A brake device for an automobile brake system

Abstract

The application relates to the field of brake devices, in particular to a brake device for a vehicle braking system, which comprises a shell installed on a vehicle wheel hub, a support fixedly installed on the shell, a hydraulic oil cavity opened in the shell, an execution part arranged between the hydraulic oil cavity and the support, a self-compensation mechanism arranged between the hydraulic oil cavity and the execution part, the self-compensation mechanism comprising a magnetic attraction assembly, the magnetic attraction assembly comprising a wear piece clamped with the execution part, the magnetic attraction assembly being used for clamping and fixing the execution part before the execution part is worn to the point that the wear piece is completely consumed, and the magnetic attraction assembly being used for releasing the clamping of the execution part after the wear piece is completely consumed; a compensation assembly, the compensation assembly being used for pushing the execution part to move to the side close to a brake disc of the vehicle wheel hub for compensation after the magnetic attraction assembly releases the clamping of the execution part; and a locking assembly, the locking assembly being used for locking and fixing the execution part after the compensation of the execution part is completed.

Description

Technical Field

[0001] This invention relates to the field of braking devices, and in particular to a braking device for an automotive braking system. Background Technology

[0002] Existing hydraulic disc brake systems mainly consist of a brake caliper housing, bracket, hydraulic oil chamber, piston, brake pads, and brake shoes mounted at the wheel hub. They rely on hydraulic oil input from the master cylinder to drive the piston axially, causing the brake shoes on both sides to clamp the brake disc, which rotates synchronously with the wheel. This frictional resistance achieves vehicle deceleration and stopping. To address the problem of increased brake clearance and longer piston stroke caused by brake shoe wear, existing technologies commonly incorporate brake clearance self-compensation designs. The most widely used is the rubber seal elastic return type self-compensation mechanism. Ratchet-pawl type one-way mechanical compensation and electronically controlled clearance compensation are also widely used. These solutions can compensate for brake shoe wear clearance to some extent, delaying the decline in braking performance. However, these existing brake clearance self-compensation solutions still have insurmountable technical defects in actual vehicle applications. First, the compensation triggering accuracy is insufficient, failing to achieve precise synchronization with brake pad wear. Rubber seal-type compensation schemes are significantly affected by rubber aging, brake fluid temperature changes, and hydraulic pressure fluctuations, easily leading to over- or under-compensation. Ratchet-pawl mechanical compensation schemes are limited by mechanical clearance, causing premature or delayed triggering, neither of which can perfectly match brake pad wear. After long-term use, the brake clearance will still irreversibly widen. Second, the reliability of post-compensation positioning needs improvement. Existing compensation schemes mostly rely on rubber static friction and spring preload to achieve post-compensation position limiting, lacking a rigid locking structure. Under conditions of long-term vehicle vibration and repeated brake hydraulic shocks, piston retraction and compensation position misalignment are prone to occur, leading to rapid attenuation of the compensation function. The problems of brake pedal softening and delayed braking response remain unresolved. Third, electronically controlled compensation schemes are complex and costly, prone to signal failures under high braking temperatures and vehicle electromagnetic interference environments, resulting in insufficient reliability. Summary of the Invention In view of the problems of insufficient compensation triggering accuracy and the need to improve the reliability of limit switching after compensation in the above or existing technologies, the present invention is proposed.

[0003] Therefore, the object of the present invention is to provide a braking device for an automotive braking system.

[0004] To solve the above-mentioned technical problems, the present invention provides the following technical solution: A braking device for an automotive braking system, comprising, A housing mounted on a car wheel hub, wherein a bracket is fixedly mounted on the housing; Hydraulic oil chamber located inside the outer casing; An actuator is located between the hydraulic oil chamber and the support; A self-compensation mechanism is disposed between the hydraulic oil chamber and the actuator, the self-compensation mechanism comprising: A magnetic suction assembly includes a wear piece that engages with an actuator. The magnetic suction assembly is used to engage and fix the actuator until the wear piece is completely worn out, and to release the engagement of the actuator after the wear piece is completely worn out. The compensation component is used to push the actuator to move towards the brake disc closer to the vehicle wheel hub after the magnetic attraction component releases its engagement with the actuator. A locking assembly is used to lock and fix the actuator after the actuator compensation is completed.

[0005] As a preferred embodiment of the braking device for the automotive braking system of the present invention, the actuator includes a piston slidably mounted in a hydraulic oil chamber, the piston being hollow inside and opening towards the brake disc at the end facing the vehicle wheel hub.

[0006] As a preferred embodiment of the braking device for the automotive braking system of the present invention, the actuator further includes two brake pads, and brake pads are fixedly installed on the brake pads on the side of the brake disc near the vehicle wheel hub.

[0007] As a preferred embodiment of the braking device for the automotive braking system of the present invention, the brake pads on the side closer to the hydraulic oil chamber are slidably mounted on the inner wall of the piston, and the brake pads on the side away from the hydraulic oil chamber are fixedly connected to the bracket, with the two brake pads corresponding to each other.

[0008] As a preferred embodiment of the braking device for the automotive braking system of the present invention, wherein: an isolation cover is slidably installed on the inner wall of the housing, and the isolation cover is disposed on the outside of the magnetic suction assembly.

[0009] As a preferred embodiment of the braking device for the automotive braking system of the present invention, the magnetic suction assembly further includes a fixed magnet fixedly installed on the inner wall of the isolation cover, and a plurality of guide rods are slidably passed through the fixed magnet, with a U-shaped magnet installed at the end of the plurality of guide rods.

[0010] As a preferred embodiment of the braking device for the automotive braking system of the present invention, wherein: a limiting ring is fixedly sleeved on the outer side of the piston, the two parallel segments of the U-shaped magnet are of different lengths, the wear plate is fixedly installed on the longer parallel segment of the U-shaped magnet, the longer parallel segment slides into the side wall of the brake pad near the hydraulic oil chamber, the shorter parallel segment slides into the limiting ring, and the wear plate and the brake pad near the hydraulic oil chamber are engaged with each other.

[0011] As a preferred embodiment of the braking device for the automotive braking system of the present invention, the compensation component includes a fixed frame fixedly installed on the inner wall of the piston, a plurality of return springs fixedly installed on the side of the fixed frame near the hydraulic oil chamber, the ends of the return springs being fixedly connected to the brake pads, and two guide rods that slide through the fixed frame being fixedly installed on the side of the brake pads near the hydraulic oil chamber.

[0012] As a preferred embodiment of the braking device for the automotive braking system of the present invention, the locking assembly includes a bidirectional spring telescopic rod fixedly installed on the side of the fixing frame away from the brake pad, and locking grooves are provided on the two adjacent sides of the two guide rods, and the two telescopic ends of the bidirectional spring telescopic rod respectively cooperate with the corresponding locking grooves.

[0013] As a preferred embodiment of the braking device for the automotive braking system of the present invention, a sliding pin is fixedly installed on the brake pad near the hydraulic oil chamber side, and the sliding pin slides through the bracket.

[0014] The beneficial effects of the braking device for automobile braking system of the present invention are as follows: In this application, the technical defects of existing brake clearance self-compensation schemes—low triggering accuracy, insufficient limit reliability, and high cost—are fundamentally solved by the synergistic cooperation of a magnetically triggered self-compensation mechanism and a rigid locking structure. The use of a wear pad that wears synchronously with the brake pads, in conjunction with the magnetic assembly, enables precise matching of the compensation action with the brake pad wear threshold, completely avoiding over-compensation, under-compensation, or timing deviations, ensuring the brake clearance remains within the design standard. After compensation, a rigid lock is formed by a bidirectional spring telescopic rod and a locking groove, relying on a mechanical structure to fix the compensation position, effectively resisting vehicle vibration and hydraulic shock, eliminating piston retraction and compensation offset, and ensuring long-term stability of braking response and pedal feel. A non-magnetic isolation cover provides full-enclosed protection for the magnetic assembly, isolating it from brake dust and oil contamination, preventing the moving parts from jamming and failing. Furthermore, it eliminates the need for complex electronic control components, resulting in a simple structure, controllable cost, high temperature resistance, and interference resistance, significantly improving the overall service life and long-term reliability of the braking device, and optimizing vehicle braking safety and user experience. Attached Figure Description

[0015] To more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the following description of the embodiments will be briefly introduced. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0016] Figure 1 This is a three-dimensional structural diagram of the present invention when installed in a car wheel hub.

[0017] Figure 2 This is a three-dimensional structural diagram of the present invention.

[0018] Figure 3 This is a three-dimensional structural diagram of the isolation cover and sliding pin of the present invention.

[0019] Figure 4 This is a three-dimensional structural diagram of the execution unit and self-compensation mechanism of the present invention.

[0020] Figure 5 For the present invention Figure 4 A magnified view of part A in the middle.

[0021] Figure 6 This is an exploded three-dimensional view of the compensation component and locking component of the present invention.

[0022] Figure 7 This is a schematic diagram of the internal three-dimensional structure of the isolation cover of the present invention.

[0023] Figure 8 This is a diagram showing the changing states of the self-compensation mechanism of the present invention.

[0024] In the diagram: 1. Outer shell; 2. Bracket; 3. Hydraulic oil chamber; 4. Actuator; 41. Piston; 42. Brake pad; 43. Brake pad; 5. Self-compensation mechanism; 51. Magnetic attraction assembly; 511. Fixed magnet; 512. Guide rod one; 513. U-shaped magnet; 514. Wear plate; 52. Compensation assembly; 521. Fixing frame; 522. Return spring; 523. Guide rod two; 53. Locking assembly; 531. Two-way spring telescopic rod; 532. Locking groove; 6. Limiting ring; 7. Isolation cover; 8. Sliding pin. Detailed Implementation

[0025] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, the specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings.

[0026] Reference Figures 1-8This embodiment provides a braking device for an automotive braking system, which can achieve a precise match between the compensation action and the brake wear threshold. It includes a housing 1 mounted on a vehicle wheel hub, with a bracket 2 fixedly mounted on the housing 1; a hydraulic oil chamber 3 formed inside the housing 1; an actuator 4 disposed between the hydraulic oil chamber 3 and the bracket 2; and a self-compensation mechanism 5 disposed between the hydraulic oil chamber 3 and the actuator 4. The self-compensation mechanism 5 includes a magnetic attraction component 51, which includes a wear piece 514 that engages with the actuator 4. The magnetic attraction component 51 is used to engage and fix the actuator 4 before the wear piece 514 is completely worn out, and to release the engagement after the wear piece 514 is completely worn out; a compensation component 52, which is used to push the actuator 4 towards the brake disc closer to the vehicle wheel hub for compensation after the magnetic attraction component 51 releases its engagement; and a locking component 53, which is used to lock and fix the actuator 4 after compensation is completed.

[0027] Reference Figures 2-8 The actuator 4 includes a piston 41 that is slidably mounted in the hydraulic oil chamber 3. The piston 41 is hollow inside and has an opening at the brake disc facing the wheel hub.

[0028] Reference Figures 2-8 The actuator 4 also includes two brake pads 42, and brake pads 43 are fixedly installed on the brake disc side of the brake pads 42 near the wheel hub.

[0029] Reference Figures 2-8 The brake pad 42 on the side closer to the hydraulic oil chamber 3 is slidably installed on the inner wall of the piston 41, and the brake pad 42 on the side away from the hydraulic oil chamber 3 is fixedly connected to the bracket 2, and the two brake pads 43 correspond to each other.

[0030] Reference Figures 2-8 A sliding pin 8 is fixedly installed on the brake pad 42 near the hydraulic oil chamber 3, and the sliding pin 8 slides through the bracket 2.

[0031] It should be noted that two sets of sliding pins 8 are arranged in parallel, symmetrically distributed on both sides of the brake pad 42, with their axes parallel to the sliding axis of the piston 41. The core function of the sliding pins 8 is to provide guidance for the axial sliding of the inner brake pad 42, preventing the brake pad 42 from radially deflecting during the piston 41's push, thereby preventing uneven wear when the brake pad 43 contacts the brake disc, ensuring the uniformity of brake pad 43's wear throughout the entire cycle, and also preventing piston 41 from jamming due to brake pad deflection, thus improving the smoothness of braking action. In addition, the outer surface of the sliding pins 8 is hardened and wear-resistant, and a self-lubricating bushing is provided between them and the through hole of the bracket 2, which can significantly reduce sliding friction resistance and ensure the response speed of braking and compensation actions.

[0032] Reference Figures 2-8 An isolation cover 7 is slidably installed on the inner wall of the outer shell 1, and the isolation cover 7 covers the outside of the magnetic suction assembly 51.

[0033] Reference Figures 2-8 The magnetic attraction assembly 51 also includes a fixed magnet 511 fixedly installed on the inner wall of the isolation cover 7. Several guide rods 512 slide through the fixed magnet 511, and a U-shaped magnet 513 is installed at the end of the several guide rods 512.

[0034] Reference Figures 2-8 A limiting ring 6 is fixedly sleeved on the outside of the piston 41. The two parallel segments of the U-shaped magnet 513 are of different lengths. The wear piece 514 is fixedly installed on the longer parallel segment of the U-shaped magnet 513. The longer parallel segment slides into the side wall of the brake pad 43 near the hydraulic oil chamber 3, and the shorter parallel segment slides into the limiting ring 6. The wear piece 514 and the brake pad 43 near the hydraulic oil chamber 3 are engaged with each other.

[0035] It should be noted that the magnetic poles of the opposite end faces of the fixed magnet 511 and the U-shaped magnet 513 are different, forming a constant axial magnetic attraction force between them. The value of the magnetic attraction force is greater than the sliding friction resistance between the U-shaped magnet 513 and the guide rod 512, ensuring that after the wear plate 514 is completely worn out, the U-shaped magnet 513 can slide quickly and stably towards the fixed magnet 511 under the action of the magnetic attraction force to complete the triggering without the risk of jamming. Among them, the wear plate 514 is made of the same wear-resistant composite material as the friction layer of the brake pad 43, and its axial thickness is the same as the maximum allowable single-use thickness of the brake pad 43. The wear is consistent, meaning that when the brake pad 43 wears to the safety threshold, the wear pad 514 is completely worn out, releasing the locking limit on the U-shaped magnet 513 and achieving precise triggering of the compensation action, thus avoiding the problem of premature or delayed compensation from the root. The isolation cover 7 is made of non-magnetic austenitic stainless steel, which can isolate the magnetic component 51 from the contamination of metal dust and oil generated during braking, preventing the magnet from adsorbing metal debris and causing sliding jamming, and will not interfere with the magnetic field distribution between the fixed magnet 511 and the U-shaped magnet 513, ensuring the long-term stability of magnetic triggering.

[0036] Reference Figures 2-8 The compensation component 52 includes a fixed frame 521 fixedly installed on the inner wall of the piston 41. Several return springs 522 are fixedly installed on the side of the fixed frame 521 near the hydraulic oil chamber 3. The ends of the return springs 522 are fixedly connected to the brake pad 42. Two guide rods 523 that slide through the fixed frame 521 are fixedly installed on the side of the brake pad 42 near the hydraulic oil chamber 3.

[0037] Reference Figures 2-8 The locking assembly 53 includes a bidirectional spring telescopic rod 531 fixedly installed on the side of the fixed frame 521 away from the brake pad 42. Both guide rods 523 have locking grooves 532 on their adjacent sides. The two telescopic ends of the bidirectional spring telescopic rod 531 respectively cooperate with the corresponding locking grooves 532.

[0038] It should be noted that the locking grooves 532 of the two guide rods 523 are axially symmetrical, and their opening positions are precisely matched with the compensation stroke of the brake pad 43, ensuring that the locking grooves 532 and the telescopic ends of the bidirectional spring telescopic rod 531 are perfectly aligned after compensation. In the initial state, the bidirectional spring telescopic rod 531 is in a compressed energy storage state, and the ends of its two telescopic ends respectively abut against the smooth rods of the two guide rods 523, without causing additional obstruction to the axial movement of the guide rods 523. When the brake pad 42 completes the compensation movement and the locking grooves 532 are aligned with the telescopic ends, the bidirectional spring telescopic rod 531 releases its elastic potential energy, pushing the telescopic ends into the locking grooves 532 to complete rigid locking. Furthermore, the compression spring built into the bidirectional spring telescopic rod 531 remains in a pre-tight state after locking, providing a continuous pushing force to the telescopic ends, ensuring that the telescopic ends will not come out of the locking grooves 532 under vehicle driving vibration environment, thus improving the long-term reliability of the locking structure.

[0039] In practical use, when the driver presses the brake pedal, the master cylinder of the car brake pumps brake fluid into the hydraulic oil chamber 3 inside the housing 1. The pressure in the hydraulic oil chamber 3 rises rapidly, pushing the piston 41 to slide axially toward the brake disc of the car wheel hub. The piston 41, through the fixing bracket 521 fixed to the inner wall, drives the compensation component 52 and the locking component 53 to move axially synchronously, thereby pushing the brake pad 42 and brake disc 43 near the hydraulic oil chamber 3 to move horizontally toward the brake disc. During this process, two sets of symmetrically arranged sliding pins 8 slide synchronously along the through holes of the bracket 2, providing axial guidance for the inner brake pad 42 throughout the process, limiting its radial deflection, and ensuring that the brake disc 43 is parallel and in contact with the end face of the brake disc. As the piston 41 continues to advance, the brake disc 43 on both sides clamp together, and the vehicle brakes through friction.

[0040] Under this condition, the wear of brake pad 43 has not reached the preset threshold, the wear pad 514 remains intact, and the U-shaped magnet 513 forms a stable engagement with the brake pad 43 through the wear pad 514; the magnetic attraction between the fixed magnet 511 and the U-shaped magnet 513 is completely canceled out by the engagement force, the U-shaped magnet 513 remains in a fixed position, and its short section is always inserted in the limiting ring 6, forming an axial limit on the piston 41 and the brake pad 42; the return spring 522 of the compensation component 52 remains in a compressed and stored state, the bidirectional spring telescopic rod 531 of the locking component 53 is in a compressed state, and the telescopic end only abuts against the smooth rod body of the guide rod 523, without locking action; when the driver releases the brake pedal, the brake master cylinder is depressurized, the pressure in the hydraulic oil chamber 3 disappears, the piston 41 returns axially, driving the inner brake pad 42 and brake pad 43 to retract synchronously, the brake pad 43 separates from the brake disc, the braking action is released, and the device returns to the initial standby state.

[0041] As the number of braking cycles increases, the brake pads 43 continuously rub against the brake disc, resulting in axial wear. During each braking process, the friction layer of the brake pads 43 and the wear pad 514 experience equal wear simultaneously. When the wear of the brake pads 43 reaches a preset safety threshold, the wear pad 514 is completely worn out, and the locking limit between the longer parallel section of the U-shaped magnet 513 and the brake pads 43 is completely released. At this time, the axial magnetic attraction between the opposite poles of the fixed magnet 511 and the U-shaped magnet 513 is no longer limited by the locking force, and the magnetic attraction is greater than the sliding friction resistance between the U-shaped magnet 513 and the guide rod 512. The fixed magnet 511 quickly pulls the U-shaped magnet 513 to slide along the guide rod 512 towards itself. The shorter parallel section of the U-shaped magnet 513 then completely disengages from the limiting ring 6 outside the piston 41, releasing the axial limit on the piston 41 and the inner brake pad 42, completing the trigger action for wear compensation. The triggering timing of this process is completely synchronized with the wear of the brake pads 43, with no risk of premature or delayed compensation.

[0042] When the magnetic suction assembly 51 releases its axial restraint on the actuator 4, the pre-compressed return spring 522 releases its elastic potential energy, pushing the corresponding brake pad 42 to slide axially along the inner wall of the piston 41 toward the brake disc. During this process, the guide rod 523 slides synchronously along the fixed bracket 521, providing axial guidance for the compensating movement of the brake pad 42. The sliding pin 8 slides synchronously along the bracket 2, restricting the radial deflection of the brake pad 42 throughout the process, ensuring that the brake pad 43 remains parallel to the brake disc during the compensating movement until the wear gap of the brake pad 43 is completely compensated. The brake pad 43 returns to the initial design fit gap position with the brake disc, completing the automatic compensation of wear. At the same time as the brake pad 42 completes the compensating movement, the locking groove 532 on the guide rod 523 is exactly aligned with the two telescopic ends of the bidirectional spring telescopic rod 531. The bidirectional spring telescopic rod 531, which is initially in a compressed and stored state, is fully aligned with the piston 41. The spring telescopic rod 531 releases its elastic potential energy instantaneously, pushing the two telescopic ends to pop out synchronously and insert into the corresponding locking groove 532, forming a rigid lock on the guide rod 523, thereby firmly fixing the brake pad 42 and brake 43 in the compensated position. After locking, the spring inside the bidirectional spring telescopic rod 531 remains in a pre-tight state, providing a continuous axial push force to the telescopic ends, ensuring that the telescopic ends will not come out of the locking groove 532 under vehicle driving vibration environment, and ensuring the long-term stability of the compensated position. After the compensation and locking actions are completed, the braking stroke of the device returns to the initial design state of the new part. When the braking action is performed again, the stroke of the piston 41 pushed by the hydraulic oil chamber 3 is consistent with that of the new part, completely avoiding the problems of longer braking stroke, softer brake pedal, and delayed braking response caused by wear of brake 43, thereby greatly extending the service life of the braking system.

[0043] It should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit it. Although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical solutions of the present invention without departing from the spirit and scope of the technical solutions of the present invention, and all such modifications or substitutions should be covered within the scope of the claims of the present invention.

Claims

1. A braking device for an automotive braking system, characterized in that: include, A housing (1) is mounted on a car wheel hub, and a bracket (2) is fixedly mounted on the housing (1). Hydraulic oil chamber (3) is formed inside the outer casing (1); An actuator (4) is installed between the hydraulic oil chamber (3) and the bracket (2); A self-compensation mechanism (5) is disposed between the hydraulic oil chamber (3) and the actuator (4), the self-compensation mechanism (5) comprising, The magnetic suction assembly (51) includes a wear piece (514) that engages with the actuator (4). The magnetic suction assembly (51) is used to engage and fix the actuator (4) before the wear piece (514) is completely worn out, and to release the engagement of the actuator (4) after the wear piece (514) is completely worn out. The compensation component (52) is used to push the actuator (4) to move towards the brake disc side closer to the wheel hub after the magnetic attachment component (51) releases its engagement with the actuator (4). Locking assembly (53) is used to lock and fix the actuator (4) after the actuator (4) has been compensated; The actuator (4) includes a piston (41) slidably installed in the hydraulic oil chamber (3) and two brake pads (42). The brake pads (42) are fixedly installed with brake pads (43) on the side of the brake disc near the wheel hub. The brake pads (42) on the side near the hydraulic oil chamber (3) are slidably installed on the inner wall of the piston (41). The brake pads (42) on the side away from the hydraulic oil chamber (3) are fixedly connected to the bracket (2). The two brake pads (43) correspond to each other. An isolation cover (7) is slidably installed on the inner wall of the outer shell (1). The isolation cover (7) covers the outside of the magnetic attraction assembly (51). The magnetic attraction assembly (51) also includes a fixed magnet (511) fixedly installed on the inner wall of the isolation cover (7). Several guide rods (512) slide through the fixed magnet (511). A U-shaped magnet (513) is installed at the end of the several guide rods (512). The piston (41) is fixedly sleeved with a limiting ring (6). The magnetic poles of the opposite end faces of the fixed magnet (511) and the U-shaped magnet (513) are different. The magnetic attraction force is greater than the sliding friction resistance between the U-shaped magnet (513) and the guide rod (512). This ensures that after the wear piece (514) is completely worn out, the U-shaped magnet (513) can slide towards the fixed magnet (511) under the action of magnetic attraction force to complete the triggering. The two parallel sections of the U-shaped magnet (513) are of different lengths. The wear piece (514) is fixedly installed on the longer parallel section of the U-shaped magnet (513). The longer parallel section slides into the side wall of the brake pad (43) near the hydraulic oil chamber (3). The shorter parallel section slides into the limiting ring (6). The wear piece (514) and the brake pad (43) near the hydraulic oil chamber (3) are interlocked. The compensation component (52) includes a fixed bracket (521) fixedly installed on the inner wall of the piston (41). Several return springs (522) are fixedly installed on the side of the fixed bracket (521) near the hydraulic oil chamber (3). The ends of the return springs (522) are fixedly connected to the brake pad (42). The locking assembly (53) includes a bidirectional spring telescopic rod (531) fixedly installed on the side of the fixed frame (521) away from the brake pad (42). The brake pad (42) is fixedly installed on the side near the hydraulic oil chamber (3) with two guide rods (523) that slide through the fixed frame (521). The two guide rods (523) are provided with locking grooves (532) on the side close to each other. The two telescopic ends of the bidirectional spring telescopic rod (531) are respectively engaged with the corresponding locking grooves (532). The locking grooves (532) of the two guide rods (523) are axially symmetrical, and their opening positions match the compensation stroke of the brake pad (43), ensuring that the locking grooves (532) are aligned with the telescopic end of the bidirectional spring telescopic rod (531) after compensation is in place.

2. The braking device for an automotive braking system as described in claim 1, characterized in that: The piston (41) is hollow inside and has an opening at the brake disc facing the wheel hub.

3. The braking device for an automotive braking system as described in claim 2, characterized in that: A sliding pin (8) is fixedly installed on the brake pad (42) near the hydraulic oil chamber (3), and the sliding pin (8) slides through the bracket (2).

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