Vehicle brake, electromechanical brake device, and vehicle

Abstract

The embodiment of the present application provides a vehicle brake, an electronic mechanical brake device and a vehicle. The vehicle brake comprises a caliper body, a friction plate, an elastic member and a stress detection member. The caliper body comprises a fixed part and a transmission part. The elastic member is located on one side of the friction plate. The caliper body is connected with the vehicle body through the fixed part, and the driving mechanism drives the friction plate to move along the axial direction of the brake disc towards the brake disc through the transmission part, so that the spring body part of the elastic member is deformed. The stress detection member is fixedly connected to the surface of the spring body part of the elastic member, and outputs a stress detection signal according to the deformation of the spring body part of the elastic member. The vehicle brake, the electronic mechanical brake device and the vehicle provided by the embodiment of the present application can judge the current brake clamping force according to the stress detection signal, so as to realize the closed-loop control of the driving mechanism, and further improve the reliability of the electronic mechanical brake device.

Description

TECHNICAL FIELD

[0001] Embodiments of the present application relate to the technical field of electronic mechanical braking, in particular to a vehicle brake, an electronic mechanical braking device and a vehicle. BACKGROUND

[0002] An electronic mechanical braking system (EMB) is a braking system that uses a motor to drive a mechanical structure to push a friction plate to clamp a brake disc to generate braking. In the braking process, the braking clamping force is determined by controlling the rotation speed and angle of the motor. When the braking clamping force is greater than a critical value, locking occurs. When the braking clamping force is small, the vehicle speed may not be reduced. Therefore, the size of the braking clamping force affects the reliability of the electronic mechanical braking system, and thus affects the driving safety of the vehicle. Accordingly, how to accurately measure the size of the braking clamping force and ensure the reliability of the electronic mechanical braking system becomes a problem to be solved. SUMMARY

[0003] Embodiments of the present application provide a vehicle brake, an electronic mechanical braking device and a vehicle, which can realize closed-loop braking control according to the braking clamping force, and can improve the reliability of the electronic mechanical braking device.

[0004] The first aspect of the present application provides a vehicle brake, which at least includes a caliper body, a friction plate, an elastic member and a stress detection member. The caliper body includes a fixed part and a transmission part, the fixed part is used to be connected with a vehicle body of the vehicle, and the transmission part is used to be transmission connected with the friction plate and a driving mechanism, the driving mechanism drives the friction plate to move along the axial direction of a brake disc of the vehicle through the transmission part. The elastic member is located on one side of the friction plate, and the friction plate moves along the axial direction of the brake disc towards the brake disc to make the spring body part of the elastic member deform. The stress detection member is fixedly connected to the surface of the spring body part of the elastic member, and the stress detection member is used to output a stress detection signal according to the deformation of the spring body part of the elastic member.

[0005] When the friction plate clamps the brake disc, the braking clamping force between the brake disc and the friction plate makes the spring body part of the elastic member deform, and the stress detection member outputs a stress detection signal according to the deformation of the spring body part. According to the stress detection signal, the size of the current braking clamping force can be obtained, so that it can be judged whether the current braking clamping force is equal to a preset braking clamping force. Correspondingly, the driving mechanism can adjust the driving force of the driving mechanism according to the stress detection signal output by the stress detection member, so as to improve the accuracy of the braking clamping force and improve the reliability of the electronic mechanical braking device.

[0006] In a possible implementation, the axis of the elastic member is parallel to the axial direction of the brake disc, the friction plate and the transmission part, and the elastic member is arranged between the friction plate and the transmission part or between the friction plate and the brake disc. In this way, the elastic member can be subjected to the brake clamping force between the friction plate and the brake disc, and the stress detection member can output the stress detection signal.

[0007] In a possible implementation, the number of the friction plates is two, the two friction plates are arranged opposite to each other along the axial direction of the brake disc, one of the friction plates is connected to the fixed part of the caliper body, and the other friction plate is connected to the transmission part of the caliper body, and the number of the elastic members is two, wherein: the two elastic members are arranged between one of the friction plates and the brake disc and between the other friction plate and the brake disc, respectively. Alternatively, the two elastic members are arranged between one of the friction plates and the brake disc and between the other friction plate and the transmission part, respectively. By arranging two elastic members, the accuracy of the brake clamping force obtained according to the stress detection signal can be improved, and the reliability of the electromechanical brake device can be further improved.

[0008] In a possible implementation, the elastic member further includes a housing part and a movable part, and the spring body part is a disc spring. The housing part has a receiving cavity and a connecting opening, the connecting opening is in communication with the receiving cavity, the receiving cavity is used to accommodate the spring body part and the stress detection member, the spring body part includes two inclined segments along the radial cross section of the elastic member, the two inclined segments are symmetrical along the axis of the elastic member, the spring body part includes an outer surface facing the connecting opening and an inner surface facing the bottom of the receiving cavity along the axial direction of the elastic member, and the stress detection member is arranged on at least one of the inner surface and the outer surface of the spring body part. The movable part is used to be driven by one of the friction plate, the brake disc and the transmission part and to move along the axis of the elastic member through the connecting opening, and when the movable part moves along the axis of the elastic member towards the spring body part, the spring body part is deformed so that the inclination angles of the two inclined segments are reduced.

[0009] The disc spring is used as the spring body part of the elastic member, a larger strain difference can be obtained, and the accuracy of the brake clamping force can be improved. In addition, because the high stress range of the disc spring is large, the deviation caused by the bonding position of the stress detection member will not reduce the accuracy of the brake clamping force. In addition, because the axial size of the disc spring is small and the radial size is large, the size of the elastic member in the axial direction can be reduced, and the elastic member can avoid occupying too much space in the axial direction.

[0010] In a possible implementation, the movable part comprises at least one avoiding notch towards one end of the spring body part, the avoiding notch being used for avoiding the stress detection member arranged on the outer surface of the spring body part, so that the stress detection member can be arranged at the maximum compressive stress of the spring body part, and thus the accuracy of the brake clamping force can be improved.

[0011] In a possible implementation, the bottom of the accommodating cavity comprises at least one avoiding groove, the avoiding groove being used for avoiding the stress detection member arranged on the inner surface of the spring body part, so that on one hand, the stress detection member can be arranged at the maximum tensile stress of the spring body part, and thus the accuracy of the brake clamping force can be improved, and on the other hand, the stress detection member can be prevented from being damaged due to the abutment between the stress detection member and the bottom of the accommodating cavity when the spring body part is deformed along the axial direction of the elastic member.

[0012] In a possible implementation, the movable part is provided with a wire passing hole towards the surface of the cavity wall of the accommodating cavity, the wire passing hole being used for ensuring the output of the stress detection signal.

[0013] In a possible implementation, the shell part further has a wire passing opening, the wire passing opening being in communication with the accommodating cavity, and the wire passing opening being used for ensuring the output of the stress detection signal.

[0014] In a possible implementation, the shell part of the elastic member is fixed to the friction plate, and the movable part of the elastic member is towards the brake disc. Alternatively, the shell part of the elastic member is fixed to the brake disc, and the movable part of the elastic member is towards the friction plate. Alternatively, the shell part of the elastic member is fixed to the transmission part, and the movable part of the elastic member is towards the friction plate. Alternatively, the shell part of the elastic member is fixed to the friction plate, and the movable part of the elastic member is towards the transmission part.

[0015] In a possible implementation, the spring body part comprises an outer surface and an inner surface along the axial direction of the elastic member, the stress detection member comprises at least one of a tensile stress detection member and a compressive stress detection member, the tensile stress detection member is arranged on the inner surface of the spring body part and is used for outputting a tensile stress detection signal when the spring body part is deformed, and the compressive stress detection member is arranged on the outer surface of the spring body part and is used for outputting a compressive stress detection signal when the spring body part is deformed. In this way, the brake clamping force can be obtained according to at least one of the tensile stress detection signal and the compressive stress detection signal.

[0016] In a possible implementation, the stress detecting member comprises at least one set of detecting members, each set of detecting members comprising one tensile stress detecting member and one compressive stress detecting member, the compressive stress detecting member and the tensile stress detecting member of each set of detecting members are arranged on the outer surface and the inner surface of the spring body respectively. The compressive stress detecting member and the tensile stress detecting member of each set of detecting members are stacked. Alternatively, the compressive stress detecting member and the tensile stress detecting member of each set of detecting members are spaced apart. In this way, the accuracy of the brake clamping force can be improved.

[0017] In a possible implementation, the outer surface and the inner surface of the spring body are annular, the stress detecting member comprises at least two sets of detecting members, each set of detecting members comprising one tensile stress detecting member and one compressive stress detecting member, wherein the at least two tensile stress detecting members are arranged along the circumference of the inner surface of the spring body, and the at least two compressive stress detecting members are arranged along the circumference of the outer surface of the spring body. In this way, the accuracy of the brake clamping force can be improved.

[0018] In a possible implementation, the compressive stress detecting member is located on the outer surface of the spring body close to the inner diameter edge. The tensile stress detecting member is located on the inner surface of the spring body close to the inner diameter edge, or the tensile stress detecting member is located on the inner surface of the spring body close to the outer diameter edge. In this way, the accuracy of the brake clamping force can be improved.

[0019] In a possible implementation, at least one of the compressive stress detecting member or the tensile stress detecting member is configured to output the stress detecting signal to a control device of the driving mechanism. The control device can calculate the deviation of the current brake clamping force from the brake clamping force required for braking according to the stress detecting signal, and adjust the driving force of the driving mechanism according to the deviation.

[0020] In a possible implementation, the compressive stress detecting member is a resistance strain gauge, and the resistance strain gauge is arranged on the outer surface of the spring body and bonded to the spring body.

[0021] In a possible implementation, the tensile stress detecting member is a resistance strain gauge, and the resistance strain gauge is arranged on the inner surface of the spring body and bonded to the spring body.

[0022] The second aspect of the present application provides an electromechanical brake device, comprising a driving mechanism and the vehicle brake as claimed in any one of the first aspect, the driving mechanism is in transmission connection with the friction plate of the vehicle brake through the transmission part of the vehicle brake. By comprising the vehicle brake, the reliability of the vehicle brake is high, thereby improving the reliability of the electromechanical brake device.

[0023] In a possible embodiment, the driving mechanism includes a reducer and a motor, the output shaft of the motor is connected to the transmission part of the vehicle brake through the reducer, and the motor drives the friction plate to move along the axial direction of the vehicle's brake disc through the transmission part and the reducer.

[0024] A third aspect of the present application provides a vehicle comprising a vehicle body, a brake disc, and the electromechanical brake device described in the second aspect, wherein a caliper member of the electromechanical brake device is fixedly connected to the vehicle body, and a friction pad of the electromechanical brake device is used to clamp the brake disc. The inclusion of the electromechanical brake device ensures normal vehicle operation, thereby improving vehicle safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] Figure 1 It is a structural schematic diagram of an electromechanical braking device;

[0026] Figure 2 A cross-sectional view of the elastic member and the stress detection member provided in the first embodiment of the present application;

[0027] Figure 3 for Figure 2 A front view of the embodiment shown with the elastic member of the housing portion removed;

[0028] Figure 4 A schematic structural diagram of a disc spring provided in an embodiment of the present application;

[0029] Figure 5 A schematic diagram of the first type of stress applied to the four upper points I to IV of the disc spring provided in an embodiment of the present application;

[0030] Figure 6 A schematic diagram of the second stress applied to the upper four points I to IV of the disc spring provided in an embodiment of the present application;

[0031] Figure 7 The maximum tensile stress point on the disc spring and D / d and h o / t relationship diagram;

[0032] Figure 8 A cross-sectional view showing a schematic arrangement of a stress detection member on a disc spring according to an embodiment of the present application;

[0033] Figure 9 A cross-sectional view showing another arrangement of a stress detection member on a disc spring according to an embodiment of the present application;

[0034] Figure 10 for Figure 8 a top view of the disc spring of the illustrated embodiment;

[0035] Figure 11 Figure 4 is a bottom view of the disc spring of the embodiment shown in Figure 1; Figure 8 Figure 5 is a top view of the disc spring of the embodiment shown in Figure 1;

[0036] Figure 12 Figure 6 is a bottom view of the disc spring of the embodiment shown in Figure 2; Figure 9 Figure 7 is a top view of the disc spring of the embodiment shown in Figure 2;

[0037] Figure 13 Figure 8 is a cross-sectional view of the elastic member and stress detection member cooperating with the second embodiment of the present application;

[0038] Figure 14 Figure 9 is a cross-sectional view of the elastic member and stress detection member cooperating with the third embodiment of the present application;

[0039] Figure 15 Figure 10 is a cross-sectional view of the elastic member and stress detection member cooperating with the fourth embodiment of the present application.

[0040] BRIEF DESCRIPTION OF THE DRAWINGS

[0041] 100, vehicle brake;

[0042] 10, elastic member;

[0043] 11, spring body part;

[0044] 12, housing part;

[0045] 121, accommodating cavity; 122, avoiding slot; 123, connecting opening; 124, threading opening;

[0046] 13, movable part;

[0047] 131, avoiding notch; 132, wire passing through hole; 133, main body segment; 1331, first main body segment; 1332, second main body segment; 134, annular segment;

[0048] 20, stress detection member; 21, compressive stress detection member; 22, tensile stress detection member;

[0049] 30, caliper member;

[0050] 31, fixed part; 311, brake caliper body;

[0051] 32, transmission part; 321, lead screw; 322, nut;

[0052] 40, friction plate

[0053] 50, cooperating part; 60, limiting part;

[0054] 71, first wire; 72, second wire;

[0055] 200, drive mechanism; 210, motor; 220, speed reducer; 230, control device;

[0056] 300, electromechanical brake device;

[0057] 400, brake disc. DETAILED DESCRIPTION

[0058] The embodiment of the present application provides a vehicle including a vehicle body, a vehicle wheel, a brake disc and an electromechanical brake device. The brake disc is fixedly connected to the vehicle wheel. The electromechanical brake device is fixedly connected to the vehicle, and the electromechanical brake device is used for clamping the brake disc to realize vehicle braking.

[0059] The vehicle can be an electric vehicle (EV), or can also be a pure electric vehicle (PEV / BEV), a hybrid electric vehicle (HEV), a range extended electric vehicle (REEV), a plug-in hybrid electric vehicle (PHEV), a new energy vehicle (NEV) and the like.

[0060] Figure 1 Fig. 1 is a structural schematic diagram of an electromechanical brake device. As shown in Fig. 1, the electromechanical brake device can include a drive mechanism 200 and a vehicle brake 100. Figure 1

[0061] In the embodiment of the present application, the vehicle brake 100 can include a caliper 30 and a friction plate 40. The caliper 30 can include a fixed part 31 and a transmission part 32. The fixed part 31 is used to be connected with the vehicle body of the vehicle, so as to install the vehicle brake 100 on the vehicle body.

[0062] In the embodiment of the present application, the drive mechanism 200 can include a speed reducer 220, a motor 210 and a control device 230. The output shaft of the motor 210 is drivingly connected with the transmission part 32 through the speed reducer 220. The motor 210 is drivingly connected with the friction plate 40 through the speed reducer 220 and the transmission part 32. The motor 210 drives the friction plate 40 to move along the axial direction of the brake disc 400 of the vehicle through the transmission part 32 and the speed reducer 220, so that the friction plate 40 can be close to the brake disc 400 to clamp the brake disc 400.

[0063] ​The control device 230 is electrically connected with the motor 210, and the control device 230 can implement current control on the motor 210 according to a brake signal, so as to control the rotating speed and angle of the motor 210. The brake signal can be that a driver steps on a brake pedal of the vehicle or presses an EPB button of the vehicle. After receiving the brake signal, the control device 230 controls the motor 210 to rotate, and the motor 210 drives the friction plate 40 to move towards the brake disc 400 through the transmission part 32 and the speed reducer 220, and the friction plate 40 clamps the brake disc 400, so as to realize vehicle braking.

[0064] During braking, the braking clamping force of the friction plate 40 clamping the brake disc 400 is positively correlated with the braking effect. For example, the greater the braking clamping force, the better the braking effect, and the shorter the time for the vehicle speed to slow down to a predetermined speed. Since the braking clamping force is generated by the rotation of the motor 210 through the transmission part 32 into linear motion, the braking clamping force is not directly generated, and thus there can be a deviation between the size of the braking clamping force for clamping the brake disc 400 and the braking clamping force required for braking, which can cause the actual braking clamping force to be less than or greater than the braking clamping force required for braking. It should be noted that the deviation can be caused by factors such as wear of the transmission part 32 due to long-term use, abnormal operation of the motor 210, vehicle vibration, etc.

[0065] When the actual braking clamping force is less than the braking clamping force required for braking, the vehicle speed can be reduced for too long, and the vehicle speed can not be reduced, etc. When the actual braking clamping force is greater than the braking clamping force required for braking, the vehicle can be locked, which affects driving safety. Therefore, how to accurately measure the braking clamping force and ensure the reliability of the electromechanical brake device 300 becomes a problem to be solved.

[0066] Therefore, in view of this, the embodiment of the present application provides a vehicle brake 100, an electromechanical brake device and a vehicle.

[0067] The friction plate 40 of the vehicle brake 100 provided by the embodiment of the present application can clamp the brake disc 400, and the driving mechanism 200 can adjust the driving force of the driving mechanism 200 according to the deviation between the current braking clamping force and the braking clamping force required for braking, so that the current braking clamping force becomes the braking clamping force required for braking. Therefore, the accuracy of the braking clamping force can be improved, closed-loop brake control can be realized, and thus the electromechanical brake device 300 can better perform brake adjustment, and the reliability of the electromechanical brake device 300 can be improved.

[0068] The implementation of the vehicle brake 100 provided by the embodiment of the present application will be described below.

[0069] Referring toFigure 1 As shown, the vehicle brake 100 provided by the embodiments of the present application can include a caliper 30, a friction plate 40, an elastic member 10 and a stress detection member 20. The caliper 30 can include a fixed part 31 and a transmission part 32. The fixed part 31 is used to be connected with a vehicle body of a vehicle, so that the vehicle brake 100 can be installed on the vehicle body of the vehicle. The transmission part 32 is used to be transmissionally connected with the friction plate 40 and a driving mechanism 200, so that the driving mechanism 200 can drive the friction plate 40 to move along an axial direction of a brake disc 400 of the vehicle through the transmission part 32, and then the friction plate 40 can clamp the brake disc 400 of the vehicle to realize braking.

[0070] In an embodiment, the number of the friction plates 40 is two, the two friction plates 40 are oppositely arranged along the axial direction of the brake disc 400, one friction plate 40 is connected with the fixed part 31 of the caliper 30, and the other friction plate 40 is connected with the transmission part 32 of the caliper 30. The elastic member 10 is located between the other friction plate 40 and the transmission part 32, and the elastic member 10 is fixed to the transmission part 32. During braking, the other friction plate 40 moves along the axial direction of the brake disc 400 towards the brake disc 400 to make the spring body part 11 of the elastic member 10 deform. The stress detection member 20 is fixedly connected to a surface of the spring body part 11 of the elastic member 10. The stress detection member 20 is used to output a stress detection signal according to the deformation of the spring body part 11 of the elastic member 10, so that the driving mechanism 200 can adjust the current braking clamping force according to the stress detection signal, and the accuracy of the braking clamping force can be improved.

[0071] The stress detection member 20 can be electrically connected with a control device 230 of the driving mechanism 200, and the stress detection member 20 transmits the stress detection signal to the control device 230. The control device 230 calculates the current braking clamping force according to the stress detection signal, and judges whether the current braking clamping force is equal to a braking required braking clamping force. The control device 230 adjusts the driving force of the driving mechanism 200 according to the deviation between the current braking clamping force and the braking required braking clamping force, so that the current braking clamping force becomes the braking required braking clamping force.

[0072] It should be noted that the calculation of the current braking clamping force according to the stress detection signal can be realized by a controller of the vehicle in addition to the control device 230. In addition, the adjustment of the driving force of the driving mechanism 200 can also be realized by the controller of the vehicle. Therefore, the controller for adjusting the driving force of the driving mechanism 200 according to the stress detection signal includes but is not limited to the control device 230, the controller of the vehicle, etc.

[0073] During braking, the drive mechanism 200 drives the two friction plates 40 to move along the axial direction of the brake disc 400 toward the brake disc 400 through the transmission portion 32 until the two friction plates 40 clamp the brake disc 400 to achieve braking. During the movement of the other friction plate 40 toward the brake disc 400, the spring body 11 of the elastic member 10 deforms.

[0074] Correspondingly, the stress detection member 20 transmits a stress detection signal to the control device 230 of the drive mechanism 200 based on the deformation of the spring body 11. The control device 230 adjusts the speed and angle of rotation of the motor 210 of the drive mechanism 200 based on the stress detection signal, thereby adjusting the driving force of the drive mechanism 200. The elastic member 10 and the stress detection member 20 enable closed-loop braking control, reducing the deviation between the current brake clamping force and the required brake clamping force, ensuring the accuracy of the brake clamping force, and thereby improving the reliability of the electromechanical brake device 300.

[0075] The function of the transmission part 32 is to convert the rotation of the motor 210 into linear motion, so the transmission part 32 can be a ball screw 321, a cam mechanism, a crank slider mechanism, a crank connecting rod mechanism, etc., which are not limited here. For example, in some embodiments, Figure 1 As shown, the transmission portion 32 may include a nut 322 and a lead screw 321. One end of the lead screw 321 is transmission-connected to the output shaft of the motor 210 and the reducer 220 of the drive mechanism 200. The other end of the lead screw 321 is adjacent to the other friction plate 40 and transmission-connected to the fixed portion 31. The nut 322 is sleeved onto the lead screw and threadedly connected to the lead screw 321. The nut 322 is located on the side of the other friction plate 40 facing away from the brake disc 400. The motor 210 rotates the lead screw 321 through the reducer 220, which drives the nut 322 along the axial direction of the brake disc 400. The nut 322 can move away from or toward the other friction plate 40, thereby pushing the other friction plate 40 toward the other side of the brake disc 400. Furthermore, during the rotation of the lead screw 321, the lead screw 321 also moves one friction plate 40 toward the brake disc 400 through the fixed portion 31, until the friction plate 40 is adjacent to one side of the brake disc 400. Therefore, the transmission part 32 can ensure that the two friction plates 40 are respectively close to the opposite sides of the brake disc 400, clamping the brake disc 400 to achieve vehicle braking.

[0076] It should be noted that, when the nut 322 moves along the axial direction of the brake disc 400 , the nut 322 only makes axial movement, and the nut 322 does not rotate around the lead screw 321 as a rotation axis.

[0077] Since the elastic member 10 is located between the other friction plate 40 and the transmission part 32, the elastic member 10 is fixedly connected to the nut 322, so that the elastic member 10 can move along the axial direction of the brake disc 400 together with the nut 322.

[0078] Since the number of the friction plates 40 is two, one of the functions of the fixed part 31 is to connect one of the two friction plates 40, and the other function of the fixed part 31 is to be connected to the vehicle body of the vehicle to fix the vehicle brake 100 to the vehicle body of the vehicle. However, in some embodiments, the number of the friction plates 40 can also be one, and the friction plate 40 is connected to the transmission part 32. Correspondingly, the function of the fixed part 31 is to be connected to the vehicle body of the vehicle to fix the vehicle brake 100 to the vehicle body of the vehicle.

[0079] The specific structure of the fixed part 31 is not limited herein. For example, in some embodiments, as shown in Figure 1 the fixed part 31 can include a brake caliper body 311. The first end of the brake caliper body 311 is used to be connected to the vehicle body of the vehicle, so that the vehicle brake 100 can be installed on the vehicle body. The second end of the brake caliper body 311 is connected to one of the two friction plates 40, so that the transmission part 32 can drive the friction plate 40 to move towards the brake disc 400 through the brake caliper body 311. The third end of the brake caliper body 311 is drivingly connected to the transmission part 32, so that the driving mechanism 200 can drive the two friction plates 40 to clamp the brake disc 400 through the transmission part 32.

[0080] In some embodiments, the fixed part 31 can also include a fixed caliper body (not shown in the figure). The first end of the fixed caliper body is movably connected to the brake caliper body 311, and the second end of the fixed caliper body is fixedly connected to the vehicle body of the vehicle. By realizing the connection between the brake caliper body 311 and the vehicle body through the fixed caliper body, the structure of the brake caliper body 311 can be simplified, and the installation difficulty of the brake caliper body 311 and the vehicle body can be reduced.

[0081] One of the two friction plates 40 can be fixedly connected or movably connected to the fixed part 31, and the other of the two friction plates 40 can be fixedly connected or movably connected to the transmission part 32, which is not limited herein.

[0082] The axis of the elastic member 10 is parallel to the axial direction of the brake disc 400, the friction plate 40 and the transmission part 32, so that the brake clamping force between the friction plate 40 and the brake disc 400 can be applied to the spring body part 11 and make the spring body part 11 deform.

[0083] In the embodiments of the present application, as shown in Figure 1As shown in FIG. 1, the elastic member 10 is located between the transmission part 32 and the friction plate 40. However, in some possible implementation manners, the elastic member 10 can also be arranged between the friction plate 40 and the brake disc 400 (not shown in the figure). In this case, the elastic member 10 can be fixedly connected to the friction plate 40 or the brake disc 400, which is not limited herein.

[0084] In the embodiment of the present application, as shown in FIG. 1, the number of the elastic member 10 is one, and the elastic member 10 is located between the transmission part 32 and the friction plate 40. However, in some possible implementation manners, the number of the elastic member 10 can also be two (not shown in the figure). In this case, the two elastic members 10 are arranged between one friction plate 40 and the brake disc 400, and between another friction plate 40 and the brake disc 400, respectively. Alternatively, the two elastic members 10 are arranged between one friction plate 40 and the brake disc 400, and between another friction plate 40 and the transmission part 32, respectively. Alternatively, the two elastic members 10 are located on opposite sides of one friction plate 40, and one of the two elastic members 10 is located between the transmission part 32 and the friction plate 40. Figure 1 It can be understood that, by using two elastic members 10, when one of the elastic members 10 is damaged, the other elastic member 10 can still work normally, and the stress detection member 20 can still output the stress detection signal. In addition, it is also helpful to reduce the deviation of the brake clamping force obtained according to the stress detection signal, and the accuracy of the collected brake clamping force can be further improved.

[0085] It should be noted that, the two elastic members 10 can correspond to one stress detection member 20 respectively, or the two elastic members 10 share one stress detection member 20, which is not limited herein.

[0086]

[0087] A cross-sectional view of the elastic member and the stress detection member cooperating with the first embodiment of the present application is shown in FIG. 2. Figure 2 A front view of the elastic member without the shell part of the embodiment shown in FIG. 1 is shown in FIG. 3. In one possible implementation manner, as shown in FIG. 3, the elastic member 10 includes a spring body part 11, a shell part 12 and a movable part 13. In this case, the spring body part 11 is a disc spring. Figure 3 Figure 2 Figure 2 As shown in FIG. 3, the spring body part 11 includes a spring body 111 and a spring tail 112. The spring body 111 is a disc spring. The spring tail 112 is connected to the spring body 111. The spring tail 112 is connected to the movable part 13. The spring tail 112 is connected to the movable part 13 through the shell part 12.

[0088] ​​The spring body 11 includes two inclined sections along a radial cross section of the elastic member 10, and the two inclined sections are symmetrical along an axis of the elastic member 10. Among them, the radial cross section of the elastic member 10 is parallel to the axis of the elastic member 10. The spring body 11 includes an outer surface facing the connecting opening 123 and an inner surface facing the bottom of the accommodating cavity 121 along an axial direction of the elastic member 10. The stress detection member 20 is arranged on the inner surface and the outer surface of the spring body 11, in other words, the inner surface and the outer surface of the spring body 11 are both provided with the stress detection member 20. The movable part 13 is used to receive the driving of the friction plate 40 and move along the axis of the elastic member 10 through the connecting opening 123. When the movable part 13 moves along the axis of the elastic member 10 towards the spring body 11, the spring body 11 is deformed to reduce the inclination angle of the two inclined sections. Among them, the axis of the elastic member 10 is parallel to the axis of the disc spring.

[0089] Among them, the driving refers to that the friction plate 40 applies an acting force to the movable part 13, so that the movable part 13 can move along the axis of the elastic member 10, and the deformation of the spring body 11 can be caused. It should be noted that in the embodiment of the present application, the movable part 13 receives the driving of the friction plate 40. However, in some embodiments, the movable part 13 can also receive the driving of the transmission part 32 or the brake disc 400, which depends on the arrangement of the elastic member 10.

[0090] It should be noted that the spring body 11 can also be an elastic body of other shapes besides the disc spring. For example, the spring body 11 can be an inner conical elastic body, a spoke elastic body, etc.

[0091] In the embodiment of the present application, as shown in Figure 2 , the spring body 11 and the inner surface and the outer surface are both provided with the stress detection member 20. However, in some embodiments, the stress detection member 20 can also be arranged on the inner surface of the spring body 11 alone. Alternatively, in some embodiments, the stress detection member 20 can be arranged on the outer surface of the spring body 11 alone.

[0092] The movable part 13 is movably connected with the housing part 12, so as to ensure that the brake clamping force can cause the movable part 13 to move along the axis of the elastic member 10 towards the spring body 11, so that the spring body 11 is deformed.

[0093] In some possible implementation manners, as shown in Figure 2 and Figure 3 , the movable part 13 includes two avoiding notches 131 towards one end of the spring body 11. The avoiding notches 131 are used to avoid the stress detection member 20 arranged on the outer surface of the spring body 11, so that the stress detection member 20 can cover the maximum compressive stress point of the disc spring, which helps to improve the accuracy of the brake clamping force.

[0094] In the embodiments of the present application, the shape of the avoidance gap 131 is not specifically limited. For example, the avoidance gap 131 can be a semicircular gap, an arc-shaped gap, or a rectangular gap, etc.

[0095] The number of avoidance gaps 131 includes but is not limited to two, for example, the number of avoidance gaps 131 can also be one, three, four, five, etc. Among them, it can be determined according to the number of stress detection pieces 20 located on the outer surface of the spring body part 11.

[0096] In some possible implementation manners, as shown in Figure 2 The cavity bottom of the accommodating cavity 121 includes two avoidance grooves 122. The avoidance grooves 122 are used to avoid the stress detection piece 20 arranged on the inner surface of the spring body part 11. When the spring body part 11 is deformed along the axial direction of the elastic member 10, the stress detection piece 20 can be prevented from being damaged due to abutting against the cavity bottom of the accommodating cavity 121.

[0097] It should be noted that when the spring body part 11 is not deformed, the stress detection piece 20 located on the inner surface of the spring body part 11 can be located above the avoidance groove 122. When the spring body part 11 is deformed, part of the stress detection piece 20 located on the inner surface of the spring body part 11 is inserted into the avoidance groove 122, so that the stress detection piece 20 can be prevented from being damaged.

[0098] The number of avoidance grooves 122 includes but is not limited to two, for example, the number of avoidance grooves 122 can also be one, three, four, five, etc. Among them, it can be determined according to the number of stress detection pieces 20 located on the inner surface of the spring body part 11.

[0099] The shape of the avoidance groove 122 is not specifically limited here, for example, the avoidance groove 122 can be an arc-shaped groove, a polygonal groove, etc.

[0100] In some possible implementation manners, as shown in Figure 2 and Figure 3 The movable part 13 is provided with a wire passing hole 132 towards the surface of the cavity wall of the accommodating cavity 121. The wire passing hole 132 is used for the first lead wire 71 electrically connected with the compression stress detection piece 21 and / or the second lead wire 72 electrically connected with the tensile stress detection piece 22 to pass through. Through the wire passing hole 132, it can be ensured that the stress detection piece 20 outputs a stress detection signal. The number of wire passing holes 132 is at least one, which is not limited here. For example Figure 2 As shown in

[0101] In some embodiments, when the movable part 13 has the avoidance gap 131, the avoidance gap 131 can also be used for the first lead wire 71 and / or the second lead wire 72 to pass through, so that the wire passing hole 132 is not needed to be provided.

[0102] In some possible implementations, as shown in Figure 2 The movable part 13 can include a main body section 133 and a ring section 134 which surrounds the axis of the elastic member 10 and is hollow. One end of the ring section 134 is fixedly connected to the main body section 133, and the other end of the ring section 134 is in contact with the top end of the spring body part 11. With the movable part 13 having such a structure, the complexity of the movable part 13 can be reduced.

[0103] The shape of the main body section 133 can be determined according to the shape of the connecting opening 123, which is not limited herein. For example, when the connecting opening 123 is a circular opening, the main body section 133 can be cylindrical.

[0104] Continuing to refer to Figure 2 The main body section 133 can include a second main body section 1332 of an axially stacked first main body section 1331 of the elastic member 10. The first main body section 1331 is located above the second main body section 1332, and the first main body section 1331 and the second main body section 1332 jointly define a stepped surface. The second main body section 1332 is fixedly connected to the ring section 134. The first main body section 1331 is used to abut against the friction plate 40, so that the clamping force is braked to move the movable part 13, and the second main body section 1332 can allow the spring body part 11 to be deformed.

[0105] It can be understood that at least one of the wire passing hole 132 and the avoiding gap 131 in the above content is arranged on the ring section 134.

[0106] In some possible implementations, as shown in Figure 2 The housing part 12 also has a wire passing opening 124 which is in communication with the accommodating cavity 121. The wire passing opening 124 is used for the first wire 71 and the second wire 72 to pass through, so that the stress detection signal can be output.

[0107] In some possible implementations, the housing part 12 is fixed to the transmission part 32, and the movable part 13 faces the friction plate 40. In this way, the movable part 13 can receive the driving of the friction plate 40 to deform the spring body part 11.

[0108] However, the housing part 12 and the movable part 13 are not necessarily arranged in this way. In some embodiments, the housing part 12 can also be fixed to the friction plate 40, and the movable part 13 faces the transmission part 32. Alternatively, in other embodiments, the elastic member 10 is located between the brake disc 400 and the friction plate 40, so that the housing part 12 of the elastic member 10 is fixed to the friction plate 40, and the movable part 13 of the elastic member 10 faces the brake disc 400. Alternatively, the housing part 12 of the elastic member 10 is fixed to the brake disc 400, and the movable part 13 of the elastic member 10 faces the friction plate 40.

[0109] Since the movable part 13 is movably installed in the connecting opening 123, in order to avoid the movable part 13 from falling out of the connecting opening 123. In some possible implementation manners, a limiting structure can be arranged between the housing part 12 and the movable part 13. When the spring body part 11 is not deformed, the limiting structure can ensure that the movable part 13 does not fall out of the connecting opening 123.

[0110] In some embodiments, as shown in Figure 2 , the limiting structure can include a fitting part 50 and a limiting part 60. The inner wall of the connecting opening 123 defines the limiting part 60. The outer wall of the movable part 13 defines the fitting part 50. When the spring body part 11 is not deformed, by the cooperation of the fitting part 50 and the limiting part 60, it can be ensured that the spring body part 11 is in contact with the movable part 13, and the movable part 13 is prevented from falling out of the connecting opening 123.

[0111] With reference to Figure 2 , the fitting part 50 can be a first stepped surface surrounding the movable part 13, and the limiting part 60 can be a second stepped surface surrounding the axis of the connecting opening 123. By the abutment of the first stepped surface and the second stepped surface, it can be ensured that the movable part 13 does not fall out of the connecting opening 123.

[0112] In some possible implementation manners, as shown in Figure 2 , the stress detection member 20 can include a tensile stress detection member 22 and a compressive stress detection member 21. The tensile stress detection member 22 is located on the inner surface of the spring body part 11 and is used to output a tensile stress detection signal when the spring body part 11 is deformed. The compressive stress detection member 21 is located on the outer surface of the spring body part 11 and is used to output a compressive stress detection signal when the spring body part 11 is deformed. By the tensile stress detection member 22 and the compressive stress detection member 21, the brake clamping force can be calculated according to the strain difference of the tensile stress and the compressive stress, which helps to improve the accuracy of the brake clamping force.

[0113] The compressive stress detection member 21 can be a resistance strain gauge, and the resistance strain gauge is located on the outer surface of the spring body part 11 and is bonded with the spring body part 11.

[0114] The tensile stress detection member 22 can be a resistance strain gauge, and the resistance strain gauge is located on the inner surface of the spring body part 11 and is bonded with the spring body part 11.

[0115] When the compressive stress detection member 21 and the tensile stress detection member 22 are both resistance strain gauges, different structures of detection circuits can be formed according to the number of resistance strain gauges to obtain the strain difference. For example, in some embodiments, the compressive stress detection member 21 and the tensile stress detection member 22 are both two, and the four resistance strain gauges can jointly form a Wheatstone bridge.

[0116] Wherein, the principle of Wheatstone circuit: R1, R2, R3, R4 are four paste on the disc spring resistance equal to the excitation voltage for Vs, output voltage Vo. The relationship between the output voltage and the excitation voltage is: Vo = Vs (R1 / (R1 + R2) - R4 / (R3 + R4)), under no force, Vo = 0. Under the force, the equation is simplified to Vo = k / 4 Vs (ε1 - ε2 + ε3 - ε4), wherein k is the coefficient of strain gauge, ε is the strain, tensile strain is positive, compressive strain is negative.

[0117] It should be noted that the stress detection piece 20 includes two kinds of stress detection pieces 20, such as tensile stress detection piece 22 and compressive stress detection piece 21. In some embodiments, all stress detection pieces 20 can be tensile stress detection pieces 22. Alternatively, in some embodiments, all stress detection pieces 20 can be compressive stress detection pieces 21. Therefore, in addition to obtaining the brake clamping force through the strain difference, the brake clamping force can also be obtained according to the tensile stress or the compressive stress.

[0118] In some possible implementations, as shown in Figure 2 The stress detection piece 20 can include two groups of detection pieces. Each group of detection pieces includes a tensile stress detection piece 22 and a compressive stress detection piece 21. The compressive stress detection piece 21 and the tensile stress detection piece 22 of each group of detection pieces are respectively arranged on the outer surface and the inner surface of the spring body part 11. The compressive stress detection piece 21 and the tensile stress detection piece 22 of each group of detection pieces are stacked. In this way, the compressive stress detection piece 21 and the tensile stress detection piece 22 can constitute a Wheatstone bridge, and the size of the brake clamping force can be calculated according to the strain difference, which helps to improve the accuracy of the brake clamping force.

[0119] Since the tensile stress detection piece 22 and the compressive stress detection piece 21 of each group of detection pieces are stacked, the tensile stress detection piece 22 and the compressive stress detection piece 21 of each group of detection pieces are located on the opposite sides of the same position of the spring body part 11, and the tensile stress and the compressive stress at the same position can be collected, which helps to improve the accuracy of the brake clamping force.

[0120] The number of detection pieces can be one, three, four, five, two, etc. in addition to two groups, which is not limited here. Among them, it can be determined according to the type of detection circuit. For example, when the detection circuit is a Wheatstone bridge, the Wheatstone bridge can include 4-8 stress detection pieces 20, that is, the Wheatstone bridge can include 2-4 groups of detection pieces.

[0121] It should be noted that in addition to being stacked along the axis of the spring body part 11, the compressive stress detection piece 21 and the tensile stress detection piece 22 of each group of detection pieces can also be spaced apart along the radial direction of the spring body part 11 (for example Figure 9), also helps improve the accuracy of brake clamping force.

[0122] In some possible implementations, the outer surface and the inner surface of the spring body 11 are annular (eg Figure 10 and Figure 11 (As shown). Two tensile stress detectors 22 are spaced apart along the circumference of the inner surface of the spring body 11. Two compressive stress detectors 21 are spaced apart along the circumference of the outer surface of the spring body 11. This arrangement helps improve the accuracy of the brake clamping force.

[0123] It is understood that when there are two or more sets of detection members, the number of both the tensile stress detection members 22 and the compressive stress detection members 21 is at least two. The at least two tensile stress detection members 22 are spaced apart along the circumference of the inner surface of the spring body 11, and the at least two compressive stress detection members 21 are spaced apart along the outer surface of the spring body 11.

[0124] In the embodiment of the present application, since the spring body 11 is a disc spring, the unique strain characteristics of the disc spring can be utilized to obtain a larger strain gauge difference, thereby achieving highly sensitive measurement results. Furthermore, the disc spring has low processing costs, which can reduce the cost of the elastic member 10 and, in turn, the cost of the vehicle brake 100.

[0125] Furthermore, because disc springs have a small axial dimension and a large radial dimension, they can withstand a wide range of axial loads with minimal deformation. Disc springs also offer a high degree of deformation per unit volume, resulting in superior vibration damping and absorption capabilities. Therefore, disc springs make the elastic member 10 suitable for applications with limited axial space, large radial space, and high loads. Consequently, in the vehicle brake 100, the axial spacing between the transmission portion 32 and the friction plate 40 is relatively small, allowing the elastic member 10 to be unconstrained by the axial spacing between the transmission portion 32 and the friction plate 40.

[0126] When the vehicle brakes, the brake clamping force compresses the disc spring. This reduces the inner diameter of the disc spring, subjecting it to compressive stress. The outer diameter of the disc spring increases, subjecting it to tensile stress. To achieve a large strain differential and accurate measurement results, the compressive stress detector 21 is placed at the point of maximum compressive stress on the disc spring, and the tensile stress detector 22 is placed at the point of maximum tensile stress on the disc spring.

[0127] The following explains how to determine the maximum compressive stress point and maximum tensile stress point of the disc spring.

[0128] Figure 4 This is a schematic diagram of the structure of a disc spring provided in an embodiment of the present application. Figure 4As shown, through analysis, the maximum compressive stress point can be point I or point IV on the outer surface of the disc spring, and the maximum tensile stress point can be point II or point III on the inner surface of the disc spring. The stress at points I-IV can be calculated according to the following formula.

[0129]

[0130]

[0131]

[0132]

[0133] wherein σ I is the stress at point I, σ II is the stress at point II, σ III is the stress at point III, and σ IV is the stress at point IV. C is the ratio of the outer diameter to the inner diameter of the disc spring, C = D / d, D is the outer diameter of the disc spring, and d is the inner diameter of the disc spring. μ is the Poisson's ratio. It should be noted that when calculating the stress, a positive result is tensile stress, and a negative result is compressive stress.

[0134] The following are the calculation formulas of parameters K1, K2, K3, K4, C1 and C2.

[0135]

[0136]

[0137]

[0138]

[0139]

[0140]

[0141] In addition to the calculation formulas above, the values of parameters K1, K2 and K3 can also be obtained from Table 1 according to C = D / d.

[0142] Table 1 is the values of parameters K1, K2 and K3.

[0143] C = D / d 1.90 1.92 1.94 1.96 1.98 2.00 2.02 2.04 [K1] 0.672 0.677 0.682 0.686 0.690 0.694 0.698 0.702 [K2] 1.197 1.201 1.206 1.211 1.215 1.220 1.224 1.229 [K3] 1.339 1.347 1.355 1.362 1.370 1.378 1.385 1.393

[0144] For the parameter K4, when the disc spring is a non-bearing surface spring, K4 = 1. When the disc spring is a bearing surface spring, it is calculated according to the calculation formula in the above content. In order to make the formula in the above content applicable to the bearing surface disc spring, the calculated value of the thickness thereof needs to be thinned according to Table 2, and then the thinned thickness t' is used to replace t and h'0 = H0' - t' is used to replace h0.

[0145] Table 2 is the thickness thinning amount of the bearing surface disc spring.

[0146] Series A B C t' / t 0.94 0.94 0.96

[0147] Figure 5 Fig. 1 is a schematic diagram of the first stress on the upper I-IV four points of the disc spring provided by the embodiment of the present application, Figure 6 Fig. 2 is a schematic diagram of the second stress on the upper I-IV four points of the disc spring provided by the embodiment of the present application. Through the calculation of the maximum tensile stress and the maximum compressive stress as shown in the above content, Figure 5 and Figure 6 it can be seen that the maximum compressive stress is always at the I point, regardless of whether the maximum tensile stress is at the II point or the III point. As shown in the above content, Figure 5 or Figure 6 it can be seen that the maximum tensile stress is at the II point or the III point, which depends on c = D / d and h o / t. h o / t is the ratio of the deformation amount of the disc spring when being flattened to the thickness of the disc spring. Figure 7 Fig. 3 is a relationship diagram of the maximum tensile stress point on the disc spring and D / d and h o / t. Referring to Figure 7 , the maximum tensile stress point can be determined to be the II point or the III point according to the specific size of different disc springs.

[0148] Therefore, the compressive stress detection piece 21 is attached to the maximum compressive stress point, and the tensile stress detection piece 22 is attached to the maximum tensile stress point, so that the strain difference can be maximized, which helps to improve the accuracy of the brake clamping force.

[0149] Figure 8 Fig. 4 is a schematic diagram of the arrangement of the stress detection piece on the disc spring provided by the embodiment of the present application, Figure 9 Fig. 5 is another schematic diagram of the arrangement of the stress detection piece on the disc spring provided by the embodiment of the present application, Figure 10 Fig. 6 is a top view of the disc spring of the embodiment shown in Figure 8 Fig. 7 is a bottom view of the disc spring of the embodiment shown in Figure 11 Fig. 8 is a top view of the disc spring of the embodiment shown in Figure 8 Fig. 9 is a bottom view of the disc spring of the embodiment shown in Figure 12 Fig. 10 is a top view of the disc spring of the embodiment shown in Figure 9 Fig. 11 is a bottom view of the disc spring of the embodiment shown in

[0150] Since all points I on the disc spring form a ring located at the inner diameter edge of the outer surface of the disc spring. Similarly, all points II or III on the disc spring also form a ring located at the inner diameter edge or outer diameter edge of the inner surface of the disc spring. Therefore, if Figure 8 and Figure 10 As shown, the compressive stress detection member 21 is located on the outer surface of the disc spring near the inner diameter edge. Figure 8 and Figure 11 As shown, the tensile stress detection member 22 is located on the inner surface of the disc spring near the inner diameter edge. Figure 9 and Figure 12 As shown, the tensile stress detection member 22 is located on the inner surface of the disc spring near the outer diameter edge.

[0151] It should be noted that when the compressive stress detection member 21 is attached to the outer surface of the disc spring, it can cover the maximum compressive stress point of the disc spring (for example Figure 10 As shown, the compressive stress detection member 21 covers point I), or does not cover the maximum compressive stress point. When the compressive stress detection member 21 covers the maximum compressive stress point, the strain difference can be further increased, which helps to improve the accuracy of the brake clamping force. Similarly, when the tensile stress detection member 22 is attached to the inner surface of the disc spring, it can cover the maximum tensile stress point of the disc spring (such as Figure 11 As shown, the tensile stress detection member 22 covers point II, or does not cover the maximum tensile stress point. When the tensile stress detection member 22 covers the maximum compressive stress point, the strain difference can be further increased, which helps to improve the accuracy of the brake clamping force.

[0152] In the above description, the bottom of the accommodating cavity 121 includes the avoidance groove 122. However, when the maximum deformation of the spring body 11 is small and the tensile stress detection member 22 is located on the inner surface of the disc spring close to the inner diameter edge, the avoidance groove 122 can also be removed, for example Figure 13 As shown. Among them, Figure 13 A cross-sectional view of the cooperation between the elastic member and the stress detection member provided in the second embodiment of the present application.

[0153] Because the maximum deformation of the spring body 11 is relatively small, when the deformation of the spring body 11 reaches its maximum, the distance between the inner surface of the spring body 11 near the inner diameter edge and the bottom of the accommodating cavity 121 is greater than the thickness of the tensile stress detection member 22. Therefore, the tensile stress detection member 22 does not contact the bottom of the accommodating cavity 121, and the tensile stress detection member 22 is not damaged, thus eliminating the need for the escape groove 122.

[0154] In the above description, the movable portion 13 is provided with an escape notch 131 so that the compressive stress detection member 21 can cover the point of maximum compressive stress. However, the compressive stress detection member 21 may not necessarily cover the point of maximum compressive stress, and accordingly, the movable portion 13 does not need to be provided with the escape notch 131. Figure 14 This is a cross section of the elastic member and the stress detection member provided in the third embodiment of the present application. Figure 14 As shown, the compressive stress detection member 21 is located on the side of the movable portion 13 facing the cavity wall of the accommodating cavity 121 .

[0155] It is understood that the distance between the compressive stress detection member 21 and the maximum stress point should be as small as possible to increase the strain difference. For example, in some embodiments, the compressive stress detection member 21 contacts the movable portion 13 and is fixedly connected to the disc spring.

[0156] Figure 15 A cross-sectional view of the cooperation between the elastic member and the stress detection member provided in the fourth embodiment of the present application. Figure 15 and Figure 2 The difference is that the tensile stress detector 22 is located on the inner surface of the spring body 11 near the outer diameter edge, and part of the tensile stress detector 22 extends into the avoidance groove 122. In the radial direction of the spring body 11, the tensile stress detector 22 and the compressive stress detector 21 of each group are spaced apart. Because the distance between the inner surface of the spring body 11 near the outer diameter edge and the bottom of the accommodating cavity 121 is small, the avoidance groove 122 can avoid the tensile stress detector 22, ensuring normal deformation of the spring body 11 and preventing damage to the tensile stress detector 22.

[0157] It should be noted that the tensile stress detection member 22 may not cover the maximum tensile stress point (such as Figure 15 Alternatively, the avoidance groove 122 extends along the radial direction of the spring body 11 toward the cavity wall of the accommodating cavity 121 (not shown in the figure), so that the tensile stress detection member 22 can cover the point of maximum tensile stress (the tensile stress detection member 22 covers point III).

[0158] In the description of the embodiments of this application, it should be noted that, unless otherwise expressly specified or limited, the terms "mounted," "connected," and "connected" should be understood in a broad sense. For example, they may refer to a fixed connection, an indirect connection via an intermediate medium, internal communication between two components, or an interaction between two components. Those skilled in the art will understand the specific meanings of the above terms in the embodiments of this application based on specific circumstances.

[0159] In the embodiments of the present application or the devices or elements implied by the present application must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the embodiments of the present application. In the description of the embodiments of the present application, the meaning of "a plurality of" is two or more, unless otherwise specified.

[0160] The terms "first", "second", "third", "fourth" and the like in the description of the embodiments of the present application and the above-mentioned drawings, if any, are used to distinguish similar objects, and do not necessarily have to describe a specific order or sequence. It should be understood that the data thus used can be interchanged under appropriate circumstances, so that the embodiments of the embodiments of the present application described herein can be implemented, for example, in an order other than that illustrated or described herein. In addition, the terms "include" and "have" and any variations thereof are intended to cover non-exclusive inclusion, for example, a process, method, system, product or device including a series of steps or units does not have to be limited to those steps or units clearly listed, but can include other steps or units not clearly listed or inherent to these processes, methods, products or devices.

[0161] The term "a plurality of" herein refers to two or more. The term "and / or" herein is only a description of the association relationship between the associated objects, which means that there can be three relationships, for example, A and / or B, which can represent the three cases of A alone, A and B together, and B alone. In addition, the character " / " herein generally represents that the associated objects before and after are in an "or" relationship; in the formula, the character " / " represents that the associated objects before and after are in a "division" relationship.

[0162] It can be understood that various numerical numbers involved in the embodiments of the present application are only distinguished for convenience of description, and do not limit the scope of the embodiments of the present application.

Claims

1. A vehicle brake, characterized by The caliper body, the friction plate, the elastic member and the stress detection member are included, wherein: The caliper body includes a fixed part and a transmission part, the fixed part is used for connecting with the vehicle body, and the transmission part is used for transmission connection with the friction plate and a driving mechanism, and the driving mechanism drives the friction plate to move along the axial direction of the brake disc through the transmission part; The elastic member is located on one side of the friction plate, and the elastic member includes a shell part, a movable part and a spring part, the shell part has a receiving cavity and a connecting opening, the connecting opening is communicated with the receiving cavity, and the receiving cavity is used for accommodating the spring part and the stress detection member; The movable part is used for receiving the driving of one of the friction plate, the brake disc and the transmission part, and moving along the axis of the elastic member through the connecting opening, and the movable part drives the spring part to deform when moving along the axis of the elastic member towards the spring part; The stress detection member is fixedly connected to the surface of the spring part, and the stress detection member is used for outputting a stress detection signal according to the deformation of the spring part.

2. The vehicle brake of claim 1, wherein The axis of the elastic member is parallel to the axial direction of the brake disc, the friction plate and the transmission part, and the elastic member is arranged between the friction plate and the transmission part or between the friction plate and the brake disc.

3. The vehicle brake of claim 1, wherein The number of the friction plates is two, the two friction plates are oppositely arranged along the axial direction of the brake disc, one friction plate is connected with the fixed part of the caliper body, and the other friction plate is connected with the transmission part of the caliper body, and the number of the elastic members is two, wherein: The two elastic members are arranged between one friction plate and the brake disc and between the other friction plate and the brake disc respectively; or The two elastic members are arranged between one friction plate and the brake disc and between the other friction plate and the transmission part respectively.

4. The vehicle brake of any one of claims 1-3, wherein, The spring part is a disc spring, the spring part includes two inclined segments along the radial cross section of the elastic member, the two inclined segments are symmetrical along the axis of the elastic member, the spring part includes an outer surface towards the connecting opening and an inner surface towards the bottom of the receiving cavity along the axial direction of the elastic member, and the stress detection member is arranged on at least one of the inner surface and the outer surface of the spring part; When the movable part moves along the axis of the elastic member towards the spring part, the spring part is deformed, and the inclination angles of the two inclined segments are reduced.

5. The vehicle brake of claim 4, wherein, The movable part includes at least one avoiding notch towards one end of the spring part, and the avoiding notch is used for avoiding the stress detection member arranged on the outer surface of the spring part.

6. The vehicle brake of claim 4, wherein, The bottom of the receiving cavity includes at least one avoiding groove, and the avoiding groove is used for avoiding the stress detection member arranged on the inner surface of the spring part.

7. The vehicle brake of claim 4, wherein The shell part of the elastic member is fixed to the friction plate, and the movable part of the elastic member is towards the brake disc; or The shell part of the elastic member is fixed to the brake disc, and the movable part of the elastic member is towards the friction plate; or The housing part of the elastic member is fixed to the transmission part, and the movable part of the elastic member faces the friction plate; or The housing part of the elastic member is fixed to the friction plate, and the movable part of the elastic member faces the transmission part.

8. The vehicle brake of any one of claims 1-3, wherein, The stress detection member includes at least one of a tensile stress detection member and a compressive stress detection member, the tensile stress detection member is located on the inner surface of the spring body part and is used to output a tensile stress detection signal when the spring body part is deformed, and the compressive stress detection member is located on the outer surface of the spring body part and is used to output a compressive stress detection signal when the spring body part is deformed.

9. The vehicle brake of claim 8, wherein, The stress detection member includes at least one set of detection members, each set of detection members includes a tensile stress detection member and a compressive stress detection member, and the compressive stress detection member and the tensile stress detection member of each set of detection members are respectively arranged on the outer surface and the inner surface of the spring body part, wherein: The compressive stress detection member and the tensile stress detection member of each set of detection members are stacked; or The compressive stress detection member and the tensile stress detection member of each set of detection members are spaced apart.

10. The vehicle brake of claim 8, wherein, The outer surface and the inner surface of the spring body part are annular, the stress detection member includes at least two sets of detection members, each set of detection members includes a tensile stress detection member and a compressive stress detection member, and wherein: The at least two tensile stress detection members are arranged in a circumferential direction on the inner surface of the spring body part, and the at least two compressive stress detection members are arranged in a circumferential direction on the outer surface of the spring body part.

11. The vehicle brake of claim 10, wherein, The compressive stress detection member is located on the outer surface of the spring body part near the inner diameter edge, and the tensile stress detection member is located on the inner surface of the spring body part near the inner diameter edge, or the tensile stress detection member is located on the inner surface of the spring body part near the outer diameter edge.

12. The vehicle brake of claim 10, wherein, At least one of the compressive stress detection member or the tensile stress detection member is used to output the stress detection signal to the control device of the driving mechanism.

13. An electromechanical brake device characterized by comprising: A vehicle brake according to any one of claims 1 to 12, and a driving mechanism, the driving mechanism being in driving connection with the friction plate of the vehicle brake through the transmission part of the vehicle brake.

14. The electromechanical brake device according to claim 13, characterized by The driving mechanism includes a reducer and a motor, an output shaft of the motor is in driving connection with the transmission part of the vehicle brake through the reducer, and the motor drives the friction plate to move in the axial direction of the brake disc of the vehicle through the transmission part and the reducer.

15. A vehicle characterized by comprising: A vehicle body, a brake disc, and an electromechanical brake device according to claim 13 or 14, the clamp body part of the electromechanical brake device being fixedly connected to the vehicle body, and the friction plate of the electromechanical brake device being used to clamp the brake disc.

Images