A braking mechanism of a brake and a brake

Abstract

The present invention provides a braking mechanism and a brake for a brake, belonging to the technical field of brakes. It solves the problems that the existing braking mechanism has limited service braking due to the setting of parking braking, resulting in reduced safety. The braking mechanism of this brake includes a lead screw, a nut and a braking motor. A mandrel is arranged behind the lead screw, an electromagnet is fixed behind the mandrel, a sliding seat that is driven by a parking spring and can push the lead screw to move is sleeved on the mandrel, and a locking structure that can lock the sliding seat on the mandrel is arranged between the sliding seat and the mandrel. An unlocking member is arranged between the electromagnet and the locking structure. When the electromagnet is powered off, the unlocking member can act on the locking structure to release the locking of the sliding seat on the mandrel. When the electromagnet is powered on, the unlocking member is attracted to the electromagnet and releases the locking structure. This braking mechanism can not only achieve service braking but also achieve parking braking, and the realization of parking braking does not affect service braking, improving the safety of brake use.

Description

Technical Field

[0001] The present invention belongs to the technical field of brakes, and relates to a braking mechanism and a brake of a brake. Background Art

[0002] A braking system refers to a system that forcibly reduces the moving speed of a moving appliance. In a vehicle, braking is usually performed by a brake, and the brakes include disc brakes, drum brakes, etc. Brakes can be classified into pneumatic, hydraulic, and electronic types according to different power sources. An electronic brake is generally driven by an electric motor for braking. When the electronic brake works normally, the braking is stable. However, when the vehicle system is in a power-off state, it is prone to braking failure, which affects the safe use of the vehicle.

[0003] Current electronic brakes generally have a power-off parking structure to prevent braking failure when power is lost. For example, a disc brake parking braking mechanism disclosed in a Chinese patent document [Application No.: CN201711248739.4, Publication No.: CN109869424 B] includes: a housing, an electric motor, a clock spring bushing, a flat spiral spring, an electromagnetic clutch, and a rotating shaft. The housing is installed at the end of the vehicle brake assembly to play a supporting role. The rotating shaft is coaxially installed with the housing through bearings. The stator of the electric motor is fixedly connected to the housing, and a fork installed on the rotor of the electric motor is fixedly connected to the rotating shaft. The clock spring bushing is coaxially installed with the housing through bearings, and the clock spring bushing is sleeved on the rotating shaft loosely. The flat spiral spring is installed between the housing and the clock spring bushing, and the flat spiral spring is sleeved on the outer side of one end of the clock spring bushing. The electromagnetic clutch is installed between the housing and the clock spring bushing, and the electromagnetic clutch is connected to the clock spring bushing and rotates synchronously. There are two bosses on the inner ring of the clock spring bushing that are 180° apart and axially staggered, and the bosses contact the bosses on the fork of the electric motor to drive the fork to rotate.

[0004] A braking transmission mechanism is provided on the brake. The rotor is connected to the braking transmission mechanism. When the rotor rotates, the brake is driven to brake through the braking transmission mechanism. During parking braking or power-off braking, the power source is the flat spiral spring. At this time, the electromagnetic clutch is powered off to release the clock spring bushing, and the flat spiral spring releases its elastic potential energy to drive the rotating shaft to rotate forward for parking braking. When releasing the parking brake, the electric motor needs to rotate reversely so that the bosses on the rotor fork contact the bosses on the clock spring bushing to drive the flat spiral spring to tighten and store energy. After the flat spiral spring tightens and stores energy, the electromagnetic clutch is powered on to lock the clock spring bushing. During driving braking, the power source is the electric motor. At this time, the electromagnetic clutch is powered on to lock the clock spring bushing, and the electric motor drives the rotating shaft to rotate forward for driving braking. Due to the rotation angle limitation caused by the contact between the bosses on the rotor fork and the bosses on the clock spring bushing, the rotor of the electric motor can only rotate half a turn at most, which results in limited braking force during driving and there are limitations in driving braking. Summary of the Invention

[0005] The object of the present invention is to address the above problems existing in the prior art, and a braking mechanism and a brake for a brake are proposed, which solve the technical problem that the existing braking mechanism has limited service braking due to the setting of the parking brake, resulting in reduced safety.

[0006] The object of the present invention can be achieved by the following technical solutions:

[0007] A braking mechanism for a brake includes a lead screw and a nut that cooperate with each other, and a braking motor capable of driving the nut to rotate to move the lead screw forward and backward. It is characterized in that it further includes a fixed core shaft, the core shaft is located behind the lead screw, an electromagnet is fixed behind the core shaft, a sliding seat that can slide forward and backward and can push the lead screw to move is sleeved on the core shaft, a locking structure capable of locking the sliding seat on the core shaft is provided between the sliding seat and the core shaft, and an unlocking member is provided between the electromagnet and the locking structure. When the electromagnet is powered off, the unlocking member can act on the locking structure to release the locking of the sliding seat on the core shaft. When the electromagnet is powered on, the unlocking member is attracted to the electromagnet and releases the locking structure. A parking spring is connected to the sliding seat, which can drive the sliding seat to slide forward after the sliding seat and the core shaft are unlocked.

[0008] The brake has two relatively arranged brake pads, and the two brake pads are located between the brake discs. A push plate is fixed to the front end of the lead screw, and the push plate abuts against one of the brake pads. When the lead screw moves forward, it pushes the brake pads to brake. When the vehicle is powered on and in normal use, when service braking is required, the braking motor rotates forward to drive the nut to rotate, thereby driving the lead screw to move forward for braking. When it is necessary to release the service braking, the braking motor rotates in the reverse direction to drive the lead screw to move backward for reset. When the electromagnet remains powered on, the unlocking member can be attracted to the electromagnet to release the locking structure, so that the locking structure can lock the sliding seat on the core shaft. In this way, the sliding seat will not interfere with the forward movement of the lead screw, that is, it will not limit the number of turns of the braking motor driving the lead screw to move forward. At the same time, the parking spring stores elastic potential energy for driving the sliding seat to slide forward. When the vehicle loses power or parking braking is required, the electromagnet is powered off, and the unlocking member acts on the locking structure to release the locking of the sliding seat on the core shaft. After the sliding seat and the core shaft are unlocked, the parking spring acts on the sliding seat to drive the sliding seat to slide forward. The sliding seat slides forward and acts on the lead screw to drive the lead screw to move forward, so that the brake pads are braked. When the vehicle resumes power or it is necessary to release the parking braking, the electromagnet is powered on, the unlocking member is attracted to the electromagnet and releases the locking structure, so that the locking structure can re-lock the sliding seat on the core shaft. Then the braking motor rotates in the reverse direction to drive the lead screw to move backward. The lead screw reacts on the sliding seat to drive the sliding seat to move backward for reset. When the sliding seat is in place for reset, the locking structure re-locks the sliding seat on the core shaft, and the parking spring stores elastic potential energy again.

[0009] After using this braking mechanism, parking braking and emergency braking can be achieved through mechanical braking. Moreover, the number of rotation cycles of the braking motor during service braking will not be affected by the sliding seat, that is, the braking force during service braking will not be restricted by the sliding seat, improving the safety of service braking. Therefore, this braking mechanism can not only achieve service braking but also parking braking (or power-off emergency braking), and the realization of parking braking does not affect service braking, improving the safety of brake use.

[0010] In the braking mechanism of the above-mentioned brake, the locking structure includes a lock ring sleeved on the sliding seat. A locking spring capable of driving the lock ring to slide backward is connected between the lock ring and the sliding seat. The unlocking member can abut against the lock ring and push the lock ring to slide forward after the electromagnet is powered off. A locking groove is formed on the outer side surface of the mandrel, a through hole corresponding to the locking groove penetrates through the side wall of the sliding seat, an avoidance groove is formed on the inner side surface of the lock ring, and a locking ball is arranged in the through hole. When the sliding seat slides to a position where the through hole is aligned with the locking groove and the lock ring slides to a position where the avoidance groove is behind the through hole, the inner part of the locking ball is embedded into the locking groove and the outer part of the locking ball abuts against the inner side surface of the lock ring. When the lock ring slides forward to a position where the avoidance groove is opposite to the through hole, the inner part of the locking ball can be disengaged from the locking groove and the outer part of the locking ball is embedded into the avoidance groove.

[0011] When the vehicle is powered on and in normal use, the through hole of the sliding seat is aligned with the locking groove, the inner part of the locking ball is embedded into the locking groove. At the same time, under the action of the locking spring, the lock ring slides to a position where the avoidance groove is behind the through hole, and the outer part of the locking ball abuts against the inner side surface at the front end of the lock ring, so that the sliding seat is locked on the mandrel. When power is lost or parking braking is performed, the electromagnet is powered off, and the unlocking member pushes the lock ring to slide forward, making the avoidance groove opposite to the through hole. At this time, the locking ball is no longer restricted by the lock ring in the radial direction, that is, the locking of the sliding seat on the mandrel is released. Under the action of the parking spring, the sliding seat slides forward, and the locking ball moves radially outward, that is, the inner part of the locking ball is disengaged from the locking groove and the outer part of the locking ball is embedded into the avoidance groove. When the vehicle resumes power or needs to release the parking brake, the electromagnet is powered on, the unlocking member is attracted to the electromagnet and releases the lock ring. Then the braking motor rotates in the reverse direction to drive the lead screw to move backward, and the lead screw reacts on the sliding seat to drive the sliding seat to move backward for reset. At the same time, the locking spring acts on the lock ring to make the lock ring slide backward. When the sliding seat slides to a position where the through hole is aligned with the locking groove, the lock ring acts on the outer part of the locking ball to make the inner part of the locking ball embedded into the locking groove to form a lock. In this way, parking braking (or power-off emergency braking) and the reset of parking braking (or power-off emergency braking) can be achieved, and the realization of parking braking (or power-off emergency braking) will not affect service braking, ensuring the safety of brake use.

[0012] In the braking mechanism of the above-mentioned brake, the locking spring is sleeved on the sliding seat, a protective sleeve fixed on the sliding seat is sleeved outside the locking spring, and the parking spring is sleeved outside the protective sleeve. The protective sleeve separates the locking spring and the parking spring, preventing interference between the two, making the locking structure and the parking spring work stably, making the parking brake work stably, and at the same time facilitating avoiding the influence of the realization of the parking brake on the service brake, ensuring the safety of the brake during use.

[0013] In the braking mechanism of the above-mentioned brake, a front abutting ring is provided at the front end of the sliding seat, a rear abutting ring is provided at the rear end of the core shaft, and both ends of the parking spring respectively abut against the front abutting ring and the rear abutting ring. In this way, when the sliding seat moves backward to reset, the parking spring can automatically adapt to compress and deform to store the elastic potential energy for driving the sliding seat to slide forward, enabling the parking brake or the power-off emergency brake to be repeated, ensuring the safety of the brake during use.

[0014] In the braking mechanism of the above-mentioned brake, the unlocking member includes a suction disc capable of being attracted to the electromagnet. A protruding ejector rod is provided on the front end face of the suction disc, and the ejector rod passes through the rear abutting ring and faces the rear end face of the locking ring. The ejector rod passing through the rear abutting ring has a guiding and limiting function, preventing the unlocking member from flipping during movement, making the parking brake work stably, ensuring the safety of the brake during use, and at the same time making the braking mechanism structure compact and stable.

[0015] In the braking mechanism of the above-mentioned brake, a fixing bolt is fixedly connected between the housing of the electromagnet and the core shaft, and the suction disc is sleeved on the fixing bolt. The fixing bolt can not only fixedly connect the electromagnet and the core shaft together, but also has a positioning and guiding function for the unlocking member, making the unlocking member slide stably, thus facilitating the smooth progress of the parking brake or the power-off emergency brake, ensuring the safety of the brake during use.

[0016] In the braking mechanism of the above-mentioned brake, a pushing spring is connected between the housing of the electromagnet and the unlocking member. When the electromagnet loses power, the pushing spring can drive the unlocking member to move forward and act on the locking structure. The pushing spring works stably and can compress and store elastic potential energy when the electromagnet is energized to attract the unlocking member, ensuring the smooth progress of the parking brake or the power-off emergency brake, and being beneficial to ensuring the safety of the brake during use.

[0017] In the braking mechanism of the above-mentioned brake, a compensation screw is threadedly connected to the rear end of the lead screw. The rear end of the compensation screw extends out of the lead screw and has a clutch ring. A snap ring is fixed in front of the clutch ring at the rear end of the compensation screw. A slidable clutch sleeve is sleeved outside the clutch ring. A clutch spring is connected between the snap ring and the clutch sleeve. A convex ring is provided on the inner side surface of the clutch sleeve. The convex ring is located between the snap ring and the clutch ring. Under the action of the clutch spring, the convex ring can abut against the clutch ring to form an engaged state. When the convex ring abuts against the clutch ring, the rear end of the clutch sleeve protrudes from the rear end face of the compensation screw and abuts against the sliding seat. A driving gear and a driven gear that mesh with each other are provided between the braking motor and the nut. The driven gear is sleeved outside the nut and is circumferentially fixed and axially limited to the nut. The rear end of the driven gear extends rearward to form an extended sleeve portion. The extended sleeve portion is sleeved outside the clutch sleeve and forms a circumferentially fixed and axially slidable fit with the clutch sleeve. The helix direction of the thread of the lead screw is the same as that of the thread of the compensation screw, and the lead of the lead screw is the same as that of the compensation screw.

[0018] The compensation screw, the clutch sleeve and the clutch spring form a clutch. When performing vehicle braking, the braking motor drives the driving gear to rotate. The driving gear drives the driven gear and the nut to rotate. The lead screw moves forward under the drive of the nut. The rotation of the driven gear drives the clutch sleeve to rotate through the extended sleeve portion. At this time, under the action of the clutch spring, the convex ring tightly abuts against the clutch ring so that the compensation screw and the clutch sleeve are in an engaged state. The rotation of the clutch sleeve drives the compensation screw to rotate synchronously. Since the helix direction of the thread of the lead screw is the same as that of the thread of the compensation screw, and the lead of the lead screw is the same as that of the compensation screw, the compensation screw remains stationary axially relative to the sliding seat and the mandrel. Similarly, when resetting the vehicle braking, the compensation screw and the clutch sleeve are still in an engaged state, and the compensation screw remains stationary axially relative to the sliding seat and the mandrel.

[0019] When the vehicle loses power or needs to perform parking braking, since the rear end of the clutch sleeve protrudes from the rear end face of the compensation screw, the sliding seat slides forward and first abuts against the rear end of the clutch sleeve to make the clutch sleeve slide forward. At this time, the convex ring is separated from the clutch ring. Then the sliding seat abuts against the rear end face of the compensation screw and continues to push the compensation screw and the lead screw forward. The setting of the clutch spring not only forms a clutch function, but also has a certain buffering effect during parking braking, making the parking braking or power-off emergency braking proceed smoothly, which is beneficial to ensuring the safety of the brake operation.

[0020] When performing the reset of the parking brake or the emergency power-off brake, the brake motor rotates in reverse to drive the driven gear and the nut to rotate in the reverse direction. At this time, the sliding seat still abuts against the rear end face of the clutch sleeve and the rear end face of the compensation screw. The convex ring and the clutch ring remain separated, and the compensation screw does not rotate with the driven gear. The compensation screw and the lead screw are fixed and move backward synchronously. Until the sliding seat is locked on the mandrel, the reset of the parking brake or the emergency power-off brake is completed. At this time, the brake motor stops working. Under the action of the clutch spring, the rear end of the clutch sleeve remains abutted against the sliding seat, and the compensation screw moves forward to make the convex ring and the clutch ring abut against each other again and resume the engaged state. After that, the brake motor rotates forward to perform normal service braking.

[0021] When the vehicle is in normal driving without braking, there is a braking gap between the brake pads and the brake disc. This braking gap at this time is called the initial braking gap. When braking, the nut rotates to drive the lead screw to move forward, and the braking gap continuously decreases until the brake pads abut against the brake disc and the braking gap disappears, and a braking force is generated between the brake pads and the brake disc. The brake pads will undergo frictional wear during the braking process. Assume the wear amount is ΔX. In order to keep the initial braking gap constant, when the brake motor rotates in reverse, it rotates ΔN turns less, so that the compensation screw extends ΔX more relative to the lead screw, that is, the total axial length of the compensation screw and the lead screw increases by ΔX after the service braking is released, which is used to compensate for the wear amount. In this way, it can ensure that the initial braking gap remains constant, and at the same time, the clutch sleeve and the sliding seat remain abutted, that is, the distance between the rear end face of the compensation screw and the sliding seat remains constant. In this way, the forward extension amount of the lead screw during parking braking is constant, so that the braking force of the parking brake remains constant, ensuring the stability of the parking brake and improving the safety of the brake use.

[0022] In the braking mechanism of the above-mentioned brake, the clutch spring is a disc spring. The disc spring is convenient to install and makes the force on the clutch sleeve stable.

[0023] In the braking mechanism of the above-mentioned brake, under the action of the clutch spring, the front end face of the clutch ring abuts against the rear end face of the convex ring. The front end face of the clutch ring is a spherical conical surface, and the rear end face of the convex ring is a conical surface. A thrust bearing is also arranged between the clutch spring and the clutch sleeve, and the rear end face of the clutch sleeve is an arc surface protruding backward. The front end face of the clutch ring being a spherical conical surface and the rear end face of the convex ring being a conical surface can make the engagement state between the clutch ring and the convex ring stable. When performing the reset of the parking brake or the reset of the power-off emergency brake, the rear end faces of both the clutch sleeve and the compensation screw abut against the sliding seat, and the convex ring on the clutch sleeve and the clutch ring of the compensation screw are in a separated state. At this time, the brake motor rotates to drive the driven gear to rotate, causing the clutch sleeve to rotate. The setting of the thrust bearing and the arc surface can prevent the rotation of the clutch sleeve from causing the rotation of the compensation screw and the sliding seat, making the braking mechanism work stably.

[0024] In the braking mechanism of the above-mentioned brake, a force measuring sensor for measuring sudden changes in the axial force of the driven gear is provided on the driven gear. The force measuring sensor is a microswitch, a tactile switch, or a diaphragm switch. During service braking, when the braking motor rotates forward to drive the lead screw to move forward and make the brake pads abut against the brake disc, the axial force received by the driven gear suddenly increases, causing the force measuring sensor to send a braking start signal to the vehicle's EMB control unit. The EMB control unit records the position of the braking motor shaft at this time and determines it as the braking zero position. Starting from the braking zero position, the braking motor continues to rotate N1 turns to reach the required braking force. When the service braking ends and the braking force is released, the EMB control unit controls the braking motor to rotate reversely for N1 + N0 turns and then stop working, and the braking ends. At this time, the braking gap between the brake pads and the brake disc is δ = N1 + N0 - N1 = N0, where N0 is the initial braking gap. After such a setting, the brake can automatically eliminate the braking gap generated by the wear between the brake pads and the brake disc, and keep the initial braking gap constant.

[0025] A brake, comprising a caliper body and brake pads, is characterized in that it further comprises the above-mentioned braking mechanism, and a push plate that abuts against the brake pads is fixed to the front end of the lead screw.

[0026] Setting the above-mentioned braking mechanism in the brake can achieve parking braking and power-off emergency braking through mechanical braking, and the number of turns of the braking motor during service braking will not be affected by the sliding seat, that is, the braking force during service braking will not be restricted by the sliding seat, improving the safety of service braking while achieving parking braking.

[0027] Compared with the prior art, the present invention has the following advantages:

[0028] 1. After setting the sliding seat, the core shaft, the locking structure, the unlocking member, the parking spring and the electromagnet in this braking mechanism, parking braking and power-off emergency braking can be achieved through mechanical braking, and the realization of parking braking and power-off emergency braking will not affect service braking, improving the safety of vehicle use.

[0029] 2. The structure of this braking mechanism is compactly arranged and works stably.

[0030] 3. By setting the compensation screw, the clutch sleeve and the clutch spring, and connecting the clutch sleeve to the driven gear, while ensuring the constancy of the initial braking gap, the braking force of parking braking is kept constant, ensuring the stability of parking braking or power-off braking. Description of the Drawings

[0031] Figure 1 is a cross-sectional view of the first embodiment of this brake.

[0032] Figure 2 is Figure 1Partial enlarged view of the sliding seat and the electromagnet.

[0033] Figure 3 is Figure 1 Partial enlarged view of the clutch sleeve.

[0034] Figure 4 is Figure 3 Cross-sectional view taken along line A-A.

[0035] Figure 5 It is a position relationship diagram of the locking structure after the parking brake or power-off emergency brake of this braking mechanism.

[0036] Figure 6 It is a cross-sectional view of this brake after compensating for the wear of the brake pads.

[0037] In the figure, 1. Caliper body; 2. Brake pad; 3. Bracket; 4. Push plate; 5. Lead screw; 6. Nut; 7. Braking motor; 8. Installation housing; 9. Driving gear; 10. Driven gear; 10a. Extended sleeve part; 11. Compensation screw; 11a. Clutch ring; 12. Clutch sleeve; 12a. Convex ring; 13. Thrust bearing; 14. Limit sleeve; 15. Force measuring sensor; 16. Transition sleeve; 17. Core shaft; 17a. Locking groove; 17b. Rear abutting ring; 18. Electromagnet; 19. Sliding seat; 19a. Perforation; 19b. Front abutting ring; 20. Unlocking member; 20a. Sucking disc; 20b. Push rod; 21. Parking spring; 22. Locking ring; 22a. Avoidance groove; 23. Locking spring; 24. Locking ball; 25. Protective sleeve; 26. End cover; 27. Fixed bolt; 28. Pushing spring; 29. Snap ring; 30. Clutch spring; 31. End face bearing; 32. Clearance spring. Detailed implementation mode

[0038] The following are specific embodiments of the present invention and in combination with the attached drawings, the technical solutions of the present invention are further described, but the present invention is not limited to these embodiments.

[0039] Embodiment 1

[0040] As Figure 1As shown in the figure, a brake includes a caliper body 1, brake pads 2, a bracket 3 and a braking mechanism. The braking mechanism can drive the brake pads 2 to move to achieve braking. The main structure of the brake is an existing floating caliper disc brake. There are two brake pads 2 which are separately arranged on the bracket 3. A slide bar is arranged between the bracket 3 and the caliper body 1. The bracket 3 is used to be fixed to the vehicle frame. The slide bar is fixed on the bracket 3. The slide bar passes through the caliper body 1 and the caliper body 1 can slide along the slide bar. The structure of the floating caliper disc brake can refer to the patent documents with publication numbers: CN1370701A or CN 2818904Y. A brake disc is fixed on the axle. The two brake pads 2 are respectively located on both sides of the brake disc. The two brake pads 2 abut against the brake disc to form a braking force.

[0041] As Figure 1 shown, a braking mechanism of a brake includes a screw rod 5 and a nut 6 which cooperate with each other and a braking motor 7 that can drive the nut 6 to rotate to move the screw rod 5 forward and backward. A push plate 4 that abuts against one of the brake pads 2 is fixed to the front end of the screw rod 5. The push plate 4 is circumferentially fixed to the caliper body 1 and the push plate 4 can slide forward and backward axially in the caliper body 1. In order to reduce the frictional resistance, the screw rod 5 can be selected as a ball screw, and the nut 6 is correspondingly selected as a ball nut 6. An installation housing 8 is fixed to the rear end of the caliper body 1. The caliper body 1 and the installation housing 8 enclose an installation cavity. A driving gear 9 and a driven gear 10 which mesh with each other are arranged between the braking motor 7 and the nut 6. The screw rod 5, the nut 6, the driving gear 9 and the driven gear 10 are all installed in the installation cavity. The braking motor 7 is fixed outside the installation housing 8 and is located behind the driving gear 9. The rotating shaft of the braking motor 7 is fixedly connected to the driving gear 9. The driven gear 10 is sleeved outside the nut 6 and is connected to the nut 6. The driven gear 10 and the nut 6 can be circumferentially fixed by a spline or a flat key. The rear end of the driven gear 10 extends backward to form an extended sleeve portion 10a. A compensation screw 11 is threadedly connected to the rear end of the screw rod 5. The rear end of the compensation screw 11 extends out of the screw rod 5. A clutch sleeve 12 is sleeved outside the rear end of the compensation screw 11. The rear end of the extended sleeve portion 10a is sleeved outside the clutch sleeve 12. A shoulder is arranged on the extended sleeve portion 10a behind the nut 6. A retaining ring is snap-fitted and fixed on the driven gear 10 in front of the nut 6. The nut 6 is axially limited between the retaining ring and the shoulder.

[0042] A force measuring sensor 15 for measuring the sudden change of the axial force of the driven gear 10 is provided on the driven gear 10. The force measuring sensor 15 is a micro switch, a tactile switch or a diaphragm switch. Taking the diaphragm switch as the force measuring sensor 15 as an example, a shoulder is provided on the mounting housing 8 behind the shoulder, and a thrust bearing 13, a limit sleeve 14, a diaphragm switch and a transition sleeve 16 are sequentially arranged from front to back between the shoulder and the shoulder. The diaphragm switch is fixed on the rear end face of the limit sleeve 14 and can contact the transition sleeve 16. A clearance spring 32 is arranged between the limit sleeve 14 and the transition sleeve 16, and the clearance spring 32 causes a braking induction clearance to exist between the limit sleeve 14 and the transition sleeve 16. During braking, when the lead screw 5 moves forward to make the brake pad 2 abut against the brake disc, the axial force received by the driven gear 10 suddenly increases, causing the diaphragm switch 15 to contact the transition sleeve 16 to generate a braking start signal. When the braking is released, the brake pad 2 disengages from the brake disc, the axial force received by the driven gear 10 decreases, and under the action of the clearance spring 32, the braking induction clearance is restored, and the diaphragm switch 15 disengages from the transition sleeve 16.

[0043] As Figure 1 , Figure 2 and Figure 5 shown, a mandrel 17 is provided behind the lead screw 5, an electromagnet 18 is fixed behind the mandrel 17, and a sliding seat 19 that can slide back and forth and can push the lead screw 5 to move is sleeved on the mandrel 17. A locking structure that can lock the sliding seat 19 on the mandrel 17 is arranged between the sliding seat 19 and the mandrel 17, and an unlocking member 20 is arranged between the electromagnet 18 and the locking structure. When the electromagnet 18 is powered off, the unlocking member 20 can act on the locking structure to release the locking of the sliding seat 19 on the mandrel 17; when the electromagnet 18 is powered on, the unlocking member 20 is attracted to the electromagnet 18 and releases the locking structure. A parking spring 21 that can drive the sliding seat 19 to slide forward after the sliding seat 19 and the mandrel 17 are unlocked is connected to the sliding seat 19. An installation hole in the shape of a cylinder is provided in the mounting housing 8 behind the lead screw 5, and the sliding seat 19, the mandrel 17, the electromagnet 18 and the unlocking member 20 are all located in the installation hole, and the mandrel 17 and the electromagnet 18 are both fixed on the mounting housing 8.

[0044] The locking structure includes a locking ring 22 sleeved on the sliding seat 19. A locking spring 23 capable of driving the locking ring 22 to slide backward is connected between the locking ring 22 and the sliding seat 19. The unlocking member 20 can abut against the locking ring 22 and push the locking ring 22 to slide forward after the electromagnet 18 is powered off. A locking groove 17a is formed on the outer side surface of the mandrel 17. A perforation 19a corresponding to the locking groove 17a penetrates through the side wall of the sliding seat 19. An avoidance groove 22a is formed on the inner side surface of the locking ring 22. A locking ball 24 is arranged in the perforation 19a. The locking groove 17a is annular, and the bottom surface of the locking groove 17a is arc-shaped to adapt to the locking ball 24. Several perforations 19a are provided and are evenly distributed in the circumferential direction. The locking balls 24 are arranged in one-to-one correspondence with the perforations 19a. The avoidance groove 22a is annular, and the front side surface of the avoidance groove 22a is inclined forward. When the sliding seat 19 slides to a position where the perforation 19a is directly opposite to the locking groove 17a and the locking ring 22 slides to a position where the avoidance groove 22a is located behind the perforation 19a, the inner part of the locking ball 24 is embedded into the locking groove 17a and the outer part of the locking ball 24 abuts against the inner side surface of the front end of the locking ring 22; when the locking ring 22 slides forward to a position where the avoidance groove 22a is opposite to the perforation 19a, the inner part of the locking ball 24 can be disengaged from the locking groove 17a and the outer part of the locking ball 24 is embedded into the avoidance groove 22a.

[0045] On the outer side surface of the front end of the sliding seat 19, there is a protruding annular front abutting ring 19b. On the outer side surface of the rear end of the mandrel 17, there is a protruding annular rear abutting ring 17b. The parking spring 21 is sleeved on the sliding seat 19, and the two ends of the parking spring 21 respectively abut against the front abutting ring 19b and the rear abutting ring 17b. The outer side surface of the front abutting ring 19b abuts against the wall surface of the mounting hole. The outer side surface of the rear abutting ring 17b abuts against the wall surface of the mounting hole. The locking spring 23 is sleeved on the sliding seat 19 and is located inside the parking spring 21. The two ends of the locking spring 23 respectively abut against the front abutting ring 19b and the front end of the locking ring 22. A protective sleeve 25 is sleeved on the outside of the locking spring 23, and the protective sleeve 25 separates the locking spring 23 and the parking spring 21. The protective sleeve 25 is fixed on the sliding seat 19. The front end of the protective sleeve 25 is bent inward to form a fixing edge. The fixing edge is located between the front abutting ring 19b and the locking ring 22. The fixing edge abuts against the rear end surface of the front abutting ring 19b. The front end of the locking spring 23 abuts against the fixing edge. At the outer edge of the front end surface of the locking ring 22, there is a notch. The rear end of the locking spring 23 is embedded into the notch and abuts against the bottom surface of the notch.

[0046] A end cover 26 is fixed on the rear end of the installation housing 8. The electromagnet 18 includes a housing and an electromagnetic coil assembly fixed in the housing. The rear end face of the housing of the electromagnet 18 abuts against and is fixed on the front end face of the end cover 26. The outer side face of the housing of the electromagnet 18 abuts against the hole wall face of the installation hole. The front end face of the housing of the electromagnet 18 abuts against the rear end face of the rear abutting ring 17b. The unlocking member 20 includes a suction disc 20a that can be attracted to the electromagnet 18. An assembly groove is provided on the front end face of the housing of the electromagnet 18. The suction disc 20a is located in the assembly groove and can slide back and forth. A protruding ejector rod 20b is provided on the front end face of the suction disc 20a. There are several ejector rods 20b and they are evenly arranged in the circumferential direction. The ejector rod 20b passes through the rear abutting ring 17b and faces the rear end face of the locking ring 22. A fixing bolt 27 is fixedly connected between the housing of the electromagnet 18 and the core shaft 17. The suction disc 20a is sleeved on the fixing bolt 27. A pushing spring 28 is abutted and connected between the housing of the electromagnet 18 and the unlocking member 20. When the electromagnet 18 loses power, the pushing spring 28 can drive the unlocking member 20 to move forward and act on the locking structure. An installation groove is provided on the housing of the electromagnet 18. The pushing spring 28 is embedded in the installation groove. The front end of the pushing spring 28 extends out of the installation groove and abuts against the suction disc 20a.

[0047] As Figure 1 , Figure 3 and Figure 5 shown, the spiral direction of the thread of the lead screw 5 is the same as that of the thread of the compensation screw 11, and the lead of the lead screw 5 and the compensation screw 11 is the same. For example, both the lead screw 5 and the compensation screw 11 are right-handed and both have a lead of 6 mm. The rear end of the compensation screw 11 extends out of the lead screw 5 and has a clutch ring 11a. A snap ring 29 is fixed on the rear end of the compensation screw 11 in front of the clutch ring 11a. The clutch sleeve 12 is sleeved outside the clutch ring 11a and can move back and forth. A clutch spring 30 is also sleeved on the rear end of the compensation screw 11. The clutch spring 30 can be a disc spring or a compression spring. The two ends of the clutch spring 30 respectively abut against the snap ring 29 and the clutch sleeve 12. A convex ring 12a is provided on the inner side face of the clutch sleeve 12. The convex ring 12a is located between the snap ring 29 and the clutch ring 11a. Under the action of the clutch spring 30, the rear end face of the convex ring 12a can abut against the front end face of the clutch ring 11a to form an engaged state. When the rear end face of the convex ring 12a abuts against the front end face of the clutch ring 11a, the rear end of the clutch sleeve 12 protrudes out of the rear end face of the compensation screw 11 and abuts against the sliding seat 19. At this time, the rear end face of the compensation screw 11 faces the front end face of the sliding seat 19 and there is a gap. The rear end of the extension sleeve portion 10a is sleeved outside the clutch sleeve 12 and forms a circumferentially fixed and axially sliding fit with the clutch sleeve 12, such as a spline structure fit or as Figure 4The shown flat square structure cooperation. A thrust bearing 31 is further arranged between the clutch spring 30 and the clutch sleeve 12. A gasket is arranged between the thrust bearing 31 and the clutch spring 30. The rear end face of the clutch sleeve 12 is an arc surface protruding backward. The rear end face of the convex ring 12a is a conical surface, and the front end face of the clutch ring 11a is a spherical conical surface.

[0048] During normal driving, the clutch spring 30 acts on the clutch sleeve 12 to make the rear end face of the convex ring 12a and the front end face of the clutch ring 11a closely abut to maintain the engaged state, and the rear end face of the clutch sleeve 12 abuts against the front end face of the sliding seat 19. When performing driving braking and releasing driving braking, the braking motor 7 drives the driving gear 9 to rotate. The driving gear 9 drives the driven gear 10 and the nut 6 to rotate. When the driven gear 10 rotates, it drives the clutch sleeve 12 to rotate through the extension sleeve portion 10a. At this time, the clutch spring 30 acts on the clutch sleeve 12 to make the rear end face of the convex ring 12a and the front end face of the clutch ring 11a closely abut to maintain the engaged state. The rotation of the clutch sleeve 12 drives the compensation screw 11 to rotate synchronously. At this time, the rear end face of the clutch sleeve 12 abuts against the sliding seat 19 but does not cause the sliding seat 19 to rotate, and a gap state is maintained between the rear end face of the compensation screw 11 and the front end face of the sliding seat 19. When the vehicle loses power or needs to perform parking braking, since the rear end of the clutch sleeve 12 protrudes from the rear end face of the compensation screw 11, the sliding seat 19 slides forward and first abuts against the rear end of the clutch sleeve 12 to make the clutch sleeve 12 slide forward. At this time, the convex ring 12a is separated from the clutch ring 11a, and then the sliding seat 19 abuts against the rear end face of the compensation screw 11 and continues to push the compensation screw 11 and the lead screw 5 forward. When performing the reset of parking braking or emergency power-off braking, the braking motor 7 rotates in reverse to drive the driven gear 10 and the nut 6 to rotate in the reverse direction. At this time, the sliding seat 19 still abuts against the rear end face of the clutch sleeve 12 and the rear end face of the compensation screw 11. The convex ring 12a and the clutch ring 11a remain in the separated state. The compensation screw 11 does not rotate with the driven gear 10. The compensation screw 11 and the lead screw 5 are fixed and move backward synchronously. Until the sliding seat 19 is locked on the core shaft 17, the reset of parking braking or emergency power-off braking is completed. At this time, the braking motor 7 stops working. Under the action of the clutch spring 30, the rear end of the clutch sleeve 12 remains in abutment against the sliding seat 19, and the compensation screw 11 moves forward to make the convex ring 12a and the clutch ring 11a abut again and resume the engaged state. After that, when the braking motor 7 rotates forward, normal driving braking can be performed.

[0049] The force-measuring sensor 15 is used to measure the sudden change in the axial force on the driven gear 10 and the nut 6. When vehicle braking is required, the braking motor 7 is energized to rotate forward. After the braking motor 7 rotates N2 turns, the brake pad 2 contacts the brake disc to generate a braking force, that is, at the moment when the braking gap between the brake pad 2 and the brake disc disappears, the force condition of the force-measuring sensor 15 suddenly changes to generate a braking start signal, and the braking start signal is transmitted to the EMB control unit of the vehicle. The EMB control unit records the position of the rotating shaft of the braking motor 7 at this time and determines it as the braking zero position. Starting from the braking zero position, the braking motor 7 continues to rotate N1 turns to reach the required braking force. When the vehicle braking ends and the braking force is released, the braking motor 7 operates in reverse. After the motor rotates in reverse for N1 + N0 turns, it stops working, and the braking ends. At this time, the braking gap between the brake pad 2 and the brake disc is δ = N1 + N0 - N1 = N0, where N0 is the initial braking gap, and the braking motor 7 rotates ΔN turns less in reverse than in forward, ΔN = N2 - N0, which is used to compensate for the wear amount ΔX. After such a setting, the brake can automatically eliminate the braking gap generated by the wear between the brake pad 2 and the brake disc, and keep the initial braking gap constant.

[0050] As Figure 6 shown, the brake pad 2 will undergo frictional wear during braking, and the wear amount is ΔX. In order to keep the initial braking gap constant, when the braking motor 7 rotates in reverse, it will rotate ΔN turns less, so that the compensation screw 11 extends ΔX more relative to the lead screw 5, that is, after the vehicle braking is released, the total axial length of the compensation screw 11 and the lead screw 5 increases by ΔX. In this way, the clutch sleeve 12 and the sliding seat 19 can be kept in contact while ensuring that the initial braking gap is constant, that is, the distance between the rear end face of the compensation screw 11 and the sliding seat 19 remains constant. In this way, when parking braking, the forward extension amount of the lead screw 5 is constant, so that the braking force of the parking braking remains constant, ensuring the stability of the parking braking and improving the safety of the brake during use.

[0051] As Figure 1 、 Figure 2 and Figure 5 shown, when the vehicle is powered on and in normal use, when vehicle braking is required, the braking motor 7 rotates forward to drive the nut 6 to rotate, thereby driving the lead screw 5 to move forward for braking; when it is necessary to release the vehicle braking, the braking motor 7 rotates in reverse to drive the lead screw 5 to move backward to reset; the electromagnet 18 remains energized, and then the unlocking member 20 can be attracted to the electromagnet 18, so that the ejector rod 20b of the unlocking member 20 releases the lock ring 22, and the locking structure locks the sliding seat 19 on the mandrel 17. In this way, the sliding seat 19 will not interfere with the forward movement of the lead screw 5, that is, it will not limit the number of rotation turns of the braking motor 7 to drive the lead screw 5 to move forward. At the same time, the parking spring 21 is compressed to store elastic potential energy for driving the sliding seat 19 to slide forward, and the push spring 28 is compressed to store elastic potential energy for driving the unlocking member 20 to slide forward.

[0052] When the vehicle loses power or needs to apply the parking brake, the electromagnet 18 is de-energized. The unlocking member 20 slides forward under the action of the pushing spring 28, and the ejector rod 20b abuts against the locking ring 22 to align the avoidance groove 22a of the locking ring 22 with the locking ball 24. The locking of the sliding seat 19 on the mandrel 17 is released, and the parking spring 21 pushes the sliding seat 19 forward. The inner part of the locking ball 24 disengages from the locking groove 17a of the mandrel 17. The sliding seat 19 first abuts against the rear end face of the clutch sleeve 12, causing the clutch sleeve 12 to slide forward, and the convex ring 12a disengages from the clutch ring 11a. Then, the sliding seat 19 is on the rear end face of the compensating screw 11, thereby driving the lead screw 5 forward to apply the brake to the brake pad 2.

[0053] When the vehicle resumes power or needs to release the parking brake, the electromagnet 18 is energized. The unlocking member 20 slides backward and is attracted to the electromagnet 18. The ejector rod 20b moves backward and leaves the locking ring 22. Then, the brake motor 7 rotates in the reverse direction to drive the lead screw 5 backward. The rear end face of the clutch sleeve 12 and the rear end face of the compensating screw 11 abut against the sliding seat 19 to drive the sliding seat 19 backward for resetting. At the same time, the locking spring 23 acts on the locking ring 22 to make the locking ring 22 slide backward. When the sliding seat 19 slides until the through hole 19a is aligned with the locking groove 17a, the locking ring 22 acts on the outer side surface of the locking ball 24 to embed the inner part of the locking ball 24 into the locking groove 17a to form a lock, so that the locking structure locks the sliding seat 19 on the mandrel 17 again. After the brake motor 7 stops working, under the action of the clutch spring 30, the rear end face of the clutch sleeve 12 remains in contact with the sliding seat 19. The compensating screw 11 and the lead screw 5 slide slightly forward to make the clutch ring 11a and the convex ring 12a abut again, and a gap is formed between the rear end face of the compensating screw 11 and the front end face of the sliding seat 19, which does not affect the operation of the service brake.

[0054] After using this braking mechanism, parking braking and power-loss emergency braking can be achieved through mechanical braking. Moreover, the number of turns of the brake motor 7 during service braking is not affected by the sliding seat 19, that is, the braking force during service braking is not limited by the sliding seat 19, improving the safety of service braking. Therefore, using this braking mechanism on the brake can not only achieve service braking but also achieve parking braking, while also improving the safety of driving. And this braking mechanism keeps the braking force of the parking brake constant while ensuring a constant initial braking gap, ensuring the stability of the parking brake and improving the safety of using the brake. In addition, a manual adjustment member is provided at the rear end of the brake motor 7. Rotating the manual adjustment member counterclockwise drives the brake motor 7 to reverse, thereby manually releasing the parking brake or power-loss emergency braking.

[0055] Embodiment Two

[0056] The locking structure of this embodiment is different from that of the first embodiment, and other structures are the same as those of the first embodiment. The locking structure includes a lock sleeve sleeved and fixed on the sliding seat 19. A locking hole is formed on the outer side surface of the mandrel 17. A sliding hole penetrates through the side wall of the sliding seat 19. A positioning hole is formed on the inner side surface of the lock sleeve. The positioning hole is opposite to the sliding hole. The sliding seat 19 can slide to make the sliding hole opposite to the locking hole. A locking pin is inserted into the sliding hole. The locking pin is in spline sliding fit with the sliding hole. The inner end of the locking pin can be inserted into the locking hole. The inner end surface of the locking pin is an inclined surface. A locking spring is connected to the outer end of the locking pin. The locking spring is installed in the positioning hole. When the sliding seat 19 slides to make the sliding hole opposite to the locking hole, the locking spring can drive the locking pin to insert the inner end of the locking pin into the locking hole. The ejector rod 20b of the unlocking member 20 is inserted into the mandrel 17. When the electromagnet 18 loses power, the front end of the ejector rod 20b can abut against the inclined surface of the inner end of the locking pin and push the locking pin to slide outwards so that the inner end of the locking pin disengages from the locking hole.

[0057] When the vehicle is powered on and in normal use, the sliding hole of the sliding seat 19 is aligned with the locking hole. The unlocking member 20 is attracted to the electromagnet 18, and the ejector rod 20b is far away from the locking pin. Under the action of the locking spring, the inner end of the locking pin is inserted into the locking hole of the mandrel 17, so that the sliding seat 19 is locked on the mandrel 17. When losing power or performing parking braking, the electromagnet is powered off, the unlocking member 20 moves forward, the ejector rod 20b abuts against the inclined surface of the inner end of the positioning pin, so that the inner end of the positioning pin disengages from the locking hole of the mandrel 17, and the locking of the sliding seat 19 on the mandrel 17 is released. The parking spring 21 acts on the sliding seat 19 to make the sliding seat 19 slide forward for parking braking or power-off braking. When the vehicle resumes power or needs to release the parking brake, the electromagnet 18 is powered on, the unlocking member 20 is attracted to the electromagnet 18 to make the ejector rod 20b move backward away from the locking pin, and then the braking motor 7 rotates reversely to drive the lead screw 5 to move backward. The rear end of the lead screw 5 abuts against the sliding seat 19 to drive the sliding seat 19 to move backward for resetting. When the sliding seat 19 slides to make the sliding hole opposite to the locking hole, under the action of the locking spring, the inner end of the locking pin is inserted into the locking hole of the mandrel 17 again, so that the sliding seat 19 is locked on the mandrel 17 again. In this way, the parking brake and the reset of the parking brake can be realized, and the realization of the parking brake will not affect the service brake, ensuring the safety of driving.

[0058] The specific embodiments described herein are merely illustrative of the spirit of the present invention. Those skilled in the art to which the present invention pertains can make various modifications or supplements to the described specific embodiments or use similar ways to replace them, but will not deviate from the spirit of the present invention or exceed the scope defined by the appended claims.

Claims

1. A braking mechanism of a brake, comprising a lead screw (5) and a nut (6) that cooperate with each other, and a braking motor (7) capable of driving the nut (6) to rotate to move the lead screw (5) back and forth, characterized in that, It further includes a fixed mandrel (17) which is located behind the lead screw (5). An electromagnet (18) is fixed behind the mandrel (17). A sliding seat (19) which can slide back and forth and can push the lead screw (5) to move is sleeved on the mandrel (17). A locking structure which can lock the sliding seat (19) on the mandrel (17) is arranged between the sliding seat (19) and the mandrel (17). An unlocking member (20) is arranged between the electromagnet (18) and the locking structure. When the electromagnet (18) is powered off, the unlocking member (20) can act on the locking structure to release the locking of the sliding seat (19) on the mandrel (17). When the electromagnet (18) is powered on, the unlocking member (20) is attracted to the electromagnet (18) and releases the locking structure. A parking spring (21) which can drive the sliding seat (19) to slide forward after the sliding seat (19) and the mandrel (17) are unlocked is connected to the sliding seat (19).

2. The braking mechanism of the brake according to claim 1, characterized in that, The locking structure includes a locking ring (22) sleeved on the sliding seat (19). A locking spring (23) which can drive the locking ring (22) to slide backward is connected between the locking ring (22) and the sliding seat (19). The unlocking member (20) can abut against the locking ring (22) and push the locking ring (22) to slide forward after the electromagnet (18) is powered off. A locking groove (17a) is formed on the outer side surface of the mandrel (17). A through hole (19a) corresponding to the locking groove (17a) penetrates through the side wall of the sliding seat (19). An avoidance groove (22a) is formed on the inner side surface of the locking ring (22). A locking ball (24) is arranged in the through hole (19a). When the sliding seat (19) slides to a position where the through hole (19a) is directly opposite to the locking groove (17a) and the locking ring (22) slides to a position where the avoidance groove (22a) is located behind the through hole (19a), the inner part of the locking ball (24) is embedded into the locking groove (17a) and the outer part of the locking ball (24) abuts against the inner side surface of the locking ring (22). When the locking ring (22) slides forward to a position where the avoidance groove (22a) is opposite to the through hole (19a), the inner part of the locking ball (24) can be separated from the locking groove (17a) and the outer part of the locking ball (24) is embedded into the avoidance groove (22a).

3. The braking mechanism of the brake according to claim 2, characterized in that, The locking spring (23) is sleeved on the sliding seat (19). A protective sleeve (25) fixed on the sliding seat (19) is sleeved on the outer side of the locking spring (23). The parking spring (21) is sleeved on the outer side of the protective sleeve (25).

4. The braking mechanism of the brake according to claim 3, characterized in that, A front abutting ring (19b) is provided at the front end of the sliding seat (19). A rear abutting ring (17b) is provided at the rear end of the mandrel (17). Two ends of the parking spring (21) respectively abut against the front abutting ring (19b) and the rear abutting ring (17b).

5. The braking mechanism of the brake according to claim 4, characterized in that, The unlocking member (20) includes a suction disc (20a) that can be attracted to the electromagnet (18). A protruding ejector rod (20b) is provided on the front end face of the suction disc (20a). The ejector rod (20b) passes through and abuts against the rear ring (17b) and faces the rear end face of the locking ring (22).

6. The braking mechanism of the brake according to claim 1, characterized in that, A pushing spring (28) is connected between the housing of the electromagnet (18) and the unlocking member (20). When the electromagnet (18) loses power, the pushing spring (28) can drive the unlocking member (20) to move forward and act on the locking structure.

7. The braking mechanism of the brake according to any one of claims 1-6, characterized in that, A compensating screw (11) is threadedly connected to the rear end of the lead screw (5). The rear end of the compensating screw (11) extends out of the lead screw (5) and has a clutch ring (11a). A snap ring (29) is fixed in front of the clutch ring (11a) on the rear end of the compensating screw (11). A slidable clutch sleeve (12) is sleeved outside the clutch ring (11a). A clutch spring (30) is connected between the snap ring (29) and the clutch sleeve (12). A convex ring (12a) is provided on the inner side face of the clutch sleeve (12). The convex ring (12a) is located between the snap ring (29) and the clutch ring (11a). Under the action of the clutch spring (30), the convex ring (12a) can abut against the clutch ring (11a) to form an engaged state. When the convex ring (12a) abuts against the clutch ring (11a), the rear end of the clutch sleeve (12) protrudes from the rear end face of the compensating screw (11) and abuts against the sliding seat (19). A driving gear (9) and a driven gear (10) that mesh with each other are provided between the braking motor (7) and the nut (6). The driven gear (10) is sleeved outside the nut (6) and is circumferentially fixed and axially limited to the nut (6). The rear end of the driven gear (10) extends backward to form an extended sleeve portion (10a). The extended sleeve portion (10a) is sleeved outside the clutch sleeve (12) and forms a circumferentially fixed and axially slidable fit with the clutch sleeve (12). The helix direction of the thread of the lead screw (5) is the same as that of the thread of the compensating screw (11), and the lead of the lead screw (5) is the same as the lead of the compensating screw (11).

8. The braking mechanism of the brake according to claim 7, characterized in that, Under the action of the clutch spring (30), the front end face of the clutch ring (11a) abuts against the rear end face of the convex ring (12a). The front end face of the clutch ring (11a) is a spherical conical surface, and the rear end face of the convex ring (12a) is a conical surface. An end face bearing (31) is also provided between the clutch spring (30) and the clutch sleeve (12). The rear end face of the clutch sleeve (12) is an arc surface protruding backward.

9. The braking mechanism of the brake according to claim 7, characterized in that, A force measuring sensor (15) for measuring the sudden change of the axial force of the driven gear (10) is provided on the driven gear (10).

10. A brake, comprising a caliper body (1) and brake pads (2), characterized in that, It further includes a braking mechanism as described in any one of claims 1-9. A push plate (4) that abuts against the brake pad (2) is fixed to the front end of the lead screw (5).

Images