A brake and vehicle

Abstract

The application relates to the brake technology field, and particularly discloses a brake and a vehicle. The brake comprises a shell, a main piston, a secondary piston, a brake assembly and a gap compensation mechanism. The main piston is arranged in the shell in a retractable mode, the secondary piston is arranged at the pushing end of the main piston and can be extended from the main piston. The brake assembly is arranged on the shell and comprises two friction plates and a brake disc arranged between the two friction plates, and the pushing end of the main piston is arranged in correspondence with one of the friction plates. The gap compensation mechanism comprises an adjusting shaft and a linkage assembly. The adjusting shaft is in threaded connection with the main piston, and the adjusting shaft is in abutting connection with the secondary piston. The linkage assembly is arranged between the main piston and the adjusting shaft. When the main piston is extended, the adjusting shaft can be rotated through the linkage assembly, so that the adjusting shaft is extended and pushes the secondary piston to be extended to push one of the friction plates to clamp the brake disc on the other friction plate. The vehicle comprises the brake. The brake can automatically compensate the gap caused by the wear of the friction plates through mechanical linkage, and is reliable and stable.

Description

Technical Field

[0001] This invention relates to the field of braking technology, and more particularly to a brake and a vehicle. Background Technology

[0002] In the field of automotive braking systems, precise compensation of brake clearance is one of the core technologies for ensuring brake reliability and service life. In existing technologies, the clearance compensation structures in some brakes generally suffer from insufficient compensation accuracy. On the one hand, they cannot accurately identify the wear threshold of the friction pads, easily leading to delayed braking response due to untimely clearance compensation, or brake drag due to overcompensation. They also struggle to achieve precise quantitative compensation of wear clearance, failing to effectively adapt to the differentiated wear rates of friction pads under different operating conditions, thus hindering the improvement of overall brake performance. To solve these problems, the clearance compensation process requires regular manual inspection and adjustment, which is inefficient, costly, and its accuracy is susceptible to human error, posing safety and reliability risks. Furthermore, while electronically controlled compensation schemes can achieve dynamic clearance adjustment, the introduction of sensors, control units, motors, and other electronic components increases system complexity and manufacturing costs, and also raises the risk of brake failure due to electronic malfunctions. Summary of the Invention

[0003] The purpose of this invention is to provide a brake and vehicle that can automatically compensate for the gaps caused by friction pad wear through mechanical linkage, ensuring reliability and stability.

[0004] To achieve this objective, the present invention adopts the following technical solution: A brake, comprising: case; The main piston is telescopically mounted on the housing; The auxiliary piston is located at the pushing end of the main piston and can extend out of the pushing end face of the main piston; A braking assembly, disposed on the housing, includes two friction pads and a brake disc located between the two friction pads, wherein the pushing end of the main piston can push against one of the friction pads to brake the braking assembly; A clearance compensation mechanism includes an adjusting shaft and a linkage assembly. The adjusting shaft is threadedly connected to the main piston, and the end of the adjusting shaft abuts against the auxiliary piston. The linkage assembly is located between the main piston and the adjusting shaft. Let the total wear thickness of the two friction plates be h, and the threshold thickness be h0; When h ≤ h0, the pushing end of the main piston can extend outward to push against one of the friction plates and clamp the brake disc between the two friction plates; when h > h0, the pushing end of the main piston can extend outward and be linked with the adjusting shaft through the linkage assembly, so that the adjusting shaft rotates around the first direction and pushes the extended auxiliary piston to push against one of the friction plates and clamp the brake disc between the two friction plates.

[0005] Preferably, the linkage assembly includes a rack, a spur gear, a first bevel gear, a second bevel gear, a driving member, a first shaft, and a second shaft. The rack is fixedly mounted on the main piston and extends axially along the main piston. The spur gear and the first bevel gear are both fixedly mounted on the first shaft. The second bevel gear and the driving member are both mounted on the second shaft. The spur gear meshes with the rack, and the first bevel gear meshes with the second bevel gear. The first shaft and the second shaft are both rotatably connected to the housing. A lever is provided on the adjusting shaft. When h≤h0, the driving component does not push against the lever; When h > h0, the driving member pushes the lever to rotate in the first direction.

[0006] Preferably, the driving element includes a shift fork, and the shift lever is located in the driving groove of the shift fork; The linkage assembly further includes a one-way clutch, the first end of the adjusting shaft is connected to the one-way clutch, the second end abuts against the auxiliary piston, the one-way clutch is configured to drive the adjusting shaft to rotate in the same direction when rotating around the first direction, and the lever is fixed on the one-way clutch; When h≤h0, the sidewall of the drive groove cannot push against the lever to rotate around the first direction; When h > h0, the sidewall of the drive groove can push against the lever to rotate in the first direction, thereby driving the one-way clutch to rotate in the first direction.

[0007] Preferably, the linkage component further includes a rocker arm sleeve, which is fixedly sleeved on the one-way clutch and provided with a support, and the lever is fixedly mounted on the support.

[0008] Preferably, a guide member is inserted into the second shaft, the guide member is fixed to the housing, and the guide member is provided with an elastic reset member, which abuts between the housing and the second shaft. The elastic reset member is used to provide a force to drive the second bevel gear to mesh with the first bevel gear.

[0009] Preferably, the housing is provided with a cover, and the rack, the spur gear, the first bevel gear, the second bevel gear, the drive member, the first shaft and the second shaft are all disposed inside the cover. The guide member passes through the cover and is inserted into the second shaft, and the elastic reset member abuts between the cover and the drive member.

[0010] Preferably, a first cavity is formed between the housing and the first side of the main piston, and an elastic linkage component is provided in the first cavity. The elastic linkage component is used to provide a force to drive the pushing end of the main piston to extend outward. A second cavity is formed between the housing and the second side of the main piston. The housing has an oil inlet that communicates with the second cavity. Oil enters the second cavity through the oil inlet and pushes against the second side of the main piston, causing the pushing end of the main piston to retract into the housing.

[0011] Preferably, the housing is provided with a guide pin, which extends along the axial direction of the main piston, and both friction plates are slidably sleeved on the guide pin.

[0012] Preferably, a resistance-increasing sleeve is fixedly sleeved on the guide pin, and both friction plates are slidably sleeved on the resistance-increasing sleeve.

[0013] A vehicle includes a vehicle body, characterized in that it further includes a brake as described in any one of the preceding claims, wherein the housing of the brake is disposed on the vehicle body.

[0014] Beneficial effects: The brake provided by this invention has a clearance compensation mechanism composed of an adjusting shaft and a linkage assembly, which effectively realizes intelligent automatic compensation of the brake clearance, significantly improving the reliability and service life of the braking system. When the total wear thickness h of the friction pads is less than or equal to the threshold thickness h0, the linkage assembly does not work, and the main piston directly pushes against the friction pads to clamp the brake disc, maintaining the normal braking function. When h > h0, the main piston extends outward and, through the linkage assembly, drives the adjusting shaft to rotate around the first direction. This, via a threaded transmission, drives the second end of the adjusting shaft to extend outward, thereby pushing the auxiliary piston outward from the main piston and pushing against the friction pads, accurately compensating for the clearance caused by wear, and ensuring that the brake disc can always be reliably clamped. This clearance compensation mechanism adopts a purely physical structure with mechanical linkage. Relying on mechanical linkage, it can automatically adjust the clearance compensation according to the wear of the friction pads without the need for additional electronic control components. This not only reduces the system complexity and failure risk but also allows for real-time dynamic adjustment based on the wear degree of the friction pads, avoiding braking response lag caused by excessive clearance or braking drag caused by insufficient clearance. Meanwhile, the design of the one-way clutch ensures that the adjusting shaft rotates only in one direction when compensation is required, effectively preventing reverse adjustment in the non-compensated state, ensuring compensation accuracy and stability, and greatly improving the overall performance and safety of the brake. Attached Figure Description

[0015] Figure 1 This is a schematic diagram of the brake provided by the present invention; Figure 2 A cross-sectional schematic diagram of the brake provided by the present invention; Figure 3 A cross-sectional view of the guide pin portion provided by the present invention; Figure 4 This is a schematic diagram of a clearance compensation mechanism provided by the present invention from one perspective. Figure 5 This is a schematic diagram of another perspective of the gap compensation mechanism provided by the present invention.

[0016] In the picture: 1. Housing; 101. First cavity; 102. Second cavity; 103. Oil inlet; 11. Cover; 12. Guide pin; 13. Resistance-increasing sleeve; 2. Main piston; 3. Secondary piston; 4. Braking components; 41. Friction pads; 42. Brake disc; 51. Adjusting shaft; 52. One-way clutch; 53. Rack; 54. Spur gear; 55. First bevel gear; 56. Second bevel gear; 57. Drive component; 58. First shaft; 59. Second shaft; 510. Rocker arm sleeve; 511. Support; 5111. Lever; 512. Guide component; 513. Elastic reset component; 6. Flexible linkage components. Detailed Implementation

[0017] The technical solution of the present invention will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0018] In the description of this invention, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing the invention and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance. The terms "first position" and "second position" refer to two different positions. Furthermore, "above," "on top of," and "over" the first feature in relation to the second feature includes the first feature directly above and diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "under," and "below" the first feature in relation to the second feature includes the first feature directly below and diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0019] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0020] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0021] This invention provides a brake. (Refer to...) Figures 1 to 5As shown, the brake includes a housing 1, a main piston 2, a secondary piston 3, a braking assembly 4, and a clearance compensation mechanism. The main piston 2 is telescopically mounted on the housing 1. The secondary piston 3 is located at the pushing end of the main piston 2 and can extend beyond the end face of the pushing end of the main piston 2. The braking assembly 4 is mounted on the housing 1 and includes two friction pads 41 and a brake disc 42 located between the two friction pads 41. The pushing end of the main piston 2 can push against one of the friction pads 41 to brake the braking assembly 4. The clearance compensation mechanism includes an adjusting shaft 51 and a linkage assembly. The adjusting shaft 51 is threadedly connected to the main piston 2, and its end abuts against the secondary piston 3. The linkage assembly is located between the main piston 2 and the adjusting shaft 51. Let the total wear thickness of the two friction plates 41 be h, and the threshold thickness be h0. When h ≤ h0, the pushing end of the main piston 2 can extend outward to push one of the friction plates 41 and clamp the brake disc 42 between the two friction plates 41. When h > h0, the pushing end of the main piston 2 can extend outward and be linked with the adjusting shaft 51 through the linkage assembly, so that the adjusting shaft 51 rotates around the first direction and pushes the auxiliary piston 3 outward to push one of the friction plates 41 and clamp the brake disc 42 between the two friction plates 41.

[0022] In this embodiment, the pushing end of the main piston 2 is the end where the secondary piston 3 is located, and it is also the end used to abut against the friction plate 41. The threshold thickness is the wear thickness of the friction plate 41 corresponding to the main piston 2 when the secondary piston 3 needs to extend beyond the main piston 2 for clearance compensation.

[0023] In this embodiment, a gap compensation mechanism is provided, comprising an adjusting shaft 51 and a linkage assembly. The linkage assembly is linked by the extension of the main piston 2, ultimately driving the adjustment shaft 51 to rotate. When h ≤ h0, the linkage assembly does not work, and gap compensation is not required. The main piston 2 pushes against one of the friction plates 41, clamping the active disc onto the other friction plate 41. When h > h0, the total wear thickness of the two friction plates 41 exceeds the threshold thickness, requiring gap compensation. In this case, the extension of the pushing end of the main piston 2 can link the adjusting shaft 51 to rotate in the first direction via the linkage assembly, causing the adjusting shaft 51 to rotate and its second end to extend and push against the extension of the auxiliary piston 3. This causes the auxiliary piston 3 to push against one of the friction plates 41, clamping the active disc onto the other friction plate 41, thereby extending the auxiliary piston 3 beyond the main piston 2 and achieving gap compensation. This gap compensation mechanism adopts a purely physical structure based on mechanical linkage, relying on mechanical linkage and enabling automated adjustment of gap compensation according to the wear of the friction plates 41. Without the need for additional electronic control components, this not only reduces system complexity and the risk of failure, but also allows for real-time dynamic adjustment based on the wear level of the friction pads 41. This avoids braking response lag caused by excessive clearance or braking drag caused by insufficient clearance. Simultaneously, the design of the one-way clutch 52 ensures that the adjusting shaft 51 rotates only in one direction when compensation is required, effectively preventing reverse adjustment in non-compensated states. This guarantees compensation accuracy and stability, significantly improving the overall performance and safety of the brake.

[0024] In this embodiment, the linkage assembly includes a rack 53, a spur gear 54, a first bevel gear 55, a second bevel gear 56, a drive member 57, a first shaft 58, and a second shaft 59. The rack 53 is fixedly mounted on the main piston 2 and extends axially along the main piston 2. The spur gear 54 and the first bevel gear 55 are both fixedly mounted on the first shaft 58. The second bevel gear 56 and the drive member 57 are both mounted on the second shaft 59. The spur gear 54 meshes with the rack 53, and the first bevel gear 55 meshes with the second bevel gear 56. The first shaft 58 and the second shaft 59 are both rotatably connected to the housing 1. A lever 5111 is provided on the adjusting shaft 51. When h ≤ h0, the drive member 57 does not push against the lever 5111; when h > h0, the drive member 57 pushes against the lever 5111 and rotates in the first direction.

[0025] Specifically, the rack 53 is fixed to the outer wall of the main piston 2 by a snap ring.

[0026] Specifically, the second bevel gear 56 is fixedly mounted on the second shaft 59.

[0027] Specifically, when the brake is factory-set, the adjusting shaft 51 is in its initial position relative to the main piston 2, and the lever 5111 also corresponds to the initial position. When the adjusting shaft 51 is in its initial position, the auxiliary piston 3 does not extend beyond the main piston 2, and no clearance compensation is performed. Under the above factory-set conditions, when the brake is not in use, there is a gap between the drive member 57 and the lever 5111. This gap corresponds to the threshold thickness. When the brake performs each braking operation, the main piston 2 extends downward and outward relative to the housing 1, and the position of the rack 53 on the main piston 2 changes relative to the housing 1. The rack 53 drives the spur gear 54 to rotate, causing the spur gear 54 to rotate in sequence, driving the first shaft 58, the first bevel gear 55, the second bevel gear 56, the second shaft 59, and the drive member 57 to rotate, causing the drive member 57 to rotate towards the lever 5111, corresponding to a reduction in the gap between the drive member 57 and the lever 5111. As long as the total wear thickness h of the two friction pads 41 is not greater than the threshold thickness h0, the drive component 57 will rotate towards the lever 5111 during each braking operation, but will not push against the lever 5111. This includes the case where the total wear thickness h is equal to the threshold thickness h0. This is the critical value at which the brake needs to perform clearance compensation. At this time, the drive component 57 will just contact the lever 5111, corresponding to a clearance of 0 between the drive component 57 and the lever 5111, but will not push against the lever 5111 further. Furthermore, when the friction pads 41 wear further, such that the total wear thickness h of the two friction pads 41 is greater than the threshold thickness h0, when braking is performed again, the drive member 57 rotates towards the lever 5111 and, after contacting the lever 5111, further pushes against the lever 5111. The lever 5111, being pushed, rotates around the first direction, causing the adjusting shaft 51 to rotate and its second end to extend outward and push against the extended auxiliary piston 3. This causes the auxiliary piston 3 to push against one of the friction pads 41, clamping the brake disc 42 onto the other friction pad 41.

[0028] In this embodiment, the driving component 57 includes a shift fork, and the shift lever 5111 is located in the driving groove of the shift fork. The linkage assembly also includes a one-way clutch 52. The first end of the adjusting shaft 51 is connected to the one-way clutch 52, and the second end abuts against the auxiliary piston 3. The one-way clutch 52 is configured to drive the adjusting shaft 51 to rotate in the same direction when rotating around the first direction. The shift lever 5111 is fixedly mounted on the one-way clutch 52. Specifically, when h≤h0, the side wall of the driving groove cannot push against the shift lever 5111; when h>h0, the side wall of the driving groove contacts and pushes against the shift lever 5111, driving the one-way clutch 52 to rotate around the first direction. Specifically, when the shift lever 5111 is in its original position, there is a gap between the side wall of the driving groove used to push against the shift lever 5111 and the shift lever 5111. This gap has a corresponding relationship with the threshold thickness. As the drive groove approaches the side wall of the lever 5111, as long as the total wear thickness h of the two friction plates 41 is not greater than the threshold thickness h0, the gap between the drive groove and the lever 5111 will decrease and they will not come into contact with each other, meaning gap compensation will not be triggered. When the total wear thickness h of the two friction plates 41 is greater than the threshold thickness h0, the drive groove continues to rotate after contacting the lever 5111, thus generating a force that pushes against the lever 5111. The lever 5111 rotates around the first direction under the push, driving the adjusting shaft 51 to rotate through the one-way clutch 52 and causing its second end to extend outward and push against the extended auxiliary piston 3, causing the auxiliary piston 3 to push against one of the friction plates 41, clamping the brake disc 42 onto the other friction plate 41. Furthermore, when the brake is released, the main piston 2 retracts, and the rack 53 drives the spur gear 54 to rotate in the opposite direction. This causes the spur gear 54 to rotate in the opposite direction, which in turn drives the first shaft 58, the first bevel gear 55, the second bevel gear 56, and the second shaft 59 to rotate in the opposite direction. This causes the shift fork to rotate in the opposite direction away from the shift lever 5111. The side wall on the other side of the shift fork pushes against the shift lever 5111, causing the shift lever 5111 to rotate in that direction, thereby driving the one-way clutch 52 to rotate in the second direction. The rotation of the one-way clutch 52 in the second direction does not drive the adjustment shaft 51 to rotate in that direction, thus allowing the auxiliary piston 3 to remain in the current position after clearance compensation.

[0029] Furthermore, the linkage assembly also includes a rocker arm sleeve 510, which is fixedly sleeved on the one-way clutch 52 and has a support 511. The lever 5111 is fixedly mounted on the support 511. Specifically, the rocker arm sleeve 510 is interference-fitted onto the one-way clutch 52 for connection between the lever 5111 and the one-way clutch 52.

[0030] In some other feasible embodiments, the drive member 57 includes a push rod (not shown) fixedly mounted on the second shaft 59, and the rocker arm sleeve 510 is directly fixed to the adjusting shaft 51. This embodiment can omit the one-way clutch 52. Specifically, when h≤h0, the push rod does not push against the lever 5111; when h>h0, the push rod contacts and pushes against the lever 5111, driving the adjusting shaft 51 to rotate around the first direction via the rocker arm sleeve 510. When the brake is released, the main piston 2 retracts, and the rack 53 drives the spur gear 54 to rotate in the opposite direction, causing the spur gear 54 to rotate in the opposite direction, which in turn drives the first shaft 58, the first bevel gear 55, the second bevel gear 56, the second shaft 59, and the push rod to rotate in the opposite direction, causing the push rod to rotate away from the lever 5111. At this time, the adjusting shaft 51 can also be kept in the current position, and the auxiliary piston 3 can be kept in the current position after clearance compensation. When the friction plate 41 wears further, the push rod will rotate a certain distance after its previous limit position to compensate for the further gap. At this time, the lever 5111 will be pushed by the push rod to rotate a certain angle again, thereby causing the adjusting shaft 51 to extend further downward to push against the auxiliary piston 3 to further compensate for the gap. It is worth mentioning that in this embodiment, the thread of the adjusting shaft 51 can be set to a large pitch.

[0031] In some other feasible embodiments, the drive component 57 also includes a drive gear and a drive rack. The drive gear is fixedly mounted on the second shaft 59, and the drive rack is retractably mounted on the main piston 2, which can be achieved by setting a bracket. The drive gear meshes with the drive rack, and the drive rack is provided with a pusher head. When the brake is applied and clearance compensation is required, the main piston 2 extends downward relative to the housing 1, and the position of the rack 53 on the main piston 2 changes relative to the housing 1. The rack 53 drives the spur gear 54 to rotate, causing the spur gear 54 to rotate, which in turn drives the first shaft 58, the first bevel gear 55, the second bevel gear 56, the second shaft 59, and the drive gear to rotate, thereby driving the drive rack to move, causing the pusher head to move towards the lever 5111 and push against the lever 5111. The lever 5111 rotates around the first direction due to the push, causing the adjusting shaft 51 to rotate and its second end to extend outward and push against the extension of the auxiliary piston 3, causing the auxiliary piston 3 to push against one of the friction plates 41 and clamp the brake disc 42 onto the other friction plate 41.

[0032] Furthermore, a guide member 512 is inserted into the second shaft 59. The guide member 512 is fixed to the housing 1. An elastic reset member 513 is provided on the guide member 512. The elastic reset member 513 abuts between the housing 1 and the second shaft 59. The elastic reset member 513 is used to provide a force to drive the second bevel gear 56 to mesh with the first bevel gear 55. The provision of the elastic reset member 513 can always provide a pushing force to the second shaft 59, so that the second bevel gear 56 on the second shaft 59 can always maintain a reliable meshing relationship with the first bevel gear 55, ensuring reliable and effective transmission.

[0033] Specifically, the guide member 512 is configured as a bolt, and the elastic reset member 513 is configured as a spring, with the spring sleeved on the guide member 512.

[0034] In this embodiment, the housing 1 is provided with a cover 11. The rack 53, spur gear 54, first bevel gear 55, second bevel gear 56, drive member 57, first shaft 58 and second shaft 59 are all disposed inside the cover 11. The guide member 512 passes through the cover 11 and is inserted into the second shaft 59. The elastic reset member 513 abuts between the cover 11 and the drive member 57. Specifically, by providing the cover 11, the rack 53, spur gear 54, first bevel gear 55, second bevel gear 56, drive member 57, first shaft 58 and second shaft 59 can be reliably and effectively protected. In addition, when the guide member 512 is set as a bolt, the bolt passes through the cover 11 and is threadedly connected to the cover 11, ensuring a reliable and stable fixed connection for the guide member 512.

[0035] In this embodiment, a first cavity 101 is formed between the housing 1 and the first side of the main piston 2. An elastic linkage component 6 is provided in the first cavity 101. The elastic linkage component 6 is used to provide a force to drive the pushing end of the main piston 2 to extend outward. By providing the elastic linkage component 6, the elastic force of the elastic linkage component 6 itself can drive the pushing end of the main piston 2 to extend outward, thereby enabling the two friction plates 41 to reliably press against the brake disc 42.

[0036] Specifically, the elastic linkage component 6 is configured as a disc spring, which is located inside the first cavity 101.

[0037] In this embodiment, a second cavity 102 is formed between the housing 1 and the second side of the main piston 2. The housing 1 has an oil inlet 103 that communicates with the second cavity 102. Oil enters the second cavity 102 through the oil inlet 103 and pushes against the second side of the main piston 2. The main piston 2 moves upward against the elastic force of the elastic linkage assembly 6, causing the pushing end of the main piston 2 to retract into the housing 1. Specifically, when oil is introduced into the second cavity 102, the oil enters the second cavity 102 through the oil inlet 103. This part of the oil can push upward against the second side of the main piston 2, thereby causing the pushing end of the main piston 2 to retract into the housing 1, thereby releasing the pressure on the friction plate 41, so that the two friction plates 41 release the pressure on the brake disc 42 to release the brake.

[0038] It is worth mentioning that after the brake clearance compensation is performed, that is, when the auxiliary piston 3 extends out from the main piston 2 and abuts against the friction pad 41, ultimately causing the two friction pads 41 to tightly resist the braking disc 42, a gap is always maintained between the second side of the main piston 2 and the housing 1. That is, the distance between the second side of the main piston 2 and the corresponding side of the housing 1 is greater than the braking stroke of the main piston 2 itself. This setting ensures that the main piston 2 can have an effective extension and retraction stroke during braking, meeting the braking requirements.

[0039] In this embodiment, a guide pin 12 is provided on the housing 1, extending axially along the main piston 2, and both friction plates 41 are slidably sleeved on the guide pin 12. This arrangement allows the two friction plates 41 to float relative to the housing 1, providing a certain floating margin. Furthermore, a resistance-increasing sleeve 13 is fixedly sleeved on the guide pin 12, and both friction plates 41 are slidably sleeved on the resistance-increasing sleeve 13. The resistance-increasing sleeve 13 provides a certain contact resistance to the friction plates 41, preventing axial movement during vibration and suppressing abnormal noises caused by bumpy road conditions.

[0040] This embodiment also provides a vehicle, which includes a vehicle body and the aforementioned brake, with the brake housing 1 disposed on the vehicle body. The brake, mounted on the vehicle body, thus possesses all the beneficial effects of the aforementioned brake. When the total wear thickness h of the friction pads 41 is less than or equal to the threshold thickness h0, the linkage assembly and the one-way clutch 52 remain separated, and the main piston 2 directly pushes against the friction pads 41 to clamp the brake disc 42, maintaining normal braking function. When h > h0, the main piston 2 extends outward, the linkage assembly approaches and pushes against the one-way clutch 52, rotating in the first direction. Through threaded transmission, it drives the second end of the adjusting shaft 51 to extend outward, thereby pushing the auxiliary piston 3 outward from the main piston 2 and pushing against the friction pads 41, precisely compensating for the gap caused by wear, ensuring that the brake disc 42 can always be reliably clamped. This gap compensation mechanism adopts a purely physical structure of mechanical linkage, requiring no additional electronic control components. This not only reduces system complexity and failure risk but also allows for real-time dynamic adjustment based on the wear degree of the friction pads 41, avoiding braking response lag due to excessive gap or braking drag due to insufficient gap. Meanwhile, the design of the one-way clutch 52 ensures that the adjusting shaft 51 rotates only in one direction when compensation is required, effectively preventing reverse adjustment in the non-compensated state, ensuring compensation accuracy and stability, and greatly improving the overall performance and safety of the brake.

[0041] For example, the specific processes of the brake's normal braking, normal braking release, braking with trigger gap compensation, and braking release with trigger gap compensation are described below: During normal braking operation, a certain amount of oil is discharged from the second chamber 102, depressurizing the interior of the second chamber 102. At this time, the elastic force of the elastic linkage component 6 in the first chamber 101 drives the pushing end of the main piston 2 to extend outward, thereby enabling the two friction pads 41 to reliably press against the brake disc 42. The main piston 2 extends downward relative to the housing 1, and the position of the rack 53 on the main piston 2 changes relative to the housing 1. The rack 53 drives the spur gear 54 to rotate, causing the spur gear 54 to rotate in sequence, driving the first shaft 58, the first bevel gear 55, the second bevel gear 56, the second shaft 59, and the driving member 57 to rotate. This causes the driving member 57 to rotate towards the lever 5111, corresponding to a reduction in the gap between the driving member 57 and the lever 5111. As long as the total wear thickness h of the two friction pads 41 is not greater than the threshold thickness h0, the driving member 57 will rotate towards the lever 5111 every time braking is performed, but will not push against the lever 5111. This includes the case where the total wear thickness h equals the threshold thickness h0. This is the critical value at which the brake needs clearance compensation. At this point, the drive component 57 will just contact the lever 5111, corresponding to a clearance of 0 between the drive component 57 and the lever 5111, but it will not push the lever 5111 further. At this time, the pushing end of the main piston 2 extends outward and pushes against one of the friction plates 41, clamping the brake disc 42 onto the other friction plate 41.

[0042] When the brake is released under normal braking conditions, oil is introduced into the second chamber 102 to establish oil pressure, which overcomes the elastic force of the elastic linkage component 6 in the first chamber 101, causing the pushing end of the main piston 2 to retract, releasing the pushing on the friction plate 41 and releasing the clamping on the brake disc 42.

[0043] When braking is applied and clearance compensation is triggered, some oil is discharged from the second chamber 102, causing pressure relief inside the second chamber 102. At this time, the elastic force of the elastic linkage component 6 in the first chamber 101 can drive the pushing end of the main piston 2 to extend outward, thereby enabling the two friction plates 41 to reliably press against the brake disc 42. The main piston 2 extends downward relative to the housing 1, and the position of the rack 53 on the main piston 2 changes relative to the housing 1. The rack 53 drives the spur gear 54 to rotate, causing the spur gear 54 to rotate in sequence, driving the first shaft 58, the first bevel gear 55, the second bevel gear 56, the second shaft 59, and the driving member 57 to rotate, causing the driving member 57 to rotate towards the lever 5111. When the drive member 57 is set as a shift fork, the side wall of the drive groove contacts and pushes against the shift lever 5111, driving the one-way clutch member 52 to rotate around the first direction. The one-way clutch member 52 drives the adjusting shaft 51 to rotate and causes its second end to extend outward and push against the extension of the auxiliary piston 3, so that the auxiliary piston 3 pushes against one of the friction plates 41 to clamp the brake disc 42 onto the other friction plate 41.

[0044] When the brake is released after the clearance compensation is triggered, oil is introduced into the second chamber 102 to establish oil pressure, which overcomes the elastic force of the elastic linkage component 6 in the first chamber 101, causing the pushing end of the main piston 2 to retract. The rack 53 drives the spur gear 54 to rotate in the opposite direction, causing the spur gear 54 to rotate in the opposite direction, which in turn drives the first shaft 58, the first bevel gear 55, the second bevel gear 56, and the second shaft 59 to rotate in the opposite direction. This causes the shift fork to rotate in the opposite direction away from the shift lever 5111. The side wall on the other side of the shift fork pushes against the shift lever 5111, causing the shift lever 5111 to rotate in the direction of rotation to drive the one-way clutch 52 to rotate in the second direction. The rotation of the one-way clutch 52 in the second direction will not drive the adjustment shaft 51 to rotate in the direction of rotation, thereby allowing the auxiliary piston 3 to remain in the current clearance compensation position.

[0045] Obviously, the above embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the implementation of the present invention. Those skilled in the art can make other variations or modifications based on the above description. It is neither necessary nor possible to exhaustively describe all embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the scope of protection of the claims of the present invention.

Claims

1. A brake, characterized in that, include: Shell (1); The main piston (2) is telescopically mounted on the housing (1). The auxiliary piston (3) is located at the pushing end of the main piston (2) and can extend out of the pushing end face of the main piston (2); The braking assembly (4) is disposed on the housing (1) and includes two friction pads (41) and a brake disc (42) located between the two friction pads (41). The pushing end of the main piston (2) can push against one of the friction pads (41) to brake the braking assembly (4). The gap compensation mechanism includes an adjusting shaft (51) and a linkage assembly. The adjusting shaft (51) is threadedly connected to the main piston (2), and the end of the adjusting shaft (51) abuts against the auxiliary piston (3). The linkage assembly is located between the main piston (2) and the adjusting shaft (51). Let the total wear thickness of the two friction plates (41) be h, and the threshold thickness be h0; When h≤h0, the pushing end of the main piston (2) can extend outward to push against one of the friction plates (41) to clamp the brake disc (42) between the two friction plates (41); when h>h0, the pushing end of the main piston (2) can extend outward and be linked with the adjusting shaft (51) through the linkage assembly, so that the adjusting shaft (51) rotates around the first direction and pushes the auxiliary piston (3) outward to push against one of the friction plates (41) to clamp the brake disc (42) between the two friction plates (41).

2. The brake according to claim 1, characterized in that, The linkage assembly includes a rack (53), a spur gear (54), a first bevel gear (55), a second bevel gear (56), a drive member (57), a first shaft (58), and a second shaft (59). The rack (53) is fixedly mounted on the main piston (2) and extends axially along the main piston (2). The spur gear (54) and the first bevel gear (55) are both fixedly mounted on the first shaft (58). The second bevel gear (56) and the drive member (57) are both mounted on the second shaft (59). The spur gear (54) meshes with the rack (53). The first bevel gear (55) meshes with the second bevel gear (56). The first shaft (58) and the second shaft (59) are rotatably connected to the housing (1). A lever (5111) is provided on the adjusting shaft (51). When h≤h0, the drive member (57) does not push against the lever (5111). When h > h0, the drive member (57) can push the lever (5111) to rotate around the first direction.

3. The brake according to claim 2, characterized in that, The drive unit (57) includes a shift fork, and the shift lever (5111) is located in the drive groove of the shift fork; The linkage assembly also includes a one-way clutch (52), the first end of the adjusting shaft (51) is connected to the one-way clutch (52), and the second end abuts against the auxiliary piston (3). The one-way clutch (52) is configured to drive the adjusting shaft (51) to rotate in the same direction when rotating around the first direction. The lever (5111) is fixed on the one-way clutch (52). When h≤h0, the sidewall of the drive groove cannot push against the lever (5111) to rotate around the first direction; When h > h0, the sidewall of the drive groove can push against the lever (5111) to rotate around the first direction, thereby driving the one-way clutch (52) to rotate around the first direction.

4. The brake according to claim 3, characterized in that, The linkage component also includes a rocker arm sleeve (510), which is fixedly sleeved on the one-way clutch (52) and provided with a support (511). The lever (5111) is fixedly mounted on the support (511).

5. The brake according to claim 2, characterized in that, A guide member (512) is inserted into the second shaft (59). The guide member (512) is fixed to the housing (1). An elastic reset member (513) is provided on the guide member (512). The elastic reset member (513) abuts between the housing (1) and the second shaft (59). The elastic reset member (513) is used to provide a force to drive the second bevel gear (56) to mesh with the first bevel gear (55).

6. The brake according to claim 5, characterized in that, The housing (1) is provided with a cover (11). The rack (53), the spur gear (54), the first bevel gear (55), the second bevel gear (56), the drive member (57), the first shaft (58) and the second shaft (59) are all located inside the cover (11). The guide member (512) passes through the cover (11) and is inserted into the second shaft (59). The elastic reset member (513) abuts between the cover (11) and the drive member (57).

7. The brake according to any one of claims 1-6, characterized in that, A first cavity (101) is formed between the housing (1) and the first side of the main piston (2). An elastic linkage component (6) is provided in the first cavity (101). The elastic linkage component (6) is used to provide a force to drive the pushing end of the main piston (2) to extend outward. A second cavity (102) is formed between the housing (1) and the second side of the main piston (2). The housing (1) has an oil inlet (103) that communicates with the second cavity (102). Oil enters the second cavity (102) through the oil inlet (103) and can push against the second side of the main piston (2), causing the pushing end of the main piston (2) to retract into the housing (1).

8. The brake according to any one of claims 1-6, characterized in that, The housing (1) is provided with a guide pin (12), which extends along the axial direction of the main piston (2), and the two friction plates (41) are slidably sleeved on the guide pin (12).

9. The brake according to any one of claims 8, characterized in that, A resistance-increasing sleeve (13) is fixedly sleeved on the guide pin (12), and the two friction plates (41) are slidably sleeved on the resistance-increasing sleeve (13).

10. A vehicle, comprising a vehicle body, characterized in that, It also includes a brake as described in any one of claims 1-9, wherein the housing (1) of the brake is disposed on the vehicle body.

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