Brake and vehicle

Abstract

The vehicle comprises a brake disc and the brake, the brake comprises a driving device, a speed reducing and torque increasing device and a brake executing device, the driving device comprises a shell and a driving source, the shell is provided with a cavity with an opening in one end, and the driving source is arranged in the cavity and provided with an output shaft; the speed-reducing and torque-increasing device is partially embedded in the cavity and seals the opening of the cavity, the speed-reducing and torque-increasing device is provided with a second output shaft, and the second output shaft and the first output shaft are parallel to each other and are in transmission connection with each other; the brake execution device is provided with a first brake pad, and the first brake pad is configured to move in the axial direction of the output shaft under driving of the driving source so as to be attached to the brake disc or separated from the brake disc. Therefore, the size of the brake in the axial direction of the hub can be obviously reduced, the size of the brake can be effectively reduced on the premise that the braking requirement of the whole vehicle is met, miniaturization design of a brake assembly is facilitated, and the whole vehicle is convenient to install.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle braking, and in particular to a brake and a vehicle. Background Art

[0002] Brakes are an essential part of automobiles. Their main functions are to slow down or even stop a moving vehicle, keep the speed of a vehicle traveling downhill stable, and keep a stopped vehicle immobile. With the development of vehicle electrification and intelligence, traditional hydraulic brakes can no longer meet design requirements. Instead, they are replaced by electromechanical brakes (EMB). Compared with hydraulic brakes, electromechanical brakes replace traditional hydraulic energy with cleaner electric energy, and replace traditional hydraulic pipelines with lighter, faster-responding, and more sensitive wires. They also have the characteristics of intelligent control, which is in line with the development direction of vehicle modularization, integration, and mechatronics, and will become the development direction of future vehicle braking systems.

[0003] However, existing electronic mechanical brakes still have the problem of being bulky and requiring a large amount of installation space. In particular, large vehicles such as mining transport and special vehicles frequently travel on steep slopes, which require a higher amount of installation space. Therefore, how to effectively reduce the size and weight of electronic mechanical brakes while meeting the braking needs of the entire vehicle becomes the key to their popularization and application. Summary of the invention

[0004] Based on this, the purpose of the present application is to provide a brake and a vehicle to solve the problem that the existing electronic mechanical brake has a bloated structure and requires a large installation space.

[0005] According to one aspect of the present application, a brake is provided, comprising:

[0006] A driving device, the driving device comprising a housing and a driving source, the housing having a cavity, the driving source being disposed in the cavity and having a first output shaft;

[0007] A deceleration and torque-increasing device is partially embedded in the cavity; the deceleration and torque-increasing device has a second output shaft, the second output shaft is parallel to the first output shaft and is in transmission connection with each other;

[0008] The brake actuator is coaxially connected to the second output shaft, and has a first brake pad. The first brake pad is configured to move axially along the second output shaft under the drive of the driving source so as to be able to fit onto a brake disc or detach from the brake disc.

[0009] In one embodiment, the deceleration and torque-increasing device includes a first deceleration mechanism and a second deceleration mechanism which are transmission-connected to each other, the first deceleration mechanism is connected to the first output shaft and is at least partially embedded in the cavity of the shell, and the second output shaft is located at one end of the second deceleration mechanism away from the first deceleration mechanism.

[0010] In one embodiment, the first deceleration mechanism comprises:

[0011] A sun gear, coaxially connected to the first output shaft;

[0012] A plurality of planetary gears surround the sun gear around the central axis of the sun gear and are rotatably meshed with the outer peripheral surface of the sun gear;

[0013] An outer gear ring connected to the inner wall of the housing, the inner circumference of the outer gear ring having a plurality of meshing teeth, and all the planetary gears are rotatably meshed with the inner circumference of the outer gear ring through the meshing teeth;

[0014] A planet carrier is connected to all the planetary gears, and the planet carrier is sleeved on the first output shaft and connected to the second reduction mechanism; when all the planetary gears rotate around the central axis of the sun gear, the planet carrier can rotate around its own central axis to drive the second reduction mechanism to drive the brake actuator to move.

[0015] In one embodiment, the second reduction mechanism includes a first transmission wheel and a second transmission wheel which are transmission-connected to each other, the first transmission wheel is integrally connected to the planetary carrier and sleeved on the first output shaft, the wheel diameter of the second transmission wheel is larger than the wheel diameter of the first transmission wheel, and the central axis of the second transmission wheel is parallel to the central axis of the first transmission wheel, and the second output shaft is coaxially connected to the second transmission wheel.

[0016] In one embodiment, at least one third transmission wheel is provided between the first transmission wheel and the second transmission wheel, the wheel diameter of the third transmission wheel is between the wheel diameter of the first transmission wheel and the wheel diameter of the second transmission wheel, and the central axis of the third transmission wheel is parallel to the central axes of the first transmission wheel and the second transmission wheel.

[0017] In one embodiment, the number of the third transmission wheel is one, and the third transmission wheel includes a first wheel body and a second wheel body that are coaxial and integrally connected, and the wheel diameter of the first wheel body is smaller than the wheel diameter of the second wheel body; the first wheel body is meshingly connected to the first transmission wheel, and the second wheel body is meshingly connected to the second transmission wheel.

[0018] In one embodiment, a bracket is provided in the cavity, and the outer peripheral edge of the bracket abuts against the cavity wall of the cavity to separate the cavity into a first cavity and a second cavity, and the first output shaft passes through the bracket from the first cavity and extends into the second cavity; the bracket has a mounting position formed on the side facing the second cavity, and the outer gear ring is embedded in the mounting position.

[0019] In one embodiment, the brake actuator includes a screw shaft and a nut, the screw shaft is coaxially connected to the second output shaft, the nut is coaxially sleeved on the screw shaft and is transmission-connected to the screw shaft, the first brake pad is connected to the nut, and when the screw shaft rotates around its own center axis, the nut can drive the first brake pad to move along the axial direction of the screw shaft.

[0020] In one embodiment, the outer circumferential surface of the screw shaft (330) and the inner circumferential surface of the nut (340) are respectively provided with a spiral groove extending in a spiral direction along the axial direction of the screw shaft (330), a plurality of balls are embedded in the spiral groove, and the nut (340) and the screw shaft (330) are threadedly connected to each other through the balls;

[0021] Alternatively, the brake actuator also includes a plurality of planetary screw frames, the central axes of all the planetary screw frames are parallel to the central axis of the screw shaft, and all the planetary screw frames surround the screw shaft; each of the planetary screw frames is rotatably threadedly connected to the outer circumferential surface of the screw shaft, and each of the planetary screw frames is rotatably threadedly connected to the inner circumferential surface of the nut.

[0022] In one embodiment, the brake actuator further includes a caliper and a second brake pad, wherein the caliper is sleeved on the nut, and the second brake pad is connected to the caliper and arranged relative to the first brake pad; the second brake pad is used to abut against the other side of the brake disc when the first brake pad abuts against one side of the brake disc.

[0023] In one embodiment, the brake actuator further includes a limit member, which is passed through the caliper and partially exposed on the inner circumference of the caliper. A limit groove is provided on the outer circumference of the nut, and the portion of the limit member exposed on the inner circumference of the caliper is limited in the limit groove.

[0024] According to another aspect of the present application, a vehicle is provided, comprising a wheel hub, a brake disc and a brake as described in any of the above schemes, wherein the wheel hub is connected to the brake disc, and the first brake pad of the brake is used to abut the brake disc to provide a braking force to stop the rotation of the brake disc when the brake disc rotates.

[0025] The above-mentioned brake and vehicle, on the one hand, utilize the first output shaft of the driving device to connect to the deceleration and torque-increasing device, and then connect to the brake actuator through the second output shaft of the deceleration and torque-increasing device, so that the first brake pad of the brake actuator can be directly driven by the driving device and fit to the brake disc to achieve braking of the brake disc, so that no hydraulic system is introduced in the whole process, which can effectively avoid the problems of easy leakage of hydraulic oil or insufficient braking response speed caused by the hydraulic braking system; on the other hand, by embedding the deceleration and torque-increasing device part of the brake in the housing of the driving device and closing the opening of the housing, it is beneficial to the modular layout of the product, and by drivingly connecting the second output shaft connected to the brake actuator with the first output shaft of the driving device and arranging them parallel to each other, the size of the brake in the axial direction of the wheel hub can be significantly reduced, so that the volume of the brake can be effectively reduced while meeting the braking requirements of the whole vehicle, which is beneficial to the miniaturized design of the brake assembly and convenient for installation of the whole vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] Figure 1 This is an axial side view of a brake provided in one embodiment of the present application.

[0027] Figure 2 A cross-sectional view of a brake provided in one embodiment of the present application Figure 1 .

[0028] Figure 3 A partial structural schematic diagram of a brake provided in one embodiment of the present application.

[0029] Figure 4 This is a schematic diagram of a first reduction mechanism provided in an embodiment of the present application being embedded in a housing of a driving device.

[0030] Figure 5 A schematic diagram of the structure of a driving device provided in one embodiment of the present application.

[0031] Figure 6 for Figure 2 A magnified schematic diagram of area A in the middle.

[0032] Figure 7 A schematic structural diagram of a planet carrier in a first reduction mechanism provided in one embodiment of the present application.

[0033] Figure 8 An axial side view of a brake provided according to another embodiment of the present application.

[0034] Fig. 9 for Figure 8 A magnified schematic diagram of area B.

[0035] Fig.10 A schematic structural diagram of a deceleration and torque-increasing device in a brake provided in another embodiment of the present application.

[0036] Fig.11 for Figure 2 Enlarged schematic diagram of area C in the middle.

[0037] Fig.12 This is a schematic structural diagram of the second transmission wheel and the second output shaft in the second reduction mechanism provided in one embodiment of the present application.

[0038] Fig.13 An axonometric view of a brake provided in accordance with yet another embodiment of the present application.

[0039] Fig.14 for Fig.13 A magnified schematic diagram of region D in the middle.

[0040] Fig.15 A front view of a brake actuator in a brake provided in yet another embodiment of the present application.

[0041] Fig.16 An axial side view of a brake actuator in a brake provided in yet another embodiment of the present application.

[0042] Fig.17 A cross-sectional view of a brake provided in one embodiment of the present application Figure 2 .

[0043] Description of reference numerals:

[0044] 10, brake; 100, driving device; 110, housing; 111, cavity; 111a, first cavity; 111b, second cavity; 120, driving source; 121, first output shaft; 122, stator; 130, bracket; 131, mounting position; 200, speed reduction and torque increase device; 210, first speed reduction mechanism; 211, sun gear; 212, planetary gear; 213, outer gear ring; 214, planetary carrier; 220, second speed reduction mechanism; 221, first transmission wheel; 222, second transmission wheel; 22 3. The third transmission wheel; 2231. The first wheel body; 2232. The second wheel body; 224. The second output shaft; 2241. The spline structure; 300. The brake actuator; 310. The first brake pad; 320. The second brake pad; 330. The screw shaft; 331. The limit groove; 340. The nut; 350. The thrust plate; 360. The planetary screw frame; 370. The caliper; 380. The limit member; 400. The force sensor; 500. The thrust roller bearing; 600. The control unit; 601. The magnet; 70. The brake disc. DETAILED DESCRIPTION

[0045] In order to make the above-mentioned purposes, features and advantages of the present application more obvious and easy to understand, the specific implementation methods of the present application are described in detail below in conjunction with the accompanying drawings. In the following description, many specific details are set forth to facilitate a full understanding of the present application. However, the present application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar improvements without violating the connotation of the present application, so the present application is not limited by the specific embodiments disclosed below.

[0046] In the description of the present application, it should be understood that if the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. appear, the orientation or position relationship indicated by these terms is based on the orientation or position relationship shown in the accompanying drawings, which is only for the convenience of describing the present application and simplifying the description, and does not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present application.

[0047] In addition, if the terms "first" or "second" appear, these terms are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include at least one of the features. In the description of this application, if the term "plurality" appears, the meaning of "plurality" is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0048] In this application, unless otherwise clearly specified and limited, if the terms "installed", "connected", "connected", "fixed" and the like appear, these terms should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integrated connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements, unless otherwise clearly defined. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to the specific circumstances.

[0049] In the present application, unless otherwise clearly specified and limited, if there is a description that a first feature is "above" or "below" a second feature, etc., or similar descriptions appear, it may mean that the first and second features are in direct contact, or that the first and second features are in indirect contact through an intermediate medium. Moreover, the first feature being "above", "above" and "above" the second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the first feature is higher in level than the second feature. The first feature being "below", "below" and "below" the second feature may mean that the first feature is directly below or obliquely below the second feature, or simply means that the first feature is lower in level than the second feature.

[0050] It should be noted that if an element is referred to as being "fixed to" or "disposed on" another element, it may be directly on the other element or there may be a central element. If an element is considered to be "connected to" another element, it may be directly connected to the other element or there may be a central element at the same time. If any, the terms "vertical", "horizontal", "upper", "lower", "left", "right" and similar expressions used in this application are for illustrative purposes only and do not represent the only implementation method.

[0051] The present application provides a brake and a vehicle, wherein the vehicle comprises a wheel hub, a brake disc connected to the wheel hub and the above-mentioned brake. When the vehicle is traveling, the wheel hub rotates together with the brake disc, and the brake is used to provide a braking force to stop the rotation of the brake disc when the brake disc rotates, thereby stopping the rotation of the wheel hub, thereby enabling the traveling vehicle to slow down or even stop, or enabling the vehicle speed to remain stable.

[0052] The structure of the brake is described below. It is understandable that, in other embodiments, the brake of the present application is not limited to being used in vehicles, but can also be used in any scenario requiring braking, which is not limited here.

[0053] See also Figure 1 and Figure 2 , Figure 1 FIG. 1 shows a schematic diagram of a brake 10 provided in an embodiment of the present application. Figure 2 A cross-sectional view of a brake 10 provided in an embodiment is shown. The brake 10 provided in an embodiment of the present application comprises a driving device 100, a deceleration and torque-increasing device 200 and a brake actuator 300 which are sequentially connected in transmission, and the driving device 100 and the brake actuator 300 are arranged on the same side where the deceleration and torque-increasing device 200 is arranged. Among them, the driving device 100 is used to output torque, the deceleration and torque-increasing device 200 is used to reduce the speed output by the driving device 100 and amplify the torque output by the driving device 100, and the brake actuator 300 is used to abut against the brake disc 70 under the drive of the amplified torque, so as to apply braking force to the brake disc 70 to achieve the purpose of braking.

[0054] Specifically, in one embodiment, in combination Figure 2 and Figure 3 As shown, the driving device 100 includes a housing 110 and a driving source 120, the housing 110 has a cavity with an opening at one end, the driving source 120 is arranged in the cavity and has a first output shaft 121; the deceleration and torque-increasing device 200 is partially embedded in the cavity and closes the opening of the cavity, and the deceleration and torque-increasing device 200 has a second output shaft 224, the second output shaft 224 is transmission-connected to the first output shaft 121 and is coaxially connected to the brake actuator 300; preferably, as Figure 2 As shown, the second output shaft 224 and the first output shaft 121 are arranged parallel to each other; the brake actuator 300 has a first brake pad 310 and a second brake pad 320 arranged relatively spaced apart, and the brake disc 70 is located between the first brake pad 310 and the second brake pad 320. The first brake pad 310 is configured to move along the axial direction of the second output shaft 224 under the drive of the driving source 120, so as to be attached to one side of the brake disc 70 or to be separated from the brake disc 70. When the first brake pad 310 is attached to one side of the brake disc 70, the second brake pad 320 is attached to the other side of the brake disc 70, so that the first brake pad 310 and the second brake pad 320 can clamp the brake disc 70 together, thereby slowing down or stopping the rotating brake disc 70.

[0055] For example, Figure 2 As shown, in this embodiment, the driving source 120 is a motor, the motor has a stator 122, and the first output shaft 121 is connected to the stator 122. When the stator 122 is working, the first output shaft 121 can rotate around its own central axis and simultaneously drive the deceleration and torque-increasing device 200 to work. The deceleration and torque-increasing device 200 reduces the speed output by the first output shaft 121 and amplifies the torque output by the first output shaft 121, so that the second output shaft 224 can have a sufficiently large torque to drive the braking actuator 300 to work so that the first brake pad 310 can move axially along the first output shaft 121.

[0056] It is not difficult to see that by partially embedding the deceleration and torque-increasing device 200 in the housing 110 of the driving device 100, and by arranging the second output shaft 224 of the brake actuator 300 in parallel with the first output shaft 121 of the driving device 100, the size of the brake 10 in the axial direction of the wheel hub is significantly reduced while fully utilizing the space in the height direction, so that the volume of the brake 10 can be effectively reduced while meeting the braking requirements of the whole vehicle, and the width of the whole vehicle can be greatly reduced. At the same time, the brake 10 provided by the present application does not have a hydraulic system introduced, so that the problem of easy leakage of hydraulic oil caused by the hydraulic brake system can be effectively avoided. Compared with the hydraulic brake 10, the response time of the motor mechanical brake is faster, the braking distance is shorter, and the braking safety is higher.

[0057] Please continue reading Figure 2 and Figure 3 In the specific structure of the deceleration and torque increasing device 200, in one embodiment, the deceleration and torque increasing device 200 includes: Figure 2 The first reduction mechanism 210 and the second reduction mechanism 220 are arranged adjacent to each other in the vertical direction and are connected to each other in transmission. The first reduction mechanism 210 is sleeved on the first output shaft 121 and partially embedded in the cavity of the shell 110, which is conducive to the modular layout of the product; the second reduction mechanism 220 is connected to the first reduction mechanism 210 in transmission, and the second output shaft 224 is located at one end of the second reduction mechanism 220 away from the first reduction mechanism 210; in the direction in which the self-driving device 100 points to the brake actuator 300, the first reduction mechanism 210 and the second reduction mechanism 220 are respectively constructed with at least one reduction ratio.

[0058] More specifically, combined with Figure 3 and Figure 4 As shown, the first reduction mechanism 210 is a planetary gear set structure, specifically including a sun gear 211, a plurality of planetary gears 212, an outer gear ring 213 and a planet carrier 214, wherein as shown in FIG. Figure 5 As shown, the sun gear 211 is coaxially arranged with the first output shaft 121 and connected as a whole; a plurality of planetary gears 212 surround the sun gear 211 around the central axis of the sun gear 211 and are rotatably engaged with the outer circumference of the sun gear 211; the outer ring gear 213 is fixedly connected to the inner wall of the housing 110 of the driving device 100, and the inner circumference of the outer ring gear 213 has a plurality of meshing teeth, and all the planetary gears 212 are rotatably engaged with the inner circumference of the outer ring gear 213 through the meshing teeth; the planetary carrier 214 is connected to all the planetary gears 212, and the planetary carrier 214 is sleeved on the first output shaft 121 and connected to the second reduction mechanism 220.

[0059] Preferably, in order to facilitate fixing the outer gear ring 213, as Figure 6 As shown, a bracket 130 is provided in the cavity 111 of the housing 110. The bracket 130 is in the shape of a disk, and its outer periphery abuts against the cavity wall of the cavity 111, thereby dividing the cavity 111 into a first cavity 111a and a second cavity 111b. The stator 122 of the driving source 120 is provided in the first cavity 111a, and the first output shaft 121 passes through the bracket 130 from the first cavity 111a and extends into the second cavity 111b. At least part of the first reduction mechanism 210 is provided in the second cavity 111b. Specifically, the bracket 130 is in the shape of a disk, and it can be seen from the figure that the cross section of the bracket 130 is bent into a step shape, so that the bracket 130 is formed with a mounting position 131 matching the contour of the outer gear ring 213 on the side facing the second cavity 111b, and the inner diameter of the mounting position 131 is equal to the outer diameter of the outer gear ring 213, and the outer gear ring 213 is embedded in the mounting position 131.

[0060] When the first output shaft 121 rotates around its own central axis, the sun gear 211 also rotates around its own central axis, thereby driving all the planetary gears 212 to revolve around the central axis of the sun gear 211, and also driving each planetary gear 212 to rotate around its own central axis; as all the planetary gears 212 rotate around their own central axes, the planetary carrier 214 can rotate around its own central axis at a speed lower than that of the first output shaft 121, so that the second reduction mechanism 220 can be driven to drive the brake actuator 300 to move with a larger torque, thereby forming a first-stage reduction ratio and completing a deceleration and torque increase. In addition, since the outer gear ring 213 is fixedly embedded in the housing 110 of the drive device 100, for example, fixed to the inner circumference of the housing 110 through a slot or inserted in the inner circumference of the housing 110 with interference fit, the outer gear ring 213 can be prevented from rotating around the central axis of the sun gear 211 when all the planetary gears 212 rotate around the central axis of the sun gear 211.

[0061] Of course, it is understandable that the number of first reduction mechanisms 210 can be more than two, and all first reduction mechanisms 210 are connected in series in sequence. The first reduction mechanism 210 located at the head end is connected to the first output shaft 121, and the first reduction mechanism 210 located at the tail end is connected to the second reduction mechanism 220. All first reduction mechanisms 210 have at least two levels of reduction ratio, which is not specifically limited.

[0062] For the second reduction mechanism 220, please continue to refer to Figure 2 and Figure 3 The second reduction mechanism 220 includes a first transmission wheel 221 and a second transmission wheel 222 which are connected to each other. Figure 4 and Figure 7 As shown, the first transmission wheel 221 is integrally connected to the planetary carrier 214 and coaxially sleeved on the first output shaft 121, the wheel diameter of the second transmission wheel 222 is larger than the wheel diameter of the first transmission wheel 221, and the central axis of the second transmission wheel 222 is parallel to the central axis of the first transmission wheel 221, and the second output shaft 224 is coaxially connected to the second transmission wheel 222.

[0063] exist Figure 2 and Figure 3In the embodiment shown, a third transmission wheel 223 is further provided between the first transmission wheel 221 and the second transmission wheel 222. In the radial direction of the third transmission wheel 223, the first transmission wheel 221 and the second transmission wheel 222 are respectively provided on both sides of the third transmission wheel 223. The wheel diameter of the third transmission wheel 223 is between the wheel diameter of the first transmission wheel 221 and the wheel diameter of the second transmission wheel 222, and the central axis of the third transmission wheel 223 is parallel to the central axis of the first transmission wheel 221 and the central axis of the second transmission wheel 222. In this embodiment, the first transmission wheel 221, the second transmission wheel 222 and the third transmission wheel 223 are all gears, and the third transmission wheel 223 is meshed with the first transmission wheel 221 and the second transmission wheel 222 at the same time, so that the first transmission wheel 221, the third transmission wheel 223 and the second transmission wheel 222 form a two-stage reduction ratio.

[0064] In this way, when the first transmission wheel 221 rotates around the central axis of the first output shaft 121 together with the planetary carrier 214, the third transmission wheel 223 rotates synchronously with the first transmission wheel 221 in the opposite direction, and the second transmission wheel 222 rotates synchronously with the third transmission wheel 223 in the opposite direction at the same time, so that the second transmission wheel 222 rotates synchronously with the first transmission wheel 221 in the same direction. The speed output by the first output shaft 121 is decelerated and torque-increased by the first reduction mechanism 210, and then decelerated and torque-increased again by the second reduction mechanism 220 to drive the brake actuator 300 to move with a larger output torque.

[0065] Of course, it can be understood that the structure of the second reduction mechanism 220 is not limited to the structure shown in the figure, but can also be other structures. For example, the number of third transmission wheels 223 can also be more than two. When the number of third transmission wheels 223 is more than two, all third transmission wheels 223 are meshed and connected in sequence; wherein, the third transmission wheel 223 close to the first transmission wheel 221 is meshed with the first transmission wheel 221, and the third transmission wheel 223 close to the second transmission wheel 222 is meshed and connected to the second transmission wheel 222. At this time, the second reduction mechanism 220 has more than two reduction ratios; for another example, the third transmission wheel 223 can be omitted, but the first transmission wheel 221 and the second transmission wheel 222 can be directly connected in transmission. Optionally, the first transmission wheel 221 and the second transmission wheel 222 can both be gears, which are directly meshed and connected with each other; or the first transmission wheel 221 and the second transmission wheel 222 can be connected in transmission through a synchronous belt or a transmission chain, which is not limited here.

[0066] It can be seen that in the above-mentioned embodiment, by such arrangement, the first output shaft 121 and the second output shaft 224 can be arranged in parallel on the basis of ensuring synchronous transmission of each part, so that the space in the axial direction of the vehicle wheel hub can be greatly saved, which is conducive to the miniaturization design of the brake assembly 10 and is convenient for vehicle installation. In addition, by making the sun gear 211 of the first reduction mechanism 210 integrally connected with the first output shaft 121, and making the first transmission wheel 221 of the second reduction mechanism 220 integrally connected with the planet carrier 214 of the first reduction mechanism 210, it is unnecessary to introduce assembly tolerance, and the sun gear 211 and the first output shaft 121 can be integrally formed, and the first transmission wheel 221 and the planet carrier 214 can be integrally formed only by a molding process such as powder metallurgy, so that the tooth design accuracy of the sun gear 211 and the first transmission wheel 221 can be reduced.

[0067] Furthermore, if Figure 8 FIG. 1 is a cross-sectional view of a brake 10 provided in another embodiment of the present application. In this embodiment, when the number of the third transmission wheel 223 is also one, the third transmission wheel 223 is combined with the third transmission wheel 223. Fig. 9 and Fig.10 As shown, the third transmission wheel 223 is a double gear structure, that is, the third transmission wheel 223 includes a first wheel body 2231 and a second wheel body 2232 that are coaxial and integrally connected, and the wheel diameter of the first wheel body 2231 is larger than the wheel diameter of the second wheel body 2232; the first wheel body 2231 and the second wheel body 2232 are both gears, the first wheel body 2231 is meshedly connected to the first transmission wheel 221, and the second wheel body 2232 is meshedly connected to the second transmission wheel 222.

[0068] Thus, through the above arrangement, since the wheel diameter of the first wheel body 2231 is different from the wheel diameter of the second wheel body 2232, the space of the brake 10 can be saved to a certain extent in the radial direction of the third transmission wheel 223, and based on the characteristics of the double gears themselves, the material of the gears (i.e., the material of the first transmission wheel 221, the second transmission wheel 222 and the third transmission wheel 223) can be plastic. Since the density of plastic is much smaller than that of steel, the rotational inertia of the gears can be reduced, which is beneficial to motor control and can reduce costs at the same time.

[0069] See also Fig.11 In one embodiment, the brake actuator 300 includes a screw shaft 330 and a nut 340, and the screw shaft 330 is connected to the second output shaft 224 of the deceleration and torque increase device 200, that is, Fig.12As shown, a spline structure 2241 is provided on the second output shaft 224, and a spline hole is opened at one end of the screw shaft 330, and the spline structure 2241 is inserted into the spline hole, so that the screw shaft 330 is coaxially connected to the second output shaft 224, and the nut 340 is sleeved on the screw shaft 330 and threadedly connected with the screw shaft 330, and the first brake pad 310 is indirectly connected to the nut 340 through a thrust plate 350 integrally connected to the nut 340; when the screw shaft 330 rotates around its own central axis along the planetary gear 212, the screw shaft 330 can convert the torque output by the first output shaft 121 and transmitted through the deceleration and torque-increasing device 200 into an axial force distributed along the axial direction of the screw shaft 330. After being subjected to the axial force, the nut 340 can move along the axial direction of the screw shaft 330 and drive the first brake pad 310 to move together, so that the first brake pad 310 can clamp the brake disc 70 together with the second brake pad 320, thereby realizing functions such as braking deceleration.

[0070] See also Fig.13 , Fig.13 A cross-sectional view of a brake 10 provided in another embodiment of the present application is shown, Fig.14 , Fig.15 and Fig.16 As shown, the brake actuator 300 also includes a plurality of cylindrical planetary screw frames 360, the central axes of all planetary screw frames 360 are parallel to the central axis of the screw shaft 330, and all planetary screw frames 360 are arranged around the screw shaft 330, each planetary screw frame 360 ​​is rotatably threadedly connected to the outer circumferential surface of the screw shaft 330, and each planetary screw frame 360 ​​is rotatably threadedly connected to the inner circumferential surface of the nut 340.

[0071] In this way, when the screw shaft 330 rotates around its own central axis driven by the second output shaft 224, all the planetary screw frames 360 revolve around the central axis of the screw shaft 330, and each planetary screw frame 360 ​​rotates around its own central axis. At the same time, the nut 340 can move along the axial direction of the screw shaft 330 and drive the first brake pad 310 to move together under the drive of all the planetary screw frames 360, so that the circular motion of the screw shaft 330 can be converted into a linear motion of the nut 340 along the axial direction of the screw shaft 330, just like the structure in which the screw shaft 330 is directly threadedly connected to the nut 340 in the previous embodiment. Compared with the structure in which the screw shaft 330 is directly threadedly connected to the nut 340, adding the planetary screw frame 360 ​​can enable the brake actuator 300 to have a higher load bearing capacity under the same diameter size.

[0072] It should be noted that the structure of the brake actuator 300 is not limited to the structure shown in the embodiment of the figure. For example, in another embodiment, the outer circumference of the screw shaft 330 and the inner circumference of the nut 340 are respectively provided with a spiral groove extending along the axial direction of the screw shaft 330, and a plurality of balls are embedded in the spiral groove. The nut 340 and the screw shaft 330 are threadedly connected to each other through the balls. The structures of the above two embodiments can be selected according to needs and are not limited here.

[0073] Furthermore, if Figure 2 As shown, the brake actuator 300 also includes a caliper 370, which is fixedly connected to the housing 110 of the driving device 100 and is sleeved on the nut 340. The second brake pad 320 is fixedly connected to the caliper 370 and is arranged relatively spaced apart from the first brake pad 310. When the first brake pad 310 moves along the axial direction of the screw shaft 330, the distance between the first brake pad 310 and the second brake pad 320 can change, so that the brake disc 70 can be clamped or released.

[0074] Furthermore, if Fig.17 As shown, when the screw shaft 330 rotates, in order to prevent the nut 340 from being driven by the screw shaft 330 and rotating together, the brake actuator 300 also includes a limiter 380, which is arranged in the caliper 370 and partially exposed on the inner circumference of the caliper 370; correspondingly, the outer circumference of the nut 340 is provided with a limiter groove 331, and the part of the limiter 380 exposed on the inner circumference of the caliper 370 is limited in the limiter groove 331. In this way, when the screw shaft 330 rotates, although the nut 340 also has a tendency to be driven by the screw shaft 330 to rotate together, because the limiter 380 is limited in the limiter groove 331 and abuts against the groove wall of the limiter groove 331, the nut 340 cannot be driven by the screw shaft 330 to rotate together, and can only move along the axial direction of the screw shaft 330, thereby improving the anti-rotation ability of the outer gear ring 213.

[0075] In addition, combined Figure 2 and Fig.17 As shown, in a preferred embodiment, the screw shaft 330 has a stepped surface facing the deceleration and torque increasing device 200, and the brake 10 further includes a force sensor 400 and a control unit 600. The force sensor 400 is sleeved on the screw shaft 330 and abuts against the stepped surface of the screw shaft 330 through a thrust roller bearing 500 sleeved on the screw shaft 330, and the control unit 600 is communicatively connected to the force sensor 400. In the embodiment shown in the figure, the control unit 600 is installed on the side of the deceleration and torque increasing device 200 away from the driving device 100 and the brake actuator 300.

[0076] Optionally, an angle sensor is provided in the control unit 600, and a magnet 601 is provided on the angle sensor. The magnet 601 is fixedly connected to the end of the first output shaft 121 by riveting or the like, so that as the first output shaft 121 rotates around its own central axis, the angle sensor can measure the rotation angle of the first output shaft 121.

[0077] The purpose of setting up the control unit 600 is that when the car is traveling under different working conditions, if there is a need to decelerate, the driver will step on the brake pedal, and the sensor on the brake pedal will detect braking signals such as pedal acceleration, displacement and pedal force. The control unit 600 can receive the above braking signals through the vehicle network, and calculate the optimal braking force required for each wheel in real time through a specific algorithm, and then transmit the required optimal braking force to the brake actuator 300, so as to achieve the braking purpose. When the first brake pad 310 abuts against the brake disc 70, the braking force applied by the first brake pad 310 to the brake disc 70 can be transmitted to the force sensor 400 in sequence through the thrust plate 350, the screw shaft 330, and the thrust roller bearing 500. The force sensor 400 can detect the braking force applied by the first brake pad 310 to the brake disc 70 in real time, and can promptly feed back the signal representing the magnitude of the braking force to the control unit 600, so that the control unit 600 can adjust the magnitude of the braking force in real time, so that the brake 10 provided in the present application can realize force closed-loop control, and the brake 10 has the characteristics of intelligent control, so that the vehicle can develop in the direction of modularization, integration, and mechatronics.

[0078] The technical features of the above-described embodiments may be arbitrarily combined. To make the description concise, not all possible combinations of the technical features in the above-described embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0079] The above-described embodiments only express several implementation methods of the present application, and the descriptions thereof are relatively specific and detailed, but they cannot be construed as limiting the scope of the patent application. It should be pointed out that, for a person of ordinary skill in the art, several variations and improvements can be made without departing from the concept of the present application, and these all belong to the protection scope of the present application. Therefore, the protection scope of the patent application shall be subject to the attached claims.

Claims

1. A brake, characterized in that: include: A driving device (100), the driving device (100) comprising a housing (110) and a driving source (120), the housing (110) having a cavity, the driving source (120) being disposed in the cavity and having a first output shaft (121); A deceleration and torque-increasing device (200) is partially embedded in the cavity; the deceleration and torque-increasing device (200) has a second output shaft (224), and the second output shaft (224) and the first output shaft (121) are parallel to each other and are in transmission connection with each other; A brake actuator (300) is coaxially connected to the second output shaft (224), and the brake actuator (300) has a first brake pad (310). The first brake pad (310) is configured to move along the axial direction of the second output shaft (224) under the drive of the drive source (120) so as to be able to fit onto a brake disc (70) or detach from the brake disc (70).

2. The brake according to claim 1, characterized in that The deceleration and torque-increasing device (200) comprises a first deceleration mechanism (210) and a second deceleration mechanism (220) which are connected to each other in a transmission manner, wherein the first deceleration mechanism (210) is connected to the first output shaft (121) and is at least partially embedded in the cavity of the housing (110), and the second output shaft (224) is located at one end of the second deceleration mechanism (220) away from the first deceleration mechanism (210).

3. The brake according to claim 2, characterized in that The first speed reduction mechanism (210) comprises: A sun gear (211) coaxially connected to the first output shaft (121); A plurality of planetary gears (212) surround the sun gear (211) around the central axis of the sun gear (211) and are rotatably meshed with the outer peripheral surface of the sun gear (211); An outer gear ring (213) connected to the inner wall of the housing (110), the inner circumferential surface of the outer gear ring (213) having a plurality of meshing teeth, and all the planetary gears (212) rotatably meshing with the inner circumferential surface of the outer gear ring (213) through the meshing teeth; A planet carrier (214) is connected to all the planetary gears (212); the planet carrier (214) is sleeved on the first output shaft (121) and connected to the second reduction mechanism (220); when all the planetary gears (212) rotate around the central axis of the sun gear (211), the planet carrier (214) can rotate around its own central axis to drive the second reduction mechanism (220) to drive the brake actuator (300) to move.

4. The brake according to claim 3, characterized in that The second reduction mechanism (220) comprises a first transmission wheel (221) and a second transmission wheel (222) which are connected to each other in a transmission manner, the first transmission wheel (221) being integrally connected to the planetary carrier (214) and sleeved on the first output shaft (121), the wheel diameter of the second transmission wheel (222) being larger than the wheel diameter of the first transmission wheel (221), and the central axis of the second transmission wheel (222) being parallel to the central axis of the first transmission wheel (221), and the second output shaft (224) being coaxially connected to the second transmission wheel (222).

5. The brake according to claim 4, characterized in that At least one third transmission wheel (223) is further provided between the first transmission wheel (221) and the second transmission wheel (222); the wheel diameter of the third transmission wheel (223) is between the wheel diameter of the first transmission wheel (221) and the wheel diameter of the second transmission wheel (222); and the central axis of the third transmission wheel (223) is parallel to the central axes of the first transmission wheel (221) and the second transmission wheel (222).

6. The brake according to claim 5, characterized in that The number of the third transmission wheel (223) is one, and the third transmission wheel (223) comprises a first wheel body (2231) and a second wheel body (2232) which are coaxial and integrally connected, the wheel diameter of the first wheel body (2231) is smaller than the wheel diameter of the second wheel body (2232); the first wheel body (2231) is meshingly connected to the first transmission wheel (221), and the second wheel body (2232) is meshingly connected to the second transmission wheel (222).

7. The brake according to claim 3, characterized in that A bracket (130) is provided in the cavity (111); the outer periphery of the bracket (130) abuts against the cavity wall of the cavity (111) so as to separate the cavity (111) into a first cavity (111a) and a second cavity (111b); the first output shaft (121) passes through the bracket (130) from the first cavity (111a) and extends into the second cavity (111b); the bracket (130) is formed with a mounting position (131) on a side facing the second cavity (111b), and the outer gear ring (213) is embedded in the mounting position (131).

8. The brake according to claim 1, characterized in that The brake actuator (300) includes a screw shaft (330) and a nut (340), wherein the screw shaft (330) is coaxially connected to the second output shaft (224), the nut (340) is coaxially sleeved on the screw shaft (330) and is transmission-connected to the screw shaft (330), and the first brake pad (310) is connected to the nut (340). When the screw shaft (330) rotates around its own central axis, the nut (340) can drive the first brake pad (310) to move along the axial direction of the screw shaft (330).

9. The brake according to claim 8, characterized in that The outer circumferential surface of the screw shaft (330) and the inner circumferential surface of the nut (340) are respectively provided with a spiral groove extending in a spiral direction along the axial direction of the screw shaft (330), a plurality of balls are embedded in the spiral groove, and the nut (340) and the screw shaft (330) are threadedly connected to each other through the balls; Alternatively, the brake actuator (300) further includes a plurality of planetary screw frames (360), the central axes of all the planetary screw frames (360) being parallel to the central axis of the screw shaft (330), and all the planetary screw frames (360) surrounding the screw shaft (330); each of the planetary screw frames (360) being rotatably threadedly connected to the outer circumference of the screw shaft (330), and each of the planetary screw frames (360) being rotatably threadedly connected to the inner circumference of the nut (340).

10. The brake according to claim 8, characterized in that The brake actuator (300) further comprises a caliper (370) and a second brake pad (320), wherein the caliper (370) is sleeved on the nut (340), and the second brake pad (320) is connected to the caliper (370) and arranged with a relative spacing from the first brake pad (310); the second brake pad (320) is used to abut against the other side of the brake disc (70) when the first brake pad (310) abuts against one side of the brake disc (70).

11. The brake according to claim 10, characterized in that The brake actuator (300) further comprises a limiter (380), wherein the limiter (380) is inserted through the caliper (370) and partially exposed on the inner circumference of the caliper (370); a limiter groove (331) is provided on the outer circumference of the nut (340); and the portion of the limiter (380) exposed on the inner circumference of the caliper (370) is limited in the limiter groove (331).

12. A vehicle, characterized in that: The invention comprises a wheel hub, a brake disc (70) and a brake (10) as claimed in any one of claims 1 to 11, wherein the wheel hub is connected to the brake disc (70), and a first brake pad (310) of the brake (10) is used to abut against the brake disc (70) to provide a braking force to stop the rotation of the brake disc (70) when the brake disc (70) rotates.

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