Brake mechanism of vehicle, angle module and vehicle

Abstract

The invention discloses a brake mechanism (100) of a vehicle, comprising: a first execution assembly (1) suitable for acting on a friction plate (3), the first execution assembly (1) comprising a power device (11); the second execution assembly (2) is suitable for acting on the friction plate (3); the braking mechanism (100) comprises a first state in which the power device (11) works and a second state in which the power device (11) fails, and in the first state, the power device (11) of the first execution assembly (1) works to push the friction plate (3) to be clamped with a brake disc of the vehicle to generate braking force; and in the second state, the second execution assembly (2) works to push the friction plate (3) to be clamped with a brake disc of the vehicle to generate braking force. Under the condition of sudden working conditions or limit working conditions, when the first execution assembly (1) loses efficacy, the second execution assembly (2) serves as a backup assembly of the braking mechanism (100), it can be guaranteed that the braking mechanism (100) can still work, and the safety of a vehicle is guaranteed.

Description

Technical Field

[0001] The present application relates to the automotive field, and in particular, to a braking mechanism applied to a vehicle. Background Art

[0002] Electromechanical braking (EMB) is a braking system that uses electrical signals for complete wire-controlled braking. With its advantages of fast response, high control precision, and the potential for integrated design, it has become a key technology in the development of intelligent driving and new energy vehicles. However, if the EMB system fails, the system will be unable to brake, exposing the risk of brake failure and compromising vehicle safety. Summary of the Invention

[0003] The present disclosure provides a braking mechanism having a first state and a second state for normal operation. In the first state, the first actuator enables the braking mechanism to ensure stable braking of the vehicle under normal operating conditions. However, in the event of an unexpected or extreme operating condition, if the first actuator fails, the second actuator, acting as a backup component of the braking mechanism, ensures that the braking mechanism remains operational, thereby ensuring vehicle safety.

[0004] In order to achieve the above-mentioned objectives, the present disclosure provides a braking mechanism of a vehicle, comprising: a first actuator, the first actuator is suitable for acting on a friction plate, and the first actuator includes a power device; a second actuator, the second actuator is suitable for acting on the friction plate; the braking mechanism includes a first state in which the power device is working and a second state in which the power device is invalid. In the first state, the power device of the first actuator works to push the friction plate and the brake disc of the vehicle to clamp and generate braking force; in the second state, the second actuator works to push the friction plate and the brake disc of the vehicle to clamp and generate braking force.

[0005] In some embodiments, the first actuator includes: a power device; a transmission device, suitable for acting on the friction plate, and the transmission device is connected to the power device; in the first state, the power device drives the transmission component to move to push the friction plate and the brake disc to clamp and generate braking force.

[0006] In some embodiments, the power device is a motor, and the power of the motor pushes the friction plate through the transmission device to clamp the friction plate with the brake disc of the vehicle to generate braking force.

[0007] In some embodiments, the second actuator includes a first sub-actuator. In the second state, the first sub-actuator works to push the friction plate to clamp the brake disc of the vehicle to generate braking force.

[0008] In some embodiments, the first sub-actuator assembly includes a control pin and a clamping member, wherein the control pin is connected to the clamping member. In the second state, the control pin disengages from the first sub-actuator assembly to release the clamping member, and the clamping member pushes the friction plate to clamp with the brake disc of the vehicle to generate braking force.

[0009] In some embodiments, the first sub-executor assembly includes a first shell, the clamping member is disposed in the shell, and a portion of the control pin is located in the shell. In the second state, the control pin is disengaged from the first shell to release the clamping member.

[0010] In some embodiments, the braking mechanism also includes a fixing portion, which is suitable for connecting to the vehicle. The clamping member includes an elastic member and a piston member. The first end of the elastic member is connected to the fixing portion, and the second end of the elastic member is connected to the piston member. In the first state, the control pin is connected to the piston member; in the second state, the control pin is disengaged from the piston member, and the piston member pushes the friction plate and the brake disc to clamp under the action of the elastic member to generate braking force.

[0011] In some embodiments, the first sub-executor assembly includes a reset device, which is connected to the piston member. When the reset device works, it drives the piston member to move away from the brake disc to separate the friction plate from the brake disc, wherein the elastic member is in a compressed state.

[0012] In some embodiments, the reset device includes a driving device, a winding wire and a reset pin. The driving device is fixed to the fixed part, and the reset pin is fixed to the piston piston member. The driving device and the reset pin are connected through the winding wire. The driving device drives the winding wire to move the piston piston member away from the brake disc until the first sub-actuator assembly is reset to the initial position. At the initial position, the control pin is controlled to be released to connect with the piston piston member to lock the elastic member.

[0013] In some embodiments, the control pin is an electromagnetic pin.

[0014] In some embodiments, the second actuator includes a second sub-actuator. In the second state, the second sub-actuator works to push the friction plate to clamp the brake disc of the vehicle to generate braking force.

[0015] In some embodiments, the braking mechanism also includes a fixing portion, which is suitable for connection to the vehicle; the second sub-actuator assembly includes a memory alloy spring and a piston, the first end of the memory alloy spring is connected to the fixing portion, and the second end of the memory alloy spring is connected to the piston. In the second state, the memory alloy spring is released so that the piston pushes the friction plate and the brake disc to clamp and generate braking force; wherein, the operating temperature of the memory alloy spring when released is related to the operating temperature of the power unit failure.

[0016] In some embodiments, the second sub-actuator assembly further includes a guide cylinder, the guide cylinder being connected to the fixing portion, and the guide cylinder being sleeved on the outer circumference of the memory alloy spring to accommodate the memory alloy spring.

[0017] In some embodiments, the transmission assembly includes a planetary gear assembly and a ball screw assembly, the output shaft of the transmission assembly is connected to the input end of the planetary gear assembly, and the output end of the planetary gear assembly is connected to the ball screw assembly. In the first state, the ball screw assembly pushes the friction plate and the brake disc to clamp and generate braking force.

[0018] In some embodiments, the braking mechanism is an EMB braking mechanism.

[0019] In some embodiments, the braking mechanism is in the first state more frequently than in the second state.

[0020] In some embodiments, failure of the power plant 11 is related to its operating temperature.

[0021] The present disclosure also provides a vehicle corner module, which includes the braking mechanism described above.

[0022] The present disclosure also provides a vehicle, which includes the braking mechanism or the vehicle corner module described above.

[0023] Other features and advantages of the present disclosure will be described in detail in the following detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] The accompanying drawings are used to provide a further understanding of the present disclosure and constitute a part of the specification. Together with the following detailed description, they are used to explain the present disclosure but do not constitute a limitation of the present disclosure. In the accompanying drawings:

[0025] Figure 1 is a schematic diagram of the overall structure of a braking mechanism disclosed herein;

[0026] Figure 2 is a schematic diagram of the internal structure of the first sub-executing component and the second sub-executing component of the present disclosure;

[0027] Figure 3 is a schematic structural diagram of the first sub-executor component of the present disclosure;

[0028] Figure 4 is a schematic diagram of a first execution component of the present disclosure;

[0029] Figure 5 is a schematic diagram of a second sub-executing component of the present disclosure;

[0030] Figure 6 is a schematic diagram of a first execution component of the present disclosure.

[0031] Description of reference numerals:

[0032] 100. Braking mechanism;

[0033] 1. First actuator; 2. Second actuator; 3. Friction plate;

[0034] 11. Power unit; 12. Transmission assembly; 121. Planetary gear assembly; 122. Ball screw assembly;

[0035] 21. First sub-actuator assembly; 211. First housing; 212. Control pin; 213. Reset device; 214. Clamping member; 2141. Elastic member; 2142. Piston member; 2131. Reset pin; 2132. Winding wire; 2134. Driving device

[0036] 22. Second sub-actuator assembly; 221. Memory alloy spring; 222. Guide cylinder; 223. Temperature sensor; 224. Piston;

[0037] 23. Fixed part;

[0038] 31. First friction plate; 32. Second friction plate. Implementation Method

[0039] The following describes the specific embodiments of the present disclosure in detail with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are only used to illustrate and explain the present disclosure and are not intended to limit the present disclosure.

[0040] like Figure 1 、 Figure 2As shown, the present disclosure provides a braking mechanism of a vehicle, comprising: a first actuator 1, the first actuator 1 is suitable for acting on a friction plate 3, and the first actuator 1 includes a power device 11; a second actuator 2, the second actuator 2 is suitable for acting on the friction plate 3; the braking mechanism includes a first state in which the power device 11 is working and a second state in which the power device 11 fails. In the first state, the power device 11 of the first actuator 1 works to push the friction plate 3 to clamp with the brake disc of the vehicle to generate braking force; in the second state, the second actuator 2 works to push the friction plate 3 to clamp with the brake disc of the vehicle to generate braking force; wherein, the failure of the power device 11 is related to its working temperature.

[0041] The friction plate 3 includes a first friction plate 31 and a second friction plate 32 , a brake disc is provided between the first friction plate 31 and the second friction plate 32 , and the first friction plate 31 and / or the second friction plate 32 acts on the brake disc therebetween to provide braking force.

[0042] Specifically, in this embodiment, under normal vehicle braking conditions, the first actuator 1 is responsible for braking. The power unit 11 of the first actuator 1 is capable of applying force. In the most common EMB (Electromechanical Braking) system, the motor acts as the power unit 11, applying force to the friction plate 3. The friction plate 3 can then clamp against the brake disc, thereby braking the vehicle. However, under certain special or extreme operating conditions, prolonged braking places high demands on the motor. During this process, the motor may fail due to temperature or other software or hardware issues. If the power unit 11 of the first actuator 1 fails, the second actuator 2 can operate to push the friction plate 3 against the brake disc, further generating a clamping force. The first state is when the vehicle's braking mechanism operates normally, meaning the first actuator 1 is operating and providing braking force. The second state is when the second actuator 2, the backup component of the vehicle's braking mechanism, is operating and providing braking force. In this state, the first actuator 1 is unable to provide braking force due to the failure of the power unit 11.

[0043] In this solution, the power device 11 can be a motor that provides the force, or other devices that can output the force. In this disclosure, the specific type of the power device 11 is not limited.

[0044] In this solution, the second execution component 2 is used as a backup component of the braking mechanism to ensure the braking problem of the vehicle, thereby further improving the safety of the entire vehicle.

[0045] In some embodiments, the first actuator 1 includes a power unit 11 and a transmission assembly 12 adapted to act on the friction plate 3, with the transmission assembly 12 connected to the power unit 11. In a first state, the power unit 11 drives the transmission assembly 12 to move, pushing the friction plate 3 to clamp against the brake disc and generate braking force. Specifically, the power unit 11 is a motor. The motor's output shaft is connected to the transmission assembly 12, which applies the motor's force to the friction plate 3, further braking the vehicle.

[0046] Specifically, the transmission assembly 12 includes a planetary gear assembly 121 and a ball screw assembly 122. The output shaft of the transmission assembly 12 is connected to the input end of the planetary gear assembly 121, and the output end of the planetary gear assembly 121 is connected to the ball screw assembly 122. In the first state, the ball screw assembly 122 pushes the friction plate 3 to clamp the brake disc to generate braking force.

[0047] Among them, the motor uses a permanent magnet brushless DC torque motor. The motor's rated voltage, torque and other parameters match the entire vehicle. The motor is powered by a low-voltage battery and a backup low-voltage battery. The low-voltage battery is charged by the power battery.

[0048] The planetary gear assembly 121 includes a primary planetary gear reduction mechanism and a secondary planetary gear reduction mechanism.

[0049] like Figure 1 and Figure 6 As shown, the first-stage planetary gear reduction mechanism consists of a sun gear, three planetary gears, and a ring gear. The sun gear is located at the center of the reduction device and meshes with the three planetary gears. The three planetary gears mesh with the sun gear and the ring gear simultaneously. The planetary gears do not mesh with each other. The ring gear is fixed to the inner wall of the caliper body. The sun gear of the first-stage planetary gear reducer is connected to the output shaft of the motor, and the planetary gears of the first-stage planetary gear reducer are connected to the sun gear of the second-stage planetary gear reduction mechanism through the first-stage planetary gear bracket.

[0050] The two-stage planetary gear reduction mechanism consists of a sun gear, three planetary gears, and a ring gear. The sun gear is located at the center of the reduction device and meshes with the three planetary gears. The three planetary gears mesh with the sun gear and the ring gear simultaneously. The planetary gears do not mesh with each other. The ring gear is fixed to the inner wall of the caliper body. The sun gear of the two-stage planetary gear reducer is connected to the planetary gears of the first-stage planetary gear reduction mechanism through the first-stage planetary gear bracket. The planetary gears of the second-stage planetary gear reduction mechanism are connected to the ball screw through the second-stage planetary gear bracket.

[0051] The ball screw assembly 122 consists of a screw, a screw nut, and balls. The screw has spiral grooves on its surface, and the screw nut fits over the screw. The inner surface of the screw nut has spiral grooves that match the screw's grooves. Balls are placed between the screw nut and the screw. When the screw rotates, the balls push the screw nut in a linear motion, and then reciprocate through the ball return channel inside the screw nut. The screw nut offers high transmission efficiency and precision, occupies a small space, and is self-locking, providing a parking function for the brake mechanism.

[0052] The drive shaft of the motor is connected to the sun gear of the primary reduction mechanism, and the sun gear drives the three planetary gears in the primary reduction mechanism connected to it to rotate. The central axes of the three planetary gears are all connected to the disc-shaped drive shaft, and the disc-shaped drive shaft is connected to the sun gear in the secondary reduction mechanism on the other side. The sun gear drives the three planetary gears in the secondary reduction mechanism connected to it to rotate, and the central axes of the three planetary gears are all connected to the disc-shaped drive shaft, and the disc-shaped drive shaft is connected to the screw of the ball screw on the other side, driving the screw to rotate. The screw nut cooperates with the screw to convert the rotational motion of the screw into linear motion, and the screw nut pushes the piston connected to it to move, and the piston will push the friction plate 3, so that the friction plate 3 is clamped with the brake disc to generate braking force; when the torque motor rotates in the opposite direction, the rotation or movement direction of each mechanism will be reversed, thereby releasing the friction plate 3 and contacting the braking force.

[0053] In some embodiments, as Figure 2-Figure 4 As shown, the first sub-actuator assembly 21 includes a control pin 212 and a clamping member 214. The control pin 212 is connected to the clamping member 214. In the second state, the control pin 212 is disengaged from the first sub-actuator assembly 21, releasing the clamping member 214. The clamping member 214 pushes the friction plate 3 to clamp against the vehicle's brake disc, generating braking force. Specifically, the first sub-actuator assembly 21 includes a first housing 211. The clamping member 214 is disposed in the first housing 211, and a portion of the control pin 212 is located in the first housing 211. In the second state, the control pin 212 is disengaged from the first housing 211, releasing the clamping member 214. Among them, the braking mechanism 100 also includes a fixing part 23, which is suitable for connecting to the vehicle. The clamping member 214 includes an elastic member 2141 and a piston member 2142. The first end of the elastic member 2141 is connected to the fixing part 2323, and the second end of the elastic member 2141 is connected to the piston member 2142. In the first state, the control pin 212 is connected to the piston member 2142; in the second state, the control pin 212 is disengaged from the piston member 2142, and the piston member 2142 pushes the friction plate 3 to clamp the brake disc under the action of the elastic member 2141 to generate braking force.

[0054] A cylindrical hole is provided on the side of the piston member 2142 , and the control pin 212 is arranged in the vertical direction of the piston member 2142 . One end of the control pin 212 is inserted into the hole of the piston member 2142 , and the other end of the control pin 212 passes through the first housing 211 .

[0055] Preferably, the control pin 212 can be selected as an electromagnetic pin controlled by current.

[0056] When the brake mechanism is operating normally in the first state, the braking force provided by the first actuator 1 can meet the braking performance requirements of the entire vehicle. In the first state, the vehicle's low-voltage system powers the electromagnetic pin, which is inserted into the hole of piston member 2142. Clamping member 214 is now in its maximum compression state, and the first sub-actuator 21 does not provide braking force to the brake mechanism. When faced with an emergency braking condition, such as when the motor of the power unit 11 of the first actuator 1 fails due to operating temperature, or when the hardware or software of the first actuator 1 malfunctions, the brake mechanism enters the second state. When the brake mechanism needs to provide maximum braking force, the control unit sends a signal, the electromagnetic pin is de-energized, loses its magnetism, and is attracted back by the permanent magnet on the base. Piston member 2142 is released from its fixed constraint, and elastic member 2141 pushes piston member 2142. Piston member 2142 pushes friction plate 3 to clamp the brake disc, providing additional braking force.

[0057] In some embodiments, as Figure 2 and Figure 3 As shown, the first sub-actuator 21 also includes a reset device 213, including a drive device 2134, a winding wire 2132 and a reset pin 2131. The drive device 2134 is fixed to the fixed portion 23, and the reset pin 2131 is fixed to the piston member 2142. The drive device 2134 and the reset pin 2131 are connected through the winding wire 2132. The drive device 2134 drives the winding wire 2132 to move the piston member 2142 away from the brake disc until the first sub-actuator 21 is reset to the initial position. At the initial position, the control pin 212 is released to connect with the piston member 2142 to lock the clamping member 214.

[0058] Specifically, the reset device 213 includes a driving device 2134 fixed on the fixed part 23, a winding drum, a bearing base, a reset pin 2131, and a winding wire 2132 arranged in the winding drum, wherein one end of the reset pin 2131 is fixed on the piston member 2142, and the other end is fixed on the high-strength winding wire 2132 of the winding drum, one end of the winding drum is connected to the bearing base, and the other end is connected to the driving device 2134. When the first sub-actuator 21 needs to brake, the driving device 2134 releases the locking mechanism inside it, the winding drum releases the winding wire 2132, the electromagnetic pin is retracted, and the elastic member 2141 pushes the piston member 2142 to contact the brake pad to generate braking force; when the braking is completed, the driving device 2134 starts, drives the winding drum to rotate, retracts the winding wire 2132, and drives the piston member 2142 through the reset pin 2131 to pull the elastic member 2141 back to the initial position before release, and then the electromagnetic pin is released, so that the clamping member 214 is locked, completing the reset of the first sub-actuator 21.

[0059] In some embodiments, the second actuator 2 includes a second sub-actuator 22. In the second state, the second sub-actuator 22 works to push the friction plate 3 to clamp the brake disc of the vehicle to generate braking force.

[0060] As shown Figure 2 and Figure 5 As shown, the braking mechanism 100 also includes a fixing portion 23, which is suitable for connection to the vehicle; the second sub-actuator 22 includes a memory alloy spring 221 and a piston 224, the first end of the memory alloy spring 221 is connected to the fixing portion 23, and the second end of the memory alloy spring 221 is connected to the piston 224. In the second state, the memory alloy spring 221 is released so that the piston 224 pushes the friction plate 3 and the brake disc to clamp and generate braking force; wherein, the operating temperature of the memory alloy spring 221 when released is related to the operating temperature of the power unit 11 when it fails.

[0061] Specifically, the second sub-actuator assembly 22 further includes a guide cylinder 222 . The guide cylinder 222 is connected to the fixing portion 23 . The guide cylinder 222 is sleeved on the outer circumference of the memory alloy spring 221 to accommodate the memory alloy spring 221 .

[0062] A memory alloy spring 221 is placed within a guide cylinder 222, with its first end fixed to a fixed portion 23 connected to the vehicle body and its second end fixed to a piston 224. When the temperature of the memory alloy spring 221 rises to its phase transition temperature Af, it rapidly expands, pushing the piston 224, which in turn pushes the friction plate 3 to clamp the brake pad, generating braking force. The memory alloy spring's thrust can reach 10 kN. The phase transition temperature of memory alloy springs of different compositions can be adjusted between 60°C and 100°C. A memory alloy spring 221 with an appropriate phase transition temperature is selected based on the operating conditions, matching the maximum design operating temperature of the power unit 11 of the first actuator 1. The guide cylinder 222 is also designed with an appropriate thickness and heat transfer coefficient. This ensures that when the actual operating temperature of the power unit 11 exceeds the maximum design operating temperature by 20°C for a period of 10 seconds, the memory alloy spring 221 within the guide cylinder 222 is heated to its phase transition temperature Af, causing it to spontaneously deform and drive the piston for emergency braking. A temperature sensor 223 is mounted on the sidewall of guide cylinder 222. This sensor measures the internal temperature of guide cylinder 222, where memory alloy spring 221 resides. When the temperature approaches the phase transition temperature Af, the sensor transmits a warning signal to the EMB controller, which then flashes and sounds a warning sign on the instrument panel, alerting the driver. This function is to trigger the second sub-actuator to generate basic braking force and ensure driving safety if the friction plate 3 clamps the brake disc for a long time during a long downhill slope, generating excessive heat and causing the active braking system to fail.

[0063] In some embodiments, the braking mechanism is in the first state more frequently than in the second state. Under normal vehicle conditions, that is, in the first state, first actuator 1 is able to meet basic vehicle braking requirements. Only under special operating conditions or when first actuator 1 fails, rendering normal braking impossible, that is, in the second state, does second actuator 2 act as a backup component to provide redundant braking force for the braking mechanism.

[0064] In some embodiments, a vehicle corner module assembly includes the aforementioned braking mechanism. A corner module assembly is a vehicle structure that integrates drive, steering, braking, and suspension. The present invention, when used in a corner module assembly, enables wire-controlled braking of the corner module, increasing the degree of freedom in corner module placement.

[0065] In some embodiments, the present invention also protects a vehicle including an electromechanical brake (EMB) system with multi-level safety redundancy for a corner module. This system is designed to enhance the safety redundancy of the EMB caliper under extreme operating conditions, such as hardware or software failures or emergency braking. By incorporating a second actuator assembly 2, a backup brake actuator, into the EMB caliper, the present invention significantly improves the system's reliability and safety under extreme conditions.

[0066] The preferred embodiments of the present disclosure are described in detail above in conjunction with the accompanying drawings. However, the present disclosure is not limited to the specific details of the above embodiments. Within the technical concept of the present disclosure, various simple modifications can be made to the technical solutions of the present disclosure, and these simple modifications all fall within the scope of protection of the present disclosure.

[0067] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. To avoid unnecessary repetition, the present disclosure will not further describe various possible combinations.

[0068] In addition, the various embodiments of the present disclosure may be arbitrarily combined, and as long as they do not violate the concept of the present disclosure, they should also be regarded as the contents disclosed by the present disclosure.

Claims

1. A braking mechanism (100) for a vehicle, characterized in that: include: A first actuator assembly (1), the first actuator assembly (1) being adapted to act on a friction plate (3), the first actuator assembly (1) comprising a power device (11); a second actuator (2), the second actuator (2) being adapted to act on the friction plate (3); The braking mechanism (100) includes a first state in which the power device (11) is working and a second state in which the power device (11) is ineffective. In the first state, the power device (11) of the first actuator (1) works to push the friction plate (3) to clamp with the brake disc of the vehicle to generate braking force; in the second state, the second actuator (2) works to push the friction plate (3) to clamp with the brake disc of the vehicle to generate braking force.

2. The brake mechanism (100) according to claim 1, characterized in that: The first execution component (1) comprises: a transmission assembly (12), adapted to act on the friction plate (3), the transmission assembly (12) being connected to the power device (11); In the first state, the power device (11) drives the transmission assembly (12) to move so as to push the friction plate (3) and the brake disc to clamp together and generate braking force.

3. The brake mechanism (100) according to claim 2, characterized in that: The power device (11) is a motor, and the power of the motor pushes the friction plate (3) through the transmission assembly (12) to clamp the friction plate with the brake disc of the vehicle to generate braking force.

4. The brake mechanism (100) according to claim 1, characterized in that: The second actuator (2) includes a first sub-actuator (21). In the second state, the first sub-actuator (21) works to push the friction plate (3) to clamp the brake disc of the vehicle to generate braking force.

5. The brake mechanism (100) according to claim 4, characterized in that: The first sub-actuator assembly (21) comprises a control pin (212) and a clamping member (214), wherein the control pin (212) is connected to the clamping member (214). In the second state, the control pin (212) is disengaged from the first sub-actuator assembly (21) to release the clamping member (214), and the clamping member (214) pushes the friction plate (3) to clamp the brake disc of the vehicle to generate braking force.

6. The brake mechanism (100) according to claim 5, characterized in that: The first sub-executor assembly (21) includes a first housing (211), the clamping member (214) is arranged in the first housing (211), and a portion of the control pin (212) is located in the first housing (211). In the second state, the control pin (212) is disengaged from the first housing (211) to release the clamping member (214).

7. The brake mechanism (100) according to claim 6, characterized in that: The braking mechanism (100) further includes a fixing portion (23), wherein the fixing portion (23) is suitable for being connected to the vehicle, and the clamping member (214) includes an elastic member (2141) and a piston member (2142), wherein the first end of the elastic member (2141) is connected to the fixing portion (23), and the second end of the elastic member (2141) is connected to the piston member (2142). In the first state, the control pin (212) is connected to the piston member (2142); in the second state, the control pin (212) is disengaged from the piston member (2142), and the piston member (2142) pushes the friction plate (3) and the brake disc to clamp them together under the action of the elastic member (2141) to generate braking force.

8. The brake mechanism (100) according to claim 7, characterized in that: The first sub-executor assembly (21) includes a reset device (213), which is connected to the piston member (2142). The reset device (213) drives the piston member (2142) to move away from the brake disc so as to separate the friction plate (3) from the brake disc, wherein the elastic member (2141) is in a compressed state.

9. The brake mechanism (100) according to claim 7, characterized in that: The reset device (213) includes a driving device (2134), a winding wire (2132) and a reset pin (2131), wherein the driving device (2134) is fixed to the fixed portion (23), and the reset pin (2131) is fixed to the piston member (2142). The driving device (2134) and the reset pin (2131) are connected via the winding wire (2132). The driving device (2134) drives the winding wire (2132) to move the piston member (2142) away from the brake disc until the first sub-actuator (21) is reset to the initial position. At the initial position, the control pin (212) is controlled to be released to connect with the piston member (2142) so that the elastic member (2141) is locked.

10. The brake mechanism (100) according to claim 5, characterized in that: The control pin (212) is an electromagnetic pin.

11. The brake mechanism (100) according to claim 1, characterized in that: The second actuator (2) includes a second sub-actuator (22). In the second state, the second sub-actuator (22) works to push the friction plate (3) to clamp the brake disc of the vehicle to generate braking force.

12. The brake mechanism (100) according to claim 11, characterized in that The brake mechanism (100) further includes a fixing portion (23), wherein the fixing portion (23) is adapted to be connected to the vehicle; the second sub-executor assembly (22) includes a memory alloy spring (221) and a piston (224), wherein a first end of the memory alloy spring (221) is connected to the fixing portion (23), and a second end of the memory alloy spring (221) is connected to the piston (224); in the second state, the memory alloy spring (221) is released so that the piston (224) pushes the friction plate (3) and the brake disc to clamp together and generate a braking force; The operating temperature of the memory alloy spring (221) when released is related to the operating temperature at which the power device (11) fails.

13. The brake mechanism (100) according to claim 12, characterized in that: The second sub-executing assembly (22) further includes a guide cylinder (222), the guide cylinder (222) being connected to the fixing portion (23), and the guide cylinder (222) being sleeved on the outer periphery of the memory alloy spring (221) to accommodate the memory alloy spring (221).

14. The brake mechanism (100) according to claim 2, characterized in that The transmission assembly (12) includes a planetary gear assembly (121) and a ball screw assembly (122); the output shaft of the transmission assembly (12) is connected to the input end of the planetary gear assembly (121); the output end of the planetary gear assembly (121) is connected to the ball screw assembly (122); in the first state, the ball screw assembly (122) pushes the friction plate (3) to clamp the brake disc to generate braking force.

15. The brake structure according to claim 1, characterized in that: The braking mechanism (100) is an EMB braking mechanism (100).

16. The brake structure according to claim 1, characterized in that: The braking mechanism (100) is in the first state more frequently than in the second state.

17. The brake structure according to claim 1, characterized in that: The failure of the power unit (11) is related to its operating temperature.

18. A vehicle corner module, characterized in that: The corner module comprises a braking mechanism (100) according to any one of claims 1-17.

19. A vehicle, characterized in that: The vehicle comprises a brake mechanism (100) according to any one of claims 1 to 17 or a vehicle corner module according to claim 18.

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