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 problems such as the limited driving braking force of the existing braking mechanism, which reduces safety. The braking mechanism of this brake includes a housing, a motor, a rotating shaft and a torsion spring. The motor includes a stator fixed to the housing and a rotatable rotor. The rotating shaft passes through the housing, and an electromagnetic clutch is arranged between the rotor and the rotating shaft. When the electromagnetic clutch is energized, the rotating shaft is separated from the rotor and the rotating shaft is circumferentially locked with the housing. When the electromagnetic clutch is de-energized, the rotating shaft is engaged with the rotor and the circumferential locking between the rotating shaft and the housing is released. A self-locking motor is also fixed on the housing, and both ends of the torsion spring are respectively fixed to the rotating shaft and the output shaft of the self-locking motor. This braking mechanism and brake improve the safety of 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 brake includes a disc brake, a drum brake, etc. According to different power sources, the brakes can be divided into pneumatic, hydraulic and electronic types. The electronic brake is generally driven by a 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 easy to have a braking failure, which affects the safe use of the vehicle.

[0003] The current electronic brakes generally have a power-off parking structure to prevent braking failure when power is lost. For example, a parking braking mechanism of a disc brake disclosed in a Chinese patent document [Application No.: CN201711248739.4, Publication No.: CN109869424B] includes: a housing, a 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 a bearing. The stator of the motor is fixedly connected to the housing, and the fork installed on the rotor of the motor is fixedly connected to the rotating shaft. The clock spring bushing is coaxially installed with the housing through a bearing, 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 are in contact with the bosses on the fork of the motor to drive the fork to rotate.

[0004] A braking transmission mechanism is provided on the brake, and 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 elastic potential energy to drive the rotating shaft to rotate forward for parking braking; when releasing the parking braking, the motor needs to rotate reversely so that the bosses on the rotor fork are in contact with 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 motor. At this time, the electromagnetic clutch is powered on to lock the clock spring bushing, and the 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 motor rotor 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 driving force of the existing braking mechanism during driving is limited, resulting in a reduction in safety.

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

[0007] A braking mechanism for a brake, comprising a housing, a motor, a rotating shaft and a torsion spring. The motor includes a stator fixed to the housing and a rotatable rotor. The rotating shaft passes through the housing. It is characterized in that an electromagnetic clutch is provided between the rotor and the rotating shaft. When the electromagnetic clutch is energized, the rotating shaft is separated from the rotor and the rotating shaft is circumferentially locked with the housing. When the electromagnetic clutch is de-energized, the rotating shaft is engaged with the rotor and the circumferential locking between the rotating shaft and the housing is released. A self-locking motor is also fixed to the housing, and both ends of the torsion spring are respectively fixed to the rotating shaft and the output shaft of the self-locking motor.

[0008] 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. When the vehicle is powered on, the electromagnetic clutch is energized, the rotating shaft is separated from the rotor and the rotating shaft is circumferentially locked with the housing. At the same time, the self-locking motor is energized to drive the torsion spring to tighten and store elastic potential energy. After the energy storage of the torsion spring is completed, the self-locking motor is de-energized and self-locked, and the electromagnetic clutch remains energized all the time to keep the rotating shaft circumferentially locked with the housing. At this time, both ends of the torsion spring are locked by the locked rotating shaft and the self-locked self-locking motor respectively.

[0009] When driving braking is required, the motor operates to drive the rotor to rotate forward for driving braking. When the rotor rotates reversely, the driving braking is released. At this time, the electromagnetic clutch remains energized, the rotating shaft is separated from the rotor, and the rotation of the rotor will not cause the rotating shaft to rotate. When parking braking or power failure occurs, the motor, the electromagnetic clutch and the self-locking motor are in a de-energized state. The rotating shaft is engaged with the rotor and the circumferential locking between the rotating shaft and the housing is released. At this time, the torsion spring releases energy to drive the rotor to rotate forward through the rotating shaft to achieve parking braking or power failure braking.

[0010] When the vehicle starts or resumes power and it is necessary to release the parking braking or power failure braking, the motor, the electromagnetic clutch and the self-locking motor are all energized. The rotating shaft is separated from the rotor and the rotating shaft is circumferentially locked with the housing. The motor operates to drive the rotor to rotate to achieve an instant switch from parking braking to driving braking, and at the same time, the self-locking motor operates to drive the torsion spring to tighten and store elastic potential energy.

[0011] After using this braking mechanism, it is able to fully and independently achieve parking braking and emergency braking through mechanical braking; during the process of releasing parking braking and switching to service braking when the vehicle starts, the braking transmission mechanism does not need to act, and the parking braking force can be instantaneously switched to the service braking force, without the problem of vehicle slippage, improving the safety of vehicle use. Moreover, the number of rotations of the motor rotor during service braking is not affected by the rotating shaft and the electromagnetic clutch, that is, the braking force during service braking is not restricted by the rotating shaft and the electromagnetic clutch, improving the safety of service braking.

[0012] In the braking mechanism of the above-mentioned brake, the electromagnetic clutch includes a disk fixed to the housing and a coupling disk circumferentially fixed to the rotating shaft. A clutch disk is provided on the rotor. The coupling disk is located between the disk and the clutch disk. When the electromagnetic clutch is energized, the coupling disk engages with the disk and separates from the clutch disk. When the electromagnetic clutch is de-energized, the coupling disk separates from the disk and engages with the clutch disk.

[0013] When the vehicle is powered on, the electromagnetic clutch is energized, the coupling disk engages with the disk and separates from the clutch disk. At this time, the rotating shaft is circumferentially locked to the housing through the disk. At the same time, the self-locking motor is energized to drive the winding spring, so that the winding spring is tightened to store elastic potential energy. When service braking is required, the motor works to drive the rotor to rotate forward for service braking. When the rotor rotates in reverse, the service braking is released. At this time, the electromagnetic clutch remains energized, the coupling disk engages with the disk and separates from the clutch disk, and the rotation of the rotor does not cause the rotating shaft to rotate. When parking braking is required or power loss occurs, the motor and the electromagnetic clutch are de-energized, the coupling disk engages with the clutch disk and separates from the disk, and the rotating shaft is no longer circumferentially locked through the disk but is connected to the rotor through the coupling disk and the clutch disk. At the same time, the winding spring releases energy to drive the rotor to rotate forward through the rotating shaft to achieve parking braking or power-loss braking. When the vehicle starts or power is restored and parking braking or power-loss braking needs to be released, the motor, the electromagnetic clutch, and the self-locking motor are all energized, the coupling disk engages with the disk and separates from the clutch disk, the motor works to drive the rotor to rotate to achieve service braking. At the same time, the rotating shaft and the winding spring are circumferentially locked through the coupling disk and the disk, and the self-locking motor works to drive the outer end of the winding spring to tighten and store elastic potential energy. After this braking mechanism is provided with a clutch disk, a coupling disk, and a disk, the release of parking braking and the switching to service braking when the vehicle starts can be instantaneously switched, without the problem of slippage, improving the safety of vehicle use.

[0014] In the braking mechanism of the above-mentioned brake, an electromagnetic coil assembly is provided on the disk. An elastic member is elastically abutted between the coupling disk and the disk. When the electromagnetic coil assembly is energized, the coupling disk can overcome the elastic force of the elastic member and be attracted and fixed to the disk. When the electromagnetic coil assembly is de-energized, the elastic member acts on the coupling disk to make the coupling disk move towards the clutch disk and make the coupling disk abut against the clutch disk.

[0015] When the electromagnetic clutch is energized, the coupling disc is attracted and fixed on the magnetic disc, and the elastic member is compressed to store elastic potential energy; when the electromagnetic clutch is de-energized, the elastic member releases the elastic potential energy to push the coupling disc away from the magnetic disc, and at the same time makes the coupling disc abut against the clutch disc to form an engagement. The switching process between the separation and engagement between the coupling disc and the magnetic disc and between the coupling disc and the clutch disc can be completed instantaneously, so that the switching between the service brake and the release of the parking brake can be completed immediately, improving the safety of vehicle driving.

[0016] In the braking mechanism of the above-mentioned brake, a friction plate assembly is provided between the clutch disc and the coupling disc and / or between the coupling disc and the magnetic disc. The setting of the friction plate assembly can increase the frictional force between the clutch disc and the coupling disc and / or between the coupling disc and the magnetic disc during engagement, so that the fixation is stable when the clutch disc and the coupling disc are engaged and / or the coupling disc and the magnetic disc are engaged, ensuring the stability of the braking mechanism during operation and improving the stability and safety during braking.

[0017] In the braking mechanism of the above-mentioned brake, a conical surface engagement or a conical tooth engagement or an end tooth engagement can be formed between the clutch disc and the coupling disc, and / or a conical surface engagement or a conical tooth engagement or an end tooth engagement can be formed between the coupling disc and the magnetic disc. The conical surface engagement or the conical tooth engagement or the end tooth engagement can increase the engagement force between the clutch disc and the coupling disc and / or between the coupling disc and the magnetic disc, making the parking brake or the power-off brake work stably. In addition, the conical surface engagement, the conical tooth engagement and the end tooth engagement can also reduce the requirement for the electromagnetic suction force of the electromagnetic clutch, making the braking mechanism work stably.

[0018] In the braking mechanism of the above-mentioned brake, several positioning holes are uniformly arranged along the circumference on the end surface of the magnetic disc facing the coupling disc. The elastic member includes several compression springs, and the compression springs correspond to the positioning holes one by one. The compression springs are embedded into the corresponding positioning holes, and a steel ball or a face bearing is abutted between the compression springs and the coupling disc.

[0019] The compression spring can drive the coupling disc away from the magnetic disc and abut against the clutch disc when the electromagnetic clutch is de-energized. The steel ball and the face bearing can reduce the frictional force between the compression spring and the coupling disc, so that the torsion spring can drive the rotor to rotate smoothly through the rotating shaft, the coupling disc and the clutch disc for parking brake or power-off brake, making the parking brake or the power-off brake work stably and ensuring the safety of vehicle driving.

[0020] In the braking mechanism of the above-mentioned brake, the elastic member includes a disc spring. The disc spring is sleeved on the rotating shaft, and the two ends of the disc spring elastically abut against the coupling disc and the magnetic disc respectively. An isolation gasket is also provided between the magnetic disc and the disc spring.

[0021] The disc spring can drive the coupling disc away from the magnetic disc and abut against the clutch disc when the electromagnetic clutch is powered off. The isolation gasket can reduce the friction between the disc spring and the magnetic disc, enabling the volute spring to smoothly drive the rotor to rotate through the rotating shaft, coupling disc and clutch disc for parking brake or power-off brake, making the parking brake or power-off brake work stably and ensuring the safety of driving.

[0022] In the braking mechanism of the above-mentioned brake, the rotor has a central hole, and the clutch disc, coupling disc and magnetic disc are sequentially arranged in the central hole from front to back. The clutch disc is fixed to the front end of the rotor. The front end of the rotating shaft passes through the magnetic disc and is circumferentially fixed to the coupling disc. The rear end of the rotating shaft passes through the housing and is fixedly connected to the volute spring.

[0023] The layout structure of the electromagnetic clutch makes full use of the internal space of the motor rotor, making the braking mechanism compact in structure in the brake. Separating the volute spring and the electromagnetic clutch by the housing avoids interference between the two and makes the braking mechanism work stably. Therefore, the braking mechanism is compact in structure and works stably in the brake.

[0024] In the braking mechanism of the above-mentioned brake, the housing includes a main body and an end cover fixed to the rear end of the main body. The stator is fixed in the main body. The rotor is arranged in the stator, and both ends of the rotor are respectively supported on the main body and the end cover by support bearings. The magnetic disc is fixed to the end cover. The rotating shaft is arranged in the end cover. The rear end of the rotating shaft extends out of the end cover and is fixedly connected to the inner end of the volute spring. The self-locking motor is located behind the volute spring and is fixed to the end cover. The output shaft of the self-locking motor faces the rotating shaft and is fixed with a cover. The cover covers the volute spring and the outer edge of the cover is fixedly connected to the outer end of the volute spring.

[0025] The rotating shaft is arranged in the magnetic disc and the end cover, enabling the rotating shaft to be supported and rotated through the magnetic disc or the end cover, making the rotating shaft work stably. The volute spring and the self-locking motor are arranged behind the end cover, separating the electromagnetic clutch from the volute spring and the self-locking motor, avoiding interference between the electromagnetic clutch and the volute spring, and making the braking mechanism work stably.

[0026] A brake includes a caliper body, a brake block and a brake transmission mechanism capable of driving the brake block to move, and is characterized in that it further includes the above-mentioned braking mechanism, and the rotor in the braking mechanism is connected to the brake transmission mechanism.

[0027] By arranging the above-mentioned braking mechanism in the brake, during the process of releasing the parking brake and switching to the service brake when the vehicle starts, the brake transmission mechanism does not need to act. The parking braking force can be immediately switched to the service braking force, and there will be no problem of vehicle slippage, improving the safety of vehicle use.

[0028] Compared with the prior art, the present invention has the following advantages:

[0029] 1. After the electromagnetic clutch and self-locking motor are set in this braking mechanism, it can completely independently achieve parking braking and emergency braking through mechanical braking; when the parking brake is released, the vehicle will not slip, improving the safety of vehicle use.

[0030] 2. When braking during driving, the number of rotations of the motor rotor will not be affected by the rotating shaft and the electromagnetic clutch, and higher braking force can be achieved, improving the safety of driving.

[0031] 3. This braking mechanism has a compact structure layout and stable operation in the brake. Brief Description of the Drawings

[0032] Figure 1 is a cross-sectional view of the first embodiment of this brake.

[0033] Figure 2 is Figure 1 a cross-sectional view in the A-A direction in

[0034] Figure 3 is a partial cross-sectional view at the motor rotor of the braking mechanism in the first embodiment of this brake.

[0035] Figure 4 is Figure 3 a cross-sectional view in the B-B direction in

[0036] Figure 5 is a partial cross-sectional view of the second embodiment of this brake.

[0037] Figure 6 is a cross-sectional view of the third embodiment of this brake.

[0038] Figure 7 is a partial cross-sectional view at the motor rotor of the braking mechanism in the third embodiment of this brake.

[0039] Figure 8 is a partial cross-sectional view at the motor rotor of the braking mechanism in the fifth embodiment of this brake.

[0040] Figure 9 is a partial cross-sectional view at the motor rotor of the braking mechanism in the sixth embodiment of this brake.

[0041] Figure 10 is a partial cross-sectional view at the motor rotor of the braking mechanism in the seventh embodiment of this brake.

[0042] In the figure, 1 is the pliers body; 1a is the mounting hole; 1b is the convex ring; 2 is the brake block; 3 is the bracket; 4 is the thrust assembly; 4a is the ball screw; 4b is the ball nut; 4c is the push plate; 5 is the power transmission assembly; 5a is the output shaft of the reducer; 5b is the driven gear; 6 is the reduction assembly; 7 is the displacement sensor; 8 is the first force sensor; 9 is the second force sensor; 10 is the housing; 10a is the main body; 10a1 is the positioning projection; 10b is the end cover; 10c is the housing cover; 11 is the motor; 11a is the stator; 11b is the rotor; 11b1 is the central hole; 12 is the rotating shaft; 13 is the coil spring; 14 is the support bearing; 15 is the electromagnetic clutch; 15a is the clutch disc; 15a1 is the engagement ring; 15a11 is the first contact surface; 15b is the coupling disc; 15b1 is the spline tooth; 15b2 is the second contact surface; 15c is the magnetic disk; 15c1 is the positioning notch; 15c2 is the positioning hole; 15d is the elastic member; 15e is the electromagnetic coil assembly; 15f is the friction plate assembly; 15f1 is the inner friction plate; 15f11 is the spline groove; 15f2 is the outer friction plate; 15f21 is the positioning projection; 15g is the spacer; 16 is the self-locking motor; 16a is the output shaft; 17 is the cover; 18 is the steel ball; 19 is the end face bearing; 20 is the sleeve shaft part. Detailed implementation manners

[0043] The following are specific embodiments of the present invention and in combination with the accompanying drawings, the technical solutions of the present invention are further described, but the present invention is not limited to these embodiments.

[0044] Embodiment 1

[0045] As Figure 1 shown, a brake includes a pliers body 1, a brake block 2, a bracket 3, a brake transmission mechanism and a brake mechanism. The brake mechanism is connected to the brake transmission mechanism, and the brake mechanism can drive the brake block 2 to move through the brake transmission mechanism to achieve braking. The main structure of the brake is an existing floating caliper disc brake. There are two brake blocks 2 which are separately arranged on the bracket 3. A slide bar is arranged between the bracket 3 and the pliers 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 pliers body 1 and the pliers 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: CN1370701 A or CN 2818904Y. A brake disc is fixed on the axle. The two brake blocks 2 are respectively located on both sides of the brake disc. The two brake blocks 2 abut against the brake disc to form a braking force.

[0046] As Figure 1As shown in the figure, the brake transmission mechanism includes a thrust assembly 4, a power transmission assembly 5, and a speed reduction assembly 6. The speed reduction assembly 6 is used for speed reduction and torque increase. The speed reduction assembly 6 is connected to the brake mechanism, and the speed reduction assembly 6 adopts a planetary gear reducer or an ordinary gear reducer. The thrust assembly 4 includes a ball screw 4a, a ball nut 4b, and a push plate 4c. The ball screw 4a is arranged along the axis. The ball nut 4b is sleeved outside the ball screw 4a. There are balls arranged between the ball nut 4b and the ball screw 4a. The front end of the ball screw 4a is fixed to the push plate 4c. The front end of the push plate 4c faces one of the brake pads 2 and abuts against the brake pad 2. An installation hole 1a is axially formed on the caliper 1, and the ball nut 4b is inserted into the installation hole 1a. A needle bearing is arranged between the ball nut 4b and the hole wall surface of the installation hole 1a, so that the ball nut 4b rotates smoothly and stably in the installation hole 1a. When the ball nut 4b rotates, it can drive the ball screw 4a to move back and forth axially. The power transmission assembly 5 includes a reducer output shaft 5a connected to the speed reduction assembly 6 and a driven gear 5b sleeved and fixed on the ball nut 4b. The driven gear 5b is fixed to the rear end of the ball nut 4b. During braking, the brake mechanism works to drive the speed reduction assembly 6, the power transmission assembly 5, and the thrust assembly 4 to act in sequence. When the ball screw 4a moves forward, it pushes the push plate 4c to move forward, so that the brake pad 2 abuts against the brake disc for braking. After the ball screw 4a moves backward, the braking can be released.

[0047] As Figure 1 shown, a displacement sensor 7 is arranged at the rear end of the ball screw 4a for detecting the axial displacement of the ball screw 4a. A first force sensor 8 and a second force sensor 9 are arranged behind the ball nut 4b. The first force sensor 8 is used for measuring the axial force received by the ball nut 4b (i.e., measuring the braking force of the brake), and the second force sensor 9 is used for measuring the sudden change of the axial force received by the ball nut 4b. The first force sensor 8 is an annular pressure sensor and can be directly purchased on the market. The first force sensor 8 is annular and sleeved outside the rear end of the ball screw 4a. A positioning sleeve is fixed in the installation hole 1a. The positioning sleeve is sleeved outside the first force sensor 8. There is a protruding convex ring 1b on the inner side surface of the rear end of the positioning sleeve. The first force sensor 8 is located between the ball nut 4b and the convex ring 1b. A thrust bearing is arranged between the ball nut 4b and the first force sensor 8. The second force sensor 9 is a microswitch or a tactile switch and can be directly purchased on the market. The second force sensor 9 is located behind the positioning sleeve. The second force sensor 9 has a rod-shaped probe. The probe passes through the convex ring 1b and abuts against the first force sensor 8. There is an initial force measurement gap between the first force sensor 8 and the convex ring 1b.

[0048] When the vehicle is in normal driving without braking, there is a braking gap between the brake block 2 and the brake disc. This braking gap at this time is called the initial braking gap. At this time, the ball screw 4a does not apply a thrust to the brake block 2, and the ball nut 4b does not receive a reaction force from the ball screw 4a. The first force sensor 8 is not stressed, and there is an initial force measurement gap between the first force sensor 8 and the convex ring 1b. When braking, the ball nut 4b rotates to drive the ball screw 4a to move forward, and the braking gap continuously decreases until the brake block 2 abuts against the brake disc and the braking gap disappears. A braking force is generated between the brake block 2 and the brake disc, and the ball nut 4b then receives a reaction force from the ball screw 4a. At this time, the first force sensor 8 starts to measure the braking force of the brake. At the same time, at the moment when this braking gap disappears, because the first force sensor 8 undergoes a slight deformation, this deformation is sensed by the second force sensor 9, that is, the second force sensor 9 is triggered to generate an induction signal and transmits this induction information to the vehicle's EMB control unit. After that, as the ball nut 4b further rotates, the braking force between the brake block 2 and the brake disc continuously increases, and the braking force of the brake measured by the first force sensor 8 also continuously becomes larger.

[0049] As Figure 1 and Figure 3As shown in the figure, the braking mechanism includes a housing 10, a motor 11, a rotating shaft 12 and a spiral spring 13. The motor 11 includes a stator 11a fixed to the housing 10 and a rotatable rotor 11b. The rotating shaft 12 is disposed through the housing 10 and is coaxially arranged with the rotor 11b. The spiral spring 13 is also known as a flat spiral spring. The housing 10 includes a main body 10a and an end cover 10b. The main body 10 has an assembly cavity penetrating through the front and rear. The front end of the main body 10a is fixedly connected to the rear end of the pliers body 1, and the end cover 10b is fixedly connected to the rear end of the main body 10a. An outer ring and an inner ring in a ring shape are provided on the front end face of the end cover 10b. The outer ring is located outside the inner ring, and there is a ring groove between the outer ring and the inner ring. The speed reduction assembly 6 and the motor 11 are installed in the assembly cavity of the main body 10a, and the speed reduction assembly 6 is located in front of the motor 11. A protruding positioning projection 10a1 is provided on the inner side surface of the middle part of the main body 10a. The speed reduction assembly 6 is located in front of the positioning projection 10a1, and the stator 11a of the motor 11 is fixed in the main body 10a and is located behind the positioning projection 10a1. The rotor 11b is disposed through the stator 11a, and both ends of the rotor 11b extend out of the stator 11a and are respectively supported on the main body 10a and the end cover 10b by support bearings 14. The support bearing 14 located at the front end of the rotor 11b is fixed on the inner side surface of the positioning projection 10a1, and the support bearing 14 located at the rear end of the rotor 11b is fixed on the inner side surface of the outer ring of the end cover 10b. A transmission gear is provided at the front end of the rotor 11b, and the transmission gear is connected to the speed reduction assembly 6. The rear end of the rotor 11b is inserted into the ring groove of the end cover 10b. The rotating shaft 12 is disposed through the end cover 10b. The inner ring of the end cover 10b surrounds the rotating shaft 12, and an intermediate bearing is provided between the rotating shaft 12 and the end cover 10b to make the rotation of the rotating shaft 12 on the end cover 10b stable and smooth.

[0050] As shown in 1 and Figure 3As shown, an electromagnetic clutch 15 is provided between the rotor 11b and the rotating shaft 12. When the electromagnetic clutch 15 is energized, the rotating shaft 12 is separated from the rotor 11b and the rotating shaft 12 is circumferentially locked with the housing 10. When the electromagnetic clutch 15 is de-energized, the rotating shaft 12 is engaged with the rotor 11b and the circumferential locking between the rotating shaft 12 and the housing 10 is released. The electromagnetic clutch 15 includes a disk 15c fixed to the housing 10 and a coupling disk 15b circumferentially fixed to the rotating shaft 12. A clutch disk 15a is provided on the rotor 11b. The coupling disk 15b is located between the disk 15c and the clutch disk 15a. When the electromagnetic clutch 15 is energized, the coupling disk 15b is engaged with the disk 15c and separated from the clutch disk 15a. When the electromagnetic clutch 15 is de-energized, the coupling disk 15b is separated from the disk 15c and engaged with the clutch disk 15a. Among them, the rotor 11b has a central hole 11b1, and the electromagnetic clutch 15 is installed in the central hole 11b1 of the rotor 11b. The clutch disk 15a, the coupling disk 15b, and the disk 15c are sequentially arranged in the central hole 11b1 from front to back. The clutch disk 15a is fixed to the front end of the rotor 11b. The front end of the clutch disk 15a has a fixing portion, and the fixing portion is inserted into the inner hole of the transmission gear of the rotor 11b and fixed. The disk 15c is fixed to the end cover 10b. The rear end of the disk 15c abuts against the inner ring of the end cover 10b. The fixing bolt passes through the end cover 10b from back to front and is threadedly connected to the disk 15c. An electromagnetic coil assembly 15e is fixed in the disk 15c. When the electromagnetic coil assembly 15e is energized, it generates a magnetic force to suck the coupling plate onto the disk 15c. When the electromagnetic coil assembly 15e is de-energized, it loses the magnetic force. The front end of the rotating shaft 12 passes through the disk 15c and is circumferentially fixed to the coupling disk 15b. The coupling disk 15b can move back and forth along the rotating shaft 12. The coupling disk 15b and the rotating shaft 12 can be connected by a spline structure, or as Figure 4 shown, a plane is milled on the outer side surface of the front end of the rotating shaft 12, and the inner hole of the coupling disk 15b is correspondingly arranged. An elastic member 15d is elastically abutted between the coupling disk 15b and the disk 15c. When the electromagnetic coil assembly 15e is energized, the coupling disk 15b can overcome the elastic force of the elastic member 15d and be sucked and fixed on the disk 15c. When the electromagnetic coil assembly 15e is de-energized, the elastic member 15d acts on the coupling disk 15b to make the coupling disk 15b move towards the clutch disk 15a and abut against the clutch disk 15a. The elastic member 15d includes a disc spring. The disc spring is sleeved on the rotating shaft 12. The two ends of the disc spring are elastically abutted against the coupling disk 15b and the disk 15c respectively, and an isolation gasket 15g is arranged between the disk 15c and the disc spring. A groove is formed on the front end surface of the disk 15c, and the disc spring and the isolation gasket 15g are both installed in the groove.

[0051] As Figure 3 and Figure 4As shown, friction plate assemblies 15f are provided between the clutch disc 15a and the coupling disc 15b, and between the coupling disc 15b and the magnetic disc 15c. Each friction plate assembly 15f includes several inner friction plates 15f1 and several outer friction plates 15f2. These inner friction plates 15f1 and outer friction plates 15f2 are all annular, and these inner friction plates 15f1 and outer friction plates 15f2 are alternately arranged along the axial direction. Taking the friction plate assembly 15f between the coupling disc 15b and the magnetic disc 15c as an example, an edge notch is formed at the outer edge of the rear end face of the coupling disc 15b, and spline teeth 15b1 are provided on the side surface of the edge notch. A spline groove 15f11 corresponding to the spline teeth 15b1 is formed on the inner edge of the inner friction plate 15f1. The inner friction plate 15f1 is located within the edge notch, and the spline teeth 15b1 are inserted into the spline groove 15f11 to circumferentially position the inner friction plate 15f1 on the coupling disc 15b, and the inner friction plate 15f1 can axially move along the spline teeth 15b1 within the edge notch. A positioning ring inserted into the edge notch is provided on the front end face of the magnetic disc 15c, and two positioning notches 15c1 are provided on the positioning ring and are symmetrically arranged. Positioning bumps 15f21 corresponding to the positioning notches 15c1 are provided on the outer edge of the outer friction plate 15f2. The outer friction plate 15f2 is located within the edge notch, and the positioning bumps 15f21 are inserted into the positioning notches 15c1 to circumferentially position the outer friction plate 15f2 on the magnetic disc 15c, and the outer friction plate 15f2 can axially move along the positioning notches 15c1 within the edge notch. The structure of the friction plate assembly 15f between the clutch disc 15a and the coupling disc 15b is the same as that of the friction plate assembly 15f between the coupling disc 15b and the magnetic disc 15c. An edge notch and spline teeth 15b1 are provided at the edge of the rear end face of the clutch disc 15a, and a positioning ring and positioning notches 15c1 are provided at the edge of the front end face of the coupling disc 15b. When the electromagnetic coil assembly 15e is energized, the magnetic force generated causes the coupling disc 15b to be attracted to the magnetic disc 15c. The coupling disc 15b approaches the magnetic disc 15c and moves away from the clutch disc 15a. The inner friction plates 15f1 and the outer friction plates 15f2 between the coupling disc 15b and the magnetic disc 15c are pressed against each other to generate a large frictional force, so that the connection between the coupling disc 15b and the magnetic disc 15c is fixed and stable. At this time, the inner friction plates 15f1 and the outer friction plates 15f2 between the clutch disc 15a and the coupling disc 15b are separated from each other and no longer generate frictional force. At this time, the coupling disc 15b is circumferentially locked on the magnetic disc 15c, and the rotation of the clutch disc 15a will not drive the coupling disc 15b to rotate.When the electromagnetic coil assembly 15e is de-energized, the magnetic force disappears. The coupling disk 15b is released by the disk 15c, and the disc spring acts on the coupling disk 15b to make the coupling disk 15b approach the clutch disk 15a and move away from the disk 15c. The inner friction plate 15f1 and the outer friction plate 15f2 between the clutch disk 15a and the coupling disk 15b are pressed against each other to generate a large frictional force, so that the connection between the clutch disk 15a and the coupling disk 15b is fixed and stable. The inner friction plate 15f1 and the outer friction plate 15f2 between the coupling disk 15b and the disk 15c are separated from each other and no longer generate frictional force. At this time, the circumferential locking of the coupling disk 15b is released, and the rotation of the coupling disk 15b can drive the rotation of the clutch disk 15a.

[0052] As Figure 1 and Figure 2 shown, a self-locking motor 16 is also fixed on the housing 10. The two ends of the coil spring 13 are respectively fixedly connected to the rotating shaft 12 and the output shaft 16a of the self-locking motor 16. The housing 10 further includes a housing cover 10c fixed on the rear end face of the end cover 10b. The self-locking motor 16 is fixed on the rear end of the housing cover 10c, and the output shaft 16a of the self-locking motor 16 faces the rotating shaft 12 and is inserted into the housing cover 10c. The coil spring 13 is installed in the housing cover 10c, and the rear end of the rotating shaft 12 is fixedly connected to the inner end of the coil spring 13. A sleeve shaft member 20 is fixedly connected to the rear end of the rotating shaft 12. The sleeve member is coaxially arranged with the rotating shaft 12, and the inner end of the coil spring 13 is clamped and fixed on the sleeve shaft member 20; of course, the coil spring 13 can also be directly fixed on the reel. A rotatable cover 17 is further arranged in the housing cover 10c. The output shaft 16a of the self-locking motor 16 is fixed to the cover 17, and the cover 17 covers the coil spring 13. An installation cavity is formed between the cover 17 and the end cover 10b. The coil spring 13 is located in the installation cavity, and the outer edge of the cover 17 is fixedly connected to the outer end of the coil spring 13. When the coupling disk 15b is circumferentially locked on the disk 15c, the inner end of the coil spring 13 is locked by the rotating shaft 12, and the rotation of the self-locking motor 16 can tighten the coil spring 13 to store elastic potential energy. After the self-locking motor 16 is de-energized, the outer end of the coil spring 13 is locked by the self-locking motor 16. Then, the circumferential locking of the coupling disk 15b is released, and the coil spring 13 releases the elastic potential energy to drive the rotation of the coupling disk 15b through the rotating shaft 12.

[0053] When the vehicle is normally driving and powered on, the electromagnetic clutch 15 is powered on. The coupling disk 15b is engaged with the disk 15c and separated from the clutch disk 15a. At this time, the rotating shaft 12 is circumferentially locked on the housing 10 through the disk 15c; when the self-locking motor 16 is powered on, it can drive the coil spring 13 to tighten and store elastic potential energy; after the energy storage of the coil spring 13 is completed, the self-locking motor 16 is de-energized and self-locked, and the electromagnetic clutch 15 remains powered on all the time. At this time, the two ends of the coil spring 13 are respectively locked by the rotating shaft 12 and the self-locking self-locking motor 16.

[0054] When vehicle braking is required, the motor 11 is energized to make the rotor 11b rotate forward. The rotor 11b drives the ball nut 4b to rotate after passing through the reduction assembly 6 and the power transmission assembly 5. When the ball nut 4b rotates, it drives the ball screw 4a to move forward. When the brake block 2 contacts the brake disc to generate braking force, that is, at the moment when the braking gap between the brake block 2 and the brake disc disappears, the second force sensor 9 generates an induction signal and transmits the induction signal to the vehicle's EMB control unit. The EMB control unit records the position of the rotor 11b of the motor 11 at this time and determines it as the braking zero position. Starting from the braking zero position, the motor 11 continues to rotate N1 turns to reach the required braking force. When the vehicle braking ends and the braking force is released, the motor 11 operates to make the rotor 11b rotate 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 block 2 and the brake disc is ΔX = 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 block 2 and the brake disc, and keep the initial braking gap constant. During the process of vehicle braking and releasing vehicle braking, the electromagnetic clutch 15 remains energized, the coupling disc 15b is engaged with the magnetic disc 15c and separated from the clutch disc 15a, and the rotation of the rotor 11b will not cause the rotation of the rotating shaft 12.

[0055] When parking braking is required or power loss occurs, the motor 11, the electromagnetic clutch 15, and the self-locking motor 16 are all de-energized. The coupling disc 15b is engaged with the clutch disc 15a and separated from the magnetic disc 15c. The rotating shaft 12 is no longer circumferentially locked by the magnetic disc 15c but is connected to the rotor 11b through the coupling disc 15b and the clutch disc 15a. At the same time, the coil spring 13 releases energy to drive the rotor 11b to rotate forward through the rotating shaft 12, so that the ball screw 4a pushes the brake block 2 forward, and the brake block 2 abuts against the brake disc to achieve parking braking or power-loss braking. When the vehicle starts or power is restored and parking braking or power-loss braking needs to be released, the motor 11, the electromagnetic clutch 15, and the self-locking motor 16 are all energized. The coupling disc 15b is engaged with the magnetic disc 15c and separated from the clutch disc 15a. The ball screw 4a does not move, and the brake block 2 remains in contact with the brake disc. The motor 11 is energized to make the rotor 11b rotate to achieve the switch to vehicle braking. The process of switching from parking braking to vehicle braking is completed immediately, and the braking force can be maintained between the brake block 2 and the brake disc during the switching process. At the same time, the rotating shaft 12 and the coil spring 13 are circumferentially locked by the coupling disc 15b and the magnetic disc 15c, and the self-locking motor 16 operates to drive the outer end of the coil spring 13 to tighten and store elastic potential energy.

[0056] After using this brake, when the vehicle starts and the parking brake is released and switched to the service brake, the brake transmission mechanism does not need to act. The parking braking force is instantly switched to the service braking force, and no slipping problem will occur, improving the safety of vehicle use. Moreover, the number of rotations of the rotor 11b of the motor 11 during service braking is not affected by the rotating shaft 12 and the electromagnetic clutch 15, that is, the braking force during service braking is not limited by the rotating shaft 12 and the electromagnetic clutch 15, which can ensure sufficient braking force and improve the safety of service braking. After setting the electromagnetic clutch 15 and the self-locking motor 16 in this brake, the parking brake and the emergency brake can be completely independently realized through mechanical braking; the force measuring sensor II 9 arranged in the brake realizes the constant function of the initial braking gap; the force measuring sensor I 8 arranged in the brake realizes the precise control function of the braking force of the brake; all the sensors arranged in the brake adopt modular design, and the specific functions can be selected according to needs. An adjustment hole (not shown in the figure) is also opened on the end cover 10b, and the initial braking gap of the brake can be manually adjusted through the adjustment hole.

[0057] Embodiment 2

[0058] As Figure 5 shown, the differences between this embodiment and Embodiment 1 are as follows. The elastic member 15d includes several compression springs. Corresponding positioning holes 15c2 are uniformly arranged on the rear end face of the magnetic disk 15c in the circumferential direction, and the compression springs are embedded into the corresponding positioning holes 15c2. Steel balls 18 are abutted between the compression springs and the coupling disk 15b, and the steel balls 18 are also located in the positioning holes 15c2. No friction plate assembly 15f is provided between the clutch disk 15a, the coupling disk 15b and the magnetic disk 15c.

[0059] Other structures are the same as those in Embodiment 1.

[0060] Embodiment 3

[0061] As Figure 6 and Figure 7As shown in the figure, the differences between this embodiment and the first embodiment are as follows. The elastic member 15d includes several compression springs. Positioning holes 15c2 corresponding to the compression springs one by one are uniformly arranged in the circumferential direction on the rear end face of the disk 15c. The compression springs are embedded into the corresponding positioning holes 15c2, and a thrust bearing 19 is abutted between the compression springs and the coupling disk 15b. A groove is formed on the rear end face of the coupling disk 15b, and the thrust bearing 19 is embedded into the groove. The rear end of the compression spring abuts against the thrust bearing 19. The engaging structure between the clutch disk 15a and the coupling disk 15b is set as a conical surface engagement. A protruding engaging ring 15a1 is arranged on the rear end face of the clutch disk 15a, and a contact surface one 15a11 is arranged on the inner side surface of the engaging ring 15a1. The front end of the coupling disk 15b is inserted into the engaging ring 15a1, and a contact surface two 15b2 opposite to the contact surface one 15a11 is arranged on the outer side surface of the front end of the coupling disk 15b. Both the contact surface one 15a11 and the contact surface two 15b2 are conical surfaces. When the electromagnetic clutch 15 is powered off, the contact surface one 15a11 and the contact surface two 15b2 are abutted. The shell cover 10c is cancelled, and the self-locking motor 16 is fixed on the end cover 10b.

[0062] As Figure 6 shown, a displacement sensor 7 is arranged at the rear end of the ball screw 4a for detecting the axial displacement of the ball screw 4a. A force measuring sensor one 8 is arranged on the output shaft 5a of the reducer, and a force measuring sensor two 9 is arranged at the rear end of the ball nut 4b. The force measuring sensor one 8 is used for measuring the torque of the decelerating conveying shaft [i.e., measuring the braking force of the brake], and the force measuring sensor two 9 is used for measuring the sudden change of the axial force received by the ball nut 4b. The force measuring sensor one 8 is a torque sensor, which can be directly purchased on the market. The strain gauge of the torque sensor is attached to the output shaft 5a of the reducer, and a conductive slip ring is arranged between the output shaft 5a of the reducer and the clamp body 1. The conductive slip ring is used to ensure signal output while the output shaft 5a of the reducer rotates. A protruding ring 1b is arranged on the inner side surface of the rear end of the mounting hole 1a, and a thrust bearing is arranged between the ball nut 4b and the ring 1b. The force measuring sensor two 9 is a micro switch or a tactile switch, which can be directly purchased on the market. The force measuring sensor two 9 is located behind the ring 1b. The force measuring sensor two 9 has a rod-shaped probe, and the probe abuts against the thrust bearing after passing through the ring 1b. There is an initial force measuring gap between the thrust bearing and the ring 1b.

[0063] Other structures are the same as those in the first embodiment.

[0064] When the vehicle is driving normally without braking, there is a braking gap between the brake block 2 and the brake disc. This braking gap at this time is called the initial braking gap. At this time, the ball screw 4a does not apply a thrust to the brake block 2, and the ball nut 4b does not receive a reaction force from the ball screw 4a. The force-measuring sensor 8 is not stressed, and an initial force-measuring gap is maintained between the thrust bearing and the convex ring 1b. When braking, the ball nut 4b rotates to drive the ball screw 4a to move forward, and the braking gap continuously decreases until the brake block 2 abuts against the brake disc and the braking gap disappears. A braking force is generated between the brake block 2 and the brake disc, and the ball nut 4b then receives a reaction force from the ball screw 4a. At this time, the force-measuring sensor 8 starts to measure the braking force of the brake. At the same time, at the moment when this braking gap disappears, the ball nut 4b moves slightly backward due to the reaction force, and this slight backward movement is sensed by the force-measuring sensor 2 9, that is, the force-measuring sensor 2 9 is triggered to generate an induction signal and transmits this induction information to the EMB control unit of the vehicle. Other structures are the same as those in the first embodiment.

[0065] Embodiment Four

[0066] The differences between this embodiment and the third embodiment are as follows. The engagement structure between the clutch disc 15a and the coupling disc 15b is set as bevel gear engagement. A protruding engagement ring 15a 1 is provided on the rear end face of the clutch disc 15a, and a first bevel gear is provided on the inner side surface of the engagement ring 15a1. The front end of the coupling disc 15b is inserted into the engagement ring 15a 1, and a second bevel gear that can mesh with the first bevel gear is provided on the outer side surface of the front end of the coupling disc 15b. When the electromagnetic clutch 15 is de-energized, the first bevel gear and the second bevel gear are engaged. When the electromagnetic clutch 15 is energized, the first bevel gear and the second bevel gear are separated. Other structures are the same as those in the third embodiment.

[0067] Embodiment Five

[0068] As Figure 8 shown, the differences between this embodiment and the first embodiment are as follows. A friction plate assembly 15f is provided between the clutch disc 15a and the coupling disc 15b, and no friction plate assembly 15f is provided between the coupling disc 15b and the magnetic disc 15c. The elastic member 15d includes a disc spring. The disc spring is sleeved on the rotating shaft 12, and the two ends of the disc spring elastically abut against the coupling disc 15b and the magnetic disc 15c respectively, and isolation gaskets 15g are provided between the coupling disc 15b and the disc spring and between the magnetic disc 15c and the disc spring. A groove is provided on the front end face of the magnetic disc 15c, and the disc spring and the two isolation gaskets 15g are all installed in the groove. Other structures are the same as those in the first embodiment.

[0069] Embodiment Six

[0070] As Figure 9As shown in the figure, the differences between this embodiment and the first embodiment are as follows. The elastic member 15d includes several compression springs. Positioning holes 15c2 corresponding to the compression springs one by one are uniformly arranged in the circumferential direction on the rear end face of the disk 15c. The compression springs are embedded into the corresponding positioning holes 15c2. A steel ball 18 is abutted between the compression spring and the coupling disk 15b, and the steel ball 18 is also located in the positioning hole 15c2. The engaging structure between the clutch disk 15a and the coupling disk 15b is tapered tooth engagement, and the engaging structure between the coupling disk 15b and the disk 15c is end tooth engagement. A protruding engaging ring 15a1 is arranged on the rear end face of the clutch disk 15a, and a first tapered tooth is arranged on the inner side face of the engaging ring 15a1. The front end of the coupling disk 15b is inserted into the engaging ring 15a1, and a second tapered tooth capable of meshing with the first tapered tooth is arranged on the outer side face of the front end of the coupling disk 15b. A first end tooth is arranged on the rear end face of the coupling disk 15b, and a second end tooth capable of meshing with the first end tooth is arranged on the front end face of the disk 15c. When the electromagnetic clutch 15 is de-energized, the first tapered tooth and the second tapered tooth are meshed, and the first end tooth and the second end tooth are separated. When the electromagnetic clutch 15 is energized, the first tapered tooth and the second tapered tooth are separated, and the first end tooth and the second end tooth are meshed. Other structures are the same as those in the first embodiment.

[0071] Embodiment Seven

[0072] As Figure 10 shown in the figure, the differences between this embodiment and the sixth embodiment are as follows. The engaging structure between the clutch disk 15a and the coupling disk 15b is end tooth engagement, and the engaging structure between the coupling disk 15b and the disk 15c is end tooth engagement. A third end tooth is arranged on the rear end face of the clutch disk 15a, and a fourth end tooth capable of meshing with the third end tooth is arranged on the front end face of the coupling disk 15b. A first end tooth is arranged on the rear end face of the coupling disk 15b, and a second end tooth capable of meshing with the first end tooth is arranged on the front end face of the disk 15c. When the electromagnetic clutch 15 is de-energized, the third end tooth and the fourth end tooth are meshed, and the first end tooth and the second end tooth are separated. When the electromagnetic clutch 15 is energized, the third end tooth and the fourth end tooth are separated, and the first end tooth and the second end tooth are meshed. Other structures are the same as those in the sixth embodiment.

[0073] 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 substitute, 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 housing (10), a motor (11), a rotating shaft (12) and a coil spring (13). The motor (11) includes a stator (11a) fixed to the housing (10) and a rotatable rotor (11b). The rotating shaft (12) passes through the housing (10), and is characterized in that, An electromagnetic clutch (15) is provided between the rotor (11b) and the rotating shaft (12). When the electromagnetic clutch (15) is energized, the rotating shaft (12) is separated from the rotor (11b) and the rotating shaft (12) is circumferentially locked with the housing (10). When the electromagnetic clutch (15) is de-energized, the rotating shaft (12) is engaged with the rotor (11b) and the circumferential locking between the rotating shaft (12) and the housing (10) is released. A self-locking motor (16) is also fixed on the housing (10). Both ends of the coil spring (13) are respectively fixedly connected with the rotating shaft (12) and the output shaft (16a) of the self-locking motor (16). The electromagnetic clutch (15) includes a disk (15c) fixed to the housing (10) and a coupling disk (15b) circumferentially fixed to the rotating shaft (12). A clutch disk (15a) is provided on the rotor (11b). The coupling disk (15b) is located between the disk (15c) and the clutch disk (15a). When the electromagnetic clutch (15) is energized, the coupling disk (15b) is engaged with the disk (15c) and separated from the clutch disk (15a). When the electromagnetic clutch (15) is de-energized, the coupling disk (15b) is separated from the disk (15c) and engaged with the clutch disk (15a).

2. The braking mechanism of the brake according to claim 1, characterized in that, An electromagnetic coil assembly (15e) is provided on the disk (15c). An elastic member (15d) is elastically abutted between the coupling disk (15b) and the disk (15c). When the electromagnetic coil assembly (15e) is energized, the coupling disk (15b) can overcome the elastic force of the elastic member (15d) and be attracted and fixed on the disk (15c). When the electromagnetic coil assembly (15e) is de-energized, the elastic member (15d) acts on the coupling disk (15b) to move the coupling disk (15b) towards the clutch disk (15a) and make the coupling disk (15b) abut against the clutch disk (15a).

3. The braking mechanism of the brake according to claim 1, characterized in that, A friction plate assembly (15f) is provided between the clutch disk (15a) and the coupling disk (15b) or / and between the coupling disk (15b) and the disk (15c).

4. The braking mechanism of the brake according to claim 1, characterized in that, A conical surface engagement or conical tooth engagement or end tooth engagement can be formed between the clutch disk (15a) and the coupling disk (15b), or / and a conical surface engagement or conical tooth engagement or end tooth engagement can be formed between the coupling disk (15b) and the disk (15c).

5. The braking mechanism of the brake according to claim 2, characterized in that, Several positioning holes (15c2) are evenly arranged along the circumference on the end face of the disk (15c) facing the coupling disk (15b). The elastic member (15d) includes several compression springs. The compression springs correspond to the positioning holes (15c2) one by one. The compression springs are embedded into the corresponding positioning holes (15c2). A steel ball (18) or a face bearing (19) is abutted between the compression spring and the coupling disk (15b).

6. The braking mechanism of the brake according to claim 2, characterized in that The elastic member (15d) includes a disc spring. The disc spring is sleeved on the rotating shaft (12). Both ends of the disc spring are respectively elastically abutted against the coupling disk (15b) and the disk (15c). An isolation gasket (15g) is also provided between the disk (15c) and the disc spring.

7. The braking mechanism of the brake according to any one of claims 1-6, characterized in that, The rotor (11b) has a central hole (11b1), and the clutch disc (15a), coupling disc (15b), and disk (15c) are sequentially arranged in the central hole (11b1) from front to back. The clutch disc (15a) is fixed to the front end of the rotor (11b). The front end of the rotating shaft (12) passes through the disk (15c) and is circumferentially fixed to the coupling disc (15b). The rear end of the rotating shaft (12) passes through the housing (10) and is fixedly connected to the torsion spring (13).

8. The braking mechanism of the brake according to claim 7, characterized in that, The housing (10) includes a main body (10a) and an end cover (10b) fixed to the rear end of the main body (10a). The stator (11a) is fixed in the main body (10a). The rotor (11b) is inserted in the stator (11a), and both ends of the rotor (11b) are respectively supported on the main body (10a) and the end cover (10b) by support bearings (14). The disk (15c) is fixed to the end cover (10b). The rotating shaft (12) is inserted in the end cover (10b). The rear end of the rotating shaft (12) extends out of the end cover (10b) and is fixedly connected to the inner end of the torsion spring (13). The self-locking motor (16) is located behind the torsion spring (13) and is fixed to the end cover (10b). The output shaft (16a) of the self-locking motor (16) faces the rotating shaft (12) and is fixed with a cover (17). The cover (17) covers the outside of the torsion spring (13), and the outer edge of the cover (17) is fixedly connected to the outer end of the torsion spring (13).

9. A brake, comprising a caliper body (1), a brake block (2), and a brake transmission mechanism capable of driving the brake block (2) to move, characterized in that, It further includes a braking mechanism as described in any one of claims 1-8, and the rotor (11b) in the braking mechanism is connected to a braking transmission mechanism.

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