first rotating shaft 1 to the second rotating shaft 15 of the adjustment mechanism.

[0060] The mounting plate 6 is fixedly connected to the caliper cavity 7 by bolts, the intermediate gear is meshed with the two lead screw gears 4, and the top screw nut 3 limits the axial position of the lead screw gear 4. The ball screw shaft 9 passes through the mounting plate 7 and the sleeves 5, 17, 21, and is axially positioned by the thrust bearing 8. The commutator 14 is fixedly connected to the caliper cavity 7 by bolts. The output shaft of the commutator 14 is connected to the second rotating shaft 15, and cooperates with the transmission member 16 to realize the clearance self-adjustment function. The transmission member 16 passes through the torque protector 18 and is axially fixed by the shaft retaining ring 22. Among them, the torque protector 18 is press-fitted with a one-way bearing 20 to cooperate with the transmission member 16. The two friction plates of the torque protector 18 clamp the intermediate gear ring 19, and the nut gear ring 13 is welded and fixed. The intermediate gear ring 19 is meshed with the nut gear ring 13 to realize the clearance self-adjustment. The elastic member 12 (for example, a wave spring) is assembled between the nut gear ring 13 and the reference seat 11. The reference seat 11 and the push plate 23 are fixedly connected by bolts.

[0061] Reference again Figure 1-Figure 5Now, the specific operation process of braking or releasing the brake of the present application is described in a common application scenario. It should be noted that this common implementation scheme cannot be used as a basis for understanding the essential feature identification of the technical problem claimed to be solved by the present application, and it is only a demonstration.

[0062] During the braking process, after the motor passes through the reduction mechanism, the torque is transmitted to the first rotating shaft. The first rotating shaft will convert the rotational torque into axial thrust to form braking through two transmission lines. In the first line, the first rotating shaft will drive the intermediate gear 2 to rotate forward. The intermediate gear 2 is meshed with the lead screw gear 4, so the lead screw gear 4 will be driven to rotate, and the lead screw gear 4 will drive the lead screw shaft 9 to rotate. Since the lead screw shaft is positioned axially by the thrust bearing 8, it will push the lead screw nut 10 to move axially in the direction of the push plate 23. In the second line, the first rotating shaft transmits the rotational motion in the reverse direction to the second rotating shaft 15 through a commutator 14 composed of three bevel gears 24. The second rotating shaft 15 has a toggle protrusion structure 15a that first idles from position a to position b in the transmission groove 16a of the transmission member 16. The size of the transmission groove 16a of the transmission member 16 is consistent with the sum of the gaps between the friction plate and the brake disc, that is, the toggle protrusion structure 15a of the second rotating shaft 15 rotates from position a to position b, and the disc edge gap is just eliminated to zero. At this time, the first rotating shaft continues to rotate under the action of the motor, and the screw shaft 9 and the second rotating shaft 15 continue to transmit the torque to the push plate 23. Since the disc edge clearance of the brake disc is zero at this time, the remaining slight rotation angle is composed of the deformation of the friction plate, brake disc, push plate 23 and other system components. At this time, due to the huge friction force, the screw nut 10 cannot rotate, and the nut gear ring 13 fixed thereto will not be able to rotate, so that the meshing intermediate gear ring 19 cannot rotate either. At this time, the second rotating shaft 15 drives the torque protector 18 to slip and idle through the locked one-way bearing 20.

[0063] Note: The one-way bearing 20 and the center hole of the torque protector 18 are interference fit. When the transmission member 16 rotates forward (i.e., the braking rotation direction), the one-way bearing 20 is in the locking direction. When the brake is released, the motor reverses, and the first rotating shaft 1 rotates back to the original angle, that is, the angle of forward rotation during braking is the same as the angle of rotation after the brake is released. At this time, the screw shaft 9 rotates, and the screw nut 10 returns axially to the initial position, while the one-way bearing in the torque protector 18 is in the rotating direction when returning, so the transmission member 16 idles in the one-way bearing 20, does not drive the torque protector 18 and the intermediate gear ring 19 to rotate, and does not affect the return position. In this way, a conventional braking action is completed.

[0064] Compensation process: When the sum of the gaps between the friction plate and the brake disc is greater than the preset gap, the self-adjusting mechanism will automatically compensate for the excess gap to ensure that the gap between the friction plate and the brake disc is always stable and consistent. During normal braking, the size of the transmission groove 16a of the transmission member 16 is consistent with the sum of the gaps between the friction plate and the brake disc, that is, the toggle protrusion structure 15a of the second rotating shaft 15 rotates from position a to position b, and the disc edge gap is just eliminated to zero. If the disc edge gap has not been completely eliminated due to replacement of the friction plate or wear of the friction plate, the protruding structure 15a will drive the transmission member 16 to continue to rotate. Since the one-way bearing 20 is in the locking direction during forward rotation, the transmission member 16 will drive the torque protector 18 and the intermediate gear ring 19 to continue to rotate through the one-way bearing 20, and the intermediate gear ring 19 will drive the nut gear ring 13 and the lead screw nut 10 to rotate together until the friction plate fits with the brake disc to generate braking force. At this time, due to the huge friction force, the lead screw nut 10 cannot rotate, and the nut gear ring 13 fixed thereto will also not rotate, so that the meshing intermediate gear ring 19 cannot rotate either. At this time, the second rotating shaft 15 drives the torque protector (18) to slip and idle through the locked one-way bearing 20. During the rotation, the screw shaft (9) drives the screw nut 10 back to the initial position, and since the one-way bearing 20 in the torque protector 18 is in the rotation direction during the return, the transmission member 16 rotates in the one-way bearing 20, and does not drive the torque protector 18 and the intermediate gear ring 19 to rotate. Therefore, the rotation angle of the screw nut 10 compensates for the excessive clearance caused by wear.

[0065] The above is only a preferred specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by any technician familiar with the technical field within the technical scope disclosed in the present application should be covered within the protection scope of the present application.

Claims

1. A thrust actuator, characterized in that: include: A first rotating shaft, used to receive input of external rotating force; a second rotating shaft, connected to the first rotating shaft in a coaxial and counter-rotating manner; a threaded shaft, transmission-connected to the first rotating shaft; A lead screw nut, threadedly connected to the lead screw shaft, for generating a linear thrust acting on the friction plate; A shifting protrusion structure is fixedly arranged on the outer periphery of the second rotating shaft; A transmission member connected to the lead screw nut through a one-way rotation structure, the one-way rotation structure is used to allow the transmission member to drive the lead screw nut to rotate in the forward direction and prohibit the transmission member from driving the lead screw nut to rotate in the reverse direction, the transmission member is provided with a transmission groove extending along the circumference of the transmission member, the toggle protrusion structure is accommodated in the transmission groove in a manner of leaving a movable space along the circumference of the transmission member, the circumferential width of the movable space is configured to match the braking clearance of the friction plate, when the transmission member is just driven by the second rotating shaft, the toggle protrusion structure moves to the limit position stopped by the transmission groove, the friction plate just fits the friction disc, and the braking clearance of the friction plate is eliminated; And, a torque protector is configured to release the circumferential relative fixation between the one-way rotating structure and the screw nut when the braking clearance of the friction plate is eliminated, and at this time the one-way rotating structure produces idling relative to the screw nut, or to form circumferential relative fixation between the one-way rotating structure and the screw nut when the braking clearance of the friction plate exists, and at this time the one-way rotating structure and the screw nut move synchronously, the one-way rotating structure is arranged in the torque protector, the one-way rotating structure includes a one-way bearing, the one-way bearing is interference fit in the torque protector and cooperates with the transmission part, the middle gear ring is clamped between the two friction plates of the torque protector, the nut gear ring is welded and fixed to the screw nut, and the middle gear ring is meshed with the nut gear ring to realize self-adjustment of the gap.

2. The thrust actuator according to claim 1, characterized in that: The first rotating shaft is connected to the second rotating shaft via a commutator.

3. The thrust actuator according to claim 1, characterized in that: The transmission groove extends in the axial direction of the transmission member so that the transmission member can move in the axial direction.

4. The thrust actuator according to claim 1, characterized in that: It also includes an elastic member for acting on the lead screw nut.

5. A brake, characterized in that: The invention comprises a brake disc, a friction plate and a thrust actuator as claimed in claim 1, wherein the thrust actuator is connected to the friction plate in a transmission manner so that the friction plate performs a linear motion to fit or release the brake disc.

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