Brake and vehicle

Abstract

The invention relates to the technical field of brakes, in particular to a brake and a vehicle, the brake comprises a brake caliper assembly, a transmission assembly, a service brake driving part and a parking brake driving part, the brake caliper assembly comprises an inner friction plate and an outer friction plate which are oppositely arranged in the first direction, the transmission assembly comprises a transmission rod, and the transmission rod extends in the first direction; the service braking driving part and the parking braking driving part are in transmission connection with the transmission rod so that the service braking driving part and the parking braking driving part can drive the transmission rod to push the inner friction plate in the first direction. According to the brake and the vehicle provided by the invention, the probability of brake failure of the brake is effectively reduced, and the reliability and the driving safety of the brake are improved.

Description

Technical Field

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

[0002] The EMB brake caliper is a key component in the Electronic Mechanical Brake (EMB) system. The EMB system is a modern vehicle braking technology that combines the advantages of electric drive and mechanical braking to achieve efficient, precise and sensitive braking performance. The EMB brake caliper usually adopts a U-shaped design, which can clamp the brake disc and apply sufficient friction during braking through the internal clamping device and friction pads.

[0003] Nowadays, most EMB brake caliper products are driven by a single motor. The motor and the transmission gear connected to the motor drive the lead screw to drive the piston to move axially, so that the friction plate is pushed to clamp and release the brake disc, and the brake caliper assembly can achieve braking and releasing actions. Once the motor fails, the brake caliper assembly will fail, causing brake failure, which poses a certain driving safety hazard. Summary of the invention

[0004] The purpose of this application is to provide a brake and a vehicle to solve, to a certain extent, the technical problem that the EMB brake caliper products in the prior art are mostly driven by a single motor. Once the motor fails, the brake caliper assembly will fail, causing brake failure and posing certain driving safety hazards.

[0005] According to a first aspect of the present application, a brake is provided, comprising a brake caliper assembly, a transmission component, a service brake drive unit, and a parking brake drive unit, the brake caliper assembly comprising an inner friction plate and an outer friction plate arranged opposite to each other along a first direction, the transmission component comprising a transmission rod, the transmission rod extending along the first direction, the service brake drive unit and the parking brake drive unit are respectively connected to the transmission rod in transmission connection, so that the service brake drive unit and the parking brake drive unit can respectively drive the transmission rod to push the inner friction plate along the first direction.

[0006] Preferably, the transmission assembly further comprises a service brake transmission part, the service brake transmission part comprises a first ball disc, a second ball disc and a transmission ball, the first ball disc and the second ball disc are sleeved on the transmission rod opposite to each other;

[0007] A spiral groove is arranged on the end surface of the first ball disc facing the second ball disc, the spiral groove extends along a first clockwise direction, and the groove depth of the spiral groove gradually increases in a direction from one end of the spiral groove in the first clockwise direction to the other end, and the transmission ball is movably arranged in the spiral groove;

[0008] The second ball disc and the transmission rod are relatively engaged with each other in the first direction, and the service brake drive unit is transmission-connected with the first ball disc to drive the first ball disc to rotate relative to the second ball disc.

[0009] Preferably, the outer wall of the first ball disc is provided with a transmission tooth, and the service brake drive unit is meshed with the transmission tooth;

[0010] The brake further comprises a housing and a stop pin which are fixedly connected to each other. The stop pin and the transmission rod are arranged in parallel. The stop pin passes through the second ball disc along the first direction.

[0011] Preferably, the transmission assembly further comprises a parking brake transmission part, the parking brake transmission part comprises a piston member and a transmission gear, an outer side wall of one end of the transmission rod is provided with an external thread, the piston member is provided with an internal thread hole extending along the first direction, and the piston member is threadedly connected to the transmission rod via the internal thread hole;

[0012] The transmission gear is spline-connected to the other end of the transmission rod, and the parking brake driving unit is meshed with the transmission gear.

[0013] Preferably, the piston member comprises a piston head and a piston body fixedly connected to each other, the piston head is arranged at an end of the piston member in the first direction facing away from the transmission gear, the piston body extends along the first direction, and a first end surface of the piston head facing away from the piston body is a spherical surface;

[0014] The parking brake transmission unit further comprises a piston sleeve, wherein the piston sleeve is provided with a receiving groove for receiving the piston member, and the bottom wall of the receiving groove is adapted to the shape of the first end surface;

[0015] A swing gap is formed between the groove wall of the accommodating groove and the side wall of the piston body.

[0016] Preferably, the piston head and the piston sleeve are respectively sectioned along a plane perpendicular to the first direction, and a figure formed by sectioning the outer wall of the piston head is a first figure, and a figure formed by sectioning the groove wall of the accommodating groove is a second figure, wherein the first figure and the second figure are similar polygons to each other.

[0017] Preferably, the external thread is a trapezoidal thread.

[0018] Preferably, the transmission assembly also includes a pressure sensor for collecting the pressure between the inner friction plate and the piston member, and the pressure sensor is communicatively connected with the parking brake drive unit to adjust the position of the inner friction plate in the first direction according to the pressure between the inner friction plate and the piston member.

[0019] Preferably, the transmission assembly further comprises a first speed shifting part and a second speed shifting part, the service brake drive part is transmission-connected to the service brake transmission part via the first speed shifting part, and the parking brake drive part is transmission-connected to the parking brake transmission part via the second speed shifting part.

[0020] According to a second aspect of the present application, a vehicle is provided, comprising a brake as described in any of the above technical solutions, and thus having all the beneficial technical effects of the brake, which will not be described in detail herein.

[0021] Compared with the prior art, the beneficial effects of this application are:

[0022] The brake provided in the present application is respectively connected to the transmission rod through the service brake drive unit and the parking brake drive unit, thereby realizing the dual-drive structure of the brake to drive the transmission rod to push the inner friction plate along the first direction, so that the service brake drive unit and the parking brake drive unit are redundant to each other. Once one of the service brake drive unit and the parking brake drive unit fails, the other of the service brake drive unit and the parking brake drive unit can still drive the transmission rod to perform braking action, thereby effectively reducing the probability of brake failure and improving driving safety.

[0023] In order to make the above-mentioned objects, features and advantages of the present application more obvious and easy to understand, preferred embodiments are specifically cited below and described in detail with reference to the attached drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] In order to more clearly illustrate the specific implementation methods of the present application or the technical solutions in the prior art, the drawings required for use in the specific implementation methods or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are some implementation methods of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0025] Figure 1 A schematic diagram of the cross-sectional structure of a brake provided in an embodiment of the present application;

[0026] Figure 2 A schematic diagram of the exploded structure of the brake provided in an embodiment of the present application;

[0027] Figure 3 A schematic diagram of the axonometric structure of the brake provided in an embodiment of the present application;

[0028] Figure 4 Another isometric structural schematic diagram of the brake provided in the embodiment of the present application;

[0029] Figure 5A schematic diagram of the axonometric structure of a transmission rod provided in an embodiment of the present application;

[0030] Figure 6 A schematic diagram of the front view structure of a first ball disk provided in an embodiment of the present application;

[0031] Figure 7 A schematic diagram of the front view structure of the second ball plate provided in an embodiment of the present application;

[0032] Figure 8 A schematic diagram of the axonometric structure of a piston member provided in an embodiment of the present application;

[0033] Fig. 9 This is a schematic diagram of the axonometric structure of the piston sleeve provided in an embodiment of the present application.

[0034] Reference numerals:

[0035] 1-brake caliper assembly; 11-inner friction plate; 12-outer friction plate; 21-transmission rod; 211-threaded section; 212-sleeve section; 213-spline section; 221-first ball disc; 2211-transmission tooth; 222-second ball disc; 223-transmission ball; 224-rotation groove; 225-stop pin; 231-transmission gear; 232-piston member; 2321-piston head; 2322-piston body; 2323-inner threaded hole; 2324-first end face; 233-piston sleeve; 2331-accommodating groove; 24-spacer bearing; 25-first speed change part; 26-second speed change part; 27-sealing ring; 51-lower shell; 52-upper shell; 53-receiving seat; 6-brake disc.

[0036] F1-first direction; F2-second direction; F3-third direction. DETAILED DESCRIPTION

[0037] The technical solution of the present application will be clearly and completely described below in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all of the embodiments.

[0038] The components of the embodiments of the present application generally described and shown in the drawings herein can be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of the present application provided in the drawings is not intended to limit the scope of the application claimed, but merely represents the selected embodiments of the present application.

[0039] Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making any creative work shall fall within the scope of protection of this application.

[0040] In the description of the present application, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc., indicating the orientation or positional relationship, are based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the present application and simplifying the description, rather than indicating or implying 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 limiting the present application. In addition, the terms "first", "second", and "third" are used for descriptive purposes only, and cannot be understood as indicating or implying relative importance.

[0041] In the description of this application, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0042] Refer to the following Figures 1 to 9 A brake and a vehicle according to some embodiments of the present application are described.

[0043] See also Figures 1 to 9 As shown, an embodiment of the first aspect of the present application provides a brake, which includes a brake caliper assembly 1, a transmission component, a service brake drive unit, and a parking brake drive unit. The brake caliper assembly 1 includes an inner friction plate 11 and an outer friction plate 12 arranged relatively to each other along a first direction F1. The transmission component includes a transmission rod 21, and the transmission rod 21 extends along the first direction F1. The service brake drive unit and the parking brake drive unit are respectively connected to the transmission rod 21 in transmission connection, so that the service brake drive unit and the parking brake drive unit can respectively drive the transmission rod 21 to push the inner friction plate 11 along the first direction F1.

[0044] According to the brake provided by the above-mentioned technical features, the service brake drive unit and the parking brake drive unit are respectively connected to the transmission rod 21, thereby realizing the dual-drive structure of the brake to drive the transmission rod 21 to push the inner friction plate 11 along the first direction F1, so that the service brake drive unit and the parking brake drive unit are redundant to each other. Once one of the service brake drive unit and the parking brake drive unit fails, the other of the service brake drive unit and the parking brake drive unit can still drive the transmission rod 21 to perform braking action, thereby effectively reducing the probability of brake failure and improving the reliability of the brake and driving safety.

[0045] like Figures 1 to 9As shown, F1 shown in the figure may be an example of the first direction F1 mentioned above. For the convenience of description, two directions perpendicular to each other on a plane perpendicular to the first direction F1 are defined as a second direction F2 and a third direction F3, respectively. F2 shown in the figure may be an example of the second direction F2 mentioned above, and F3 shown in the figure may be an example of the third direction F3 mentioned above.

[0046] It should be noted that when the transmission rod 21 pushes the inner friction plate 11 to approach the brake disc 6, the outer friction plate 12 simultaneously approaches the brake disc 6 under the action of the brake caliper assembly 1; similarly, when the transmission rod 21 pushes the inner friction plate 11 away from the brake disc 6, the outer friction plate 12 simultaneously moves away from the brake disc 6 under the action of the brake caliper assembly 1. The above-mentioned brake caliper assembly 1 is an existing product in the art, and the arrangement and driving structure of the inner friction plate 11 and the outer friction plate 12 in the brake caliper assembly 1 are all existing technologies in the art, and will not be repeated here. Optionally, the brake caliper assembly 1 can be a floating caliper.

[0047] Preferably, if Figure 1 , Figure 2 , Figure 6 and Figure 7 As shown, the transmission assembly may further include a service brake transmission unit, which may include a first ball disc 221, a second ball disc 222 and a transmission ball 223. Figure 1 As shown, the first ball disc 221 and the second ball disc 222 can be sleeved on the transmission rod 21 opposite to each other.

[0048] Preferably, if Figure 6 As shown, a spiral groove 224 may be provided on the end surface of the first ball disc 221 facing the second ball disc 222, and the spiral groove 224 is arranged along a first clockwise direction (ie, Figure 6 The second ball disc 222 and the transmission rod 21 are relatively engaged with each other in the first direction F1, and the service brake driving part is connected to the first ball disc 221 to drive the first ball disc 221 to rotate relative to the second ball disc 222. In this way, when the first ball disc 221 moves relative to the second ball disc 222 in the first clockwise direction, the first ball disc 221 rotates relative to the second ball disc 222. When rotating upward, the transmission ball 223 slides along the rotation groove 224 to the shallower part of the rotation groove 224, so that the gap between the first ball disc 221 and the second ball disc 222 increases, that is, the first ball disc 221 pushes the second ball disc 222 along the first direction F1 through the transmission ball 223, and the second ball disc 222 and the transmission rod 21 are relatively engaged in the first direction F1, and then the transmission rod 21 is driven by the second ball disc 222 to move along the first direction F1, so as to push the inner friction plate 11 and the outer friction plate 12 to clamp the brake disc 6.

[0049] Optionally, the ball diameter of the transmission ball 223 may be 5 mm to 6 mm.

[0050] Preferably, if Figure 7 As shown, the above-mentioned spiral groove 224 can also be set on the end surface of the second ball disk 222 facing the first ball disk 221, so that the above-mentioned transmission ball 223 can be clamped between the spiral groove 224 of the first ball disk 221 and the spiral groove 224 of the second ball disk 222, thereby improving the setting stability of the transmission ball 223.

[0051] Preferably, if Figure 6 and Figure 7 As shown, a plurality of spiral grooves 224 are arranged on the end surface of the first ball disc 221 facing the second ball disc 222, and the plurality of spiral grooves 224 are evenly distributed in the circumferential direction of the first ball disc 221 to improve the uniformity of the force applied by the first ball disc 221 to the second ball disc 222, thereby ensuring the movement accuracy and stability of the transmission rod 21. Figure 2 As shown, the number and shape of the spiral grooves 224 provided on the end surface of the second ball disc 222 facing the first ball disc 221 are adapted to the number and shape of the spiral grooves 224 provided on the end surface of the first ball disc 221 facing the second ball disc 222. Figure 2 As shown, the transmission ball 223 may be disposed in each rotation groove 224 of the first ball plate 221 .

[0052] Preferably, if Figure 1 , Figure 2 and Figure 5 As shown, the transmission rod 21 may include a threaded section 211 and a sleeve section 212 sequentially connected along the first direction F1, and the first ball disc 221 and the second ball disc 222 may be sleeved on the outside of the sleeve section 212. The outer diameter of the threaded section 211 is larger than the outer diameter of the sleeve section 212, so that a boss is formed at the connection between the threaded section 211 and the sleeve section 212, and the second ball disc 222 may be clamped at the boss, so that the second ball disc 222 can drive the transmission rod 21 to move along the first direction F1 by pushing the boss.

[0053] Preferably, if Figure 2 and Figure 6 As shown, the outer wall of the first ball disc 221 may be provided with a transmission tooth 2211, and the service brake drive unit may mesh with the transmission tooth 2211 to drive the first ball disc 221 to rotate along the first clockwise direction.

[0054] Preferably, not shown in the figure, the brake may also include a shell and a stop pin 225 fixedly connected to each other, the stop pin 225 and the transmission rod 21 are arranged in parallel, and the stop pin 225 passes through the second ball disc 222 along the first direction F1. In this way, on the one hand, by arranging the stop pin 225 in parallel with the transmission rod 21, the slidability of the second ball disc 222 along the first direction F1 can be effectively guaranteed; on the other hand, through the joint action of the stop pin 225 and the transmission rod 21, the second ball disc 222 can be effectively prevented from rotating relative to the transmission rod 21, thereby preventing the second ball disc 222 from rotating with the first ball disc 221, thereby ensuring the transmission accuracy of the service brake transmission part.

[0055] Preferably, if Figure 1 and Figure 2 As shown, the housing may include a seating seat 53 which may be fixedly connected to the brake caliper assembly 1 . The seating seat 53 is provided with a cavity penetrating the seating seat 53 along the first direction F1 . The transmission rod 21 penetrates the cavity and is connected to the inner friction plate 11 .

[0056] Preferably, if Figure 1 As shown, the above-mentioned shell may also include a sealing ring 27, and the sealing ring 27 is embedded in the cavity wall of the above-mentioned cavity of the placement seat 53. The sealing ring 27 can be arranged between the above-mentioned cavity wall and the piston sleeve 233 described below, so as to utilize the elastic deformation of the sealing ring 27 to facilitate the piston sleeve 233 to return to the initial position when the current of the service brake drive unit is cut off.

[0057] In an embodiment, Figure 1 , Figure 2 and Figure 5 As shown, the transmission rod 21 may further include a spline segment 213 , which is disposed at one end of the sleeve segment 212 away from the threaded segment 211 , and the outer side wall of the spline segment 213 is provided with splines.

[0058] Preferably, if Figure 1 and Figure 2 As shown, the transmission assembly may also include a parking brake transmission part, which may include a piston member 232 and a transmission gear 231. The outer side wall of the threaded section 211 of the transmission rod 21 is provided with an external thread, and the piston member 232 is provided with an internal threaded hole 2323 extending along the first direction F1. The piston member 232 is threadedly connected to the transmission rod 21 via the internal threaded hole 2323, and the transmission gear 231 is splined to the spline section 213 of the transmission rod 21. The parking brake drive unit is meshed with the transmission gear 231. In this way, when the parking brake drive unit drives the transmission gear 231 to rotate, the transmission gear 231 can drive the transmission rod 21 to rotate, thereby causing the piston member 232 threadedly connected to the transmission rod 21 to move along the first direction F1, thereby enabling the piston member 232 to push the inner friction plate 11 to clamp or release the brake disc 6.

[0059] Preferably, if Figure 1 As shown, the transmission assembly may further include a spacer bearing 24, which is disposed between the first ball disc 221 and the transmission gear 231, so as to reduce the friction between the first ball disc 221 and the transmission gear 231 during rotation, and convert the sliding friction into rolling friction, so as to ensure the rotational independence of the first ball disc 221 and the transmission gear 231, and avoid mutual interference between the service brake transmission part and the parking brake transmission part.

[0060] Optionally, the spacing bearing 24 may be a thrust needle roller bearing.

[0061] Preferably, if Figure 5 As shown, the external thread arranged on the outer wall of the threaded section 211 may be a trapezoidal thread, so as to realize self-locking between the piston member 232 and the transmission rod 21. When the parking brake drive unit is powered off, the piston member 232 can still maintain the position before the power failure, thereby realizing the parking brake capability of the brake.

[0062] Preferably, if Figure 1 , Figure 2 and Figure 8 As shown, the piston member 232 may include a piston head 2321 and a piston body 2322 that are fixedly connected to each other, the piston head 2321 is disposed at one end of the piston member 232 that faces away from the transmission gear 231 in the first direction F1, the piston body 2322 extends along the first direction F1, and the first end surface 2324 of the piston head 2321 that faces away from the piston body 2322 is a spherical surface. Figure 1 , Figure 2 and Fig. 9 As shown, the parking brake transmission unit may further include a piston sleeve 233, the piston sleeve 233 is provided with a receiving groove 2331 for receiving the piston member 232, and the bottom wall of the receiving groove 2331 is adapted to the shape of the first end face 2324. A swing gap is formed between the groove wall of the receiving groove 2331 and the side wall of the piston body 2322, so that the first end face 2324 is a spherical surface and a swing gap is formed between the groove wall of the receiving groove 2331 and the side wall of the piston body 2322, so that the piston member 232 can swing within a certain range relative to the piston sleeve 233, thereby effectively realizing the decoupling of the piston member 232 and the piston sleeve 233, and effectively releasing the stress concentration between the transmission rod 21 and the piston member 232 caused by factors such as bumps, vibrations, and tilts during the use of the brake.

[0063] Preferably, if Figure 8 and Fig. 9As shown, the piston head 2321 and the piston sleeve 233 are cut along a plane perpendicular to the first direction F1, and the figure formed by cutting the outer wall of the piston head 2321 is a first figure, and the figure formed by cutting the groove wall of the receiving groove 2331 is a second figure, wherein the first figure and the second figure are similar polygons to each other, so that the piston member 232 can be effectively prevented from rotating relative to the piston sleeve 233, so as to improve the transmission accuracy of the piston member 232. Figure 8 and Fig. 9 As shown, the figure shows an example in which the first figure and the second figure are both rounded quadrilaterals, but it is not limited to this. The first figure and the second figure can also be both rounded triangles, rounded pentagons... or other polygons.

[0064] Preferably, not shown in the figure, the transmission assembly may further include a pressure sensor for collecting the pressure between the inner friction plate 11 and the piston 232, and the pressure sensor is connected to the parking brake drive unit in communication to adjust the position of the inner friction plate 11 in the first direction F1 according to the pressure between the inner friction plate 11 and the piston 232. As the use time of the existing brake increases, the inner friction plate 11 and the outer friction plate 12 will gradually become thinner due to wear, thereby affecting the clamping force of the inner friction plate 11 and the outer friction plate 12 on the brake disc 6, that is, the pressure between the inner friction plate 11 and the piston 232 when the inner friction plate 11 and the outer friction plate 12 are in a state of clamping the brake disc 6 and the pressure between the inner friction plate 11 and the piston 232 when the inner friction plate 11 and the outer friction plate 12 are in a state of releasing the brake disc 6 will both decrease, thereby causing brake failure, and there are certain driving safety hazards. The brake provided by the above technical concept is communicated with the parking brake drive unit through a pressure sensor to monitor the pressure between the inner friction plate 11 and the piston member 232 in real time, and then the parking brake drive unit drives the transmission rod 21 to rotate, so as to adjust the position of the piston member 232 relative to the transmission rod 21 in the first direction F1 when both the inner friction plate 11 and the outer friction plate 12 are in a state of releasing the brake disc 6, thereby compensating for the wear of the inner friction plate 11, so that the braking force of the brake can always remain unchanged, thereby improving the safety of the brake.

[0065] Preferably, the surfaces of the first ball disc 221, the second ball disc 222, the transmission ball 223, the transmission rod 21 and the stop pin 225 can all be treated by a thermal spraying process to reduce the friction on the surfaces of the first ball disc 221, the second ball disc 222, the transmission ball 223, the transmission rod 21 and the stop pin 225, thereby reducing the energy consumption of the brake.

[0066] Preferably, if Figure 1 and Figure 3As shown, the housing may further include an upper shell 52, the upper shell 52 is docked with the placement seat 53, the upper shell 52 is provided with a placement bearing, and the end of the transmission rod 21 away from the piston member 232 passes through the placement bearing. Preferably, the pressure sensor may be provided at the abutment between the transmission gear 231 and the placement bearing.

[0067] Alternatively, if Figure 1 As shown, the shell can also include a lower shell 51, which can be covered on the side of the upper shell 52 facing away from the mounting seat 53. In this way, the shell is divided into three sections, namely the mounting seat 53, the upper shell 52 and the lower shell 51, which not only facilitates the assembly of the internal structure of the brake, but also improves the assembly accuracy of the brake.

[0068] Optionally, both the service brake drive unit and the parking brake drive unit may be rotary electric machines.

[0069] Preferably, if Figures 1 to 4 As shown, the output shafts of the service brake drive unit and the parking brake drive unit and the transmission rod 21 extend along the first direction F1, and the output shaft of the service brake drive unit, the transmission rod 21 and the output shaft of the parking brake drive unit are arranged side by side along the second direction F2, so as to utilize the space of the brake caliper assembly 1 in the second direction F2 to arrange the service brake drive unit and the parking brake drive unit, thereby improving the space utilization of the brake.

[0070] Preferably, if Figure 4 As shown, the transmission assembly may further include a first transmission unit 25 , and the service brake driving unit is in transmission connection with the service brake transmission unit via the first transmission unit 25 .

[0071] Preferably, the first speed change unit 25 may include a plurality of gears that are sequentially connected in transmission, so that the service brake drive unit disposed on different axes can mesh with the transmission teeth 2211 of the first ball disc 221 .

[0072] Similarly, if Figure 4 As shown, the transmission assembly may further include a second transmission unit 26, and the parking brake driving unit is transmission-connected to the parking brake transmission unit via the second transmission unit 26. The second transmission unit 26 may also include a plurality of gears that are transmission-connected in sequence, and the structure of the second transmission unit 26 is similar to that of the first transmission unit 25, which will not be described in detail herein.

[0073] The embodiment of the second aspect of the present application also provides a vehicle, including the brake described in any of the above embodiments, and thus has all the beneficial technical effects of the brake, which will not be repeated here.

[0074] Preferably, if Figure 1As shown, the vehicle may further include the brake disc 6 , which is disposed between the inner friction plate 11 and the outer friction plate 12 .

[0075] Preferably, although not shown in the figures, the vehicle may further include a controller, which may be communicatively connected with the service brake drive unit and the parking brake drive unit, respectively.

[0076] Preferably, the pressure sensor may be communicatively connected to the parking brake drive unit via the controller.

[0077] Based on the characteristics described above, Figures 1 to 9 The brake shown is described as an example, and the working principle of the brake will be described in detail below:

[0078] (1) Service braking process:

[0079] During service braking, the controller issues a service braking command, and the controller drives the service braking drive unit to rotate. The first speed change unit 25 transmits the torque to the first ball disc 221, and the first ball disc 221 rotates along the first clockwise direction, so that the transmission ball 223 moves in the rotation groove 224, and then pushes the second ball disc 222 to move leftward along the first direction F1, so as to drive the transmission rod 21 to move leftward along the first direction F1, and then the piston sleeve 233 pushes the inner friction plate 11 to move leftward, so that the brake caliper assembly 1 clamps the brake disc 6, and the reaction force of the clamping force will all act on the pressure sensor, and the pressure signal will be fed back to the controller to realize the clamping force closed loop.

[0080] (2) Service brake release process:

[0081] When the service brake is released, the controller sends a service brake release command, and the controller cuts off the current of the service brake drive unit. The piston member 232 retreats under the combined action of the brake caliper assembly 1, the stiffness of the brake disc 6 and the rebound force of the above-mentioned sealing ring 27, and pushes back the piston member 232, the transmission rod 21 and the second ball disc 222 in turn, so that the second ball disc 222 returns to the initial position.

[0082] (3) Parking brake process:

[0083] During parking brake, the controller sends a parking brake command, the controller drives the parking brake drive unit to rotate forward, the second speed change unit 26 transmits the torque to the transmission gear 231, the transmission gear 231 transmits the speed and torque to the transmission rod 21 through the spline, the transmission rod 21 rotates and drives the piston member 232 to move leftward along the first direction F1, pushing the piston sleeve 233 to press the inner friction plate 11, and then the brake caliper assembly 1 clamps the brake disc 6, the reaction force of the clamping force will all act on the pressure sensor, and the pressure signal will be fed back to the controller to realize the clamping force closed loop. Because the trapezoidal thread has a self-locking function, the brake caliper assembly 1 can still maintain the state of clamping the brake disc 6 after the parking brake drive unit stops working.

[0084] (4) Parking brake release process:

[0085] When the parking brake is released, the controller sends a parking brake release command, and the controller drives the parking brake drive unit to reverse, and the second transmission unit 26 transmits the torque to the transmission gear 231, and the transmission gear 231 transmits the rotation speed and torque to the transmission rod 21 through the spline, and the transmission rod 21 rotates to drive the piston member 232 to move rightward along the first direction F1, and the inner friction plate 11 retreats under the combined action of the brake caliper assembly 1, the stiffness of the brake disc 6 and the rebound force and tension of the sealing ring 27, and the parking brake drive unit is driven to reverse a predetermined angle, so that the retreat distance of the piston member 232 is fixed, so as to ensure that the gap between the inner friction plate 11 and the brake disc 6 is always the design value.

[0086] (5) When the inner friction plate 11 is worn:

[0087] After the inner and outer friction plates 12 are worn, the disc gap increases, which will affect the response time during driving brake. To eliminate this effect, each time the parking brake function is enabled, the controller controls the parking brake drive unit to rotate forward until the target clamping force signal fed back by the pressure sensor is received. When the parking is released, the controller controls the parking brake drive unit to rotate reversely for a fixed number of turns, which can be calculated from the disc gap (i.e., the gap between the inner friction plate 11 and the brake disc 6). That is, the number of forward turns is greater than the number of reverse turns, so that the transmission rod 21 and the piston member 232 are relatively extended, and the wear compensation of the friction plate is realized by using the self-locking characteristics of the trapezoidal thread.

[0088] (6) If the service brake drive unit fails, the controller issues a service brake command but does not receive any feedback from the pressure sensor, and controls the parking brake drive unit to operate. The parking brake drive unit drives the transmission rod 21 via the parking transmission unit to push the inner friction plate 11 along the first direction F1, so that the brake caliper assembly 1 can still output the clamping force, which can keep the vehicle in a good posture to ensure the driver's personal safety.

[0089] The brake and vehicle provided according to the above technical features can have the following beneficial effects:

[0090] 1. Two sets of driving structures (i.e., the service brake driving unit and the parking brake driving unit) are used to drive the transmission rod 21 to push the inner friction plate 11 along the first direction F1. Once one of the service brake driving unit and the parking brake driving unit fails, the other of the service brake driving unit and the parking brake driving unit can still drive the transmission rod 21 to perform the braking action, thereby effectively reducing the probability of brake failure and improving the reliability of the brake and driving safety;

[0091] 2. Two independent speed change devices (i.e., the first speed change part 25 and the second speed change part 26) are adopted. The two speed change devices are decoupled from each other and are redundant with each other, which further improves the transmission independence and reliability of the two drive structures;

[0092] 3. The driving brake transmission part is driven by a ball-disc mode (i.e., the first ball disc 221, the second ball disc 222 and the driving ball 223 cooperate with each other), and the parking brake transmission part is driven by a screw rod mode (i.e., the threaded section 211 of the driving rod 21 cooperates with the threaded piston 232), which are mutually decoupled and redundant. The driving system of the existing solution works in the same way during driving and parking braking, which further improves reliability.

[0093] 4. The threaded section 211 of the transmission rod 21 and the piston member 232 are connected by a trapezoidal thread, thereby realizing a self-locking function between the piston member 232 and the transmission rod 21, so that the brake can achieve a parking brake process without an additional locker. After the parking brake drive unit stops working, the brake caliper assembly 1 can still maintain the state of clamping the brake disc 6, thereby simplifying the structure of the brake and reducing the manufacturing cost of the brake;

[0094] 5. When parking, the transmission rod 21 and the piston 232 are connected by a trapezoidal thread, and the brake disc clearance self-adjustment function is realized to achieve wear compensation of the friction plate;

[0095] 6. The brake provided by the above technical features only needs the controller to cut off the current of the service brake drive unit, and the transmission rod 21 can be retracted by utilizing the stiffness of the brake caliper assembly 1, the brake disc 6 and the resilience and tension of the sealing ring 27. The service brake release action has a fast response speed and low control difficulty.

[0096] 7. The ball diameter of the transmission ball 223 is larger, the strength is higher, and the reliability is higher;

[0097] 8. The surfaces of the first ball disc 221, the second ball disc 222, the transmission ball 223, the transmission rod 21 and the stop pin 225 can all be treated by a thermal spraying process to reduce the friction on the surfaces of the first ball disc 221, the second ball disc 222, the transmission ball 223, the transmission rod 21 and the stop pin 225, thereby reducing the energy consumption of the brake.

[0098] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit it. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or replace some or all of the technical features therein with equivalents. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present application.

Claims

1. A brake, characterized in that: The invention comprises a brake caliper assembly, a transmission component, a service brake drive unit and a parking brake drive unit, wherein the brake caliper assembly comprises an inner friction plate and an outer friction plate arranged opposite to each other along a first direction, the transmission component comprises a transmission rod, and the transmission rod extends along the first direction, and the service brake drive unit and the parking brake drive unit are respectively connected to the transmission rod in transmission connection, so that the service brake drive unit and the parking brake drive unit can respectively drive the transmission rod to push the inner friction plate along the first direction.

2. The brake according to claim 1, characterized in that The transmission assembly further includes a service brake transmission part, which includes a first ball disc, a second ball disc and a transmission ball, wherein the first ball disc and the second ball disc are sleeved on the transmission rod opposite to each other; A spiral groove is arranged on the end surface of the first ball disc facing the second ball disc, the spiral groove extends along a first clockwise direction, and the groove depth of the spiral groove gradually increases in a direction from one end of the spiral groove in the first clockwise direction to the other end, and the transmission ball is movably arranged in the spiral groove; The second ball disc and the transmission rod are relatively engaged with each other in the first direction, and the service brake drive unit is transmission-connected with the first ball disc to drive the first ball disc to rotate relative to the second ball disc.

3. The brake according to claim 2, characterized in that The outer wall of the first ball disc is provided with a transmission tooth, and the service brake drive unit is meshed with the transmission tooth; The brake further comprises a housing and a stop pin which are fixedly connected to each other. The stop pin and the transmission rod are arranged in parallel. The stop pin passes through the second ball disc along the first direction.

4. The brake according to claim 2, characterized in that The transmission assembly further includes a parking brake transmission part, the parking brake transmission part includes a piston and a transmission gear, an outer side wall of one end of the transmission rod is provided with an external thread, the piston is provided with an internal thread hole extending along the first direction, and the piston is threadedly connected to the transmission rod via the internal thread hole; The transmission gear is spline-connected to the other end of the transmission rod, and the parking brake driving unit is meshed with the transmission gear.

5. The brake according to claim 4, characterized in that The piston member comprises a piston head and a piston body which are fixedly connected to each other, the piston head is arranged at one end of the piston member in the first direction which faces away from the transmission gear, the piston body extends along the first direction, and a first end surface of the piston head which faces away from the piston body is a spherical surface; The parking brake transmission unit further comprises a piston sleeve, wherein the piston sleeve is provided with a receiving groove for receiving the piston member, and the bottom wall of the receiving groove is adapted to the shape of the first end surface; A swing gap is formed between the groove wall of the accommodating groove and the side wall of the piston body.

6. The brake according to claim 5, characterized in that The piston head and the piston sleeve are respectively cut along a plane perpendicular to the first direction, and a figure formed by cutting the outer wall of the piston head is a first figure, and a figure formed by cutting the groove wall of the accommodating groove is a second figure, wherein the first figure and the second figure are similar polygons to each other.

7. The brake according to claim 4, characterized in that The external thread is a trapezoidal thread.

8. The brake according to claim 4, characterized in that The transmission assembly also includes a pressure sensor for collecting the pressure between the inner friction plate and the piston member, and the pressure sensor is communicatively connected with the parking brake drive unit to adjust the position of the inner friction plate in the first direction according to the pressure between the inner friction plate and the piston member.

9. The brake according to claim 4, characterized in that The transmission assembly further includes a first speed change portion and a second speed change portion, the service brake drive portion is transmission-connected to the service brake transmission portion via the first speed change portion, and the parking brake drive portion is transmission-connected to the parking brake transmission portion via the second speed change portion.

10. A vehicle, characterized in that: A brake comprising the brake according to any one of claims 1 to 9.

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