Dual pressure brake control device and wet brake

Abstract

This invention discloses a dual-pressure braking control device and a wet brake, comprising a first brake hub and a second brake hub coaxially distributed, and further comprising a drive assembly, a pressure plate, a first brake pad, a pressure bearing member, a second brake pad, and a gasket sequentially distributed along the axial direction of the first brake hub. An elastic reset assembly is provided between the pressure plate and the gasket, and a support spring is provided between the pressure bearing member and the gasket. It also includes a drive shaft, with the first brake hub fixedly mounted on the drive shaft and the second brake hub sleeved on the drive shaft; and a planetary reduction mechanism, including a planetary ring gear connected to the differential zero shaft, with the second brake hub connected to the planetary ring gear. This invention improves the braking control characteristics of the wet brake of the electric drive axle, controlling the braking torque and timing of power braking and differential braking, thereby improving braking characteristics and enhancing vehicle driving safety.

Description

Technical Field

[0001] This invention relates to the field of electric drive axle technology, and in particular to a dual-pressure braking control device and a wet brake. Background Technology

[0002] In the prior art, the braking mechanisms in vehicles that use brake pads (including dynamic friction pads and static friction pads) and brake drums require separate drive components for individual braking, and there is no correlation between the braking control devices of the related mechanisms. For example, clutches, differentials, or wet brakes can all use brake pads for braking. In existing vehicles, there are many problems with using separate or simultaneous braking control for related mechanisms: (1) When controlled separately, multiple braking control devices are used, which are complex to install and occupy a lot of space; (2) When controlled simultaneously, the functions of mechanisms such as differentials are limited, and the braking performance of the vehicle is low.

[0003] In tracked vehicles, the braking control characteristics of wet brakes on electric drive axles are relatively simple. When the vehicle brakes, the differential and motor shaft brake simultaneously. The differential system that brakes the wheels affects the vehicle's steering system. Braking the motor while simultaneously braking the differential can easily cause the vehicle to lose control, resulting in low driving safety performance.

[0004] For example, Chinese Patent Publication No. CN103465777B, published on January 20, 2016, entitled "Dual Differential Electromechanical Composite Transmission Device for Tracked Vehicles," comprises two drive motors, two sets of three-speed planetary transmission mechanisms, a left-side planetary gear set, a right-side planetary gear set, two zero-axis shafts connecting the left and right planetary gear sets, four pairs of connecting gears, two sets of reduction planetary gear sets, two sets of main brakes, and two sets of side reduction mechanisms. This invention uses only two drive motors and arranges two planetary gear sets, connecting the two differentials through two zero-axis shafts similar to a dual-power-flow drive configuration.

[0005] The drawback of the existing patent is that the electric drive axle controls the power braking and differential braking at the same time. The braking motor brakes the differential at the same time, resulting in low braking performance of the vehicle. When braking, the differential is braked, which can easily cause the vehicle to lose control. Summary of the Invention

[0006] The purpose of this invention is to solve the problem that the lack of correlation between the braking control devices of a vehicle in the prior art reduces the braking control performance. This invention provides a dual-pressure braking control device that uses segmented control to control different mechanisms, thereby improving braking performance and reducing the space occupied by components.

[0007] The second objective of this invention is to solve the problem in the prior art where the power braking and differential braking of the electric drive axle are controlled simultaneously, and the differential is braked while the brake motor is braking, which can easily cause the vehicle to lose control. This invention provides a wet brake that controls the power braking and differential braking of the vehicle separately and sequentially, thereby improving the vehicle's braking characteristics and enhancing its driving safety.

[0008] To achieve the above objectives, the present invention adopts the following technical solution:

[0009] A dual-pressure braking control device includes a first brake hub and a second brake hub coaxially distributed, and further includes a drive assembly, a pressure plate, a first brake pad, a pressure bearing member, a second brake pad, and a gasket sequentially distributed along the axial direction of the first brake hub. An elastic reset assembly is provided between the pressure plate and the gasket, and a support spring is provided between the pressure bearing member and the gasket. The first brake pad is sleeved on the first brake hub to brake the first brake hub, and the second brake pad is sleeved on the second brake hub to brake the second brake hub. This solution controls the braking of two mechanisms with a single dual-pressure braking control device. In the prior art, the first or second brake hub is located on or sleeved on the output shaft, and can be located in a clutch, a wet brake, or connected to a differential. This solution integrates the braking control mechanisms of two systems into one device, employing a sequential control method to brake the two systems in stages. For example, the first brake hub is fixed on the drive shaft, and the second brake hub is fitted onto the drive shaft. The second brake hub is connected to the differential or clutch via a rotating component. Thus, the dual-pressure braking control device in this solution can perform segmented braking control, braking the first brake hub first and then the second brake hub. This solves the problem in existing vehicles where related mechanisms use separate braking control or simultaneous braking control, resulting in a lack of correlation between the mechanisms. It also eliminates the need for another braking control device, simplifies the spatial arrangement of components, and reduces the space occupied by components.

[0010] Preferably, the pressure-bearing member is sleeved on the outside of the first brake hub and the second brake hub. There is a gap between the inner circle of the pressure-bearing member and the outer wall of the first brake hub, and a gap between the inner circle of the pressure-bearing member and the outer wall of the second brake hub. The pressure-bearing member moves along the axial direction of the drive shaft without affecting the first and second brake hubs.

[0011] A wet brake, comprising the dual-pressure brake control device as described in any one of the preceding claims, further comprising:

[0012] A drive shaft is driven by a drive motor, a first brake hub is fixedly mounted on the drive shaft, and a second brake hub is sleeved on the drive shaft;

[0013] A planetary reduction mechanism, comprising a planetary ring gear connected to the differential zero shaft, and a second brake hub connected to the planetary ring gear, is provided. This solution improves the braking control characteristics of the wet brakes of the electric drive axle by controlling the braking torque and timing of power braking and differential braking, thereby improving braking characteristics and enhancing vehicle driving safety. This design uses several support springs to provide back pressure for the bearing components of the wet brake pads on the brake motor shaft. The planetary gear ring is connected to the differential zero shaft and the external circulation differential system through a transmission mechanism. In this design, the drive component uses a brake cylinder. The brake cylinder injects oil to drive the pressure plate to press the first brake pad. The first brake pad (which includes a first static friction pad connected to the housing and a first dynamic friction pad connected to the first brake hub) brakes the first brake hub through friction. The first brake hub brakes the motor shaft, and the motor shaft brakes the sun gear. The sun gear is transmitted to the output end of the planetary carrier through the planetary gear system to brake the wheels. At this time, the thrust applied by the brake cylinder, pressure plate, and first brake pad to the bearing component is less than the back pressure spring force of the bearing component, and the support spring does not deform. At this time, the dual-pressure braking mechanism only brakes the motor shaft and does not affect the differential system of the wheels. Therefore, the vehicle's steering system is not affected by braking, and the vehicle can still be steered, preventing loss of vehicle control. When the brake cylinder further drives the pressure plate to press the first brake pad, the thrust exerted by the brake cylinder, pressure plate, and first brake pad on the bearing member is greater than the back pressure spring force of the bearing member. This drives the bearing member to press the second brake pad (the second brake pad includes a second static friction pad connected to the housing and a second dynamic friction pad connected to the second brake drum). The second brake pad brakes the second brake drum, and the second brake drum brakes the planetary gear differential function. At this time, the planetary gear system is subject to two constraints, and the vehicle wheels are fully braked to prevent the risk of wheel slippage or rotation due to the differential. Therefore, braking the differential fully brakes the wheels.

[0014] Preferably, the dual-pressure braking control device further includes a housing, with a spline on the outer wall of the pressure-bearing member, the spline engaging with the inner wall of the housing, the pressure-bearing member moving along the axial direction of the drive shaft, and the gasket fixedly connected to the housing. The inner wall of the housing has a moving groove that engages with the spline on the pressure-bearing member, allowing the pressure-bearing member to move only along the axial direction of the drive shaft, but preventing rotation.

[0015] Preferably, the planetary reduction mechanism further includes a planet carrier, a planetary gear train rotatably mounted on the planet carrier via bearings, and a sun gear that meshes with the planetary gear train. The sun gear is located at the output end of the drive shaft. The sun gear is driven to the output end of the planet carrier via the planetary gear train.

[0016] Preferably, the planetary ring gear includes an internal gear that meshes with the planetary gear train and a differential gear connected to the internal gear. The outer wall of the differential gear has external gear teeth for connecting to the differential's zero shaft. The differential gear is connected to the second brake drum. There is no rotation between the differential gear and the internal gear, and no rotation between the differential gear and the second brake drum.

[0017] Preferably, the elastic reset assembly and the support spring are coaxially arranged, with the elastic reset assembly passing through the pressure-bearing member. The elastic reset assembly includes a guide pin and a helical spring connected to the guide pin at one end. The axis of the helical spring is horizontally aligned with the axis of the support spring. The elastic reset assembly is circumferentially distributed according to the central axis of the drive shaft, and the support spring is circumferentially distributed according to the central axis of the pressure-bearing member. In this embodiment, the support spring is sleeved on the elastic reset assembly.

[0018] Preferably, the drive shaft includes a motor shaft for a drive motor and an output shaft coaxially arranged with the motor shaft. The sun gear is located at the output end of the output shaft, and the motor shaft and the output shaft are connected via a first brake hub. The first brake hub and the second brake hub are coaxially arranged, and there is a gap between the inner wall of the second brake hub and the outer wall of the drive shaft. This ensures that the second brake hub and the drive shaft do not interfere with each other. There is no rotation between any pair of the motor shaft, the output shaft, and the first brake hub.

[0019] Preferably, the drive assembly pushes the pressure plate against the elastic reset assembly towards the first brake pad. At this time, the thrust of the drive assembly pressing the pressure plate and the first brake pad against the bearing member is less than the back pressure of the bearing member, the support spring does not deform, and the first brake pad initially brakes the drive axle wheel. The initial wheel braking only brakes the motor shaft. At this time, the vehicle's differential is not affected, and the vehicle can still be steered. On uneven roads, slopes, and other road surfaces, the differential is unaffected, preventing wheel loss of control and allowing the vehicle to stop safely.

[0020] Preferably, the drive assembly continues to drive the pressure plate to overcome the elastic reset assembly and press it towards the second brake pad. At this time, the thrust of the drive assembly pressing the pressure plate and the first brake pad onto the bearing member is greater than the back pressure of the bearing member. The pressure plate and the first brake pad drive the bearing member to overcome the support spring and press the second brake pad onto the pad. The support spring deforms, and the second brake pad brakes the planetary ring gear. At this time, the differential system is braked, and the wheels are fully braked. After the vehicle comes to a stop, the wheels are fully braked to prevent the wheels from slipping left or right due to the differential.

[0021] Therefore, the present invention has the following beneficial effects: it improves the braking control characteristics of the wet brake of the electric drive axle, controls the braking torque and timing of power braking and differential braking, improves braking characteristics, and enhances vehicle driving safety. Attached Figure Description

[0022] Figure 1 This is a schematic diagram of a structure according to Embodiment 1 of the present invention.

[0023] Figure 2 This is a cross-sectional view of Embodiment 1 of the present invention.

[0024] Figure 3 This is a cross-sectional view of Embodiment 2 of the present invention.

[0025] Figure 4 This is a schematic diagram of a structure according to Embodiment 2 of the present invention.

[0026] Figure 5 yes Figure 4 A cross-sectional view at point AA.

[0027] Figure 6 This is a schematic diagram of a planetary deceleration mechanism and a dual-pressure braking mechanism in Embodiment 2 of the present invention.

[0028] Figure 7 This is a schematic diagram of a pressure-bearing component in Embodiment 2 of the present invention.

[0029] Figure 8 This is an exploded view of the planetary gear ring in Embodiment 2 of the present invention.

[0030] Figure 9 yes Figure 5 A magnified view of a section at point B in the middle.

[0031] As shown in the picture:

[0032] Drive motor 1

[0033] Planetary reduction mechanism 2, internal gear 2.1, differential gear 2.2, planet carrier 2.3, planetary gear train 2.4, sun gear 2.5

[0034] Differential zero shaft 3

[0035] Dual-pressure braking mechanism 4, pressure plate 4.1, first brake pad 4.2, pressure bearing component 4.3, second brake pad 4.4, washer 4.5, elastic return assembly 4.6, support spring 4.7, first brake drum 4.8, second brake drum 4.9

[0036] 5. Housing; 6. Motor shaft; 7. Output shaft. Detailed Implementation

[0037] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the present invention will be further described below in conjunction with the accompanying drawings and specific embodiments.

[0038] Example 1, as Figures 1 to 2The illustrated dual-pressure braking control device includes a first brake hub 4.8 and a second brake hub 4.9 coaxially distributed. It also includes a drive assembly, a pressure plate 4.1, a first brake pad 4.2, a pressure bearing member 4.3, a second brake pad 4.4, and a gasket 4.5 sequentially distributed along the axial direction of the first brake hub 4.8. An elastic reset assembly 4.6 is provided between the pressure plate 4.1 and the gasket 4.5. A support spring 4.7 is provided between the pressure bearing member 4.3 and the gasket 4.5. The first brake pad 4.2 is sleeved on the first brake hub 4.8 for braking the first brake hub 4.8, and the second brake pad 4.4 is sleeved on the second brake hub 4.9 for braking the second brake hub 4.9. This solution controls the braking of two mechanisms with a single dual-pressure braking control device. In the prior art, the first brake hub 4.8 or the second brake hub 4.9 is mounted on or sleeved on the output shaft 7, and can be located in a clutch, a wet brake, or connected to a differential. This solution integrates the braking control mechanisms of two devices into one unit, employing a sequential control method to brake the two mechanisms in stages. For example, the first brake hub 4.8 is fixed on the drive shaft, and the second brake hub 4.9 is fitted onto the drive shaft. The second brake hub 4.9 is connected to the differential or clutch via a rotating component. Thus, the dual-pressure braking control device in this solution can perform segmented braking control, braking the first brake hub 4.8 first, and then braking the second brake hub 4.9. This solves the problem in existing vehicles where related mechanisms use separate braking control or simultaneous braking control, resulting in a lack of correlation between the mechanisms. It also eliminates the need for another braking control device, simplifies the spatial arrangement of components, and reduces the space occupied by components.

[0039] Furthermore, as shown in the figure, the pressure-bearing member 4.3 is sleeved on the outside of the first brake hub 4.8 and the second brake hub 4.9. There is a gap between the inner circle of the pressure-bearing member 4.3 and the outer wall of the first brake hub 4.8, and a gap between the inner circle of the pressure-bearing member 4.3 and the outer wall of the second brake hub 4.9. The pressure-bearing member 4.3 moves along the axial direction of the drive shaft and does not affect the first brake hub 4.8 and the second brake hub 4.9.

[0040] Example 2, as Figures 1 to 9The wet brake shown includes a dual-pressure brake control device according to any one of the preceding claims. The dual-pressure brake control device includes a first brake hub 4.8 and a second brake hub 4.9 coaxially distributed, and further includes a drive assembly, a pressure plate 4.1, a first brake pad 4.2, a pressure bearing member 4.3, a second brake pad 4.4, and a gasket 4.5 sequentially distributed along the axial direction of the first brake hub 4.8. An elastic reset assembly 4.6 is provided between the pressure plate 4.1 and the gasket 4.5, and a support spring 4.7 is provided between the pressure bearing member 4.3 and the gasket 4.5. The first brake pad 4.2 is sleeved on the first brake hub 4.8 for braking the first brake hub 4.8, and the second brake pad 4.4 is sleeved on the second brake hub 4.9 for braking the second brake hub 4.9. It also includes a drive shaft, which is driven by a drive motor 1. The first brake hub 4.8 is fixedly mounted on the drive shaft, and the second brake hub 4.9 is sleeved on the drive shaft.

[0041] Planetary reduction mechanism 2, which includes a planetary gear ring, is connected to the differential zero shaft 3, and the second brake hub 4.9 is connected to the planetary gear ring.

[0042] The wet brake described in the above embodiments uses several support springs 4.7 to provide back pressure for the pressure-bearing component 4.3 of the wet brake pads on the brake motor shaft 6. The planetary ring gear is connected to the differential zero shaft 3 via a transmission mechanism, which in turn connects to the external circulation differential system. This controls the braking torque and timing of both power braking and differential braking, improving the braking control characteristics of the wet brake in the electric drive axle, thus enhancing braking performance and improving vehicle safety. This solves the problem in existing technologies where simultaneous control of power braking and differential braking in the electric drive axle results in low vehicle braking performance and the risk of loss of vehicle control due to differential braking. This solution improves the braking control characteristics of the wet brake in the electric drive axle by controlling the braking torque and timing of both power braking and differential braking, thereby enhancing braking performance and improving vehicle safety. In this design, the pressure-bearing component 4.3 of the wet brake pads on the brake motor shaft 6 is back-pressed by several support springs 4.7. The planetary gear ring is connected to the differential zero shaft 3 via a transmission mechanism, which is connected to the external circulation differential system. In this design, the drive assembly uses a brake cylinder. The brake cylinder's oil inlet drives the pressure plate 4.1 to press the first brake pad 4.2. The first brake pad 4.2 (which includes a first static friction pad connected to the housing 5 and a first dynamic friction pad connected to the first brake drum 4.8) brakes the first brake drum 4.8 through friction. 8. Brake motor shaft 6, motor shaft 6 brakes sun gear 2.5, sun gear 2.5 is transmitted to the output end of planet carrier 2.3 through planetary gear train 2.4 to brake the wheel. At this time, the thrust applied to the bearing member 4.3 by the brake cylinder, pressure plate 4.1 and first brake pad 4.2 is less than the back pressure spring force of bearing member 4.3, and the support spring 4.7 does not deform. At this time, the dual-pressure braking mechanism 4 only brakes motor shaft 6 and does not affect the differential system of the wheel. Therefore, the vehicle steering system is not affected by braking, the vehicle can still be steered, and the vehicle can be prevented from losing control. When the brake cylinder further drives the pressure plate 4.1 to press the first brake pad 4.2, the thrust exerted by the brake cylinder, pressure plate 4.1, and first brake pad 4.2 on the bearing member 4.3 is greater than the back pressure spring force of the bearing member 4.3, driving the bearing member 4.3 to press the second brake pad 4.4 (the second brake pad 4.4 includes a second static friction pad connected to the housing 5 and a second dynamic friction pad connected to the second brake hub 4.9). The second brake pad 4.4 brakes the second brake hub 4.9, and the second brake hub 4.9 brakes the planetary gear differential function. At this time, the planetary gear train 2.4 is subject to two constraints, and the wheels of the vehicle are fully braked to prevent the risk of the wheels slipping or rotating due to the differential. Therefore, braking the differential makes the wheels fully braked.

[0043] State 1: The drive assembly pushes the pressure plate 4.1 against the elastic reset assembly 4.6 towards the first brake pad 4.2. At this time, the thrust of the drive assembly pressing the pressure plate 4.1 and the first brake pad 4.2 against the pressure member 4.3 is less than the back pressure of the pressure member 4.3, the support spring 4.7 does not deform, and the first brake pad 4.2 initially brakes the drive axle wheel. The initial wheel braking only brakes the motor shaft 6. At this time, the vehicle's differential is not affected, and the vehicle can still be steered. On uneven roads, slopes, and other road surfaces, the differential is unaffected, preventing wheel loss of control and allowing the vehicle to stop safely.

[0044] State 2: The drive assembly continues to drive the pressure plate 4.1 to overcome the elastic reset assembly 4.6 and press it towards the second brake pad 4.4. At this time, the thrust of the drive assembly pressing the pressure plate 4.1 and the first brake pad 4.2 onto the bearing member 4.3 is greater than the back pressure of the bearing member 4.3. The pressure plate 4.1 and the first brake pad 4.2 drive the bearing member 4.3 to overcome the support spring 4.7 and press the second brake pad 4.4 onto the gasket 4.5. The support spring 4.7 deforms, and the second brake pad 4.4 brakes the planetary ring gear. At this time, the differential system is braked, and the wheels are fully braked. After the vehicle comes to a stop, the wheels are fully braked to prevent the wheels from slipping left or right due to the differential.

[0045] Furthermore, such as Figure 1 , Figure 3 As shown, the pressure-bearing component 4.3 is sleeved on the outer side of the first brake hub 4.8 and the second brake hub 4.9. There is a gap between the inner circle of the pressure-bearing component 4.3 and the outer wall of the first brake hub 4.8, and a gap between the inner circle of the pressure-bearing component 4.3 and the outer wall of the second brake hub 4.9. The pressure-bearing component 4.3 moves along the axial direction of the drive shaft and does not affect the first brake hub 4.8 and the second brake hub 4.9.

[0046] Furthermore, such as Figure 3 As shown, the dual-pressure braking control device also includes a housing 5. A spline is provided on the outer wall of the pressure-bearing member 4.3, which mates with the inner wall of the housing 5. The pressure-bearing member 4.3 moves along the axial direction of the drive shaft. A gasket 4.5 is fixedly connected to the housing 5. A moving groove is provided on the inner wall of the housing 5, which mates with the spline on the pressure-bearing member 4.3. The pressure-bearing member 4.3 can only move along the axial direction of the drive shaft, but it does not rotate.

[0047] Furthermore, such as Figure 6As shown, the planetary reduction mechanism 2 also includes a planet carrier 2.3, a planetary gear train 2.4 rotatably mounted on the planet carrier 2.3 via bearings, and a sun gear 2.5 that mates with the planetary gear train 2.4. The sun gear 2.5 is located at the output end of the drive shaft. The sun gear 2.5 is driven to the output end of the planet carrier via the planetary gear train 2.4. The planetary ring gear includes an internal gear 2.1 that mates with the planetary gear train 2.4 and a differential gear 2.2 connected to the internal gear 2.1. The outer wall of the differential gear 2.2 has external gear teeth for connecting to the differential zero shaft 3. The differential gear 2.2 is connected to the second brake hub 4.9. There is no rotation between the differential gear 2.2 and the internal gear 2.1, and no rotation between the differential gear 2.2 and the second brake hub 4.9.

[0048] Furthermore, such as Figure 9 As shown, the elastic reset assembly 4.6 and the support spring 4.7 are coaxially arranged, with the elastic reset assembly 4.6 passing through the pressure bearing member 4.3. The elastic reset assembly 4.6 includes a guide pin and a helical spring connected to the guide pin at one end. The axis of the helical spring is horizontally aligned with the axis of the support spring 4.7. The elastic reset assembly 4.6 is circumferentially distributed according to the central axis of the drive shaft, and the support spring 4.7 is circumferentially distributed according to the central axis of the pressure bearing member 4.3. In this design, the support spring 4.7 is sleeved on the elastic reset assembly 4.6.

[0049] Furthermore, such as Figure 3 , Figure 5 As shown, the drive shaft includes a motor shaft 6 of the drive motor 1 and an output shaft 7 coaxially arranged with the motor shaft 6. A sun gear 2.5 is located at the output end of the output shaft 7. The motor shaft 6 and the output shaft 7 are connected via a first brake hub 4.8. The first brake hub 4.8 and a second brake hub 4.9 are coaxially arranged, and there is a gap between the inner wall of the second brake hub 4.9 and the outer wall of the drive shaft. This ensures that the second brake hub 4.9 and the drive shaft do not interfere with each other. The motor shaft 6, the output shaft 7, and the first brake hub 4.8 do not rotate relative to each other.

[0050] The specific embodiments described above are merely preferred embodiments of the present invention and are not intended to limit the scope of the invention. All equivalent variations made in accordance with the shape and structure of the present invention should be included within the scope of protection of the present invention.

Claims

1. A dual-pressure braking control device, comprising a first brake hub and a second brake hub coaxially distributed, characterized in that, It also includes a drive assembly, a pressure plate, a first brake pad, a pressure bearing member, a second brake pad, and a gasket that are sequentially distributed along the axial direction of the first brake hub. An elastic reset assembly is provided between the pressure plate and the gasket, and a support spring is provided between the pressure bearing member and the gasket. The first brake pad is sleeved on the first brake hub to brake the first brake hub, and the second brake pad is sleeved on the second brake hub to brake the second brake hub. The drive assembly drives the pressure plate to overcome the elastic reset assembly and press it towards the first brake pad. At this time, the thrust of the drive assembly pressing the pressure plate and the first brake pad onto the bearing member is less than the back pressure of the bearing member. The drive assembly continues to drive the pressure plate to overcome the elastic reset assembly and press it towards the second brake pad. At this time, the thrust of the drive assembly pressing the pressure plate and the first brake pad onto the bearing member is greater than the back pressure of the bearing member. The pressure plate and the first brake pad drive the bearing member to overcome the support spring and press the second brake pad onto the pad.

2. The dual-pressure braking control device according to claim 1, characterized in that, The pressure-bearing component is sleeved on the outside of the first brake hub and the second brake hub.

3. A wet brake, comprising the dual-pressure brake control device as described in any one of claims 1-2, characterized in that, Also includes: A drive shaft is driven by a drive motor, a first brake hub is fixedly mounted on the drive shaft, and a second brake hub is sleeved on the drive shaft; A planetary reduction mechanism, comprising a planetary ring gear connected to the differential zero shaft, and a second brake hub connected to the planetary ring gear.

4. A wet brake according to claim 3, characterized in that, The dual-pressure braking control device also includes a housing, and a spline is provided on the outer wall of the pressure-bearing component. The spline mates with the inner side wall of the housing. The pressure-bearing component moves along the axial direction of the drive shaft, and the pad is fixedly connected to the housing.

5. A wet brake according to claim 3, characterized in that, The planetary reduction mechanism also includes a planet carrier, a planetary gear train rotatably mounted on the planet carrier via bearings, and a sun gear that cooperates with the planetary gear train. The sun gear is located at the output end of the drive shaft.

6. A wet brake according to claim 5, characterized in that, The planetary ring gear includes an internal gear that meshes with the planetary gear train and a differential gear that connects to the internal gear. The outer side wall of the differential gear is provided with outer gear teeth for connecting to the zero shaft of the differential. The differential gear is connected to the second brake hub.

7. A wet brake according to claim 3, characterized in that, The elastic reset component and the support spring are coaxially arranged, and the elastic reset component passes through the pressure-bearing member.

8. A wet brake according to claim 5 or 6, characterized in that, The drive shaft includes a motor shaft for a drive motor and an output shaft coaxially arranged with the motor shaft. The sun gear is located at the output end of the output shaft, and the motor shaft and the output shaft are connected by a first brake hub.

9. A wet brake according to claim 3, 4, 5, 6, or 7, characterized in that, The drive assembly drives the pressure plate to overcome the elastic reset assembly and press it towards the first brake pad. At this time, the thrust of the drive assembly pressing the pressure plate and the first brake pad onto the bearing member is less than the back pressure of the bearing member. The support spring does not deform, and the first brake pad brakes the drive shaft wheel and is initially braked.

10. A wet brake according to claim 9, characterized in that, The drive assembly continues to drive the pressure plate to overcome the elastic reset assembly and press it towards the second brake pad. At this time, the thrust of the drive assembly pressing the pressure plate and the first brake pad onto the bearing member is greater than the back pressure of the bearing member. The pressure plate and the first brake pad drive the bearing member to overcome the support spring and press the second brake pad onto the pad. The support spring deforms, and the second brake pad brakes the planetary gear ring. At this time, the differential system is braked, and the wheels are fully braked.

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