Automobile brake structure

Abstract

The application discloses a kind of automobile brake structure, it is related to disc brake technical field, including wheel hub flange seat and brake disc, wheel hub flange seat is installed at wheel hub and follows synchronous rotation with wheel, brake disc is fixedly installed on wheel hub flange seat by bolt, still include main brake assembly, auxiliary brake assembly, main drive component, auxiliary drive component, switching linkage component, temperature trigger component and reinforcement cooling component;By setting main brake assembly and auxiliary brake assembly, make main brake assembly bear conventional braking function, auxiliary brake assembly intervenes braking when main brake assembly overheats, to build double-path braking structure, in this way, when the temperature of main brake assembly reaches preset threshold, auxiliary brake assembly can participate in alternative braking or auxiliary braking, it is favorable to alleviate the working condition that main brake assembly continuously bears high heat load, reduce the risk that braking force drops due to overheating of main brake assembly.

Description

Technical Field

[0001] This invention relates to the field of disc brake technology, specifically to an automotive braking structure. Background Technology

[0002] The automotive braking system is an important component of vehicle driving safety. Most modern cars use disc brakes for deceleration and stopping. Disc brakes typically include components such as brake discs, calipers, pistons, and brake pads. The brake pads apply clamping force to the brake discs, which rotate synchronously with the wheels, and braking is achieved through friction. Because disc brakes have the advantages of fast braking response, relatively compact structure, and good heat dissipation, they are widely used in passenger cars and some commercial vehicles.

[0003] However, existing disc brakes still have certain shortcomings in actual use. Especially under conditions such as long downhill slopes, frequent braking, heavy load operation, or continuous high-energy braking, the continuous friction between the brake pads and brake discs generates a large amount of heat, which can easily cause the temperature of the braking components to rise rapidly. When the temperature rises to a certain level, the friction performance of the brake friction pair will decrease, resulting in brake fade, which causes a decrease in braking force and affects the vehicle's braking safety and stability.

[0004] In addition, existing disc brakes usually rely mainly on a single braking actuation structure to complete braking. When the main braking part overheats, there is a lack of auxiliary braking structure that can intervene in time. Therefore, under continuous braking conditions, the working stability and safety redundancy of the braking system still need to be improved. At the same time, high temperature will also accelerate the wear of brake discs and brake pads, and may cause problems such as increased local thermal stress, increased working noise and increased vibration, thereby affecting the service life and performance of the braking system.

[0005] In response, we propose a new automotive braking structure to address the aforementioned problems. Summary of the Invention

[0006] In view of this, and to address the shortcomings of the prior art, the present invention provides an automotive braking structure to solve the problems mentioned in the background art.

[0007] To achieve the above objectives, the present invention provides the following technical solution: an automotive braking structure, including a wheel hub flange seat and a brake disc, wherein the wheel hub flange seat is installed at the wheel hub and rotates synchronously with the wheel, and the brake disc is fixedly installed on the wheel hub flange seat by bolts, and further includes a main brake assembly, a secondary brake assembly, a main drive assembly, a secondary drive assembly, a switching linkage assembly, a temperature triggering assembly, and an enhanced cooling assembly; The main brake assembly and the auxiliary brake assembly are respectively installed on the outer sides of the brake disc and span across the outer periphery of the brake disc. The main brake assembly and the auxiliary brake assembly are respectively located in the friction area of ​​the brake disc and can both move in the direction toward or away from the brake disc. The main drive assembly is used to drive the main brake assembly to press against the brake disc to achieve conventional braking, while the auxiliary drive assembly is used to drive the auxiliary brake assembly to press against the brake disc when the main brake assembly overheats, in order to achieve alternative braking or auxiliary braking. The temperature triggering component is used to detect the temperature status of the main brake assembly; The switching linkage component connects the main drive component, the auxiliary drive component, and the temperature triggering component. It is used to enable the auxiliary brake component to engage braking when the temperature of the main brake component reaches a preset threshold, and to depressurize the main brake component. The enhanced cooling assembly is used to introduce cooling airflow into the corresponding friction areas of the main brake assembly and brake disc when the secondary brake assembly engages braking.

[0008] Preferably, the main brake assembly includes a main floating caliper, main brake pads, and a main piston; The main floating caliper is mounted across the outside of one side of the brake disc; The main brake pads are symmetrically slidably mounted on both sides inside the main floating caliper; The main floating caliper has a guide groove inside, and the main piston is slidably installed in the guide groove. Under the drive of the main drive assembly, the main piston moves in a direction toward or away from the friction area of ​​the brake disc to push the main brake pads against the brake disc or release the clamping state.

[0009] Preferably, the secondary brake assembly includes a secondary floating caliper, secondary brake pads, and secondary piston; The auxiliary floating caliper is mounted across the outside of the other side of the brake disc; The secondary brake pads are symmetrically slidably mounted on both sides of the interior of the secondary floating caliper; The secondary floating caliper has a sliding groove inside, and the secondary piston is slidably installed in the sliding groove. The secondary piston moves toward or away from the brake disc under the drive of the secondary drive assembly, and engages braking when the temperature of the main brake assembly exceeds a preset threshold.

[0010] Preferably, the main drive assembly includes a mounting plate, a hydraulic cylinder, and a hydraulic push rod; The mounting plate is fixedly installed on the surface of the main floating caliper; The hydraulic cylinder is fixedly mounted on the surface of the mounting plate via a connector; The hydraulic push rod is fixedly installed at the output end of the hydraulic cylinder. The end of the hydraulic push rod away from the hydraulic cylinder abuts against the surface of the main piston. It is used to push the main piston to move under the action of hydraulic thrust, thereby driving the main brake pad to press against the brake disc.

[0011] Preferably, the secondary drive assembly includes a mounting base, a micro motor, a reducer, a lead screw, a nut slider, and a push block; The mounting bracket is fixedly installed on one side surface of the secondary floating caliper; The miniature motor is fixedly mounted to the upper surface of the mounting base by bolts; The reducer is fixedly connected to the output shaft of the micro motor via a coupling; The output shaft of the micro motor is connected to the lead screw drive via a reducer; The nut and slider are threadedly fitted onto the lead screw. The push block is fixedly connected to the surface of the nut slider and abuts against the surface of the auxiliary piston to drive the auxiliary piston to move towards the brake disc.

[0012] Preferably, the switching linkage components include a pressure relief valve, a drive motor, a controller, and a limit block; The pressure relief valve is located on the hydraulic passage of the main drive assembly, and one end of it is connected to the hydraulic passage input end of the hydraulic cylinder. The drive motor is fixedly mounted on one side of the mounting plate, and the output end of the drive motor is connected to the valve switch of the pressure relief valve. The controller is fixedly installed on one side of the mounting plate. The controller is connected to the temperature triggering component and the auxiliary drive component respectively. It is used to control the auxiliary drive component to operate when the temperature triggering component outputs an overheat signal, and to control the pressure relief valve to open so as to reduce the clamping force of the main brake component. The limit block is fixedly installed inside the main floating caliper and is located on the movement path of the main piston.

[0013] Preferably, the temperature triggering component includes a mounting base, a temperature sensor, and a thermal insulation pad; The mounting base is fixedly installed on the inner surface of the main floating caliper; The temperature sensor is fixedly mounted on the surface of the mounting base. A thermal isolation pad is placed between the mounting base and the main floating caliper.

[0014] Preferably, the enhanced cooling components include a shroud and a deflector. The air guide cover spans the upper and lower sides of the brake disc, and is fixedly installed to the vehicle brake guard via an external connector. The air deflectors are evenly spaced on the inner surface of the air deflector.

[0015] Preferably, the air guide is arranged symmetrically along the horizontal central axis of the brake disc, and an air guide groove is opened inside the air guide. The arc of the groove wall gradually approaches the main floating caliper along the center of the brake disc, and the inner arc surface of the air guide plate faces the brake disc.

[0016] Preferably, the main brake assembly and the auxiliary brake assembly are arranged in sections along the circumference of the brake disc to act on different friction sections on the brake disc. The enhanced cooling assembly is arranged between the main brake assembly and the auxiliary brake assembly to reduce heat transfer between the main brake assembly and the auxiliary brake assembly while cooling the main brake assembly.

[0017] Compared with the prior art, the present invention provides a vehicle braking structure with the following advantages: By setting up a main brake assembly and a secondary brake assembly, the main brake assembly undertakes the conventional braking function, while the secondary brake assembly intervenes in braking when the main brake assembly overheats, thus constructing a dual-path braking structure. In this way, when the temperature of the main brake assembly reaches a preset threshold, the secondary brake assembly can participate in alternative braking or auxiliary braking, which helps to alleviate the working condition of the main brake assembly continuously bearing high heat load and reduces the risk of the main brake assembly's braking force decreasing due to overheating.

[0018] By setting temperature triggering components and switching linkage components, the temperature status of the main braking component can be detected in real time. When the temperature of the main braking component reaches a preset threshold, the auxiliary braking component is controlled to intervene in braking, while the pressure of the main braking component is reduced. Thus, the linkage switching between the main and auxiliary braking paths can be realized, so that the braking system has better working stability and safety under continuous braking conditions.

[0019] By incorporating enhanced cooling components, cooling airflow can be introduced into the main brake assembly and the corresponding friction area of ​​the brake disc when the secondary brake assembly engages braking, thereby enhancing heat dissipation of the main brake assembly. This structure helps to accelerate the cooling process of the main brake assembly, promotes the main brake assembly to return to normal working condition, and improves the system's thermal management capability under continuous braking conditions.

[0020] The main brake assembly and the auxiliary brake assembly are arranged in sections along the circumference of the brake disc. The enhanced cooling assembly is located between the main brake assembly and the auxiliary brake assembly, thereby cooling the main brake assembly while reducing heat transfer between the main brake assembly and the auxiliary brake assembly. This arrangement helps to reduce the thermal impact of the high-temperature area of ​​the main brake on the auxiliary brake area and improves the intervention reliability of the auxiliary brake assembly under high-temperature conditions. Attached Figure Description

[0021] Figure 1 This is a schematic diagram of the overall appearance and structure of the present invention; Figure 2 For the present invention Figure 1 Enlarged schematic diagram of the structure at point A in the middle; Figure 3 For the present invention Figure 1 Another perspective structural diagram; Figure 4This is a schematic diagram showing the positional relationship of the hydraulic cylinder in this invention; Figure 5 This is a schematic diagram showing the positional relationship of the micro motor in this invention; Figure 6 This is a schematic diagram of the internal cross-sectional structure of the secondary floating caliper of the present invention; Figure 7 For the present invention Figure 6 Enlarged schematic diagram of the structure at point B; Figure 8 This is a schematic diagram showing the positional relationship at the reducer of the present invention; Figure 9 This is a schematic diagram showing the positional relationship at the main piston of the present invention; Figure 10 This is a schematic plan view of the overall appearance of the present invention; Figure 11 This is a schematic diagram of the internal cross-sectional structure of the air guide cover of the present invention.

[0022] In the diagram: 11. Hub flange seat; 12. Brake disc; 21. Main floating caliper; 22. Main brake pad; 23. Main piston; 31. Secondary floating caliper; 32. Secondary brake pad; 33. Secondary piston; 41. Mounting plate; 42. Hydraulic cylinder; 43. Hydraulic push rod; 51. Mounting base; 52. Micro motor; 53. Reducer; 54. Lead screw; 55. Nut slider; 56. Push block; 61. Pressure relief valve; 62. Drive motor; 63. Controller; 64. Limit block; 71. Mounting base; 72. Temperature sensor; 73. Thermal insulation pad; 81. Air guide shroud; 82. Deflector plate. Detailed Implementation

[0023] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. 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.

[0024] Embodiments of the present invention Please see Figures 1 to 11 A vehicle braking structure includes a wheel hub flange seat 11, a brake disc 12, a main brake assembly, a secondary brake assembly, a main drive assembly, a secondary drive assembly, a switching linkage assembly, a temperature triggering assembly, and an enhanced cooling assembly.

[0025] The wheel hub flange seat 11 is installed at the wheel hub and rotates synchronously with the wheel. The brake disc 12 is fixedly installed on the wheel hub flange seat 11 by bolts, so that it rotates synchronously with the wheel hub flange seat 11. The wheel hub flange seat 11 and the brake disc 12 are fixedly connected by bolts, which can ensure that the brake disc 12 has a stable coaxial installation relationship during vehicle operation, and facilitates the disassembly, maintenance and replacement of the brake disc 12.

[0026] The brake disc 12 serves as the main friction braking component, with a main brake assembly and a secondary brake assembly arranged around its periphery. The main brake assembly and the secondary brake assembly are respectively mounted on the outer sides of the brake disc 12 and span across the outer periphery of the brake disc 12. The main brake assembly and the secondary brake assembly are respectively located in the friction area of ​​the brake disc 12, and both can move in a direction toward or away from the brake disc 12 to establish or release the clamping friction on the brake disc 12.

[0027] In this embodiment, the main brake assembly and the auxiliary brake assembly are not completely overlapped, but are arranged in sections along the circumference of the brake disc 12, so that the main brake assembly and the auxiliary brake assembly correspond to different friction sections on the brake disc 12. This sectioned arrangement can reduce the mutual interference between the main brake assembly and the auxiliary brake assembly in the structural space, and can also concentrate the high temperature generated by the main brake assembly during operation in the corresponding main braking section, thereby reducing its direct thermal impact on the braking section where the auxiliary brake assembly is located. This is beneficial for the auxiliary brake assembly to maintain a relatively low temperature and reliably engage braking when the main brake assembly overheats.

[0028] Further embodiments Please see Figure 2 and Figure 9 The main brake assembly includes a main floating caliper 21, a main brake pad 22, and a main piston 23.

[0029] The main floating caliper 21 is mounted on the outside of one side of the brake disc 12 to form the main support body for the main brake assembly. The main floating caliper 21 is equipped with a main return spring for the main piston 23 to return. The main brake pads 22 are symmetrically slidably mounted on both sides inside the main floating caliper 21 so as to move closer to or away from the brake disc 12 under the push of the main piston 23. The main floating caliper 21 is provided with a guide groove, and the main piston 23 is slidably mounted in the guide groove and moves back and forth in a direction that is substantially perpendicular to the surface of the brake disc 12.

[0030] When the main piston 23 moves forward under the drive of the main drive assembly, it pushes the main brake pad 22 against the corresponding friction section of the brake disc 12, thereby forming a conventional braking force. When the main piston 23 retracts, the clamping fit between the main brake pad 22 and the brake disc 12 is released. The main floating caliper 21 plays a role in installing, guiding and limiting the main brake pad 22 and the main piston 23, so that the main brake pad 22 can maintain a relatively stable movement trajectory during the force process, which is conducive to improving the frictional contact stability and braking consistency of the main brake assembly.

[0031] In this embodiment, the main brake assembly serves as a conventional braking actuator, undertaking the main braking task under normal vehicle operating conditions.

[0032] Further embodiments Please see Figure 6 and Figure 7 The secondary brake assembly includes a secondary floating caliper 31, a secondary brake pad 32, and a secondary piston 33.

[0033] The secondary floating caliper 31 is mounted on the other side of the brake disc 12 to form the main body for mounting the secondary brake assembly. The secondary floating caliper 31 has a secondary return spring inside to reset the secondary piston 33. The secondary brake pads 32 are symmetrically slidably mounted on both sides inside the secondary floating caliper 31. The secondary floating caliper 31 has a sliding groove inside, and the secondary piston 33 is slidably mounted inside the sliding groove. The secondary piston 33 can move towards or away from the brake disc 12 under the drive of the secondary drive assembly, and pushes the secondary brake pads 32 against the brake disc 12 when the temperature of the main brake assembly exceeds a preset threshold to achieve auxiliary braking or alternative braking.

[0034] The secondary braking component is normally in standby mode and does not participate in the vehicle's regular braking output. Only when the temperature of the main braking component rises to a preset threshold due to continuous friction will the secondary braking component engage in braking under the action of the secondary drive component.

[0035] Further embodiments Please see Figure 3 , Figure 4 and Figure 9 The main drive assembly includes a mounting plate 41, a hydraulic cylinder 42, and a hydraulic push rod 43.

[0036] Mounting plate 41 is fixedly mounted on the surface of main floating caliper 21 to provide a mounting base for hydraulic cylinder 42. Hydraulic cylinder 42 is fixedly mounted on the surface of mounting plate 41 via connector, and hydraulic push rod 43 is fixedly mounted on the output end of hydraulic cylinder 42, with the end of hydraulic push rod 43 away from hydraulic cylinder 42 abutting against the surface of main piston 23.

[0037] When the driver presses the brake pedal, the vehicle's hydraulic system provides hydraulic pressure to the hydraulic cylinder 42, which outputs axial thrust, which is transmitted to the main piston 23 via the hydraulic push rod 43. The main piston 23 moves forward and pushes the main brake pad 22 against the brake disc 12 to achieve conventional braking.

[0038] Further embodiments Please see Figures 5 to 8 The secondary drive assembly includes a mounting base 51, a micro motor 52, a reducer 53, a lead screw 54, a nut slider 55, and a push block 56.

[0039] Mounting base 51 is fixedly mounted on one side surface of auxiliary floating caliper 31 to support auxiliary drive assembly. Micro motor 52 is fixedly mounted on the upper surface of mounting base 51 by bolts. Reducer 53 is fixedly connected to the output shaft of micro motor 52 through coupling. The output power of micro motor 52 is transmitted to lead screw 54 through reducer 53. When lead screw 54 rotates, it drives nut slider 55, which is threaded with it, to move axially. Push block 56 is fixedly connected to the surface of nut slider 55 and abuts against the surface of auxiliary piston 33, thereby transmitting the linear displacement of nut slider 55 to auxiliary piston 33.

[0040] When the controller 63 sends an intervention control signal, the micro motor 52 starts and outputs power. After the reducer 53 reduces the speed and increases the torque, it drives the lead screw 54 to rotate. The rotation of the lead screw 54 causes the nut slider 55 to move forward. The nut slider 55 then pushes the auxiliary piston 33 forward through the push block 56. The auxiliary piston 33 pushes the auxiliary brake pad 32 to press against the brake disc 12 to establish auxiliary braking force.

[0041] Further embodiments Please see Figure 4 and Figure 9 The switching linkage components include a pressure relief valve 61, a drive motor 62, a controller 63, and a limit block 64.

[0042] The pressure relief valve 61 is located on the hydraulic passage of the main drive assembly, and one end is connected to the hydraulic passage input end of the hydraulic cylinder 42. It is used to adjust the on / off or pressure relief state of the hydraulic passage of the main drive assembly. The drive motor 62 is fixedly installed on one side surface of the mounting plate 41, and its output end is connected to the valve switch of the pressure relief valve 61. It is used to drive the pressure relief valve 61 to open or close. The controller 63 is fixedly installed on one side surface of the mounting plate 41 and is connected to the temperature trigger assembly and the auxiliary drive assembly respectively. It is used to receive temperature signals and output switching control commands. The limit block 64 is fixedly installed inside the main floating caliper 21 and is located on the movement path of the main piston 23. It is used to limit the maximum forward stroke of the main piston 23 during the switching process.

[0043] Under normal operating conditions, the pressure relief valve 61 is closed, the hydraulic passage of the main drive component remains in normal working condition, the hydraulic cylinder 42 pushes the main piston 23 forward via the hydraulic push rod 43, and the main brake component outputs braking force normally. When the temperature trigger component detects that the temperature of the main brake component has reached the preset threshold, the controller 63 receives the overheat signal and issues a linkage control command: on the one hand, it controls the auxiliary drive component to start, so that the auxiliary brake component can engage in braking; on the other hand, it controls the drive motor 62 to move, so that the drive motor 62 drives the pressure relief valve 61 to open, so as to relieve the pressure on the hydraulic passage of the hydraulic cylinder 42, thereby reducing the clamping force of the main brake component on the brake disc 12.

[0044] Further embodiments Please see Figure 1 and Figure 2 The temperature triggering component includes a mounting base 71, a temperature sensor 72, and a thermal isolation pad 73.

[0045] Mounting base 71 is fixedly installed on the inner surface of main floating caliper 21 to provide a mounting support position for temperature sensor 72. Temperature sensor 72 is fixedly installed on the surface of mounting base 71 to collect temperature change information during the operation of main brake assembly in real time. Thermal isolation pad 73 is set between main floating caliper 21 and temperature sensor 72 to reduce the interference of thermal conduction of the overall structure of main floating caliper 21 on the detection results of temperature sensor 72.

[0046] During braking, temperature sensor 72 continuously monitors the temperature of the main brake assembly and transmits the monitoring signal to controller 63. When the temperature of the main brake assembly is lower than a preset threshold, controller 63 maintains the main braking mode unchanged. When the temperature reaches or exceeds the preset threshold, controller 63 determines that the main brake assembly is in an overheated state and triggers the switching linkage component to engage the auxiliary brake assembly and depressurize the main brake assembly.

[0047] Further embodiments Please see Figure 10 and Figure 11 The enhanced cooling components include a shroud 81 and a baffle plate 82.

[0048] The air guide cover 81 spans the upper and lower sides of the brake disc 12 and is fixedly installed to the vehicle brake guard through an external connector. The air guide cover 81 is symmetrically arranged along the horizontal central axis of the brake disc 12. An air guide groove is opened inside it. The arc of the groove wall gradually approaches the main floating caliper 21 along the center of the brake disc 12. The air guide plate 82 is equidistantly arranged on the inner surface of the air guide cover 81, and the inner arc surface of the air guide plate 82 faces the brake disc 12. It is used to guide and organize the airflow entering the air guide cover 81.

[0049] When the vehicle is in motion, external airflow enters the interior of the air guide shroud 81 and flows towards the corresponding friction area of ​​the main brake assembly and brake disc 12 under the constraint of the air guide groove. Under the guidance of the deflector plate 82, the airflow is further concentrated and flows directionally towards the main floating caliper 21 and the main braking friction section, thereby enhancing the cooling of the high-temperature area of ​​the main brake assembly and brake disc 12.

[0050] The enhanced cooling component is located between the main brake assembly and the auxiliary brake assembly. When the auxiliary brake assembly engages braking, the enhanced cooling component can continuously deliver directional cooling airflow to the corresponding friction areas of the main brake assembly and the brake disc 12, and reduce heat transfer from the main braking area to the auxiliary braking area.

[0051] The overall working process and principle of the above embodiments are as follows: Normal braking state: When the vehicle is in normal braking condition, the main drive component works, and the hydraulic cylinder 42 outputs thrust under the action of the vehicle's hydraulic system. The thrust is transmitted to the main piston 23 through the hydraulic push rod 43. The main piston 23 moves along the guide groove toward the brake disc 12, pushing the main brake pad 22 to press against the brake disc 12, thereby forming a friction braking force between the main brake pad 22 and the brake disc 12, so as to decelerate or stop the vehicle.

[0052] In this state, the secondary drive assembly is not working, the secondary piston 33 remains in its initial position, the secondary brake pad 32 maintains a gap with the brake disc 12, and the secondary brake assembly is in standby mode; the pressure relief valve 61 is closed, and the main brake hydraulic path remains normal; the temperature sensor 72 continuously monitors the temperature of the main brake assembly, but the controller 63 does not trigger the switching linkage.

[0053] Temperature monitoring status: When the vehicle is on a long downhill slope, under frequent braking, under heavy load braking or other continuous high-heat conditions, the main brake pads 22 and brake discs 12 continuously generate heat through friction, and the temperature of the main brake assembly gradually increases. The temperature sensor 72 collects the temperature change of the main brake assembly in real time and transmits the temperature signal to the controller 63. The thermal isolation pad 73 reduces the impact of the overall thermal conduction of the main floating caliper 21 on the temperature sensor 72, so that the controller 63 can more accurately obtain the overheating state of the main brake assembly.

[0054] When the temperature is below the preset threshold, the controller 63 maintains the main braking mode unchanged; when the temperature reaches or exceeds the preset threshold, the controller 63 determines that the main braking component is in an overheated state and initiates the switching linkage logic.

[0055] Secondary braking intervention status: When the controller 63 determines that the main brake assembly is overheated, the controller 63 first controls the secondary drive assembly to start. The micro motor 52 outputs power, which is transmitted to the lead screw 54 through the reducer 53. The lead screw 54 rotates, causing the nut slider 55 to move forward. The nut slider 55 pushes the secondary piston 33 forward toward the brake disc 12 through the push block 56. The secondary piston 33 further pushes the secondary brake pad 32 to press against the brake disc 12, thereby establishing secondary braking force.

[0056] At the same time, the controller 63 controls the drive motor 62 to operate, and the drive motor 62 drives the pressure relief valve 61 to open, thereby relieving pressure in the hydraulic passage where the hydraulic cylinder 42 is located, reducing the pushing force of the hydraulic cylinder 42 on the main piston 23, causing the clamping force of the main brake pad 22 on the brake disc 12 to decrease, and the limit block 64 restricts the forward stroke of the main piston 23 to prevent the main piston 23 from continuing to move abnormally during the switching conditions.

[0057] Enhanced cooling status: While the secondary brake assembly engages in braking, the enhanced cooling assembly works simultaneously. The external airflow generated during vehicle operation enters the air duct 81 and, guided by the deflector plate 82, flows along the air duct towards the main floating caliper 21 and the brake disc 12 corresponding to the main braking friction area, thus providing directional air cooling to the main brake assembly and reducing its temperature. Since the main brake assembly has reduced its clamping force through the pressure relief valve 61 at this time, the heat generated by its friction decreases, and the enhanced cooling assembly continues to introduce cooling airflow, thus enabling the temperature of the main brake assembly to drop relatively quickly.

[0058] Recovery status: When the temperature sensor 72 detects that the temperature of the main brake assembly has dropped back to a safe range, the controller 63 can control the auxiliary drive assembly to work in reverse, causing the micro motor 52 to output in reverse, the lead screw 54 to rotate in reverse, and the auxiliary piston 33 to retract under the action of the mechanism's return, thereby causing the auxiliary brake pad 32 to disengage from the clamping engagement with the brake disc 12. At the same time, the controller 63 controls the drive motor 62 to close the pressure relief valve 61, the hydraulic cylinder 42 to resume normal hydraulic output, the main piston 23 to push the main brake pad 22 back against the brake disc 12, the main brake assembly to return to the normal braking state, and the auxiliary brake assembly to re-enter the standby state.

[0059] It should be noted that, in this document, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0060] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A vehicle braking structure, comprising a wheel hub flange seat (11) and a brake disc (12), wherein the wheel hub flange seat (11) is mounted on the wheel hub and rotates synchronously with the wheel, and the brake disc (12) is fixedly mounted to the wheel hub flange seat (11) by bolts, characterized in that: It also includes a main brake assembly, a secondary brake assembly, a main drive assembly, a secondary drive assembly, a switching linkage assembly, a temperature triggering assembly, and an enhanced cooling assembly; The main brake assembly and the auxiliary brake assembly are installed on the outside of both sides of the brake disc (12) and span across the outer periphery of the brake disc (12). The main brake assembly and the auxiliary brake assembly are respectively located in the friction area of ​​the brake disc (12) and can move in the direction toward the brake disc (12) or away from the brake disc (12). The main drive assembly is used to drive the main brake assembly to start, the auxiliary drive assembly is used to drive the auxiliary brake assembly to start, the main drive assembly is used to drive the main brake assembly to press against the brake disc (12) to achieve conventional braking, and the auxiliary drive assembly is used to drive the auxiliary brake assembly to press against the brake disc (12) when the main brake assembly is overheated, thereby achieving alternative braking or auxiliary braking. The temperature triggering component is used to detect the temperature status of the main brake assembly; The switching linkage component is used to connect the main drive component, the auxiliary drive component, and the temperature triggering component. When the temperature of the main brake component reaches a preset threshold, the auxiliary brake component engages braking and the main brake component is depressurized. The enhanced cooling assembly is used to introduce cooling airflow into the corresponding friction areas of the main brake assembly and the brake disc (12) when the secondary brake assembly engages braking.

2. The automotive braking structure according to claim 1, characterized in that: The main brake assembly includes a main floating caliper (21), a main brake pad (22), and a main piston (23). The main floating caliper (21) is mounted on the outside of one side surface of the brake disc (12); The main brake pads (22) are symmetrically slidably mounted inside both sides of the main floating caliper (21); The main floating caliper (21) has a guide groove inside. The main piston (23) is slidably installed inside the guide groove of the main floating caliper (21). Under the driving action of the main drive assembly, the main piston (23) is driven to move along the friction area towards the brake disc (12) or away from the friction area of ​​the brake disc (12) to achieve braking of the brake disc (12).

3. The automotive braking structure according to claim 1, characterized in that: The secondary brake assembly includes a secondary floating caliper (31), a secondary brake pad (32), and a secondary piston (33). The auxiliary floating caliper (31) is mounted across the outside of the other side surface of the brake disc (12); The auxiliary brake pads (32) are symmetrically slidably installed inside both sides of the auxiliary floating caliper (31); The secondary floating caliper (31) has a sliding groove inside, and the secondary piston (33) is slidably installed inside the sliding groove of the secondary floating caliper (31). Under the drive of the secondary drive assembly, the secondary piston (33) engages braking when the temperature of the main brake assembly exceeds a preset threshold.

4. The automotive braking structure according to claim 2, characterized in that: The main drive assembly includes a mounting plate (41), a hydraulic cylinder (42), and a hydraulic push rod (43). The mounting plate (41) is fixedly mounted on the surface of the main floating caliper (21); The hydraulic cylinder (42) is fixedly mounted on the surface of the mounting plate (41) via a connector; The hydraulic push rod (43) is fixedly installed on the output shaft end of the hydraulic cylinder (42). The end of the hydraulic push rod (43) away from the hydraulic cylinder (42) abuts against the surface of the main piston (23) and is used to push the main brake assembly against the brake disc (12) under hydraulic thrust.

5. The automotive braking structure according to claim 3, characterized in that: The auxiliary drive assembly includes a mounting base (51), a micro motor (52), a reducer (53), a lead screw (54), a nut slider (55), and a push block (56); The mounting base (51) is fixedly mounted on one side surface of the auxiliary floating caliper (31); The micro motor (52) is fixedly mounted on the upper surface of the mounting base (51) by bolts; The reducer (53) is fixedly installed to the output shaft end of the micro motor (52) via a coupling; The output shaft of the micro motor (52) is driven by the lead screw (54) via the reducer (53); The nut slider (55) is threaded onto the lead screw (54); The push block (56) is fixedly connected to the surface of the nut slider (55) and abuts against the surface of the auxiliary piston (33) to drive the auxiliary piston (33) to move toward the brake disc (12).

6. The automotive braking structure according to claim 4, characterized in that: The switching linkage components include a pressure relief valve (61), a drive motor (62), a controller (63), and a limit block (64). The pressure relief valve (61) is located on the hydraulic passage of the main drive assembly, and one end of the pressure relief valve (61) is fixedly installed at the hydraulic passage input end of the hydraulic cylinder (42); The drive motor (62) is fixedly installed on one side surface of the mounting plate (41), and the output end of the drive motor (62) is connected to the valve switch of the pressure relief valve (61); The controller (63) is fixedly installed on one side surface of the mounting plate (41). The controller (63) is connected to the temperature trigger component and the auxiliary drive component respectively. It is used to control the action of the auxiliary drive component when the temperature trigger component outputs an overheat signal, and to control the pressure relief valve (61) to open, thereby reducing the clamping force of the main brake component. The limiting block (64) is fixedly installed inside the main floating caliper (21), and the limiting block (64) is located on the movement path of the main piston (23).

7. The automotive braking structure according to claim 1, characterized in that: The temperature triggering assembly includes a mounting base (71), a temperature sensor (72), and a thermal insulation pad (73). The mounting base (71) is fixedly mounted on the inner surface of the main floating caliper (21); The temperature sensor (72) is fixedly mounted on the surface of the mounting base (71); A thermal isolation pad (73) is disposed between the main floating caliper (21) and the temperature sensor (72).

8. The automotive braking structure according to claim 1, characterized in that: The enhanced cooling components include a shroud (81) and a baffle plate (82). The air guide cover (81) spans the upper and lower sides of the brake disc (12), and the air guide cover (81) is fixedly installed to the vehicle brake cover by an external connector; The air deflectors (82) are equidistantly arranged on the inner surface of the air deflector (81).

9. The automotive braking structure according to claim 8, characterized in that: The air guide shroud (81) is symmetrically arranged along the horizontal central axis of the brake disc (12). The air guide shroud (81) has an air guide groove inside, and the arc of the air guide groove wall gradually approaches the main floating caliper (21) along the center of the brake disc (12). The inner arc of the air guide plate (82) faces the brake disc (12).

10. The automobile braking structure according to claim 1, characterized in that: The main brake assembly and the auxiliary brake assembly are arranged in sections along the circumference of the brake disc (12) to act on different friction sections on the brake disc (12). The enhanced cooling assembly is arranged between the main brake assembly and the auxiliary brake assembly to cool the main brake assembly while reducing the heat transfer between the main brake assembly and the auxiliary brake assembly.

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