Drive-by-wire mechanical brake

Abstract

The utility model provides a drive-by-wire mechanical brake, and belongs to the field of automobiles. The problems that a traditional braking system is heavy in weight, low in response speed and not easy to arrange, assemble and maintain are solved. The cycloid disc speed reducing caliper comprises a caliper body which is arranged on a caliper seat in a sliding mode, two friction blocks which are oppositely arranged are arranged on the caliper seat, and the rotating end of a motor is connected with the input end of a cycloid disc speed reducing assembly through an eccentric shaft. A locking ring; one end of the cylindrical cam shaft is coaxially arranged in the locking circular ring and is provided with bulges which are in one-to-one correspondence with all the shifting blocks; the ejector rod roller and the cylindrical cam shaft are coaxially arranged, the ejector rod roller is matched with the driving sliding groove, and the motor drives the eccentric shaft to rotate and drives the cylindrical cam shaft to rotate after speed reduction of the cycloid disc speed reduction assembly; the cylindrical cam shaft rotates to drive the ejector rod roller through the driving sliding groove to push the friction block on the corresponding side to press the brake disc, and then the reacting force drives the caliper body to press the friction block on the other side, so that the friction blocks on the two sides press the brake disc. The brake is mainly used for vehicle braking.

Description

Technical Field

[0001] The utility model belongs to the field of automobiles, and in particular relates to a wire-controlled mechanical brake. Background Art

[0002] As the level of autonomous driving advances towards L4 and above, higher requirements are placed on the braking system of the car. The actuator of the autonomous driving vehicle cannot use the driver as redundancy. In order to ensure the safety performance of the unmanned vehicle, while considering the complexity of the system and the space layout inside the vehicle, it is an inevitable trend to use wire control braking to replace the traditional braking system. Wire control braking can not only achieve human-machine decoupling, but also has high precision and high response speed. It can more easily achieve dual or even multiple redundancy, replace traditional hydraulic transmission with electrical signals, and the motor is directly integrated on the brake, which has low weight and faster response speed.

[0003] The electronic mechanical brake is quite different from the traditional hydraulic / pneumatic brake system. Its transmission system is changed from hydraulic / pneumatic to electrical transmission, which can greatly simplify the structure of the brake system, facilitate layout, assembly and maintenance, and the braking torque is completely generated by the actuator driven by the motor installed on the four tires. In recent years, domestic and foreign parts companies have been laying out wire control brake products, such as Conti-nental, Bosch, and domestic companies such as Gruber and Bethel.

[0004] Electronic mechanical brakes also have many disadvantages, such as: the braking power is limited by the motor power. The space in many cars is limited, so the permanent magnet motor is limited in size and the power is not high, which ultimately leads to insufficient braking force; if the motor power is met, a 48V power supply is required. At the same time, the working environment temperature of the brake is relatively high. The motor needs to work in a high temperature environment for a long time, and has high requirements for high temperature resistance. Therefore, it is necessary to strengthen the reliability of the power system and the stability of the motor operation. Utility Model Content

[0005] In view of this, the utility model aims to provide a wire-controlled mechanical brake to solve the problems of heavy weight, slow response speed, and difficulty in layout, assembly and maintenance of traditional brake systems.

[0006] To achieve the above purpose, the utility model adopts the following technical solution: a wire-controlled mechanical brake, comprising:

[0007] The caliper body is slidably arranged on the caliper seat, and two friction blocks are arranged opposite to each other on the caliper seat. A motor is fixedly arranged at one end of the caliper body, and the rotating end of the motor is connected to the input end of the cycloid disc reduction assembly through an eccentric shaft. A plurality of toggle blocks are evenly distributed on the circumference of the end surface of the reduction output shaft of the cycloid disc reduction assembly away from the motor.

[0008] A locking ring is coaxially arranged on the end face of the reduction output shaft away from the motor and connected to the caliper body, and all the toggle blocks are arranged in the locking ring;

[0009] A cylindrical camshaft, one end of which is coaxially arranged in the locking ring and is provided with protrusions corresponding to all the toggle blocks one by one, both end faces of each protrusion are connected with elastic members, and the side of each elastic member away from the protrusion contacts the end face of the toggle block at the corresponding position, and a driving groove is provided on the circumferential surface of the other end of the cylindrical camshaft;

[0010] The push rod roller is arranged coaxially with the cylindrical camshaft and cooperates with the driving groove. The driving groove is used to drive the push rod roller to reciprocate when the cylindrical camshaft rotates. The push rod roller is arranged opposite to the friction block on one side away from one end of the cylindrical camshaft. When the motor is running, it drives the eccentric shaft to rotate, and then decelerates through the cycloid disc reduction assembly, drives the toggle block to compress the elastic part through the reduction output shaft, and then drives the cylindrical camshaft to rotate. The rotation of the cylindrical camshaft drives the push rod roller through the driving groove to push the friction block on the corresponding side to press the brake disc. The reaction force formed after the reaction force drives the caliper body to press the friction block on the other side, so that the friction blocks on both sides press the brake disc.

[0011] Furthermore, the eccentric shaft is provided with two eccentric sleeves offset by 180 degrees.

[0012] Furthermore, the cycloid disc reduction assembly also includes a bearing, two cycloid discs and a plurality of annular pins. Each of the eccentric sleeves is connected to the corresponding cycloid disc via a bearing. The plurality of annular pins are evenly distributed circumferentially on the inner wall of the caliper body. The two cycloid discs are both engaged with the annular pins. A plurality of connecting parts are provided on the reduction output shaft and are inserted into the openings provided on the two cycloid discs one by one.

[0013] Furthermore, the annular pin is rotatably connected to the caliper body via a pin shaft.

[0014] Furthermore, the elastic member includes a locking cylinder and a limit spring, the locking cylinder is connected to one end of the limit spring, the other end of the limit spring is connected to the protrusion at the corresponding position, and the locking cylinder is away from the end of the limit spring and contacts the toggle block at the corresponding position.

[0015] Furthermore, the push rod roller is slidably connected to the caliper body.

[0016] Furthermore, the cylindrical camshaft is rotatably connected to the caliper body.

[0017] Furthermore, the rotating end of the motor is connected to the eccentric shaft via a spline.

[0018] Furthermore, the driving groove is a wave-shaped groove connected end to end, and the wave-shaped groove is used for the travel angle of the push rod roller close to the friction block to be greater than the travel angle away from the friction block.

[0019] Furthermore, a pulley is provided on the top rod roller and is connected to the driving slide groove through the pulley.

[0020] Compared with the prior art, the beneficial effects of the utility model are:

[0021] 1. This brake is an electromechanical brake, which is suitable for wire-controlled brake systems. It improves the accuracy of the brake, increases the braking response speed, and at the same time improves the torque transmission efficiency in the electromechanical brake system and improves energy utilization.

[0022] 2. The six-phase motor used in this brake is a three-phase independent design with high redundancy, which ensures that when one circuit fails, the other intact three-phase components can still output half of the torque. At the same time, the six-phase motor design is adopted. When large torque is required for clamping, all six phases work. When retreating without load, three phases work and the other three phases do not work, thus saving battery energy.

[0023] 3. The deceleration locking transmission mechanism of this brake adopts a cycloid pinwheel deceleration mechanism. The double cycloid discs are placed at 180 degrees. The motor torque is input from the eccentric shaft and output from the output shaft. The cycloid pinwheel deceleration mechanism has high rigidity and can accurately and precisely position and control. It has the characteristics of low backlash, high efficiency, high input speed, high output torque, stable operation, and low noise.

[0024] 4. The one-way locking mechanism formed by the cylindrical camshaft and the push rod roller of the brake realizes the motor-driven cam mechanism to clamp the friction block. When the friction block is forced to retreat, it cannot drive the camshaft to rotate. Under long-term braking, the time for the motor to apply large torque can be reduced, the service life of the motor can be extended, and the parking function can be realized at the same time;

[0025] 5. The driving groove profile curve of the cylindrical camshaft of this brake is designed according to the clamping and releasing characteristics. The withdrawal stroke is smaller than the clamping stroke angle, ensuring that the brake is released quickly and can eliminate the dragging phenomenon when the brake is released. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] The accompanying drawings constituting a part of the present invention are used to provide a further understanding of the present invention. The illustrative embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation on the present invention. In the accompanying drawings:

[0027] Figure 1 It is a three-dimensional structural schematic diagram of a wire-controlled mechanical brake according to the utility model;

[0028] Figure 2 This is a cross-sectional view from a first perspective of a wire-controlled mechanical brake according to the utility model;

[0029] Figure 3 It is a cross-sectional view from a second perspective of a wire-controlled mechanical brake according to the utility model;

[0030] Figure 4 This is an exploded view of a wire-controlled mechanical brake according to the utility model;

[0031] Figure 5 It is an exploded view of the cycloid disc speed reduction assembly, cylindrical camshaft and ejector roller described in the utility model;

[0032] Figure 6 For the utility model Figure 5 Side view of

[0033] Figure 7 It is an exploded view of the cycloid disc speed reduction assembly described in the utility model;

[0034] Figure 8 It is a diagram showing the use state of the cycloid disc speed reduction assembly, the cylindrical camshaft and the ejector roller of the utility model being assembled together;

[0035] Fig. 9 For the utility model Figure 8 The structural diagram omitting the two cycloid discs;

[0036] Fig.10 This is an assembly state diagram of the cylindrical camshaft and the push rod roller described in the utility model.

[0037] Motor 1; caliper body 2; caliper seat 3; brake disc 4; friction block 5; eccentric shaft 6; bearing 7; cycloid disc 8; reduction output shaft 9; locking cylinder 10; limit spring 11; locking ring 12; cylindrical camshaft 13; push rod roller 14; annular pin 15. DETAILED DESCRIPTION

[0038] The following will be combined with the drawings in the embodiments of the utility model to clearly and completely explain the technical solutions in the embodiments of the utility model. It should be noted that the embodiments and features in the embodiments of the utility model can be combined with each other without conflict, and the described embodiments are only part of the embodiments of the utility model, not all of the embodiments.

[0039] It should be noted that the descriptions of the present invention regarding directions such as "left", "right", "left side", "right side", "upper", "lower", "top", "bottom", etc. are all defined based on the relationship between the orientations or positions shown in the drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the structure described must be constructed and operated in a specific orientation. Therefore, it cannot be understood as a limitation on the present invention. In the description of the present invention, the meaning of "multiple" is more than two, unless otherwise clearly and specifically defined.

[0040] In the description of the present invention, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a direct connection, or an indirect connection through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0041] Referring to the accompanying drawings, this embodiment is described, a wire-controlled mechanical brake comprises:

[0042] The caliper body 2 is slidably set on the caliper seat 3. The caliper seat 3 is provided with two relatively arranged friction blocks 5, and the friction blocks 5 are clamped on the caliper seat 3. A motor 1 is fixedly set at one end of the caliper body 2. Specifically, the motor 1 is fixed in the caliper body 2 by bolts. The rotating end of the motor 1 is connected to the input end of the cycloid disc reduction assembly through an eccentric shaft 6. A plurality of toggle blocks are evenly distributed on the circumference of the end face of the reduction output shaft 9 of the cycloid disc reduction assembly away from the motor 1. Specifically, two toggle blocks can be provided; a sliding rod can be set on the caliper body 2 and connected to the caliper seat 3 through the sliding rod. If necessary, a necessary rebound assembly can be set to help the caliper body 2 to ensure its relative position with the caliper seat 3 in a static state, so that the original relative position can be ensured for use when no braking is performed. The six-phase motor used in motor 1 is a three-phase independent design with high redundancy capability, ensuring that when one circuit fails, the other intact three-phase components can still output half of the torque. At the same time, a six-phase motor design is adopted. When clamping requires a large torque, all six phases work. When retreating without load, three of the phases work and the other three phases do not work, thereby saving battery energy.

[0043] The locking ring 12 is coaxially arranged on the end face of the reduction output shaft 9 away from the motor 1 and connected to the caliper body 2, and all the toggle blocks are arranged in the locking ring 12; the locking ring 12 is arranged to ensure that when the cylindrical camshaft 13 is rotating, the protrusion can be connected to the elastic component in the locking ring 12 by rotation, and the locking ring 12 can play the role of sliding limit, so that the toggle block can drive the cylindrical camshaft 13 to rotate after acting on the elastic component, thereby forming the effect of deceleration and increasing torque. The function of the locking ring 12 is to constrain the movement of the locking cylinder 10 and the limit spring 11 during the forward output movement, and when the cylindrical camshaft 13 is driven during the reverse output movement, the inclined surface of the driving slot of the cylindrical camshaft 13 interacts with the push rod roller 14 to clamp the cylindrical camshaft 13 and prevent it from reversing.

[0044] The cylindrical camshaft 13 has one end coaxially arranged in the locking ring 12 and is provided with a protrusion corresponding to all the toggle blocks. Each of the two end faces of the protrusion is connected with an elastic member. The side of each elastic member away from the protrusion contacts the end face of the toggle block at the corresponding position. A driving groove is provided on the circumferential surface of the other end of the cylindrical camshaft 13. A bearing seat for rotating support of the cylindrical camshaft 13 can be provided in the caliper body 2, so that the cylindrical camshaft 13 can rotate stably. When the toggle block rotates, it can push the elastic component to complete the deceleration and increase the torque, and finally the rotation of the cylindrical camshaft 13 drives the push rod roller 14 to reciprocate linear motion through the driving groove, and this motion is driven by the force after deceleration and torque increase, so the braking torque is large and the response is fast.

[0045] The push rod roller 14 is coaxially arranged with the cylindrical camshaft 13 and matched with the driving chute. The driving chute is used to drive the push rod roller 14 to reciprocate when the cylindrical camshaft 13 rotates. The push rod roller 14 is arranged opposite to the friction block 5 on one side at one end away from the cylindrical camshaft 13. When the motor 1 is running, it drives the eccentric shaft 6 to rotate, and then drives the cycloid disc reduction assembly to reduce the speed, and then drives the toggle block to compress the elastic member through the reduction output shaft 9, and then drives the cylindrical camshaft 13 to rotate. The cylindrical camshaft 13 rotates and drives the push rod roller 14 through the driving chute to push the corresponding side friction block 5 to press the brake disc 4. The reaction force formed drives the caliper body 2 to press the other side friction block 5, so that the friction blocks on both sides press the brake disc 4. The cycloid disc reduction assembly has high rigidity, can accurately and precisely position and control, and has the characteristics of low backlash, high efficiency, high input speed, high output torque, stable operation, low noise, etc. It is used for braking, can reduce the load of the motor 1, help the motor 1 to be used for a long time and ensure reliability and stability.

[0046] In this embodiment, two eccentric sleeves are arranged on the eccentric shaft 6, which are offset by 180°. This design allows the double eccentric sleeves on the eccentric shaft 6 to produce a periodic radial motion when the eccentric shaft 6 rotates. Two bearings 7 are installed on the double eccentric sleeves of the eccentric shaft 6, which cooperate with the raceway on the cycloidal disc 8 to form a so-called H mechanism. The roller bearing 7 allows the cycloidal disc 8 to rotate under the drive of the eccentric shaft 6. The center hole of the cycloidal disc cooperates with the bearing 7 on the eccentric shaft. When the eccentric shaft rotates, due to the action of the bearing 7, the cycloidal disc 8 will reciprocate along its axial direction. This reciprocating motion is actually a combination of the rotation and revolution of the cycloidal disc. The tooth profile of the cycloidal disc 8 meshes with the annular pin 15, and the rotation and revolution of the cycloidal disc 8 cause the tooth profile on the cycloidal disc 8 to roll along the annular pin 15, thereby achieving deceleration.

[0047] In this embodiment, the cycloid disc reduction assembly further includes a bearing 7, two cycloid discs 8 and a plurality of annular pins 15, each of the eccentric sleeves is connected to the corresponding cycloid disc 8 via a bearing 7, a plurality of annular pins 15 are evenly distributed on the inner wall of the caliper body 2, the two cycloid discs 8 are meshed with the annular pins 15, and a plurality of connectors are provided on the reduction output shaft 9 and are inserted into the openings provided on the two cycloid discs 8 one by one. After the cycloid disc 8 is reduced in speed, the power is transmitted to the reduction output shaft 9 through the cooperation of the opening and the connector, thereby completing the reduction function.

[0048] In this embodiment, the annular pin 15 is rotatably connected to the caliper body 2 via a pin shaft. The annular pin 15 is connected via a pin shaft, which can reduce the rolling friction when meshing with the cycloid disc 8, thereby reducing the generation of friction and extending the service life.

[0049] In this embodiment, the elastic member includes a locking cylinder 10 and a limit spring 11, wherein the locking cylinder 10 is connected to one end of the limit spring 11, and the other end of the limit spring 11 is connected to a protrusion at a corresponding position, and the end of the locking cylinder 10 away from the limit spring 11 contacts the toggle block at a corresponding position. This arrangement enables the limit spring 11 to be compressed first and then transmit the torque to the push rod roller 14 through the locking cylinder 10, thereby further reducing speed and increasing torque, so that the brake can more reliably complete the braking action.

[0050] In this embodiment, the push rod roller 14 is slidably connected to the caliper body 2. Specifically, a corresponding slot can be provided on the caliper body 2, and the push rod roller 14 is slidably provided in the corresponding slot, and lubricating oil can be provided during the installation stage to reduce sliding friction, thereby reducing sliding wear.

[0051] In this embodiment, the cylindrical camshaft 13 is rotatably connected to the caliper body 2. Specifically, a bearing seat is provided in the caliper body 2 to fix the rotation position of the cylindrical camshaft 13, thereby reducing vibration during the rotation process and ensuring the safety of operation.

[0052] In this embodiment, the rotating end of the motor 1 is connected to the eccentric shaft 6 via a spline. This connection method is a prior art, and a reasonable connection can be made according to actual conditions.

[0053] In this embodiment, the driving chute is a wave-shaped groove connected end to end, and the wave-shaped groove is used for the travel angle of the push rod roller 14 close to the friction block 5 to be greater than the travel angle away from the friction block 5, so as to ensure that the brake is released quickly and prevent the dragging phenomenon when the brake is released. The driving chute complies with the law of cycloid motion, and its acceleration curve is continuous, so as to ensure that the push rod roller 14 is driven by the driving chute, and the braking is comfortable and impact-free.

[0054] In this embodiment, a pulley is provided on the top rod roller 14 and is connected to the driving slide groove through the pulley. The provision of the pulley can reduce the sliding friction during the sliding process.

[0055] When in use, the motor 1 is running to rotate the rotating end, driving the eccentric shaft 6 to rotate. When the eccentric shaft 6 rotates, the double eccentric sleeve thereon will produce a periodic radial motion. Two bearings 7 are installed on the double eccentric sleeve of the eccentric shaft 6, which cooperate with the raceway on the cycloid disc 8 to form a so-called H mechanism. The roller bearing 7 allows the cycloid disc 8 to rotate under the drive of the eccentric shaft 6. The center hole of the cycloid disc cooperates with the bearing 7 on the eccentric shaft. When the eccentric shaft rotates, due to the action of the bearing 7, the cycloid disc 8 will reciprocate along its axial direction. This reciprocating motion is actually a combination of the rotation and revolution of the cycloid disc. The tooth profile of the cycloid disc 8 meshes with the annular pin 15. The rotation and revolution of the cycloid disc 8 cause the tooth profile on the cycloid disc 8 to roll along the annular pin 15, thereby achieving deceleration. After deceleration, the power is transmitted to the deceleration output shaft 9 through the cooperation of the opening and the connecting piece. The rotation of the deceleration output shaft 9 will drive the locking cylinder 10 to compress the limit spring 11 through the toggle block, and then drive the cylindrical camshaft 13 to rotate. The rotation of the cylindrical camshaft 13 will drive the push rod roller 14 to move toward the friction block 5, so that the friction block 5 is close to the brake disc 4. When the brake disc 4 is pressed, the reaction force will cause the caliper body 2 to move in the opposite direction as a whole, so that the caliper body 2 presses the friction block 5 on the other side, thereby completing the friction blocks 5 on both sides to press the brake disc 4 to form a braking effect. When the friction block 5 is forced to retreat, it cannot drive the cylindrical camshaft 13 to rotate. Under long-term braking, the time for the motor to apply a large torque can be reduced, the service life of the motor can be extended, and the parking function can be realized at the same time.

[0056] The sensors, controllers, control programs, etc. that may be involved in the above description are all existing technologies and will not be described in detail here.

[0057] The embodiments of the utility model disclosed above are only used to help explain the utility model. The embodiments do not describe all the details in detail, nor do they limit the utility model to the specific implementation methods described. According to the content of this specification, many modifications and changes can be made. This specification selects and specifically describes these embodiments in order to better explain the principles and practical applications of the utility model, so that technicians in the relevant technical field can well understand and use the utility model.

Claims

1. A wire-controlled mechanical brake, characterized in that: include: A caliper body (2) is slidably arranged on a caliper seat (3), and two friction blocks (5) are arranged opposite to each other on the caliper seat (3). A motor (1) is fixedly arranged at one end of the caliper body (2), and the rotating end of the motor (1) is connected to the input end of the cycloid disc reduction assembly through an eccentric shaft (6). A plurality of toggle blocks are evenly distributed on the circumference of the end surface of the reduction output shaft (9) of the cycloid disc reduction assembly away from the motor (1); A locking ring (12) is coaxially arranged on the end surface of the reduction output shaft (9) away from the motor (1) and connected to the caliper body (2), and all the toggle blocks are arranged in the locking ring (12); A cylindrical camshaft (13), one end of which is coaxially arranged in the locking ring (12) and is provided with protrusions corresponding to all the toggle blocks one by one, both end surfaces of each protrusion are connected with elastic members, and the side of each elastic member away from the protrusion contacts the end surface of the toggle block at the corresponding position, and a driving groove is provided on the circumferential surface of the other end of the cylindrical camshaft (13); The push rod roller (14) is coaxially arranged with the cylindrical camshaft (13) and cooperates with the driving slot. The driving slot is used to drive the push rod roller (14) to reciprocate when the cylindrical camshaft (13) rotates. The push rod roller (14) is arranged opposite to the friction block (5) on one side at one end away from the cylindrical camshaft (13). When the motor (1) is running, it drives the eccentric shaft (6) to rotate, and after being decelerated by the cycloid disc deceleration assembly, it drives the toggle block to compress the elastic member through the deceleration output shaft (9) and then drives the cylindrical camshaft (13) to rotate. The cylindrical camshaft (13) rotates and drives the push rod roller (14) through the driving slot to push the corresponding side friction block (5) to press the brake disc (4). The reaction force formed after the reaction force drives the caliper body (2) to press the other side friction block (5), so that the friction blocks on both sides press the brake disc (4).

2. A wire-controlled mechanical brake according to claim 1, characterized in that: The eccentric shaft (6) is provided with two eccentric sleeves offset by 180 degrees.

3. A wire-controlled mechanical brake according to claim 2, characterized in that: The cycloid disc reduction assembly also includes a bearing (7), two cycloid discs (8) and a plurality of annular pins (15); each of the eccentric sleeves is connected to the corresponding cycloid disc (8) via a bearing (7); the plurality of annular pins (15) are evenly distributed on the inner wall of the caliper body (2); the two cycloid discs (8) are meshed with the annular pins (15); and the reduction output shaft (9) is provided with a plurality of connecting pieces which are inserted into openings provided on the two cycloid discs (8) one by one.

4. A wire-controlled mechanical brake according to claim 3, characterized in that: The annular pin (15) is rotatably connected to the caliper body (2) via a pin shaft.

5. The wire-controlled mechanical brake according to claim 1, characterized in that: The elastic member comprises a locking cylinder (10) and a limiting spring (11); the locking cylinder (10) is connected to one end of the limiting spring (11); the other end of the limiting spring (11) is connected to a protrusion at a corresponding position; and the end of the locking cylinder (10) away from the limiting spring (11) contacts a toggle block at a corresponding position.

6. The wire-controlled mechanical brake according to claim 1, characterized in that: The push rod roller (14) is slidably connected to the caliper body (2).

7. The wire-controlled mechanical brake according to claim 1, characterized in that: The cylindrical camshaft (13) is rotatably connected to the caliper body (2).

8. The wire-controlled mechanical brake according to claim 1, characterized in that: The rotating end of the motor (1) is connected to the eccentric shaft (6) via a spline.

9. A wire-controlled mechanical brake according to any one of claims 1 to 8, characterized in that: The driving slide groove is a wave-shaped groove connected end to end, and the wave-shaped groove is used for the travel angle of the push rod roller (14) close to the friction block (5) to be greater than the travel angle away from the friction block (5).

10. A wire-controlled mechanical brake according to claim 9, characterized in that: The top rod roller (14) is provided with a pulley and is connected to the driving slide groove via the pulley.

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