Flat rotating brake and system

Abstract

The brake comprises a column shaft (1), a barrel shaft (2), a shaft end cover (3), a disc (9), two eccentric shafts (4), two rotating wheels (5), two plate springs (6), two pincers (12), a friction plate (13) and bearings (8), the two eccentric shafts are fixed on the column shaft in a 180-degree staggered mode, the two rotating wheels are arranged on the two eccentric shafts through the bearings respectively, and the disc (9) is arranged on the two rotating wheels. The two ends of the two plate springs are arranged in rectangular grooves (10) of the two rotating wheels and a rectangular groove (11) of the barrel shaft respectively, the disc and the shaft end cover are connected with the two ends of the barrel shaft respectively and arranged on the column shaft through bearings, the two clamps are arranged below automobile chassis suspensions on the two outer sides of the disc in a column shaft center symmetry mode, and the column shaft is connected with the hub rotating shaft. The disc and the two-clamp friction plate generate periodic flat-turning friction impact action change, the wheel acts on the road surface to generate periodic braking force with the peak value being five times of the maximum value of the static friction force of the road surface, and the driving safety is improved.

Description

Technical Field

[0001] The present invention mainly relates to the field of braking technology and basic application research of wheeled motor transportation tools such as automobiles and trains, and the field of electronic active safety technology. Background Art

[0002] Since the invention of modern automobiles in 1886, with the continuous increase in the global automobile ownership and driving speed, automobile road traffic safety has evolved into a major social problem threatening the safety of human life and property, and has attracted the high attention of governments around the world. According to the statistics of the World Health Organization (WHO) of the United Nations, in the past decade or so, road traffic accidents around the world have caused the deaths of millions of people, the disabilities of tens of millions of people, and economic losses of tens of billions of yuan every year, and there is a trend of increasing year by year. The fundamental reason is that when an existing automobile encounters a sudden danger during driving, due to the too small braking force and too long braking distance and time, automobile traffic collision accidents are extremely likely to occur. Obviously, there are serious potential safety hazards in the braking technology of existing automobiles, and they can no longer meet the requirements of emergency safety braking of automobiles.

[0003] The above-mentioned problem of automobile emergency safety braking technology is most directly related to the existing wheel rotation braking technology theory with a history of a hundred years (defined in the present invention), because this technology theory has restricted people's thinking activities and hindered the progress and development of automobile braking technology. The existing technology theory has always believed that when a rotating brake (defined in the present invention) generates a wheel braking torque (an internal force acting on the automobile inertial motion system and cannot directly do external work) through the rotational friction between its friction pairs, based on the action of the road surface friction force (an external force acting on the automobile inertial motion system), the wheel can only generate a torque and act on the axle to generate an automobile braking force. Therefore, through the mutual balance of the wheel braking torque and the torque, the non-periodic braking force generated by the wheel can only be equal to the friction force between the wheel and the road surface, that is, the maximum value of the rolling static friction force of the wheel on the road surface is the bottleneck of the existing automobile braking technology.

[0004] In order to break through the bottleneck of the existing technology and solve the problem of automobile emergency safety braking, the present invention proposes the wheel flat rotation braking technology theory (defined in the present invention): when an automobile is driving, due to the rolling motion of the wheel on the road surface, it is composed of the Flat translation of the axle relative to the road surface and the rotation of the wheel relative to the axle superimposed Flat rotationMotion. Therefore, on the basis that the existing vehicle brake only has the frictional force acting in the positive rotation direction around the axis, it is also necessary to increase the elastic force acting in the relative reverse rotation direction around the axis, that is, to increase the translational action of the wheel by reducing the action of the wheel rotating in the positive direction around the axis; only by working in this way can the brake generate a greater periodic braking force when the wheel rubs against the road surface, breaking through the bottleneck of the existing wheel braking technology. Based on this innovative technical theory, the present invention designs a rotary brake (defined in the present invention) by adding a rotary transmission mechanism with both translational and rotational characteristics between the friction disc and the wheel rotating shaft. When the brake works, through the change of the rotary friction impact action with a periodic change in the included angle of rotation between the friction disc and the friction pads of the two brake calipers and the change of the rotary frictional couple moment action, and the change of the static friction impact action with a periodic change in the included angle of rolling between the wheel and the road surface and the change of the rotary static frictional moment action, the two leaf springs in the rotary transmission mechanism synchronously generate a periodic change in the bow-shaped elastic bending moment action; therefore, under the action of this periodic elastic bending moment, and through the mutual balance action of the periodic rotary frictional couple moment and the rotary static frictional moment, the wheel can generate a periodic braking force with a peak value more than five times the maximum value of the static friction force of the road surface (the maximum safety braking effect) on the axle, which can greatly break through the bottleneck limitation of the existing wheel braking technology.

[0005] According to the systematic analysis of Newton's laws, it can be found that when the wheel and the road surface interact with each other by friction, in the existing technology, when the wheel (the main body) rolls forward under the action of the static friction force of the road surface (the object), no relative reverse rotation action can be generated on the axle, so the wheel is the force-receiving party and is in a passive force-receiving state, and the road surface is the force-applying party; in the technology of the present invention, when the wheel (the main body) rolls forward due to the static friction force acting on the road surface (the object), a relative reverse rotation action can be generated on the axle at the same time, that is, the road surface can generate a reverse moment action on the wheel at the same time, so the wheel is the force-applying party and is in an active force-applying state, and the road surface is the force-receiving party.

[0006] From the above brief description, it can be seen that the reason why the bottleneck of the existing automotive braking technology has not been able to be broken through for a long time is mainly because: in the existing technology, for the analysis of the action of the "rolling friction of the wheel on the road surface" in the automotive inertial motion system, neither the force-applying and force-receiving relationship between the main and object (that is, the application problem of Newton's third law) nor the analysis of the coordinate transformation of relative rest and relative motion between the main and object (that is, the application problem of Newton's first law) has been distinguished. Therefore, in the global automotive technology field, a consensus has long been formed: the braking force of the wheel cannot be greater than the maximum friction force of the road surface. Under the influence of these cognitive problems, the possibility of solving the existing technical problems through the basic application research of automotive braking dynamics has become extremely small, it is very difficult to form new technical theory ideas, and corresponding technological innovations are even more out of the question.

[0007] Based on the above-mentioned horizontal rotary brake, the present invention also designs an automotive braking system, aiming to form a good application connection relationship with the ABS (antilock braking system) electronic active safety and seat belt technology that are now standardly used in automobiles, greatly improving the emergency safety braking performance of automobiles, significantly reducing the incidence of automotive traffic collision accidents, and fundamentally solving the existing automotive emergency safety braking problems. Summary of the Invention

[0008] In order to break through the bottleneck of existing automotive braking technology and solve the existing automotive emergency safety braking problems, the present invention proposes the following technical design:

[0009] Structural composition of the horizontal rotary brake (clamp-disc structure braking mechanism): It includes a cylindrical shaft, a cylindrical tube shaft, an end cover, a friction disc, two eccentric shafts, two rotating wheels, two leaf springs, a plurality of bearings, two brake calipers and their friction pads and brackets. On the inner cylindrical surface of the cylindrical tube shaft, two rectangular grooves that are uniformly distributed, radially open inward, axially through, and have a rectangular cross-section in the axial direction are provided. On the outer cylindrical surface of each rotating wheel, a rectangular groove that is radially open outward, axially through, and has a rectangular cross-section in the axial direction is provided. On the circular end surfaces of the friction disc, the end cover and each rotating wheel, an axially centered circular through-hole is respectively provided. The two eccentric shafts are uniformly distributed and fixed on the circumference of the cylindrical shaft in a manner of having different phase angles and being closely adjacent to each other (i.e., fixed on the cylindrical shaft in a manner of being phase-shifted by 180 degrees and being closely adjacent to each other), constituting two crankshafts. The two rotating wheels are respectively installed on the two eccentric shafts through their axially centered circular through-holes and bearings. Both ends of the two leaf springs are respectively installed in the rectangular grooves of the two rotating wheels and the two rectangular grooves of the cylindrical tube shaft in a manner that the leaf spring has the maximum deformation length under the action of elastic bending moment. The end cover is connected to one end of the cylindrical tube shaft and is installed on the cylindrical shaft through its axially centered circular through-hole and bearing. The friction disc is connected to the other end of the cylindrical tube shaft that is not connected to the end cover and is installed on the cylindrical shaft through its axially centered circular through-hole and bearing. The two brake calipers and friction pads are uniformly distributed on the circumference close to the two outer side surfaces of the friction disc and are installed under the suspension of the vehicle chassis through their brackets. Any one of the two ends of the cylindrical shaft is connected to the rotating shaft of the wheel hub bearing unit.

[0010] Referring to the above method, if the method of using three eccentric shafts, three rotating wheels, three leaf springs, and uniformly distributing three rectangular grooves that are radially open inward, axially through, and have a rectangular cross-section in the axial direction on the inner cylindrical surface of the cylindrical tube shaft is adopted, although it can also realize the design of another clamp-disc structure braking mechanism, considering that this structure has more working components and poor performance, it is not used as the technical implementation design of the present invention.

[0011] Referring to the above method, if the friction disc and the two brake calipers are changed to a friction drum and two brake shoes, a shoe-drum structure braking mechanism can also be designed. However, considering that the comprehensive performance of this structure is relatively poor, it is not used as the technical implementation design of the present invention either.

[0012] Working principle of the swing-type brake: When not working, the friction linings of the two brake calipers do not come into frictional contact with the two outer side surfaces of the friction disc. The dynamic friction pair community composed of the cylindrical shaft, cylindrical tube shaft, shaft end cover, friction disc, eccentric shaft, runner, leaf spring and bearing rotates freely around the axis synchronously with the wheel hub. When starting to work, through the simultaneous pressure increase of the pistons of the two brake calipers, the friction linings of the two brake calipers are synchronously pushed to start friction with the two outer side surfaces of the friction disc, causing a periodic swing friction impact between the friction disc and the friction linings of the two brake calipers. The cylindrical shaft produces a periodic change in the acting rotation angle relative to the cylindrical tube shaft. The two runners produce synchronous periodic common rotation angle changes on the cylindrical shaft and synchronous periodic self-rotation angle changes on the two eccentric shafts. The rectangular grooves of the two runners and the two rectangular grooves of the cylindrical tube shaft act on both ends of the two leaf springs simultaneously, generating a synchronous periodic elastic bending moment change with a quadratic function curve for the elastic deformation (i.e., realizing the storage and release of elastic potential energy). At the same time, both ends of the two leaf springs produce synchronous periodic small displacement sliding in the rectangular grooves of the two runners and the two rectangular grooves of the cylindrical tube shaft respectively. Therefore, the friction disc and the friction linings of the two brake calipers form a periodic change in the rotation angle of the acting angle, and a periodic swing frictional couple moment change with both translational and rotational characteristics is formed on the wheel rotating shaft. At the same time, the peripheral surface of the wheel and the road surface form a periodic change in the rolling angle of the acting angle and a change in the static friction impact, and a periodic swing static frictional moment change is formed on the wheel rotating shaft. Under the action of the periodic elastic bending moment, and through the mutual balance between the periodic swing frictional couple moment and the swing static frictional moment, a periodic braking force with a peak value much larger than the maximum value of the static friction between the wheel and the road surface is generated on the wheel axle. The magnitude of the periodic change in the acting rotation angle of the cylindrical shaft is controlled by the working pressure of the pistons of the two brake calipers. When the wheel rotates in reverse relative to the axle and the periodic acting rotation angle of the cylindrical shaft and the periodic elastic bending moment of the two leaf springs synchronously change from the maximum value to zero, a swing friction impact cycle between the friction disc and the friction linings of the two brake calipers immediately ends, and another swing friction impact cycle will immediately start, repeating in a cycle until the work ends. During the operation of the brake, based on the maximum value of the static friction between the wheel and the road surface, a periodic braking force with a peak value five times the maximum value of the static friction between the wheel and the road surface (the maximum safe braking effect that the human body can bear) or more can be generated on the wheel axle. In several acting cycles at the start of each work, the periodic braking force obtains the maximum peak value, but this maximum peak value will decrease with the decrease of the wheel speed and the weakening of the intensity of the swing friction impact. When ending the work, once the pistons of the two brake calipers start to synchronously and rapidly decompress, the friction linings of the two brake calipers will quickly separate from the friction disc, and at the same time, the synchronous periodic elastic bending moment action of the two leaf springs will quickly decrease or disappear.

[0013] Design key points of the rotary brake: I. By optimizing the ratio of the eccentric radii of the two eccentric shafts to the inner cylindrical surface radius of the cylindrical shaft and the outer cylindrical radii of the two rotating wheels, and changing the variation relationship between the periodic common rotation angle and the self-rotation angle of the two rotating wheels and the deformation of the elastic bending moment of the two leaf springs, different braking effect designs of the brake are achieved; when the ratio of the eccentric radii of the two eccentric shafts to the inner cylindrical surface radius of the cylindrical shaft is 0.10 (taking values within 0.10 - 0.13), that is, under the condition that the synchronous common rotation angle and the self-rotation angle of the two rotating wheels are approximately equal, the design of the maximum safety braking effect of the brake is achieved, and this performance index will be determined according to the safety limit data of human biomechanics. II. The two leaf springs are designed and processed using carbon fiber elastic materials or spring steel elastic materials to meet the requirements of the elastic impact strength, wear resistance, and heat resistance during the operation of the brake. III. The bearings between the two rotating wheels and the two eccentric shafts use rolling bearings or sliding bearings. IV. High-temperature grease is added inside the cylinder of the cylindrical shaft for anti-friction lubrication between all relative moving working parts inside. V. The two brake calipers use the floating brake calipers currently used in vehicles or the fixed brake calipers currently used in vehicles, and high-friction coefficient materials are selected for the friction pads to achieve the miniaturization design of the brake.

[0014] Based on the rotary brake, on the basis of the existing automotive braking system, the present invention designs an automotive braking system; the main components of this system are: in the existing automotive braking system, there are already rotary brakes and ABS / EBD / ESP electronic active safety control functions, which are still used as the normal driving braking function, and an emergency safety braking function is added, that is, by installing a rotary brake on the transverse rotating shafts (equipped with differentials) of the front and rear wheels of the vehicle respectively, the emergency safety braking function of the vehicle is achieved. Aiming at the problem of the forward shift of the vehicle body's center of gravity during emergency safety braking of the vehicle, the braking forces of the two rotary brakes on the front and rear axles are calculated and allocated according to the front-back proportional relationship of the vehicle body's center of gravity position to achieve the matching design of the braking forces of the front and rear wheels. An angular velocity sensor is added to the braking pedal of the existing automotive braking system, and corresponding electronic detection input interfaces and measurement and control calculation analysis software are added to the ECU electronic control unit of the existing automotive braking system for the automatic detection, identification, and control of normal driving braking and emergency safety braking to achieve the shared design of the braking pedal. In the electronically controlled hydraulic regulating device and the ECU electronic control unit of the existing automotive braking system, two working hydraulic output pipe orifices and corresponding electronic output control interfaces and measurement and control software are added to provide the braking working pressure required for the two rotary brakes to achieve the ABS (antilock braking system) function and the corresponding automatic closed-loop control and detection.

[0015] Main working principle of the system: During the driving of the vehicle, when the driver steps on the brake pedal, the ECU (Electronic Control Unit) automatically identifies the driver's braking operation intention based on the real-time detection and calculation analysis results of the braking pedal angular velocity by the measurement and control calculation analysis software. The system will automatically execute normal driving braking and emergency safety braking operations. When the system automatically executes normal driving braking, the electronically controlled hydraulic regulating device is controlled by the ECU to provide the braking working pressure required for the rotary brake to achieve the original ABS / EBD / ESP electronic active safety control functions of the system (i.e., the braking performance weakening mechanism implemented by the existing ABS), as well as automatic closed-loop control and detection. When the system automatically executes emergency safety braking, the electronically controlled hydraulic regulating device is controlled by the ECU to provide the braking working pressure required for the two rotary brakes to achieve the ABS (antilock braking system) function, as well as automatic closed-loop control and detection. That is, by controlling the two rotary brakes to repeatedly reconstruct the periodic rotary friction impact effect, the automatic maintenance function of its maximum braking effect is realized (i.e., using ABS to implement the braking performance enhancement mechanism), so as to solve the problem that the maximum peak values of the periodic braking forces on the front and rear wheels decrease with the decrease of the wheel speed, and prevent the dangerous working conditions of the front two wheels locking and skidding and deviating, and the rear two wheels locking and skidding and swinging during the full-power emergency braking of the vehicle, further improving the reliability and stability of the vehicle's emergency safety braking.

[0016] The main technical effects of the rotary brake and braking system of the present invention are as follows: Compared with the prior art, based on the maximum effect of the static friction force between the wheel and the road surface, during the full-power emergency braking of the vehicle, the braking force is increased by 4 times, and the braking distance and time are reduced by 4 / 5, which can greatly reduce the incidence of vehicle traffic collision accidents and improve the driving safety of the vehicle.

[0017] Therefore, based on the above design, the present invention proposes a new concept of the most secure active safety technology for non-collision of vehicles, provides an economic and technical solution to solve the existing problems in the vehicle traffic safety system engineering, and can form a good application connection relationship with the existing ABS electronic active safety and seat belt technologies that are standardly equipped in vehicles. In the present invention, the term "vehicle" generally refers to wheeled motorized transportation tools such as fuel vehicles, electric vehicles, hybrid vehicles, and trains. Brief Description of the Drawings

[0018] Figure 1 Axial view of the overall assembly structure of the rotary brake (without shaft end cover)

[0019] Figure 2 Longitudinal sectional view of the shaft of the overall assembly structure of the rotary brake (without brake caliper)

[0020] Figure 3a / 3b Axial view and longitudinal sectional view of the cylindrical shaft

[0021] Figure 4a / 4b, Axial view and longitudinal sectional view of the cylindrical shaft

[0022] Figure 5a / 5b, Axial view and longitudinal sectional view of the shaft end cover

[0023] Figure 6a / 6b, Axial view and longitudinal sectional view of the eccentric shaft

[0024] Figure 7a / 7b, Axial view and longitudinal sectional view of the runner

[0025] Figure 8a / 8b, Axial view and longitudinal sectional view of the friction disc

[0026] Figure 9a / 9b / 9c, Schematic diagram of the working principle of the rotary brake and the road surface with wheel friction

[0027] Figure 10 , Schematic block diagram of the automotive braking system designed based on the rotary brake Detailed implementation manners

[0028] Combined with the above-mentioned drawings, the present invention briefly describes the main structural components, working principle and design method of its brake, as well as the main components, working principle and overall design concept of the automotive braking system designed based on this brake.

[0029] I. Structural composition of the brake

[0030] Figure 1 , 2 : 1 is a column shaft, one. 2 is a cylindrical shaft, one. 3 is a shaft end cover, one, connected to one end of the cylindrical shaft, and Figure 1It is not drawn in the figure, and only the dotted lines of the inner and outer rings of its rolling bearing 8 are drawn. 4 is an eccentric shaft, there are two, and their structural dimensions are the same; 5 is a runner, there are two, and their structural dimensions are the same, and they are respectively installed on the two eccentric shafts through rolling bearings. In specific implementation, in order to improve the working bearing capacity of the rolling bearing in the axial and radial directions and the space utilization rate, the three components of the eccentric shaft, the rolling bearing and the runner can be designed and processed into a special "eccentric bearing". The two eccentric shafts serve as the inner ring of the "eccentric bearing", and the two runners serve as the outer ring of the "eccentric bearing". 7 is a needle roller, and 7' is a needle roller cage; when designing a brake with a large braking force, rollers can be used as the rolling elements of the "eccentric bearing". 6 is a leaf spring, there are two, and their structural dimensions are the same. Its axial dimension is the same as that of the two runners and the two eccentric shafts. The two ends of the leaf spring are respectively installed in the rectangular grooves of the two runners and the two rectangular grooves of the barrel shaft (the maximum value of the deformation length under the action of its elastic bending moment is selected). 8 is a rolling bearing, there are two, and standard mass-produced bearings can be selected for the installation of the disc and the shaft end cover on the column shaft. 9 is a disc, there is one, which is connected to the other end of the barrel shaft. 10 is the rectangular groove of the two runners, and one is provided on each runner. 11 is the rectangular groove of the barrel shaft, there are two. 12 is a brake caliper, there are two, and the floating hydraulic caliper used in the current vehicle is selected here, and it is installed under the automobile chassis suspension on the two outer sides of the disc in a centrosymmetric manner with the axis of the column shaft as the center. The two calipers are Figure 2 omitted in the figure. 13 is the friction plate of the caliper, there are two pairs, four in total. 14 is the inner cylindrical surface of the barrel shaft, and an appropriate amount of high-temperature grease can be added inside the barrel shaft for anti-friction lubrication between all the relative moving working parts inside it. 15 is a key pin, there are two, which are used for the uniform distribution and installation fixation of the two eccentric shafts on the circumference of the column shaft, forming two small eccentric radius crankshafts. 16 is a brake caliper bracket. 17 is an axial bolt, there are six, which are used for the axial connection between the disc, the barrel shaft and the shaft end cover. 18 is the inner ring positioning snap ring of the two rolling bearings 8, which is used for the axial positioning installation of the brake on the column shaft.

[0031] Figure 3a / 3b: Column shaft 1 can be designed and processed by selecting 40Cr steel or appropriate steel. 15 is a key pin, there are two, and two axial key grooves are provided on the column shaft for it. 19 is the snap ring groove of the inner ring of the rolling bearing, there are two. The shaft sections at both ends of the column shaft can be designed into a "spline + flange" connection structure (not drawn in the figure) for the connection between the two ends of the column shaft and the rotating shaft of the hub bearing unit. This connection structure can be flexibly designed accordingly according to the actual installation position and connection situation of the brake on the axle and the chassis.

[0032] Figure 4a / 4b: The barrel shaft 2 can be designed and processed with 40Cr steel or suitable steel. 6 is a leaf spring, only one is drawn in the figure and is installed in a rectangular groove of the barrel shaft. The two leaf springs are important elastic transmission components of the present invention. When designing and processing, the selection principle of the leaf spring material is preferably carbon fiber and secondly spring steel, mainly considering the advantages of carbon fiber material such as high elastic modulus, high mechanical strength, high wear resistance, and high heat resistance. When designing a brake with large braking force, in addition to increasing the thickness of the two leaf springs, by increasing their axial dimensions, the numerical value of the maximum elastic bending moment of the two leaf springs can be further increased. On the inner cylindrical surface 14 of the barrel shaft, two rectangular grooves 11 with openings inward in the axial and radial directions, axially penetrating, and with a rectangular cross-section in the axial direction are evenly distributed. 23 are axial bolt through holes, six in number, evenly distributed on the middle circumference of the end face ring of the barrel shaft.

[0033] Figure 5a / 5b: The shaft end cover 3 can be designed and processed with 40Cr steel or suitable steel. 24 is an axial center circular through hole, and the inner cylindrical surface indicated by 26 is used for the installation of the outer ring of its rolling bearing. 27 is an axial positioning snap ring for the outer ring of the rolling bearing, which is processed on the axial center circular through hole 24 by an integrated design method and can be used as an axial sealing ring at the outer end of the rolling bearing. 25 are axial threaded through holes, six in number, evenly distributed on a peripheral circumference of the axial center circular through hole 24.

[0034] Figure 6a / 6b: The eccentric shaft 4 can be designed and processed with 40Cr or GCr15 steel or suitable steel. 21 is an axial eccentric circular through hole of the eccentric shaft. 20 is a rectangular keyway of the eccentric shaft.

[0035] Figure 7a / 7b: The runner 5 can be designed and processed with 40Cr or GCr15 steel or suitable steel. 22 is the inner cylindrical surface of the axial center circular through hole of the runner, which is used for the direct installation of the needle roller 7 and the cage 7'. 10 are rectangular grooves, which are arranged on the outer cylindrical surface of each runner and are all rectangular grooves with openings outward in the axial and radial directions, axially penetrating, and with a rectangular cross-section in the axial direction.

[0036] Figure 8a / 8b: The disc 9 can be designed and processed using friction materials commonly used in current vehicle brakes, such as HT250 gray cast iron. 28 is an axial center circular through-hole. The inner cylindrical surface indicated by 29 is used for the installation of the outer ring of its rolling bearing. 30 is an axial positioning snap ring for the outer ring of the rolling bearing, which is processed on its axial center circular through-hole 28 using an integrated design method and can be used as an axial sealing ring at the outer end of the rolling bearing. 31 is an axial bolt through-hole, six in number, evenly distributed on a peripheral circle of the axial center circular through-hole 28. 32 are the friction surfaces of the two outer circular rings of the disc. In order to miniaturize the disc and the two calipers, the friction pads of the two calipers can be designed and processed using materials with a high friction coefficient, and the design requirements can be appropriately reduced in terms of friction wear resistance, noise, and vibration. In addition, in order to improve the ventilation and heat dissipation capacity of the disc, some internal ventilation channels can be designed and processed in the axial-radial and axial directions of the disc, which are omitted in the figure.

[0037] II. Brake Working Principle

[0038] Figure 9a , 9b , 9c: Due to the periodic compound motion and action process during the operation of the rotary brake, it is relatively complex and abstract, and difficult to analyze and understand. Moreover, in terms of the analysis of its mechanism kinematics and dynamics, the analysis of periodic rotary friction impact, and the design of the maximum safety braking effect of the deformation of the elastic bending moment of the two leaf springs, corresponding calculus operations need to be carried out using special mathematical equations. For the convenience of analysis, understanding, and design implementation, the present invention will use a relatively intuitive and easy-to-understand geometric mapping method and algebraic evaluation method to make some simple and necessary analysis and calculation explanations for the main working principle and design method of its brake. Considering the symmetry of the installation structures of the two eccentric shafts, two rotors, and two leaf springs, the synchronism of periodic operation, and the clarity of the working principle diagram, only the working principle and design method of one eccentric shaft, one rotor, and one leaf spring will be taken as an example for corresponding analysis and calculation explanations.

[0039] Through Figure 1 the axial plane projection, an analysis and explanation schematic diagram of the working principle of the rotary brake can be obtained Figure 9a , 9b: Point O represents the central axis of the column shaft (which also represents the axle axis), point O1 represents the eccentric axis of the eccentric shaft (with an eccentric radius of r), circle Z represents the column shaft, circles T1 - T2 represent the barrel shaft, circle T2 represents the inner cylindrical surface of the barrel shaft (with a radius of R1), circles Q - Z represent the eccentric shaft, circles Y - Q represent the runner (with an outer cylindrical surface radius of R2, and circle Q represents its bearing), circles T1 - Z represent the shaft end cover (circle Z represents its bearing), circles P - Z represent the disc (circle Z represents its bearing, and the radius of the two outer friction ring surfaces of the disc for generating the planar rotation frictional couple moment impact with the two pairs of friction plates is R′), circles H1 and H2 represent the hydraulic pistons and friction plates of the two clamps; the axial working pressure of the two clamp pistons is N2, and the elastic bending deformation length of the leaf spring is L≈R1 - R2 + r.

[0040] When not working, the two clamp friction plates (H1, H2) do not come into frictional contact with the two outer ring surfaces of the disc (P - Z). The dynamic friction pair community composed of the column shaft (Z), barrel shaft (T1 - T2), shaft end cover (T1 - Z), eccentric shaft (Q - Z), runner (Y - Q), leaf spring (shaded part), disc (P - Z) and rolling bearings (Z and Q) rotates synchronously and freely around the axis (O) with an angular velocity (ω) together with the wheel, as Figure 9a shown. Here, it is uniformly set that the clockwise rotation direction of the wheel is the positive direction.

[0041] When starting to work, under the simultaneous pressure increase (N2) of the two clamp pistons (H1, H2), the two pairs of friction plates (H1, H2) are synchronously pushed to start friction with the disc (P - Z), causing the disc and the two clamp friction plates to generate a periodic planar rotation frictional impact with respect to the axis O Figure 9b Among them, \(f_s(\theta)\) and \(f_{smax}(\theta_m)\) are the transient value and the maximum value of the static friction force during horizontal rotation respectively, and \(f_d\) is the sliding friction during horizontal rotation Steady-state value of frictional force, where fs(θ) represents a function with the column axis rotation angle θ as the independent variable , the disc and the two clamp friction plates generate a periodic change in the acting included angle on the circumference Change the motion trajectory of the friction between them and reduce the linear velocity V , and a periodic change in the acting planar rotation frictional couple moment Tr(θ) is generated on the axle. The rectangular grooves of the runner and the barrel shaft act on both ends of the leaf spring simultaneously to generate a periodic change in the elastic bending moment M(θ) Is a periodic function, and the deformation under the action of the elastic bending moment is a quadratic function curve , See as Figure 9b Schematic diagram of the shear diagram and bending moment diagram in the upper right corner. The elastic deformation of the leaf spring is not drawn , small periodic displacement slips are generated at both ends of the leaf spring in the rectangular grooves of the runner and the barrel shaft respectively; at the same time, the column shaft (Z) generates a periodic change in the acting rotation angle with respect to the barrel shaft (T1 - T2) The instantaneous value is θ, and the maximum value is θm , the runner (Y - Q) generates a periodic common rotation angle change on the column shaft (Z) The instantaneous value is θc and the instantaneous angular velocity value is ωc , and a periodic self - rotation angle change on the eccentric shaft (Q - Z) The instantaneous value is θa and the instantaneous angular velocity value is ωa , the runner (Y - Q) forms a periodic internal misalignment angle change with respect to the axis O The instantaneous value is θn; when θc≈θa and ωa≈ωc, θ≈θn , so that the motion trajectory of any particle a on the runner (Y - Q) is constrained on a partial circumference of a small circle (or ellipse) with an eccentric radius of r.

[0042] In each period when the above-mentioned column axis periodically acting rotation angle θ varies within [0 - θm - 0], the acting value of the periodic elastic bending moment M(θ) of the leaf spring varies within [0 - 2 * 4fsmax(θm)R′ - 0], and it varies continuously in terms of the acting time; the acting value of the periodic transient planar rotation static friction impact couple moment Tr(θ) between the disc and the two clamp friction plates varies within [0 - 2 * 4fsmax(θm)R′ - 0], and it is highly concentrated within an infinitesimal time interval including the moment when the maximum static friction force 4fsmax(θm) appears. When M(θ) ≥ 2 * 4fsmax(θm)R′ ①, a periodic steady-state planar rotation sliding friction couple moment [Tr(θ) = 4fdR′] will appear between the disc and the two clamp friction plates; under the combined action of the above-mentioned periodic elastic bending moment M(θ) and planar rotation friction couple moment Tr(θ), a periodic change in the rolling action angle (θ) and a change in the impact action of the planar rotation static friction force f(θ) [0 ≤ f(θ) ≤ fmax, where fmax is the maximum value] can also occur between the wheel peripheral surface and the road surface, causing a periodic planar rotation static friction moment Tz(θ) to act on the wheel on the axle, and its acting value varies within [0 - fmax(θm)R - 0], where R is the wheel radius, as Figure 9b 、 9c shown. Note ①: The calculation and analysis results can be obtained based on the integral operation of the Dirac function (δ function) and its four properties (sampling property, symmetry property, time-delay property, and multiplication property), and the relevant integral operation process will not be elaborated here.

[0043] Under the action of the periodic elastic bending moment M(θ) of the leaf spring, and through the mutual balance among the above-mentioned periodic planar rotation friction couple moment Tr(θ) and planar rotation static friction moment Tz(θ), the algebraic equation of the moment balance action that can be equivalently formed by the wheel on the axle is:

[0044] Tr(θ) + M(θ) = Tz(θ) + M(θ) --------------(1)

[0045] This equation is actually a simplified expression of the second-order partial differential equation with the acting rotation angle (θ) and time (t) as independent variables and containing the elastic potential energy acting factor for Tz(θ, t) and Tr(θ, t).

[0046] In the above equation (1), M(θ) = 2F(θ)r = 2f(θ)R (both are schematic estimations). During each action cycle of the brake, due to the combined impact of the transient static friction force fs(θ) between the disc and the two clamp friction plates, the leaf spring elastic force F(θ), and the road surface static friction force f(θ), a pair of elastic moment forces acting in opposite directions are equivalently formed on the wheel on the axle. That is, the interaction change of this elastic bending moment in the forward and reverse directions. Based on the static friction force of the road surface, the wheel can still form a moment balance on the axle and maintain rotation. From the perspective of energy conversion, the process of transient translational static friction impact is essentially a process of storing the elastic potential energy of the leaf spring. Through the impact process of the translational static friction between the disc and the two clamp friction plates and between the wheel and the road surface, an elastic bending moment much larger than the translational sliding friction couple moment of the disc clamp can be generated on the participating leaf spring and more elastic potential energy can be stored. From the system perspective, the change in the leaf spring elastic force is essentially still an internal force acting on the vehicle inertial motion system. However, since this force is a non-conservative force within the system, under the design conditions of the present invention, it can do external work. Therefore, it can be understood that the change in the action of this force can equivalently increase the static friction force between the wheel and the road surface.

[0047] In the above equation (1), Tr(θ) = 4fdR′ and Tz(θ) = f(θ)R (both are schematic estimations). During each action cycle of the brake, due to the combined impact of the steady-state translational sliding friction force fd between the disc and the two clamp friction plates, the leaf spring elastic force F(θ), and the road surface static friction force f(θ), a pair of moment forces acting in opposite directions are formed on the wheel on the axle. That is, the interaction change of this pair of moments. Based on the static friction force of the road surface, the wheel can form a moment balance on the axle and maintain rotation. From the perspective of energy conversion, the process of steady-state translational sliding friction is essentially a process of releasing the elastic potential energy of the leaf spring. Through the impact process of the translational sliding friction between the disc and the two clamp friction plates and the translational static friction between the wheel and the road surface, the brake can complete the sliding friction heating work in a very short time, greatly improving the heating power of the translational sliding friction. Similarly, from the system perspective, the translational sliding friction force generated by the leaf spring elastic force acting on the disc and the two clamp friction plates does negative work within the system. This shows that the above understanding that the change in the leaf spring elastic force can equivalently increase the static friction force between the wheel and the road surface is correct.

[0048] Therefore, when the translational brake works, periodic braking force can be generated on the wheel on the axle, such as Figure 9c shown. If its action waveform is approximately the absolute value of a sine function with a peak value of five times the maximum static friction force of the road surface 5f(θm) and a period of π / 2 with the maximum value (θm) of the action angle θ That is, full-wave rectification of a sine wave, and T1 represents an operation Action period, then this periodic braking force is the maximum safe braking force that the human body can withstand when the vehicle brakes emergently on the road surface with the highest friction coefficient; this maximum safe braking force is not the maximum braking force that the brake can generate, and there is still great potential for improving the performance of the brake. Even when braking emergently on other road surfaces with a friction coefficient lower than the highest one, the vehicle can still obtain the corresponding maximum braking force. In Figure 9c During the wheel braking analysis, the acting force of the vehicle's moving inertia force Fi(t) is used to highlight the inventive technical feature of the wheel actively applying a forward force to the road surface. According to Newton's third law of motion, the forward force exerted by the wheel on the road surface through friction is equal to the backward force. Therefore, the interaction relationship between the vehicle's forward moving inertia force Fi(t) and its periodic braking force is that the acting magnitudes are equal and the acting directions are opposite.

[0049] The above-mentioned periodic maximum acting rotation angle (θm) change of the column shaft is controlled by the maximum working pressure (N2) of the two clamp pistons. When the wheel rotates in reverse relative to the axle and causes the column shaft acting rotation angle θ to change from the maximum value θm to zero, and the elastic bending moment M(θ) of the leaf spring to change from the maximum value M(θm) to zero, one rotation friction impact action cycle between the disc and the two clamp friction plates immediately ends, and another rotation friction impact action cycle will immediately start, repeating in a cycle until the work ends.

[0050] When the work ends, once the working pressure (N2) of the two clamp pistons starts to rapidly decompress synchronously, the two clamp friction plates (H1, H2) and the disc (P-T1) will quickly separate, and at the same time, the acting of the elastic bending moment of the leaf spring will quickly decrease or disappear.

[0051] Through the above analysis and description, it can be seen that the dynamic characteristics of the brake: through the rotation friction impact action of the brake within several action cycles at the beginning of each work, the periodic braking force of the wheel on the axle can obtain the maximum acting peak value, but this maximum acting peak value will decrease with the decrease of the wheel speed and the weakening of the rotation friction impact action intensity of the brake.

[0052] Regarding the design description of the maximum elastic bending moment of the leaf spring: when a leaf spring works, the acting value of its maximum elastic bending moment [M(θ) = 2FL 2 / 8] shall be estimated and designed according to twice the acting value of the maximum static friction couple moment generated by the disc and the two clamp friction plates [2 * 4fsmaxR′], and there should be sufficient design margin to ensure the reliability of the elastic work of the leaf spring during the impact action of the brake. When the two leaf springs and the "two eccentric bearings" work synchronously, they can share the above-mentioned change in the acting of the elastic bending moment.

[0053] Regarding the design description of the maximum braking efficiency of the brake: See Figure 9aAs shown in the figure, the main design parameters are as follows: the ratio of the eccentric radius (r) of the eccentric shaft to the inner cylindrical surface radius (R1) of the cylinder shaft is r / R1 = 0.10 (at this time, the common rotation angle θc of the runner is approximately equal to the self-rotation angle θa of the runner, and the column shaft rotation angle θ is approximately equal to the inner stagger angle θn of the runner), the outer cylindrical surface radius R2' of the runner is ≤ R1 - r, and the deformation length L of the elastic bending moment of the leaf spring is approximately equal to R1 - R2 + r. In this way, the quadratic function curve optimization design of the deformation of the leaf spring under the action of the elastic bending moment can be completed, increasing the peak value of the periodic braking force acting on the wheel on the axle to about five times the maximum value of the static friction force on the road surface, and realizing the design of the maximum safety braking effect of the brake. If the r / R1 ratio is increased within the range of 0.10 - 0.13, the maximum braking effect of the brake can be increased, which needs to be determined according to the safety limit of human biomechanics. In addition, other factors such as the ultimate strength of the vehicle body, axle, and wheels may also need to be considered.

[0054] When the brake is working at full capacity and the maximum static friction force (fmax) appears on the road surface for the wheel, it is still necessary to apply the automatic closed-loop control and detection function compatible with the existing ABS technology to make the wheel generate a critical rolling-sliding friction effect with a low slip rate on the road surface. Because of the significant improvement in the braking performance of the wheel, the ABS tire-road friction slip rate control threshold detected based on the wheel speed sensor can also be correspondingly reduced to achieve the low slip rate friction control between the tire and the road surface. At the same time, by using the existing ABS technology to automatically control the brake to repeatedly reconstruct the periodic flat rotation friction impact effect, and using the dynamic characteristics that the brake can obtain the maximum peak value within several impact action cycles at the beginning of each work, the automatic maintenance function design of the maximum braking effect of the brake can also be realized.

[0055] Since the braking force generated by the brake has a periodic effect, when the vehicle brakes emergently at full capacity, obvious front and rear jerks will occur. Therefore, the brake of the present invention is not necessarily suitable for use in normal driving braking with high requirements for comfort and smoothness. However, in the application of vehicle emergency braking involving life and property safety, there will be corresponding rigid demands because the requirement during vehicle emergency braking is safety first and comfort second.

[0056] III. Composition of the braking system

[0057] Taking into comprehensive consideration the excellent technical performance of the flat rotation type brake, the installation space limitation of the vehicle chassis, the low-frequency use of emergency braking, the product cost performance, the use and maintenance, and the safety rigid demand and other main factors, the present invention takes a passenger car as an example. Based on this brake, on the basis of the existing vehicle braking system, a vehicle braking system is designed, aiming to create an electronic active safety technology product similar to the existing ABS / EBD / ESP and airbag and other technologies and can be used as a standard configuration on vehicles. Accordingly, a new concept of vehicle active safety technology design is proposed - not colliding is the safest.

[0058] Figure 10 : The existing automotive braking system is still used for normal driving braking functions. Based on the existing caliper disc rotary brake (also known as "wheel brake") and electronic active safety control functions such as ABS / EBD / ESP, an emergency safety braking function for the vehicle is added. That is, by installing a swivel brake (also known as "axle brake") on the transverse rotating shafts (with differentials) of the front and rear wheels of the vehicle respectively, the emergency safety braking function of the vehicle is realized. Regarding the problem of the vehicle body's center of gravity moving forward during emergency safety braking, the braking force magnitudes of the two axle brakes on the front and rear axles can be calculated and adjusted according to the front-to-rear proportional relationship of the vehicle body's center of gravity position by changing the maximum braking performance of the two axle brakes and the radii of their two caliper hydraulic pistons, so as to achieve the matching design of the braking forces of the front and rear wheels. On the existing automotive brake pedal, a rotational angular velocity sensor is added, and corresponding electronic detection interfaces and measurement and control calculation analysis software are added to the existing ECU electronic control unit for the automatic detection, identification, and control of normal driving braking and emergency safety braking of the vehicle, so as to achieve the shared design of the automotive brake pedal (i.e., AI artificial intelligence technology design). In the existing electronically controlled hydraulic regulating device and ECU electronic control unit, two working hydraulic output pipe orifices and corresponding electronic control output interfaces and measurement and control software are added to provide the working pressure (N2) required for the front and rear axle brakes to achieve the ABS function and automatic closed-loop control and detection.

[0059] Considering that the remaining components in the system, such as the ECU electronic control unit, electronically controlled hydraulic regulating device, wheel speed sensor, brake hydraulic main pump, and vacuum booster pump, etc. are all existing technologies and have been applied and understood by relevant technical personnel, they will not be elaborated here.

[0060] IV. Braking System Principle

[0061] Reference Figure 10, during the driving of the vehicle, when the driver steps on the brake pedal, the ECU (Electronic Control Unit) automatically identifies the driver's braking operation intention according to the real-time detection and calculation analysis results of the braking pedal angular velocity by the measurement and control calculation analysis software, and the system will automatically execute the normal driving braking and emergency safety braking operations. When the system automatically executes the normal driving braking, the electronic control hydraulic regulation device is controlled by the ECU to provide the braking working pressure (N1) required to realize the original ABS / EBD / ESP electronic active safety control functions for the four-wheel brakes and the automatic closed-loop control and detection; when the system automatically executes the emergency safety braking, the electronic control hydraulic regulation device is controlled by the ECU to provide the braking working pressure (N2) required to realize the ABS (antilock braking system) function for the front and rear axle brakes and the automatic closed-loop control and detection, that is, by controlling the two-axis brakes to repeatedly reconstruct the periodic flat rotation friction impact effect, the automatic maintenance function of the maximum braking efficiency of the two-axis brakes can be realized, so as to solve the problem that the maximum peak value of the periodic braking force of the front and rear wheels decreases with the decrease of the wheel speed, and prevent the dangerous working conditions of the front two wheels being locked and skidding and deviating, and the rear two wheels being locked and skidding and whipping when the vehicle brakes emergently with full force, further improving the reliability and stability of the vehicle emergency safety braking, and minimizing the occurrence of collision accidents that may cause heavy casualties and vehicle damage.

[0062] In addition, the vehicle braking system of the present invention, combined with the vehicle seat belt technology that is now standardly used, can also provide an active safety technology protection for the driver and passengers to prevent the excessive deceleration during emergency braking of the vehicle, which may cause braking injuries to the driver and passengers. That is, when the driver and passengers are in the normal sitting posture with the seat belts properly worn, they can safely withstand the vehicle emergency braking deceleration of up to about -4.5G (maximum safety braking efficiency). Currently, the maximum braking deceleration of the vehicle using rotary brakes is usually about -0.9G (G is the acceleration of gravity); through further integrated design with the current or future intelligent vehicle safety technologies, more advanced vehicle electronic active safety technology applications can also be realized.

[0063] Conclusion

[0064] It is hoped that the successful launch of the present invention technology can boost the progress of global vehicle braking technology and electronic active safety technology, greatly improve driving safety, and keep people away from the threat of car accidents!

[0065] Noun definitions of the present invention:

[0066] Cylindrical shaft - The cylindrical rotating shaft in the present invention is called the cylindrical shaft, abbreviated as the column shaft.

[0067] Eccentric shaft, eccentric radius - The eccentric toroid in the present invention is called the eccentric shaft, and the axis rotation radius fixed on the cylindrical shaft is called the eccentric radius.

[0068] Leaf spring - In the present invention, a plate-shaped elastic body that can generate an elastic bending moment and store elastic potential energy is called a leaf spring.

[0069] Cylindrical shaft, cylindrical shaft rectangular groove - In the present invention, the cylindrical body rotating shaft is called a cylindrical shaft, abbreviated as a shaft; on the inner cylindrical surface of the cylindrical shaft, two rectangular grooves with axially inward openings, axially penetrating, and rectangular cross-sections in the axial direction are uniformly distributed, and are collectively called cylindrical shaft rectangular grooves, which are used for the installation of one end of two leaf springs.

[0070] Runner, runner rectangular groove, runner circular through-hole - In the present invention, a short cylindrical rotor body is called a runner. On the outer cylindrical surface of the runner, a rectangular groove with an axially outward opening, axially penetrating, and rectangular cross-section in the axial direction is called a runner rectangular groove, which is used for the installation of one end of two leaf springs; on the circular end face of the runner, an axially centered circular through-hole is called a runner circular through-hole, which is used for the installation of a rolling bearing.

[0071] Shaft end cover, shaft end cover circular through-hole - In the present invention, a short cylindrical shaft end sealing cover is called a shaft end cover; on the circular end face of the shaft end cover, an axially centered circular through-hole is called a shaft end cover circular through-hole, which is used for the installation of a rolling bearing.

[0072] Friction disc circular through-hole - On the circular end face of the current vehicle use friction disc, an axially centered circular through-hole is called a friction disc circular through-hole (abbreviated as disc circular through-hole), which is used for the installation of a rolling bearing. The friction disc is mainly used as a dynamic friction pair of the brake and also as a shaft seal component at the other end of the cylindrical shaft.

[0073] Runner common rotation angle, runner self-rotation angle - In the present invention, the rotation angle generated by two runners around the cylindrical shaft on two eccentric shafts is called the runner common rotation angle, and at the same time, the rotation angle generated by the two runners relative to the two eccentric shafts is called the runner self-rotation angle.

[0074] Rotary transmission mechanism, rotary friction motion - In the present invention, the transmission mechanism composed of a cylindrical shaft, a cylindrical shaft, a shaft end cover, an eccentric shaft, a runner, a leaf spring and a bearing has both Flat dynamic characteristics and rotational characteristics during operation relative to the axle, so it is defined as a rotary transmission mechanism; during operation through the action of this transmission mechanism, the friction motion generated between the friction disc and the two brake caliper friction pads is called rotary friction motion.

[0075] Rotary brake - When the current vehicle use brake is working, since the friction pairs all work in a circumferential friction manner of rotating around the shaft, according to the friction motion mode of the brake, the present invention uniformly defines the current vehicle use brake as a rotary brake.

[0076] Rotary brake - When the brake of the present invention works, since the friction between its friction disc and the friction linings of the two brake calipers is in a periodic rotary friction mode relative to the axle, according to the friction motion mode of the brake, the brake of the present invention is defined as a rotary brake.

[0077] Maximum safe braking efficacy - Since the brake of the present invention has braking technical performance exceeding the safe bearing capacity of the human body, the present invention defines the ultimate braking performance of the car that a human body can safely bear in the normal sitting position with a seat belt properly worn as the maximum safe braking efficacy.

Claims

1. Swing-type brake, characterized in that: It includes a cylindrical shaft, a cylindrical tube shaft, an end cover of the shaft, a friction disc, two eccentric shafts, two runner wheels, two leaf springs, a plurality of bearings, two brake calipers and their friction pads and brackets; on the inner cylindrical surface of the cylindrical tube shaft, two rectangular grooves that are radially open inward, axially through, and have a rectangular cross-section in the axial direction are evenly distributed; on the outer cylindrical surface of each runner wheel, a rectangular groove that is radially open outward, axially through, and has a rectangular cross-section in the axial direction is provided; on the circular end faces of the friction disc, the end cover of the shaft and each runner wheel, an axially centered circular through-hole is respectively provided; the two eccentric shafts are evenly distributed and fixed on the circumference of the cylindrical shaft in a manner of having different phase angles and being closely adjacent to each other to form two crankshafts; the two runner wheels are respectively installed on the two eccentric shafts through their axially centered circular through-holes and bearings; both ends of the two leaf springs are respectively installed in the rectangular grooves of the two runner wheels and the two rectangular grooves of the cylindrical tube shaft in a manner that the leaf spring has the maximum deformation length under the action of elastic bending moment; the end cover of the shaft is connected to one end of the cylindrical tube shaft and is installed on the cylindrical shaft through its axially centered circular through-hole and bearing; the friction disc is connected to the other end of the cylindrical tube shaft without the end cover of the shaft connected thereto and is installed on the cylindrical shaft through its axially centered circular through-hole and bearing; the two brake calipers and the friction pads are evenly distributed on the circumference near the two outer side discs of the friction disc and are installed under the suspension of the vehicle chassis through their brackets; any one of the two ends of the cylindrical shaft is connected to the rotating shaft of the wheel hub bearing unit.

2. The swing-type brake according to claim 1, wherein: The two eccentric shafts are fixed on the cylindrical shaft in a manner of being out of phase by 180 degrees and being closely adjacent to each other to form two crankshafts.

3. The swing-type brake according to claim 1, wherein: When not working, the friction pads of the two brake calipers do not come into frictional contact with the two outer side discs of the friction disc, and the dynamic friction pair community composed of the cylindrical shaft, the cylindrical tube shaft, the end cover of the shaft, the friction disc, the eccentric shaft, the runner wheel, the leaf spring and the bearing rotates freely synchronously with the wheel hub around the axis. When starting to work, through the simultaneous pressure increase of the two brake caliper pistons, the friction linings of the two brake calipers are synchronously pushed to start rubbing against the two outer disc surfaces of the friction disc, causing a periodic flat rotation friction impact between the friction disc and the two brake caliper friction linings. The cylindrical shaft generates a periodic change in the acting rotation angle relative to the cylindrical shaft of the cylinder. The two rotating wheels generate synchronous periodic common rotation angle changes on the cylindrical shaft and synchronous periodic self-rotation angle changes on the two eccentric shafts. The rectangular grooves of the two rotating wheels and the two rectangular grooves of the cylindrical shaft of the cylinder act on both ends of the two leaf springs simultaneously, generating a synchronous periodic elastic bending moment acting change with an elastic deformation that is a quadratic function curve (i.e., realizing the storage and release of elastic potential energy). At the same time, both ends of the two leaf springs generate synchronous periodic small displacement slides in the rectangular grooves of the two rotating wheels and the two rectangular grooves of the cylindrical shaft of the cylinder respectively. Therefore, the friction disc and the two brake caliper friction linings form a periodic change in the rotation angle of the acting angle, and a periodic flat rotation frictional couple moment acting change with both translational and rotational characteristics is formed on the wheel shaft. At the same time, the peripheral surface of the wheel and the road surface form a periodic change in the rolling angle of the acting angle and a static friction impact acting change, and a periodic flat rotation static frictional moment acting change is formed on the wheel shaft. Under the action of the periodic elastic bending moment, and through the mutual balance between the periodic flat rotation frictional couple moment and the flat rotation static frictional moment, a periodic braking force with a peak value much larger than the maximum value of the static friction between the wheel and the road surface is generated on the wheel on the axle. The magnitude of the periodic change in the acting rotation angle of the cylindrical shaft is controlled by the working pressure of the two brake caliper pistons. When the wheel rotates in reverse relative to the axle and the periodic acting rotation angle of the cylindrical shaft and the periodic elastic bending moment of the two leaf springs synchronously change from the maximum value to zero, a flat rotation friction impact acting cycle between the friction disc and the two brake caliper friction linings immediately ends, and another flat rotation friction impact acting cycle will immediately start, repeating cyclically until the work ends. Within several acting cycles at the start of each operation of the brake, the periodic braking force obtains the maximum acting peak value, but this maximum peak value will decrease with the decrease in the wheel speed and the weakening of the intensity of the flat rotation friction impact acting. When ending the work, once the two brake caliper pistons start to synchronously and rapidly decompress, the two brake caliper friction linings and the friction disc will rapidly separate, and at the same time, the synchronous periodic elastic bending moment acting of the two leaf springs will rapidly decrease or disappear.

4. The rotary brake according to claim 3, characterized in that: By optimizing the ratio of the eccentric radii of the two eccentric shafts to the radius of the inner cylindrical surface of the cylindrical shaft of the cylinder and the outer cylindrical radii of the two rotating wheels, and changing the relationship between the periodic common rotation angle and self-rotation angle changes of the two rotating wheels and the deformation of the elastic bending moment acting of the two leaf springs, different braking effect designs of the brake are realized. When the ratio of the eccentric radii of the two eccentric shafts to the radius of the inner cylindrical surface of the cylindrical shaft of the cylinder is 0.10 (taking values within 0.10 - 0.13), that is, under the condition that the synchronous common rotation angle and self-rotation angle of the two rotating wheels are approximately equal, the maximum safe braking effect design of the brake is realized, and this performance index will be determined according to the safety limit data of human biomechanics.

5. The swing-type brake according to claim 1, wherein: The two leaf springs are designed and processed using carbon fiber elastic material or spring steel elastic material to meet the requirements of the elastic impact strength, wear resistance, and heat resistance during the operation of the brake.

6. The swing - type brake according to claim 1, wherein: The bearings between the two rotating wheels and the two eccentric shafts are rolling bearings or sliding bearings.

7. The rotary brake according to claim 1, characterized in that: High-temperature grease is added to the cylinder of the cylinder shaft for anti-friction lubrication between all relative moving working parts inside.

8. The rotary brake according to claim 1, characterized in that: The two brake calipers use the floating brake calipers or fixed brake calipers currently used in vehicles; the friction pads of the two brake calipers are made of materials with high friction coefficients to achieve the miniaturized design of the brake.

9. The automotive braking system designed according to the rotary brake as claimed in claim 1, characterized in that: In the existing automotive braking system, there are already rotary brakes and ABS / EBD / ESP electronic active safety control functions, which are still used as the normal driving braking function. An emergency safety braking function is added. By installing a swivel brake on the transverse rotating shafts (equipped with differentials) of the front and rear wheels of the vehicle respectively, the emergency safety braking function of the vehicle is realized; for the problem of the forward shift of the vehicle body center of gravity during emergency safety braking of the vehicle, the braking forces of the two swivel brakes on the front and rear axles are calculated and allocated according to the front and rear proportional relationship of the vehicle body center of gravity position to achieve the matching design of the braking forces of the front and rear wheels; on the brake pedal of the existing automotive braking system, a corner angular velocity sensor is added, and corresponding electronic detection input interfaces and measurement and control calculation and analysis software are added to the ECU electronic control unit of the existing automotive braking system for automatic detection, identification, and control of normal driving braking and emergency safety braking to achieve the shared design of the brake pedal; in the electronic control hydraulic regulation device and ECU electronic control unit of the existing automotive braking system, two working hydraulic output pipe orifices and corresponding electronic output control interfaces and measurement and control software are added to provide the braking working pressure and automatic closed-loop control and detection required for the two swivel brakes to achieve the ABS (antilock braking system) function. During the driving of the vehicle, when the driver steps on the brake pedal, the ECU (Electronic Control Unit) automatically identifies the driver's braking operation intention according to the real-time detection and calculation analysis results of the braking pedal angular velocity by the measurement and control calculation analysis software. The system will automatically execute the normal driving braking and emergency safety braking operations. When the system automatically executes the normal driving braking, the ECU controls the electro-hydraulic regulating device to provide the braking working pressure required for the rotary brake to achieve the original ABS / EBD / ESP (Electronic Stability Program) electronic active safety control function of the system (i.e., the existing ABS braking performance weakening mechanism), as well as automatic closed-loop control and detection. When the system automatically executes the emergency safety braking, the ECU controls the electro-hydraulic regulating device to provide the braking working pressure required for the two flat-rotary brakes to achieve the ABS (Anti-lock Braking System) function, as well as automatic closed-loop control and detection. That is, by controlling the two flat-rotary brakes to repeatedly reconstruct the periodic flat-rotary friction impact, the automatic maintenance function of its maximum braking efficiency is realized (i.e., using ABS to achieve the braking performance enhancement mechanism) to solve the problem that the maximum peak value of the periodic braking force of the front and rear wheels decreases as the wheel speed drops, and to prevent the dangerous working conditions of the two front wheels locking and skidding and deviating, and the two rear wheels locking and skidding and whipping during the full-power emergency braking of the vehicle, further improving the stability and reliability of the vehicle's emergency safety braking.

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