A intermediate shaft brake and transmission assembly

Abstract

The application provides a kind of intermediate shaft brake and transmission assembly, comprising: brake shell;The surface middle part of the brake shell is provided with accommodating cavity accommodating intermediate shaft;Three groups of brake cavities are evenly arranged on the side of the brake shell;Each brake cavity is slidably provided with a brake structure;Wherein, one end of the brake structure passes through brake cavity and can be in contact with the surface of the intermediate shaft in the accommodating cavity;The first air inlet channel is provided on the surface of the side of the brake shell away from the accommodating cavity and extends axially from the center;The first air inlet channel is communicated with brake cavity through second air inlet channel and third air inlet channel respectively;At least three groups of brake structures are configured to be clamped under the action of high-pressure gas by synchronous sliding in brake cavity to clamp the intermediate shaft in the accommodating cavity.The application improves the user experience compared to the over-braking phenomenon caused by oil film drag in the prior art.

Description

Technical Field

[0001] This application relates to the field of transmission technology, and more specifically, to an intermediate shaft brake and a transmission assembly. Background Technology

[0002] Currently, commercial vehicle automatic transmissions mainly use sliding gear sleeve shifting. When upshifting, the intermediate shaft speed needs to be reduced to a reasonable range to ensure smooth gear engagement and shifting. The intermediate shaft brake can achieve this speed reduction function. Existing intermediate shaft brakes mainly use a multi-plate wet brake pad assembly structure. The multi-plate wet brake pad assembly structure is driven axially, and the piston is in direct contact with the gear oil. In terms of reliability, the multi-plate wet brake pad assembly structure has very high heat dissipation requirements, and the replacement process is very cumbersome. When releasing the brake, the oil film between the brake pads may cause "over-braking," affecting the user experience. Summary of the Invention

[0003] The purpose of this application is to provide an intermediate shaft brake and transmission assembly that solves the over-braking phenomenon caused by oil film drag, making vehicle start-up or gear shifting smoother and more comfortable, and improving the user experience; the specific solution is as follows:

[0004] This application provides an intermediate shaft brake, comprising: a brake housing; a receiving cavity for accommodating an intermediate shaft is formed in the middle of one surface of the brake housing; at least three sets of brake cavities are evenly arranged around the periphery of the brake housing; wherein the axis of each brake cavity is perpendicular to the axis of the receiving cavity, and the included angle between the axes of any two brake cavities is the same.

[0005] Each of the brake chambers is slidably provided with a brake structure; wherein, one end of the brake structure passes through the brake chamber and can contact the surface of the intermediate shaft inside the receiving chamber;

[0006] The brake housing has a first air intake channel extending axially from the center of the side surface opposite to the receiving cavity; the first air intake channel is connected to the brake cavity through a second air intake channel and a third air intake channel respectively;

[0007] At least three sets of the braking structures are configured to clamp the intermediate shaft within the receiving cavity by synchronous sliding within the braking cavity under the action of high-pressure gas.

[0008] Furthermore, the braking structure includes an end cap assembly disposed at the opening of the braking chamber, a piston structure slidably disposed within the braking chamber, a friction assembly disposed within the inner cavity and capable of contacting the surface of the intermediate shaft, and a reset structure disposed between the piston structure and the braking chamber; wherein, the front end of the piston structure passes through the braking chamber and is fixedly connected to the friction assembly; the air outlet of the third air intake channel is located on the side wall of the braking chamber between the end cap assembly and the piston structure.

[0009] Furthermore, the piston structure includes: a piston shaft whose front end is fixedly connected to the friction assembly, and a piston body fixed on the piston shaft; the piston body and the piston shaft are fixedly connected by an elastic cylindrical pin; the elastic cylindrical pin is a hollow structure and has a notch on one side.

[0010] Furthermore, at least two sets of first sealing structures are provided between the piston body and the piston shaft at intervals; the first sealing structure includes a first sealing groove disposed on the inner side of the piston body and an O-ring disposed in the first sealing groove.

[0011] At least two sets of second sealing structures are provided between the piston body and the brake chamber at intervals; the second sealing structure includes a second sealing groove provided on the outer surface of the piston body and a lip seal ring provided in the second sealing groove.

[0012] A third sealing structure, identical to the second sealing structure, is provided between the front end of the piston shaft and the bottom of the brake chamber.

[0013] Furthermore, the reset structure includes: at least three spring pins evenly arranged at one end of the piston body, and a reset spring disposed between the spring pins and the bottom of the brake chamber; wherein, one end of the spring pin is inserted into the insertion groove of the piston body, and the other end is provided with a limiting groove that cooperates with the reset spring; the end of the reset spring away from the spring pin is inserted into the guide hole on the brake chamber.

[0014] Furthermore, the piston structure is also provided with a position detection structure; the position detection structure includes: a positioning block fixed on a recessed part of the outer surface of the piston body and a positioning sensor provided on the brake housing for detecting the position of the positioning block.

[0015] Furthermore, the friction assembly includes: a reinforcing block, a friction plate, and at least two anti-biasing guide pins; the friction plate and the reinforcing block are fixed to the front end of the piston shaft by locking bolts; the at least two anti-biasing guide pins are evenly arranged on both sides of the locking bolts; wherein, one end of the anti-biasing guide pin is fixed to the end face of the piston shaft, and the other end passes through the reinforcing block and is fixed to the friction plate.

[0016] Furthermore, the end cover assembly includes: an end cover plate disposed at the opening of the brake chamber; a guide groove is provided on one side of the end cover plate extending into the brake chamber to cooperate with the movement of the piston shaft; and a bushing is disposed inside the guide groove.

[0017] Furthermore, an anti-rotation groove is provided at the bottom of the guide groove, and correspondingly, a limiting block that matches the anti-rotation groove is provided at the end of the piston shaft.

[0018] A transmission assembly including the aforementioned intermediate shaft brake.

[0019] Compared with the prior art, the beneficial effects of the present invention are:

[0020] The present invention provides an intermediate shaft brake and transmission assembly. By having three sets of brake chambers evenly arranged around the periphery of the brake housing slide synchronously within the brake chambers, the intermediate shaft within the receiving chamber is clamped and released, thereby realizing braking and non-braking operations of the intermediate shaft. This avoids over-braking caused by oil film drag, making the vehicle start-up or gear shifting process smoother and more comfortable. Moreover, there is no oil film drag when the intermediate shaft is not in the braking working state, improving the user experience. Attached Figure Description

[0021] Figure 1 This is a schematic diagram of the overall structure of the intermediate shaft brake.

[0022] Figure 2 This is a schematic diagram of the overall structure of the brake housing;

[0023] Figure 3 A structural diagram of the intermediate shaft brake at one angle;

[0024] Figure 4 for Figure 3 BB section view;

[0025] Figure 5 A schematic diagram of the brake housing from another angle;

[0026] Figure 6 for Figure 5 CC cross-section;

[0027] Figure 7 A schematic diagram showing the flow of high-pressure gas into the brake housing;

[0028] Figure 8 A schematic diagram of the structure of the intermediate shaft brake on the side away from the receiving cavity;

[0029] Figure 9 for Figure 8 AA section view;

[0030] Figure 10 for Figure 8 FF cross-sectional view;

[0031] Figure 11 This is a schematic diagram of the friction assembly.

[0032] Figure 12 A side view of the piston structure;

[0033] Figure 13 This is a front view of the piston structure.

[0034] Figure 14 for Figure 13 GG cross-section diagram;

[0035] Figure 15 for Figure 13 HH cross-sectional view.

[0036] In the picture:

[0037] 1. Brake housing; 11. Receiving cavity; 12. Brake cavity; 13. Protrusion; 14. Arc-shaped clearance part;

[0038] 2. Braking structure;

[0039] 21. End cover assembly; 210. End cover plate; 211. Bushing; 212. Anti-rotation groove;

[0040] 22. Piston structure; 220. Piston shaft; 221. Piston body; 222. Elastic cylindrical pin; 223. Limiting block;

[0041] 23. Friction assembly; 230. Reinforcing block; 231. Friction pad; 232. Anti-offset guide pin; 233. Locking bolt;

[0042] 24. Reset structure; 240. Spring pin; 241. Insertion slot; 242. Reset spring;

[0043] 243. Guide hole;

[0044] 25. First sealing structure; 250. O-ring seal;

[0045] 26. Second sealing structure; 260. Lip seal ring;

[0046] 27. Third sealing structure;

[0047] 28. Fourth sealing structure;

[0048] 29. Oil-proof sealing ring;

[0049] 3. First air intake passage;

[0050] 4. Second air intake channel;

[0051] 5. Third air intake channel;

[0052] 6. Detection structure; 61. Positioning block; 62. Positioning sensor; 63. Fixing slot; 64. Sensor mounting slot;

[0053] 7. Fixing holes. Detailed Implementation

[0054] To make the purpose, technical solution, and advantages of this application clearer, the following will be described in conjunction with the appendix. Figure 1-15 This application will be described in further detail. It is obvious that the described embodiments are merely some, not all, of the embodiments described herein. All other embodiments obtained by those skilled in the art based on the embodiments of this application without inventive effort are within the scope of protection of this application.

[0055] It should be understood that although the terms first, second, third, etc., may be used in the embodiments of this application, these descriptions should not be limited to these terms. These terms are only used to distinguish the descriptions. For example, first may also be referred to as second without departing from the scope of the embodiments of this application, and similarly, second may also be referred to as first.

[0056] Example 1

[0057] This application provides an intermediate shaft brake, including: a brake housing 1 with a triangular structure; the brake housing 1 is provided with a plurality of fixing holes 7, through which the brake housing 1 and the transmission can be quickly installed and removed.

[0058] The brake housing 1 has three protrusions 13 evenly arranged on its periphery, and an arc-shaped clearance part 14 is provided between two adjacent protrusions 13.

[0059] A receiving cavity 11 for accommodating an intermediate shaft is provided in the middle of one surface of the brake housing 1; wherein the opening of the receiving cavity 11 is parallel to the axial direction of the intermediate shaft.

[0060] Braking chambers 12 are arranged at the protrusions 13 on all sides of the brake housing 1; wherein the axis of each braking chamber 12 is perpendicular to the axis of the receiving cavity 11, and the included angle between the axes of the two braking chambers 12 is the same, which is 120°.

[0061] Each of the brake chambers 12 is slidably provided with a brake structure 2; wherein, one end of the brake structure 2 passes through the brake chamber 12 and can contact the surface of the intermediate shaft in the receiving cavity 11, clamping the intermediate shaft by frictional resistance and preventing the intermediate shaft from rotating.

[0062] The brake housing 1 is provided with a first air intake channel 3 extending axially from the center of the side surface opposite to the receiving cavity 11; the first air intake channel 3 is connected to each brake cavity 12 through a second air intake channel 4 and a third air intake channel 5 respectively.

[0063] The three sets of braking structures 2 are configured to clamp and release the intermediate shaft in the receiving cavity 11 by synchronous sliding within the braking cavity 12 under the action of high-pressure gas.

[0064] Specifically, the first air intake channel 3 is located on the side of the brake housing 1 facing away from the receiving cavity 11, and the center of the first air intake channel 3 is the same as that of the receiving cavity 11; wherein, the first air intake channel 3 and the receiving cavity 11 are not connected; the air outlet of the first air intake channel 3 is connected to three corresponding third air intake channels 5 through three second air intake channels 4; the air outlet of each of the third air intake channels 5 is located on the side wall of the brake cavity 12 on the brake structure 2; in use, by introducing high-pressure gas, the brake structure 2 is synchronously pushed towards the receiving cavity 11 within the brake cavity 12. The intermediate shaft in the receiving cavity 11 is clamped by sliding in the direction of 1. The advantage of this design is that the pipeline layout design of the first air intake channel 3, the second air intake channel 4 and the third air intake channel 5 enables the braking structure 2 in the three braking cavities 12 to slide synchronously, thereby smoothly clamping and releasing the intermediate shaft in the receiving cavity 11. This avoids over-braking caused by oil film drag, making the vehicle start-up or gear shifting process smoother and more comfortable. Moreover, there is no oil film drag phenomenon when the intermediate shaft is not in the braking working state, which improves the overall user experience.

[0065] Furthermore, in order to facilitate the processing of the second air intake channel 4 and the third air intake channel 5, air plugs are provided at corresponding positions on the surface of the brake housing 1.

[0066] Optionally, the braking structure 2 includes an end cap assembly 21 disposed at the opening of the braking cavity 12, a piston structure 22 slidably disposed within the braking cavity 12, a friction assembly 23 disposed within the receiving cavity 11 and capable of contacting the surface of the intermediate shaft, and a reset structure 24 disposed between the piston structure 22 and the braking cavity 12; wherein, the front end of the piston structure 22 passes through the braking cavity 12 and is fixedly connected to the friction assembly 23; the air outlet of the third air intake channel 5 is located on the side wall of the braking cavity 12 between the end cap assembly 21 and the piston structure 22.

[0067] Specifically, each of the braking chambers 12 has a mounting hole at its bottom that communicates with the receiving chamber 11; the front end of the piston structure 22 passes through the mounting hole and is fixedly connected to the friction assembly 23; in use, the piston structure 22 drives the friction assembly 23 to move, thereby clamping and fixing the intermediate shaft in the receiving chamber 11.

[0068] Optionally, the piston structure 22 includes: a piston shaft 220 fixedly connected to the front end of the friction assembly 23, and a piston body 221 fixed on the piston shaft 220; the piston body 221 and the piston shaft 220 are fixedly connected by an elastic cylindrical pin 222; the elastic cylindrical pin 222 is a hollow structure and has a notch on one side; the advantage of this design is that the notch design of the elastic cylindrical pin 222 ensures the stability of the connection between the piston shaft 220 and the piston body 221 and avoids loosening; secondly, the hollow structure of the elastic cylindrical pin 222 improves the flow of high-pressure gas in the space between the piston body 221 and the end cap assembly 21, making the reaction time of the piston body 221 faster.

[0069] Optionally, two sets of first sealing structures 25 are provided at intervals between the piston body 221 and the piston shaft 220; the first sealing structure 25 includes a first sealing groove provided on the inner side of the piston body 221 and an O-ring 250 provided in the first sealing groove.

[0070] Two sets of second sealing structures 26 are provided between the piston body 221 and the brake chamber 12 at intervals; both sets of second sealing structures 26 are located on the outside of the piston body 221 and are close to the edges of both ends of the piston body 221 respectively; the second sealing structure 26 includes a second sealing groove provided on the outer surface of the piston body 221 and a lip sealing ring 260 provided in the second sealing groove.

[0071] The contact area between the front end of the piston shaft 220 and the brake chamber 12 is provided with a third sealing structure 27, which is the same as the second sealing structure 26.

[0072] Specifically, the piston shaft 220 passes through the mounting hole on the bottom wall of the brake chamber 12 and is fixedly connected to the friction assembly 23 in the receiving cavity 11; the third sealing structure 27 includes a third sealing groove disposed on the inner surface of the mounting hole near the edge of the brake chamber 12 and a lip seal ring 260 disposed in the third sealing groove.

[0073] An oil-proof sealing groove is also provided on the side of the mounting hole near the third sealing groove; an oil-proof sealing ring 29 is provided in the oil-proof sealing groove.

[0074] Specifically, the first sealing structure 25 achieves the sealing function between the piston shaft 220 and the piston body 221; the second sealing structure 26 achieves the sealing function between the piston body 221 and the brake chamber 12; and the third sealing structure 27 achieves the sealing function between the piston shaft 220 and the mounting hole, thus preventing the brake chamber from communicating with the receiving chamber.

[0075] Optionally, the reset structure 24 is used to move the piston structure 22 from the braking position to the non-braking position, thereby releasing the braking effect on the intermediate shaft.

[0076] The reset structure 24 includes: four spring pins 240 evenly arranged at one end of the piston body 221, and a reset spring 242 disposed between the spring pins 240 and the bottom of the brake chamber 12; wherein, one end of the spring pin 240 is inserted into the insertion groove 241 of the piston body 221, and the other end is provided with a limiting groove that cooperates with the reset spring 242; the end of the reset spring 242 away from the spring pins 240 is inserted into the guide hole 243 on the bottom of the brake chamber 12; wherein, the reset spring 242 is in a compressed state in both the braking position and the non-braking position.

[0077] It is understood that the four spring top pins 240 are located on the same circumference on the end face of the piston body 221, and the arc length between each pair of spring top pins 240 is the same. The advantage of this design is that the spring top pins 240 ensure that the end face of the piston body 221 is subjected to balanced force, avoiding jamming. The limiting groove on the spring top pin 240 and the guide hole 243 on the brake cavity 12 further ensure that the return spring is not biased during compression and reset, thus ensuring the stability of the movement of the piston body 221.

[0078] Optionally, the piston structure 22 is further provided with a position detection structure 6; the position detection structure 6 includes: a positioning block 61 fixed to a recessed part on the outer surface of each piston body 221 and a positioning sensor arranged on the brake housing 1 for detecting the position of the positioning block 61; wherein, the piston body 221 is provided with a fixing groove 63 for fixing the positioning block 61, and the brake housing 1 is provided with a sensor mounting groove 64 for fixing the positioning sensor 62 on the side opposite to the receiving cavity 11; wherein, the positioning block 61 is a positioning magnet, and the positioning sensor 62 is a Hall sensor; in use, when the piston body 221 moves from the non-braking position to the braking position, the Hall sensor determines whether the piston body 221 has reached the braking position by identifying the position of the positioning magnet; if, in the braking state, any piston body 221 has not reached the preset braking position, an alarm message is sent to the central control unit; at this time, the user performs maintenance and inspection according to the alarm message sent by the Hall sensor to avoid dangerous driving.

[0079] Optionally, the friction assembly 23 includes: a reinforcing block 230, a friction plate 231, and two anti-biasing guide pins 232; the friction plate 231 and the reinforcing block 230 are fixed to the front end of the piston shaft 220 by locking bolts 233; the two anti-biasing guide pins 232 are evenly arranged on both sides of the locking bolts 233; wherein, one end of each anti-biasing guide pin 232 is fixed to the end face of the piston shaft 220, and the other end passes through the reinforcing block 230 and is interference-fitted with the friction plate 231.

[0080] It can be understood that the reinforcing block 230 and friction plate 231 can be adapted according to the curvature of the intermediate shaft; wherein, through the design of the anti-offset guide pin 232, the friction plate 231 is prevented from deflecting due to radial torque and the locking bolt 233 is prevented from loosening; through the design of the reinforcing block, the overall strength and anti-offset performance of the friction plate 231 are increased.

[0081] Optionally, the end cap assembly 21 includes: an end cap plate 210 disposed at the opening of the brake chamber 12; a guide groove is provided on one side of the end cap plate 210 extending into the brake chamber 12 to cooperate with the movement of the piston shaft 220; a bushing 211 is disposed inside the guide groove; in this embodiment, the design of the bushing 211 reduces the friction between the piston shaft 220 and the guide groove, thereby increasing its service life.

[0082] Optionally, the bottom of the guide groove is provided with an anti-rotation groove 212, and correspondingly, the end of the piston shaft 220 is provided with a limiting block 223 that cooperates with the anti-rotation groove 212; the anti-rotation groove 212 is a directional groove. Through the design of the directional groove, the radial deflection of the piston body 221 during the sliding process is avoided. Secondly, it also facilitates maintenance personnel to disassemble the locking bolts to quickly replace the friction plates.

[0083] Specifically, a fourth sealing structure 28, identical to the first sealing structure 25, is provided between the portion of the end cover plate 210 that extends into the brake cavity 12 and the brake cavity 12.

[0084] In this embodiment, a control solenoid valve is also included; the control solenoid valve is connected to the first air intake channel 3 through the air intake pipe and is used to control the on / off of the air source.

[0085] It is understood that, compared with the prior art, this application achieves braking and non-braking operations of the intermediate shaft by synchronously sliding three sets of braking structures evenly arranged around the circumference of the brake housing 12 within the brake chamber 12, thereby clamping and releasing the intermediate shaft within the receiving chamber 11. This avoids over-braking caused by oil film drag, making the vehicle start-up or gear shifting process smoother and more comfortable, improving the user experience. Secondly, there is no drag loss in the non-braking working state. In addition, during braking, the force of the high-pressure gas applied to the piston body 221 can directly act on the friction component 23, which can obtain a large braking torque. At the same time, the use of an integrated independent disassembly and assembly brake structure provides greater convenience for subsequent disassembly and maintenance of the friction component 23.

[0086] On the other hand, this application provides a transmission assembly including the aforementioned transmission brake.

[0087] Exemplary embodiments according to this application will now be described in more detail with reference to the accompanying drawings. However, these exemplary embodiments may be implemented in many different forms and should not be construed as being limited to the embodiments set forth herein. It should be understood that these embodiments are provided so that the disclosure of this application is thorough and complete, and that the concept of these exemplary embodiments is fully conveyed to those skilled in the art. In the drawings, for clarity, the thickness of layers and regions may be exaggerated, and the same reference numerals are used to denote the same devices, and therefore their description will be omitted.

Claims

1. An intermediate shaft brake, characterized in that, include: Brake housing (1); a receiving cavity (11) for accommodating an intermediate shaft is provided in the middle of one surface of the brake housing (1); at least three sets of brake cavities (12) are evenly arranged around the circumference of the brake housing (1). Each of the brake chambers (12) is slidably provided with a brake structure (2); wherein one end of the brake structure (2) passes through the brake chamber (12) and can contact the surface of the intermediate shaft in the receiving cavity (11); The brake housing (1) has a first air intake channel (3) extending axially from the center of the side surface opposite to the receiving cavity (11); the first air intake channel (3) is connected to the brake cavity (12) through the second air intake channel (4) and the third air intake channel (5); At least three sets of the braking structures (2) are configured to clamp the intermediate shaft in the receiving cavity (11) by synchronous sliding within the braking cavity (12) under the action of high-pressure gas; The outlet of the first air intake channel (3) is connected to the corresponding three third air intake channels (5) through three second air intake channels (4); the outlet of each of the third air intake channels (5) is arranged on the side wall of the brake cavity (12) where the corresponding brake structure (2) is located.

2. The intermediate shaft brake according to claim 1, characterized in that, The braking structure (2) includes an end cap assembly (21) disposed at the opening of the braking cavity (12), a piston structure (22) slidably disposed in the braking cavity (12), a friction assembly (23) disposed in the inner cavity (11) and capable of contacting the surface of the intermediate shaft, and a reset structure (24) disposed between the piston structure (22) and the braking cavity (12); wherein, the front end of the piston structure (22) passes through the braking cavity (12) and is fixedly connected to the friction assembly (23); the air outlet of the third air intake channel is located on the side wall of the braking cavity (12) between the end cap assembly (21) and the piston structure (22).

3. The intermediate shaft brake according to claim 2, characterized in that, The piston structure (22) includes: a piston shaft (220) fixedly connected to the front end of the friction assembly (23), and a piston body (221) fixed on the piston shaft (220); the piston body (221) and the piston shaft (220) are fixedly connected by an elastic cylindrical pin (222); the elastic cylindrical pin (222) is a hollow structure and has a notch on one side.

4. The intermediate shaft brake according to claim 3, characterized in that, At least two sets of first sealing structures (25) are provided between the piston body (221) and the piston shaft (220); the first sealing structure (25) includes a first sealing groove provided on the inner side of the piston body (221) and an O-ring (250) provided in the first sealing groove. At least two sets of second sealing structures (26) are provided between the piston body (221) and the brake chamber (12); the second sealing structure (26) includes a second sealing groove provided on the outer surface of the piston body (221) and a lip seal ring (260) provided in the second sealing groove. A third sealing structure (27), identical to the second sealing structure (26), is provided between the front end of the piston shaft (220) and the brake chamber (12).

5. The intermediate shaft brake according to claim 4, characterized in that, The reset structure (24) includes: at least three spring pins (240) evenly arranged at one end of the piston body (221), and a reset spring (242) disposed between the spring pins (240) and the bottom of the brake chamber (12); wherein, one end of the spring pin (240) is inserted into the insertion groove (241) of the piston body (221), and the other end is provided with a limiting groove that cooperates with the reset spring (242); the end of the reset spring (242) away from the spring pin (240) is inserted into the guide hole (243) on the brake chamber (12).

6. The intermediate shaft brake according to claim 5, characterized in that, The piston structure (22) is also provided with a position detection structure (6); the position detection structure (6) includes: a positioning block (61) fixed on the recessed part of the outer surface of the piston body (221) and a positioning sensor (62) provided on the brake housing (1) for detecting the position of the positioning block (61).

7. The intermediate shaft brake according to claim 6, characterized in that, The friction assembly (23) includes: a reinforcing block (230), a friction plate (231), and at least two anti-biasing guide pins (232); the friction plate (231) and the reinforcing block (230) are fixed to the front end of the piston shaft (220) by locking bolts (233); the at least two anti-biasing guide pins (232) are evenly arranged on both sides of the locking bolts (233); wherein, one end of the anti-biasing guide pin (232) is fixed to the end face of the piston shaft (220), and the other end passes through the reinforcing block (230) and is fixed to the friction plate (231).

8. The intermediate shaft brake according to claim 7, characterized in that, The end cap assembly (21) includes: an end cap cover plate (210) disposed at the opening of the brake chamber (12); a guide groove is provided on one side of the part of the end cap cover plate (210) that extends into the brake chamber (12) to cooperate with the movement of the piston shaft (220); a bushing (211) is disposed inside the guide groove.

9. The intermediate shaft brake according to claim 8, characterized in that, The bottom of the guide groove is provided with an anti-rotation groove (212), and correspondingly, the end of the piston shaft (220) is provided with a limiting block (223) that cooperates with the anti-rotation groove (212).

10. A transmission assembly, characterized in that, Includes the intermediate shaft brake as described in any one of claims 1-9.

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