Brake and vehicle

Abstract

The utility model discloses a brake and a vehicle. The brake comprises a caliper body, a brake element and a brake element, the inner friction plate and the outer friction plate are located in the containing space and arranged in the first direction in a spaced mode. The shell comprises a first containing cavity and a second containing cavity which are arranged in the second direction, the first containing cavity is filled with oil liquid, and the oil liquid comprises high-permeability particles and non-magnetic base liquid; the driving assembly comprises a piston, and the piston is movably arranged in the second containing cavity in the first direction and used for pushing the inner friction plate to move towards the outer friction plate; the damping component comprises a push rod assembly and a coil, the push rod assembly is connected with the piston and movably arranged in the first containing cavity in the first direction, and the coil is located in the first containing cavity and arranged on the push rod assembly. According to the brake, the brake requirements of different road conditions, different use scenes and different vehicle types are met.

Description

Technical Field

[0001] This utility model relates to the field of vehicle technology, and in particular to a brake and a vehicle. Background Technology

[0002] With the increasing electrification of automotive chassis, braking systems are also striving to achieve braking through brake-by-wire systems. However, existing braking processes cannot meet the diverse braking needs based on different road conditions or usage scenarios. Utility Model Content

[0003] This invention aims to solve at least one of the technical problems existing in the prior art. To this end, this invention proposes a brake that adapts to different road conditions, different usage scenarios, and the braking needs of different vehicle models.

[0004] This utility model also proposes a vehicle that includes the above-described brake.

[0005] A brake according to an embodiment of the present invention includes: a clamp body having a receiving space; an inner friction plate and an outer friction plate located within the receiving space and spaced apart along a first direction; a housing connected to the clamp body, located along the first direction on the side of the inner friction plate away from the outer friction plate, the housing including a first receiving cavity and a second receiving cavity arranged along a second direction, the first receiving cavity being filled with oil comprising high permeability particles and a non-magnetic base fluid; a drive assembly including a piston movably disposed within the second receiving cavity along the first direction for pushing the inner friction plate toward the outer friction plate; and a damping component including a push rod assembly and a coil, the push rod assembly being connected to the piston and movably disposed within the first receiving cavity along the first direction, the coil being located within the first receiving cavity and disposed on the push rod assembly.

[0006] According to an embodiment of the present invention, the brake has a caliper body with a receiving space. An inner friction plate and an outer friction plate are located in the receiving space and are spaced apart along a first direction. A housing is connected to the caliper body. Along the first direction, the housing is located on the side of the inner friction plate away from the outer friction plate. The housing includes a first receiving cavity and a second receiving cavity arranged along a second direction. The first receiving cavity is filled with oil, which includes high magnetic permeability particles and a non-magnetic base fluid. The drive assembly includes a piston, which is movably disposed in the second receiving cavity along the first direction to push the inner friction plate toward the outer friction plate. The damping component includes a push rod assembly and a coil. The push rod assembly is connected to the piston and is movably disposed in the first receiving cavity along the first direction. The coil is located in the first receiving cavity and disposed on the push rod assembly. The viscosity and flowability of the oil are adjusted by controlling the current of the coil to change the damping of the damping component. The damping is transmitted to the piston through the push rod assembly to adjust the output pressure and stroke of the piston, so that the brake can adapt to different road conditions, different usage scenarios, and different vehicle models' braking requirements. Meanwhile, the damping components can absorb and disperse the energy generated during braking, reducing noise and vibration caused by rapid piston movement and friction pad contact, which helps improve driving and riding comfort, and also helps extend the service life of the brakes and the vehicle.

[0007] In some embodiments of this utility model, the push rod assembly includes: a push rod extending along the first direction and movably disposed within the first receiving cavity; and a connecting plate extending along the second direction and located outside the first receiving cavity, the connecting plate being connected to one end of the piston near the inner friction plate and one end of the push rod away from the first receiving cavity.

[0008] In some embodiments of this utility model, the coil is sleeved outside the push rod, or the coil is located inside the push rod.

[0009] In some embodiments of this utility model, the damping component further includes: a valve body, which is located within the first receiving cavity and divides the first receiving cavity into a first sub-cavity and a second sub-cavity along the first direction; the valve body has a connecting hole through which the first sub-cavity and the second sub-cavity are connected; along the first direction, the first sub-cavity is located on the side of the second sub-cavity closer to the internal friction plate; and the push rod assembly is movably disposed within the first sub-cavity; and a solenoid valve, which is located within the first receiving cavity and is used to control the opening degree of the connecting hole.

[0010] In some embodiments of this utility model, the solenoid valve is located in the first sub-cavity, and along the first direction, the solenoid valve is located on the side of the push rod away from the internal friction plate and is spaced apart from the push rod.

[0011] In some embodiments of this utility model, the driving assembly includes: a transmission screw located within the second receiving cavity and extending along the first direction; a driving member located outside the second receiving cavity and used to drive the transmission screw to rotate; a transmission block movably sleeved outside the transmission screw along the length direction of the transmission screw, the transmission block being movably disposed within the second receiving cavity along the first direction, and a piston sleeved outside the transmission block and fixedly connected to the transmission block.

[0012] In some embodiments of this utility model, the driving component includes: a drive motor; a reducer, wherein the input end of the reducer is connected to the drive motor, the reducer is located on the side of the transmission screw away from the internal friction plate, and the output end is connected to the transmission screw.

[0013] In some embodiments of this utility model, a pressure sensor is also included, which is located in the second accommodating cavity and is used to detect the pressure transmitted from the internal friction plate to the piston.

[0014] In some embodiments of this utility model, a current source module is further included, which is connected to the coil and is used to supply power to the coil.

[0015] The vehicle according to an embodiment of the present invention includes the brake described above.

[0016] According to an embodiment of this utility model, a vehicle is equipped with a brake. A damping component includes a pushrod assembly and a coil. The pushrod assembly is connected to a piston and movably disposed within a first receiving cavity along a first direction. The coil is located within the first receiving cavity and mounted on the pushrod assembly. This allows for the control of the current in the coil to regulate the viscosity and flowability of the hydraulic fluid, thereby altering the damping of the damping component. The damping is transmitted to the piston via the pushrod assembly to adjust the piston's output pressure and stroke, enabling the brake to adapt to different road conditions, usage scenarios, and braking requirements of different vehicle models. Simultaneously, the damping component absorbs and disperses energy generated during braking, reducing noise and vibration caused by rapid piston movement and friction pad contact, thus improving driving and passenger comfort and extending the vehicle's service life.

[0017] Additional aspects and advantages of this invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0018] The above and / or additional aspects and advantages of this utility model will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0019] Figure 1This is a structural diagram of the brake according to an embodiment of the present utility model;

[0020] Figure 2 This is a cross-sectional view of the brake according to an embodiment of the present utility model, wherein the drive motor and the reducer are not shown;

[0021] Figure 3 This is a schematic diagram of the vehicle structure according to an embodiment of the present utility model;

[0022] Figure 4 This is a schematic diagram of the vehicle according to an embodiment of the present utility model;

[0023] Figure 5 This is a schematic diagram of the vehicle process according to another embodiment of the present invention;

[0024] Figure 6 This is a schematic diagram of the vehicle according to another embodiment of the present utility model;

[0025] Figure 7 This is a schematic diagram of the vehicle according to another embodiment of the present invention.

[0026] Figure label:

[0027] 100. Brake;

[0028] 1. Clamping body; 11. Accommodation space;

[0029] 21. Inner friction plate; 22. Outer friction plate;

[0030] 3. Outer shell; 31. First receiving cavity; 311. First sub-cavity; 312. Second sub-cavity; 32. Second receiving cavity;

[0031] 4. Drive assembly; 41. Piston; 42. Transmission screw; 43. Transmission block; 44. Drive component; 441. Drive motor; 442. Reducer;

[0032] 5. Damping components; 51. Push rod assembly; 511. Push rod; 512. Connecting plate; 52. Coil; 53. Valve body; 531. Through hole; 54. Solenoid valve;

[0033] 6. Pressure sensor;

[0034] 200. Pedal;

[0035] 300. Vehicle controller. Detailed Implementation

[0036] The embodiments of this utility model are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this utility model, and should not be construed as limiting this utility model.

[0037] In the description of this utility model, it should be understood that the terms "center," "longitudinal," "transverse," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential," etc., indicating the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model. Furthermore, features defined with "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, unless otherwise stated, "a plurality of" means two or more.

[0038] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0039] The brake 100 according to an embodiment of the present invention is described below with reference to the accompanying drawings.

[0040] like Figure 1 and Figure 2 As shown, the brake 100 according to an embodiment of the present invention includes a clamp body 1, an inner friction plate 21, an outer friction plate 22, a housing 3, a drive assembly 4, and a damping component 5.

[0041] The clamp body 1 has a receiving space 11, an inner friction plate 21 and an outer friction plate 22 are located in the receiving space 11 and are spaced apart along a first direction. The outer shell 3 is connected to the clamp body 1. Along the first direction, the outer shell 3 is located on the side of the inner friction plate 21 away from the outer friction plate 22. The outer shell 3 includes a first receiving cavity 31 and a second receiving cavity 32 arranged along a second direction. The driving assembly 4 includes a piston 41. The piston 41 is movably disposed in the second receiving cavity 32 along the first direction and is used to push the inner friction plate 21 toward the outer friction plate 22.

[0042] Understandably, the caliper 1 is installed at the wheel for braking. The brake 100 also includes a brake disc, which is located in the accommodating space and connected to the wheel axle. The brake disc is located between the inner friction pad 21 and the outer friction pad 22. During the braking process of the brake 100, the piston 41 pushes the inner friction pad 21 toward the outer friction pad 22 in the first direction. When the inner friction pad 21 is in full contact with the brake disc, the inner friction pad 21 stops moving. At this time, the caliper 1 is driven by the reaction force of the brake disc to move the outer friction pad 22 toward the brake disc. When the outer friction pad 22 is in full contact with the brake disc, the inner friction pad 21 and the outer friction pad 22 are clamped on both sides of the brake disc. Since the brake disc rotates as a whole with the wheel, the wheel is braked.

[0043] Meanwhile, the piston 41 is partially disposed within the second receiving cavity 32, allowing the portion of the piston 41 near the inner friction plate 21 to extend outside the second receiving cavity 32 to push the inner friction plate 21. This ensures the reliability of the reciprocating motion of the inner friction plate 21 towards and away from the brake disc, further improving the braking effect of the brake 100. Additionally, the housing 3 can protect the piston 41 to a certain extent, reducing external contamination from oil, dust, etc., and improving the reliability of the piston 41 and the drive assembly 4.

[0044] In this application, the inner and outer sides are based on the inner and outer directions when the brake caliper 100 is installed on the wheel. For example, with the front of the vehicle as the front and the rear as the rear, the two sides in the width direction of the vehicle body are the left and right sides. When the caliper 1 is installed on the left wheel, the side of the left wheel away from the right wheel is the outer side, and the side of the left wheel closer to the right wheel is the inner side.

[0045] The outer casing 3 includes a first receiving cavity 31 and a second receiving cavity 32 arranged along a second direction. The first receiving cavity 31 is filled with oil, which includes high magnetic permeability particles and non-magnetic base liquid. The damping component 5 includes a push rod assembly 51 and a coil 52. The push rod assembly 51 is connected to the piston 41 and is movably disposed in the first receiving cavity 31 along a first direction. The coil 52 is located in the first receiving cavity 31 and is disposed on the push rod assembly 51.

[0046] Understandably, when coil 52 is energized, it generates a magnetic field, causing high-permeability particles within the first receiving cavity 31 to align regularly, thereby increasing the viscosity of the oil. Simultaneously, the strength of the magnetic field can be changed by adjusting the current intensity in coil 52, thus regulating the viscosity and flowability of the oil as needed. Therefore, by connecting the push rod assembly 51 to the piston 41 and movably positioning it within the first receiving cavity 31 along the first direction, the viscosity and flowability of the oil can be controlled by adjusting the current in coil 52 to alter the damping of the damping component 5. This damping is then transmitted via the push rod assembly 51 to the piston 41 to adjust the output pressure and stroke of the piston 41, enabling the brake 100 to adapt to different road conditions, usage scenarios, and braking requirements of different vehicle models. This provides calibrable options for different braking needs, meeting platform requirements.

[0047] In addition, the push rod assembly 51 is partially located in the first receiving cavity 31 so that when the piston 41 moves in the first direction, it can drive part of the push rod assembly 51 to extend out of the first receiving cavity 31, ensuring the reliability of the movement of the push rod assembly 51, and the outer shell 3 can protect the push rod assembly 51 to a certain extent, improving the overall reliability.

[0048] For example, by providing additional resistance through the damping component 5, the movement speed of the piston 41 can be adjusted, which helps to achieve a smoother and more gradual braking process and reduces the impact and discomfort that may be caused by excessive braking. Alternatively, after braking is completed, the additional resistance provided by the damping component 5 can reduce the hardware load on the brake 100 and improve braking safety.

[0049] In addition, the damping component 5 can absorb and disperse the energy generated during braking, reduce the noise and vibration caused by the rapid movement of the piston 41 and the contact of the friction pads, which helps to improve driving and riding comfort, and also helps to extend the service life of the brake 100 and the vehicle.

[0050] Optionally, the outer shell 3 and the clamp body 1 are connected by welding or are integrally cast.

[0051] Furthermore, the end of piston 41 near the inner friction plate 21 is connected to the inner friction plate 21. Thus, when the vehicle brakes suddenly, coil 52 is not energized, and piston 41 pushes the inner friction plate 21 to move towards the outer friction plate 22. When the vehicle releases the brake, piston 41 drives the inner friction plate 21 to move away from the outer friction plate 22.

[0052] According to an embodiment of the present invention, the brake 100 has a clamping body 1 with a receiving space 11. An inner friction plate 21 and an outer friction plate 22 are located within the receiving space 11 and spaced apart along a first direction. A housing 3 is connected to the clamping body 1. Along the first direction, the housing 3 is located on the side of the inner friction plate 21 away from the outer friction plate 22. The housing 3 includes a first receiving cavity 31 and a second receiving cavity 32 arranged along a second direction. The first receiving cavity 31 is filled with oil, which includes high magnetic permeability particles and a non-magnetic base liquid. The driving assembly 4 includes a piston 41, which is movably disposed within the second receiving cavity 32 along the first direction for pushing... The inner friction pad 21 moves toward the outer friction pad 22. The damping component 5 includes a push rod assembly 51 and a coil 52. The push rod assembly 51 is connected to the piston 41 and movably disposed within the first receiving cavity 31 along a first direction. The coil 52 is located within the first receiving cavity 31 and mounted on the push rod assembly 51. This allows the viscosity and flowability of the oil to be adjusted by controlling the current in the coil 52, thereby changing the damping of the damping component 5. The damping is transmitted to the piston 41 via the push rod assembly 51 to adjust the output pressure and stroke of the piston 41, enabling the brake 100 to adapt to different road conditions, different usage scenarios, and the braking needs of different vehicle models. Simultaneously, the damping component 5 absorbs and disperses the energy generated during braking, reducing noise and vibration caused by the rapid movement of the piston 41 and contact with the friction pads, thus improving driving and passenger comfort and extending the service life of the brake 100 and the vehicle.

[0053] In some embodiments of this utility model, such as Figure 1 and Figure 2 As shown, the push rod assembly 51 includes a push rod 511 and a connecting plate 512. The push rod 511 extends along a first direction and is movably disposed within the first receiving cavity 31. The coil 52 is disposed on the push rod 511. The connecting plate 512 extends along a second direction and is located outside the first receiving cavity 31. The connecting plate 512 is connected to one end of the piston 41 near the inner friction plate 21 and the other end of the push rod 511 away from the first receiving cavity 31.

[0054] Thus, the piston 41 and the push rod 511 are indirectly connected through the connecting plate 512, so that the resistance provided by the current of the control coil 52 to regulate the viscosity and flow of the oil can be transmitted to the piston 41 through the push rod 511 and the connecting plate 512, thereby adjusting the output pressure and stroke of the piston 41, so that the brake 100 can adapt to different road conditions, different usage scenarios and different vehicle models' braking needs.

[0055] In some embodiments of this utility model, such as Figure 1 and Figure 2As shown, coil 52 is sleeved outside push rod 511; or, coil 52 is located inside push rod 511. Thus, this arrangement allows coil 52 to be mounted on push rod 511, enabling push rod 511 to provide some support for coil 52 and improving overall reliability.

[0056] In some embodiments of this utility model, such as Figure 1 and Figure 2 As shown, the damping component 5 also includes a valve body 53. The valve body 53 is located within the first receiving cavity 31 and divides the first receiving cavity 31 into a first sub-cavity 311 and a second sub-cavity 312 along a first direction. The valve body 53 has a connecting hole 531 through which the first sub-cavity 311 and the second sub-cavity 312 are connected. Along the first direction, the first sub-cavity 311 is located on the side of the second sub-cavity 312 closer to the inner friction plate 21. The push rod assembly 51 is movably disposed within the first sub-cavity 311. The solenoid valve 54 is located within the first receiving cavity 31 and is used to control the opening degree of the connecting hole 531.

[0057] Understandably, since the push rod assembly 51 is movably disposed in the first sub-cavity 311, the fluid in the first sub-cavity 311 is compressed during the process of the piston 41 pushing the inner friction plate 21 toward the outer friction plate 22. When the solenoid valve 54 is fully open, the fluid can freely flow from the first sub-cavity 311 to the second sub-cavity 312. At this time, the pressure in the first sub-cavity 311 is small or non-existent. When the solenoid valve 54 is fully closed, the fluid cannot flow from the first sub-cavity 311 to the second sub-cavity 312, resulting in a higher pressure in the first sub-cavity 311, thereby generating a damping effect on the movement of the piston 41.

[0058] Therefore, the flow rate of fluid between the first sub-cavity 311 and the second sub-cavity 312 is adjusted by controlling the opening of the connection hole through the solenoid valve 54, thereby changing the damping of the damping component 5. The damping is transmitted to the piston 41 through the push rod assembly 51 to adjust the output pressure and stroke of the piston 41. At the same time, the viscosity and fluidity of the oil are adjusted by controlling the current of the control coil 52 to change the damping of the damping component 5, so that the brake 100 can adapt to different road conditions, different usage scenarios, and different vehicle models' braking needs. It can also achieve stepless adjustment of the vehicle's deceleration and pressure relationship, which can not only improve the platform requirements of the brake-by-wire system, but also provide the driver with the most comfortable braking needs for different scenarios.

[0059] In some embodiments of this utility model, such as Figure 1 and Figure 2As shown, the solenoid valve 54 is located within the first sub-cavity 311. Along the first direction, the solenoid valve 54 is located on the side of the push rod 511 away from the inner friction plate 21 and is spaced apart from the push rod 511. Therefore, the solenoid valve 54, located within the first sub-cavity 311, controls the opening degree of the connecting hole 531, which can accelerate the response speed during emergency braking of the brake 100 and further improve the reliability of the brake 100. Simultaneously, the location of the solenoid valve 54 within the first sub-cavity 311 allows for a more compact overall structure of the damping component 5, reducing the volume of the damping component 5 and thus reducing the volume of the brake 100.

[0060] In some embodiments of this utility model, such as Figure 1 and Figure 2 As shown, the drive assembly 4 includes a transmission screw 42, a drive member 44, and a transmission block 43. The transmission screw 42 is located inside the second receiving cavity 32 and extends along the first direction. The drive member 44 is located outside the second receiving cavity 32 and is used to drive the transmission screw 42 to rotate. The transmission block 43 is movably sleeved on the outside of the transmission screw 42 along the length direction of the transmission screw 42. The transmission block 43 is movably disposed in the second receiving cavity 32 along the first direction. The piston 41 is sleeved on the outside of the transmission block 43 and is fixedly connected to the transmission block 43.

[0061] Therefore, the drive screw 42 is driven to rotate by the drive member 44, causing the transmission block 43 to move along the first direction, which in turn drives the piston 41 to move along the first direction. This results in the piston 41 pushing the inner friction plate 21 towards the outer friction plate 22, achieving the braking effect of the brake 100. Simultaneously, through the cooperation of the transmission screw 42 and the transmission block 43, the rotational motion of the drive member 44 can be precisely converted into the linear motion of the piston 41, providing a rapid response and effectively improving the stability and efficiency of the brake 100.

[0062] Furthermore, the transmission block 43 is movably disposed within the second receiving cavity 32 so that the housing 3 can protect the transmission block 43 to a certain extent and improve the reliability of the movement of the transmission block 43.

[0063] In some embodiments of this utility model, such as Figure 1 and Figure 2 As shown, the drive unit 44 includes a drive motor 441 and a reducer 442. The input end of the reducer 442 is connected to the drive motor 441, and the reducer 442 is located on the side of the transmission screw 42 away from the inner friction plate 21, while its output end is connected to the transmission screw 42.

[0064] Therefore, the drive motor 441 transmits the drive to the transmission screw 42 through the reducer 442, thereby driving the transmission screw 42 to rotate, and thus enabling the transmission block 43 and piston 41 to move in the first direction. At the same time, the reducer 442 connects the output shaft of the drive motor 441 and the transmission screw 42, which reduces the speed and increases the torque, allowing for more effective use of the power of the drive motor 441 to adapt to different load and speed requirements, and further improving the stability and reliability of the brake 100.

[0065] Furthermore, after braking is completed, since the first receiving cavity 31 contains oil, when the coil 52 is energized or the solenoid valve 54 is fully closed, the damping component 5 can withstand high loads while maintaining the operating positions of the transmission screw 42 and the transmission block 43, thus improving safety. Therefore, when designing the brake 100, the specifications of the ball screw and reducer 442 can be reduced, thereby reducing the overall size of the brake 100. The drive motor 441 can be designed with the optimal reduction ratio, and the adjustment range of the electronically controlled damper can be calibrated to meet braking requirements, thereby achieving a lightweight brake 100 and improving the safety level.

[0066] Meanwhile, since the braking process of the internal friction plate 21 and the brake disc is achieved by the drive motor 441 driving the transmission screw 42 and the transmission block 43 to push the piston 41, a large number of simulations are required when setting the relationship between the vehicle deceleration and pressure, and finally the simulation curve is fitted. Thus, by controlling the current of the coil 52 and the opening and closing of the solenoid valve 54, the simulation curve can be fitted to meet the platform requirements of various vehicle models.

[0067] In some embodiments of this utility model, such as Figure 1 and Figure 2 As shown, the brake 100 also includes a pressure sensor 6. The pressure sensor 6 is located within the second receiving cavity 32 and is used to detect the pressure transmitted from the inner friction plate 21 to the piston 41. Therefore, by comparing the pressure detected by the pressure sensor 6 from the inner friction plate 21 to the piston 41 with a preset pressure threshold, the braking effect of the brake 100 is obtained, thereby ensuring successful braking.

[0068] For example, during emergency braking of the vehicle, the solenoid valve 54 is fully open, the coil 52 is not energized, the drive component 44 operates and drives the piston 41 to push the inner friction plate 21 to the outer friction plate 22. When the pressure sensor 6 detects that the pressure has reached the preset pressure threshold, the solenoid valve 54 is fully closed, the coil 52 is energized, thereby reducing the hardware load of the brake 100 through the damping component 5 and improving braking safety. Furthermore, by fully opening the solenoid valve 54 and de-energizing the coil 52, the response is accelerated, the drag effect is reduced, and energy loss is decreased.

[0069] Alternatively, when the vehicle releases the brake, the solenoid valve 54 is fully open, the coil 52 is not energized, the drive component 44 runs and drives the piston 41 to move the inner friction plate 21 away from the outer friction plate 22, and the solenoid valve 54 is fully open, the coil 52 is not energized, thus speeding up the response, reducing dragging effects, and reducing energy loss.

[0070] In some embodiments of this invention, the brake 100 further includes a current source module connected to the coil 52 for supplying power to the coil 52. Thus, by supplying power to the coil 52 through the current source module, a magnetic field is generated when the coil 52 is energized, causing the high-permeability particles within the first receiving cavity 31 to align regularly, thereby increasing the viscosity of the oil. Simultaneously, by supplying power to the coil 52 through the current source module, the current intensity in the coil 52 can be adjusted, changing the strength of the magnetic field, thereby controlling the viscosity and flowability of the oil as needed.

[0071] The following is for reference. Figure 1 and Figure 2 The brake 100 of a specific embodiment of the present utility model is described in detail below. It should be understood that the following description is merely illustrative and should not be construed as limiting the utility model.

[0072] The brake 100 includes a clamp body 1, an inner friction plate 21, an outer friction plate 22, a housing 3, a drive assembly 4, a damping component 5, and a pressure sensor 6. The clamp body 1 has a receiving space 11, within which the inner friction plate 21 and the outer friction plate 22 are located and spaced apart along a first direction. The housing 3 is connected to the clamp body 1 and, along the first direction, is located on the side of the inner friction plate 21 away from the outer friction plate 22. The housing 3 includes a first receiving cavity 31 and a second receiving cavity 32 arranged along a second direction. The first receiving cavity 31 is filled with oil, which includes high magnetic permeability particles and a non-magnetic base fluid. The drive assembly 4 includes a piston 41, which is movably disposed within the second receiving cavity 32 along the first direction. One end of the piston 41 near the inner friction plate 21 is connected to the inner friction plate 21 and is used to push the inner friction plate 21 toward the outer friction plate 22.

[0073] The damping component 5 includes a push rod assembly 51, a coil 52, a valve body 53, and a solenoid valve 54. The push rod assembly 51 is connected to the piston 41 and is movably disposed in the first receiving cavity 31 along the first direction. The coil 52 is located in the first receiving cavity 31 and is disposed on the push rod assembly 51. The valve body 53 is located in the first receiving cavity 31 and divides the first receiving cavity 31 into a first sub-cavity 311 and a second sub-cavity 312 along the first direction. The valve body 53 has a connecting hole 531, through which the first sub-cavity 311 and the second sub-cavity 312 are connected. Along the first direction, the first sub-cavity 311 is located on the side of the second sub-cavity 312 closer to the inner friction plate 21. The push rod assembly 51 is movably disposed in the first sub-cavity 311. The solenoid valve 54 is located in the first receiving cavity 31 and is used to control the opening degree of the connecting hole 531. The pressure sensor 6 is located in the second receiving cavity 32 and is used to detect the pressure transmitted from the inner friction plate 21 to the piston 41.

[0074] Therefore, during emergency braking, the solenoid valve 54 is fully open, the coil 52 is de-energized, and the piston 41 pushes the inner friction plate 21 towards the outer friction plate 22. When the pressure sensor 6 detects that the pressure has reached the preset pressure threshold, the solenoid valve 54 is fully closed, and the coil 52 is energized. This reduces the hardware load on the brake 100 through the damping component 5 and improves braking safety. Furthermore, the fully open solenoid valve 54 and de-energized coil 52 accelerate the response, reduce drag, and lower energy loss. When the vehicle releases the brake, the solenoid valve 54 is fully open, the coil 52 is de-energized, and the piston 41 moves the inner friction plate 21 away from the outer friction plate 22, thus engaging the brake. Again, the fully open solenoid valve 54 and de-energized coil 52 accelerate the response, reduce drag, and lower energy loss. In summary, this allows the brake 100 to adapt to different road conditions, different usage scenarios, and the braking needs of different vehicle models, providing calibrable options for different braking requirements and meeting platform requirements.

[0075] The vehicle according to an embodiment of the present invention is described below.

[0076] The vehicle according to an embodiment of the present invention includes a brake 100.

[0077] According to an embodiment of the present invention, a vehicle is equipped with a brake 100. A damping component 5 includes a push rod assembly 51 and a coil 52. The push rod assembly 51 is connected to a piston 41 and movably disposed within a first receiving cavity 31 along a first direction. The coil 52 is located within the first receiving cavity 31 and mounted on the push rod assembly 51. By controlling the current in the coil 52, the viscosity and flowability of the hydraulic fluid are adjusted to change the damping of the damping component 5. The damping is transmitted to the piston 41 via the push rod assembly 51 to adjust the output pressure and stroke of the piston 41, allowing the brake 100 to adapt to different road conditions, different usage scenarios, and the braking requirements of different vehicle models. Simultaneously, the damping component 5 can absorb and disperse the energy generated during braking, reducing noise and vibration caused by the rapid movement of the piston 41 and contact with the friction pads, thus improving driving and riding comfort and extending the vehicle's service life.

[0078] At the same time, such as Figure 3 As shown, the vehicle's braking system is a brake-by-wire system, meaning that the vehicle controller 300 is wired to the pedal 200. The vehicle includes four brakes 100, each of which is wired to the vehicle controller 300. Therefore, there is no mechanical or hydraulic connection between the vehicle controller 300 and the brake pedal 200, resulting in a highly integrated and completely decoupled braking system. Compared to existing technologies, this eliminates complex components such as the master cylinder and hydraulic lines, making the braking of the brake 100 faster and improving the efficiency of braking force transmission. The signal between the pedal 200 and the actuator is transmitted entirely electronically, shortening the reaction time of the brake 100, resulting in a more sensitive response, rapid system response, significantly reduced braking distance, and outstanding safety advantages.

[0079] In some embodiments, the first control method of the vehicle is as follows Figure 4 As shown, this allows the brake 100 to meet different road conditions / usage scenarios. Specifically, the driver selects a driving mode, and while the vehicle is in motion, the vehicle control system receives and processes the current driving conditions, and retrieves the current intensity of the coil 52, the opening and closing amount of the solenoid valve 54, and the pressure change characteristics of the pressure sensor 6, which are adapted to this road condition. When a braking demand signal is received, each component operates according to the set values.

[0080] In some embodiments, the second control method for the vehicle is as follows: Figure 5 As shown, when braking, the vehicle control system judges the braking signal (e.g., by judging the travel of the brake pedal 200), and sends commands to the solenoid valve 54, the coil 52 and the drive motor 441, so that the opening and closing amount of the solenoid valve 54 is at the set value, the coil 52 works at the set current control value, and the drive motor 441 actuates in the forward direction, so that the piston 41 pushes the inner friction plate 21 toward the outer friction plate 22.

[0081] When the travel of the brake pedal 200 remains unchanged (e.g., keeping the brake pedal 200 from being pressed further or released), the drive motor 441 stops working. At this time, the solenoid valve 54 is fully closed and the coil 52 is not energized, so that the damping component 5 assists in bearing the load, so that the transmission screw 42 and the transmission block 43 remain stable, and so that the piston 41 remains in a fixed position.

[0082] When the travel of the brake pedal 200 decreases (but the brake pedal 200 is still pressed), the drive motor 441 reverses its operation, the coil 52 stops being energized, and the solenoid valve 54 opens to its maximum, so that the piston 41 drives the inner friction plate 21 to move away from the outer friction plate 22.

[0083] When the travel of the brake pedal 200 increases (e.g., continue to press the brake pedal 200), the drive motor 441 operates in the forward direction, the solenoid valve 54 opens according to the set value, the coil 52 is energized according to the set value, causing the piston 41 to push the inner friction plate 21 toward the outer friction plate 22.

[0084] At the same time, such as Figure 6 As shown, when the vehicle releases the brake, the solenoid valve 54 is fully open, the coil 52 is not energized, the drive motor 441 operates in the opposite direction, and drives the piston 41 to move the inner friction plate 21 away from the outer friction plate 22. The solenoid valve 54 is fully open, the coil 52 is not energized, which speeds up the response, reduces dragging effect, and reduces energy loss.

[0085] In some embodiments, a third vehicle control method is as follows: Figure 7 As shown, this is to enable the brake 100 to meet emergency braking requirements. During emergency braking, the vehicle control system receives a rapid actuation signal from the brake pedal 200 (or an emergency braking signal triggered by the automatic driving system). At this time, signals are sent to the solenoid valve 54, the coil 52, and the drive motor 441, causing the solenoid valve 54 to reach its maximum opening and closing value, the coil 52 to be de-energized, and the drive motor 441 to operate in the forward direction. The drive motor 441 drives the piston 41 at full power, causing the piston 41 to push the inner friction plate 21 toward the outer friction plate 22, thus completing the braking.

[0086] When the pressure sensor 6 detects that the pressure has reached the preset pressure threshold and the brake is not engaged, the solenoid valve 54 is fully closed, and the coil 52 is energized. This reduces the hardware load on the brake 100 through the damping component 5 and improves braking safety. Furthermore, the solenoid valve 54 is fully open, and the coil 52 is de-energized, accelerating the response, reducing drag, and lowering energy loss. When the vehicle releases the brake, the solenoid valve 54 is fully open, the coil 52 is de-energized, the drive motor 441 operates, and the piston 41 moves the inner friction plate 21 away from the outer friction plate 22. Again, the solenoid valve 54 is fully open, and the coil 52 is de-energized, accelerating the response, reducing drag, and lowering energy loss.

[0087] The brake 100 and other components and operations of the vehicle according to the embodiments of the present invention are known to those skilled in the art and will not be described in detail here.

[0088] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0089] Although embodiments of the present invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A brake, characterized in that, include: The clamp body has a receiving space; An inner friction plate and an outer friction plate, wherein the inner friction plate and the outer friction plate are located within the receiving space and are spaced apart along a first direction; The outer shell is connected to the clamp body. Along the first direction, the outer shell is located on the side of the inner friction plate away from the outer friction plate. The outer shell includes a first receiving cavity and a second receiving cavity arranged along the second direction. The first receiving cavity is filled with oil, which includes high magnetic permeability particles and a non-magnetic base liquid. A drive assembly, the drive assembly including a piston, the piston being movably disposed in the second receiving cavity along the first direction, for pushing the inner friction plate toward the outer friction plate; A damping component, comprising a push rod assembly and a coil, wherein the push rod assembly is connected to the piston and movably disposed within the first receiving cavity along the first direction, and the coil is located within the first receiving cavity and disposed on the push rod assembly.

2. The brake according to claim 1, characterized in that, The push rod assembly includes: A push rod, which extends along the first direction and is movably disposed within the first receiving cavity, and the coil is disposed on the push rod; A connecting plate extends along the second direction and is located outside the first receiving cavity. The connecting plate is connected to one end of the piston near the inner friction plate and one end of the push rod away from the first receiving cavity.

3. The brake according to claim 2, characterized in that, The coil is sleeved outside the push rod; or, the coil is located inside the push rod.

4. The brake according to claim 1, characterized in that, The damping component also includes: A valve body is located within the first receiving cavity and divides the first receiving cavity into a first sub-cavity and a second sub-cavity along the first direction. The valve body has a connecting hole through which the first sub-cavity and the second sub-cavity are connected. Along the first direction, the first sub-cavity is located on the side of the second sub-cavity closer to the internal friction plate. The push rod assembly is movably disposed within the first sub-cavity. A solenoid valve, located within the first receiving cavity, is used to control the opening degree of the connecting hole.

5. The brake according to claim 4, characterized in that, The solenoid valve is located in the first sub-cavity. Along the first direction, the solenoid valve is located on the side of the push rod away from the internal friction plate and is spaced apart from the push rod.

6. The brake according to any one of claims 1-5, characterized in that, The driving component includes: A drive screw, which is located within the second receiving cavity and extends along the first direction; A driving element, located outside the second receiving cavity and used to drive the transmission screw to rotate; A transmission block is movably sleeved outside the transmission screw along the length direction of the transmission screw. The transmission block is movably disposed in the second receiving cavity along the first direction. The piston is sleeved outside the transmission block and fixedly connected to the transmission block.

7. The brake according to claim 6, characterized in that, The driving component includes: Drive motor; A speed reducer, wherein the input end of the speed reducer is connected to the drive motor, the speed reducer is located on the side of the transmission screw away from the internal friction plate and the output end is connected to the transmission screw.

8. The brake according to claim 6, characterized in that, Also includes: A pressure sensor, located within the second accommodating cavity, is used to detect the pressure transmitted from the internal friction plate to the piston.

9. The brake according to claim 1, characterized in that, Also includes: A current source module is connected to the coil and is used to supply power to the coil.

10. A vehicle, characterized in that, Includes the brake according to any one of claims 1-9.

Images