Brake and vehicle

Abstract

The vehicle comprises a brake disc and the brake, the brake comprises a driving device, a speed reducing and torque increasing device and a brake executing device, the driving device comprises a shell and a driving source, the shell is provided with a cavity with an opening in one end, and the driving source is arranged in the cavity and provided with an output shaft; the speed-reducing and torque-increasing device is partially embedded in the cavity and seals the opening of the cavity, the speed-reducing and torque-increasing device is provided with a second output shaft, and the second output shaft and the first output shaft are parallel to each other and are in transmission connection with each other; the brake execution device is provided with a first brake pad, and the first brake pad is configured to move in the axial direction of the output shaft under driving of the driving source so as to be attached to the brake disc or separated from the brake disc. Therefore, the size of the brake in the axial direction of the hub can be obviously reduced, the size of the brake can be effectively reduced on the premise that the braking requirement of the whole vehicle is met, miniaturization design of a brake assembly is facilitated, and the whole vehicle is convenient to install.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle braking, in particular to a brake and a vehicle. BACKGROUND

[0002] The brake is an essential component in the automobile, which mainly functions to slow down or even stop the vehicle in motion, keep the speed of the vehicle in downhill driving stable, and keep the stopped vehicle stationary. With the development of vehicle electronicization and intelligentization, the traditional hydraulic brake has been unable to meet the design requirements, and is replaced by the electro mechanical brake (EMB). Compared with the hydraulic brake, the electro mechanical brake uses cleaner electric energy to replace the traditional hydraulic energy, uses electric wires with lighter weight, faster response and more sensitive reaction to replace the traditional hydraulic pipeline, and has the characteristics of intelligent control, which conforms to the development direction of vehicle modularization, integration and mechatronics, and becomes the development direction of future vehicle braking system.

[0003] However, the existing electro mechanical brake still has the problem of relatively bulky structure and high demand for installation space size, especially for large vehicles such as mine transport vehicles and special vehicles, which frequently drive on large slope road conditions, and have higher demand for installation space size. Therefore, how to effectively reduce the volume and weight of the electro mechanical brake under the premise of meeting the braking demand of the whole vehicle becomes the key to its popularization and application. CONTENT OF THE INVENTION

[0004] Therefore, the purpose of the present application is to provide a brake and a vehicle to solve the problem of the existing electro mechanical brake with relatively bulky structure and high demand for installation space size.

[0005] According to one aspect of the present application, a brake is provided, comprising:

[0006] A driving device, comprising a housing and a driving source, the housing having a cavity, and the driving source being arranged in the cavity and having a first output shaft;

[0007] A speed reduction and torque increasing device, partially embedded in the cavity; the speed reduction and torque increasing device has a second output shaft, which is parallel to and in transmission connection with the first output shaft;

[0008] A brake execution device coaxially connected to the second output shaft, the brake execution device having a first brake pad configured to move along the axial direction of the second output shaft under the driving of the driving source, so as to be able to be attached to or separated from a brake disc.

[0009] In one of the embodiments, the speed reduction and torque increasing device comprises a first speed reduction mechanism and a second speed reduction mechanism connected to each other, the first speed reduction mechanism is connected to the first output shaft and is at least partially embedded in the cavity of the housing, and the second output shaft is located at an end of the second speed reduction mechanism away from the first speed reduction mechanism.

[0010] In one of the embodiments, the first speed reduction mechanism comprises:

[0011] a sun gear coaxially connected to the first output shaft;

[0012] a plurality of planet gears surrounding the sun gear and rotatably engaged with the outer periphery of the sun gear;

[0013] an outer ring connected to the inner wall of the housing, the inner periphery of the outer ring has a plurality of engagement teeth, and all the planet gears are rotatably engaged with the inner periphery of the outer ring through the engagement teeth;

[0014] a planet carrier connected to all the planet gears, the planet carrier is sleeved on the first output shaft and connected to the second speed reduction mechanism; when all the planet gears rotate around the central axis of the sun gear, the planet carrier can rotate around its own central axis to drive the second speed reduction mechanism to move the brake actuator.

[0015] In one of the embodiments, the second speed reduction mechanism comprises a first transmission wheel and a second transmission wheel connected to each other, the first transmission wheel is integrally connected to the planet carrier and sleeved on the first output shaft, the second transmission wheel has a larger diameter than the first transmission wheel, the central axis of the second transmission wheel is parallel to the central axis of the first transmission wheel, and the second output shaft is coaxially connected to the second transmission wheel.

[0016] In one of the embodiments, at least one third transmission wheel is further provided between the first transmission wheel and the second transmission wheel, the third transmission wheel has a diameter between the diameter of the first transmission wheel and the diameter of the second transmission wheel, and the central axis of the third transmission wheel is parallel to the central axes of the first transmission wheel and the second transmission wheel.

[0017] In one of the embodiments, the number of the third transmission wheel is one, the third transmission wheel comprises a first wheel body and a second wheel body coaxially and integrally connected, the diameter of the first wheel body is smaller than the diameter of the second wheel body; the first wheel body is engagedly connected to the first transmission wheel, and the second wheel body is engagedly connected to the second transmission wheel.

[0018] In one of the embodiments, a support is arranged in the cavity, and the outer periphery of the support abuts against the cavity wall of the cavity to divide the cavity into a first cavity and a second cavity, the first output shaft passes through the support from the first cavity and extends into the second cavity; the support is formed with a mounting position on the side facing the second cavity, and the outer ring is embedded in the mounting position.

[0019] In one of the embodiments, the brake executing device comprises a lead screw shaft and a nut, the lead screw shaft is coaxially connected to the second output shaft, the nut is coaxially sleeved on the lead screw shaft and is in transmission connection with the lead screw shaft, and the first brake pad is connected to the nut; when the lead screw shaft rotates around its central axis, the nut can drive the first brake pad to move along the axial direction of the lead screw shaft.

[0020] In one of the embodiments, the outer periphery of the lead screw shaft (330) and the inner periphery of the nut (340) are respectively provided with helical grooves which extend along the axial direction of the lead screw shaft (330), and a plurality of balls are embedded in the helical grooves, and the nut (340) and the lead screw shaft (330) are in threaded connection with each other through the balls.

[0021] Alternatively, the brake executing device further comprises a plurality of planetary lead screw frames, the central axes of all the planetary lead screw frames are parallel to the central axis of the lead screw shaft, and all the planetary lead screw frames surround the lead screw shaft; each of the planetary lead screw frames is in rotatable threaded connection with the outer periphery of the lead screw shaft, and each of the planetary lead screw frames is in rotatable threaded connection with the inner periphery of the nut.

[0022] In one of the embodiments, the brake executing device further comprises a caliper and a second brake pad, the caliper is sleeved on the nut, and the second brake pad is connected to the caliper and is arranged in opposite spacing with the first brake pad; the second brake pad is used to abut against the opposite side of the brake disc when the first brake pad abuts against one side of the brake disc.

[0023] In one of the embodiments, the brake executing device further comprises a limiting piece, the limiting piece is arranged through the caliper and partially exposed on the inner periphery of the caliper, the outer periphery of the nut is provided with a limiting groove, and the part of the limiting piece exposed on the inner periphery of the caliper is limited in the limiting groove.

[0024] According to another aspect of the present application, a vehicle is provided, comprising a hub, a brake disc and a brake according to any one of the above-mentioned solutions, the hub is connected to the brake disc, and the first brake pad of the brake is used to abut against the brake disc to provide a braking force for stopping the rotation of the brake disc when the brake disc rotates.

[0025] The aforementioned brake and vehicle, on the one hand, utilize the first output shaft of the drive unit connected to the reduction and torque amplification device, and then connect the second output shaft of the reduction and torque amplification device to the brake actuator. This allows the first brake pad of the brake actuator to be directly driven by the drive unit and adhere to the brake disc, thereby achieving braking of the brake disc. Thus, no hydraulic system is introduced during the entire process, effectively avoiding the problems of easy hydraulic oil leakage or insufficient braking response speed associated with hydraulic braking systems. On the other hand, by embedding the reduction and torque amplification device of the brake within the housing of the drive unit and sealing the opening of the housing, modular layout of the product is facilitated. Furthermore, by connecting the second output shaft of the brake actuator to the first output shaft of the drive unit and setting them parallel to each other, the axial dimension of the brake in the wheel hub can be significantly reduced. This effectively reduces the size of the brake while meeting the braking requirements of the entire vehicle, facilitating miniaturization of the brake assembly design and making vehicle installation easier. Attached Figure Description

[0026] Figure 1 This is an axonal view of a brake provided in an embodiment of this application.

[0027] Figure 2 Cross-sectional view of a brake provided in an embodiment of this application Figure 1 .

[0028] Figure 3 This is a partial structural schematic diagram of a brake provided in one embodiment of this application.

[0029] Figure 4 This is a schematic diagram of a first deceleration mechanism embedded in the housing of a drive device according to an embodiment of this application.

[0030] Figure 5 This is a schematic diagram of the structure of a driving device provided in an embodiment of this application.

[0031] Figure 6 for Figure 2 An enlarged schematic diagram of region A in the middle.

[0032] Figure 7 This is a schematic diagram of the planetary carrier in the first deceleration mechanism provided in an embodiment of this application.

[0033] Figure 8 Axonal view of a brake provided for another embodiment of this application.

[0034] Figure 9 for Figure 8 A magnified view of region B in the middle.

[0035] Figure 10 This is a schematic diagram of the deceleration and torque-increasing device in a brake provided in another embodiment of this application.

[0036] Figure 11 Fig. 6 is a schematic view of the second transmission wheel and the second output shaft in the second speed reduction mechanism according to an embodiment of the present application. Figure 2 Fig. 7 is an enlarged schematic view of the area C in Fig. 6.

[0037] Figure 12 Fig. 8 is a schematic view of the second transmission wheel and the second output shaft in the second speed reduction mechanism according to another embodiment of the present application.

[0038] Figure 13 Fig. 9 is a shaft side view of the brake according to another embodiment of the present application.

[0039] Figure 14 Fig. 10 is a schematic view of the brake according to another embodiment of the present application. Figure 13 Fig. 11 is an enlarged schematic view of the area D in Fig. 10.

[0040] Figure 15 Fig. 12 is a front view of the brake execution device in the brake according to another embodiment of the present application.

[0041] Figure 16 Fig. 13 is a shaft side view of the brake execution device in the brake according to another embodiment of the present application.

[0042] Figure 17 Fig. 14 is a sectional view of the brake according to an embodiment of the present application. Figure 2 .

[0043] BRIEF DESCRIPTION OF THE DRAWINGS

[0044] 10, brake; 100, driving device; 110, housing; 111, cavity; 111a, first cavity; 111b, second cavity; 120, driving source; 121, first output shaft; 122, stator; 130, bracket; 131, mounting position; 200, speed reduction and torque increasing device; 210, first speed reduction mechanism; 211, sun gear; 212, planet gear; 213, outer gear ring; 214, planet carrier; 220, second speed reduction mechanism; 221, first transmission wheel; 222, second transmission wheel; 223, third transmission wheel; 2231, first wheel body; 2232, second wheel body; 224, second output shaft; 2241, spline structure; 300, brake execution device; 310, first brake pad; 320, second brake pad; 330, screw shaft; 331, limiting groove; 340, nut; 350, thrust disc; 360, planet screw carrier; 370, caliper; 380, limiting member; 400, force sensor; 500, thrust roller bearing; 600, control unit; 601, magnet; 70, brake disc. DETAILED DESCRIPTION

[0045] In order to make the above objectives, features and advantages of the present application more clear and comprehensible, the specific embodiments of the present application will be described in detail below with reference to the accompanying drawings. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present application. However, the present application can be practiced in a number of different ways beyond the specific embodiments described herein and by one of ordinary skill in the art without departing from the spirit and scope of the present application, and it is therefore intended that all such variations be considered as falling within the scope of the present application. It should be understood that the use of the terms "include", "comprise" or "contain" herein should not be understood as limiting the present application to the features or steps described herein, but rather the use of these terms is intended to cover the presence of the features or steps described herein as well as the presence of other features or steps not described herein.

[0046] In the description of the present application, it should be understood that, if these terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like appear, these terms indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only for the purpose of facilitating the description of the present application and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation on the present application.

[0047] In addition, if these terms "first", "second" appear, these terms are only for the purpose of description, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the technical features referred to. Therefore, the features defined with "first", "second" can include at least one of the features explicitly or implicitly. In the description of the present application, if the term "a plurality of" appears, the meaning of "a plurality of" is at least two, for example, two, three, etc., unless otherwise specifically limited.

[0048] In the present application, unless otherwise specifically defined and limited, if the terms "mount", "connect", "connect", "fix" and the like appear, these terms should be interpreted broadly. For example, it can be fixedly connected, or it can be detachably connected, or it can be integrated; it can be mechanically connected, or it can be electrically connected; it can be directly connected, or it can be indirectly connected through an intermediate medium; it can be the internal communication or interaction relationship of two elements, unless otherwise specifically limited. For those of ordinary skill in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0049] In the present application, unless specifically defined and limited otherwise, if there is a description of a first feature "on" or "under" a second feature, etc., it can mean that the first and second features are in direct contact, or the first and second features are indirectly in contact through an intermediate medium. Moreover, the first feature "over", "above" and "on" the second feature can be that the first feature is directly above or obliquely above the second feature, or only indicates that the horizontal height of the first feature is higher than that of the second feature. The first feature "under", "below" and "under" the second feature can be that the first feature is directly below or obliquely below the second feature, or only indicates that the horizontal height of the first feature is less than that of the second feature.

[0050] It should be noted that if an element is referred to as "fixed to" or "provided on" another element, it can be directly on the other element or there can be an intermediate element. If an element is considered to be "connected" to another element, it can be directly connected to the other element or there can be an intermediate element. If present, the terms "vertical", "horizontal", "up", "down", "left", "right" and similar expressions used in the present application are only for illustrative purposes and do not represent the only implementation.

[0051] The present application provides a brake and a vehicle, the vehicle comprising a wheel hub, a brake disc connected to the wheel hub, and the brake described above, when the vehicle is running, the wheel hub rotates together with the brake disc, the brake is used to provide a braking force to stop the rotation of the brake disc when the brake disc rotates, so that the wheel hub also stops rotating, thus enabling the vehicle in running to slow down or even stop, or enabling the vehicle speed to be kept stable.

[0052] The structure of the brake will be described below. It can be understood that in other embodiments, the brake of the present application is not limited to being used only in vehicles, but can also be used in any braking scenario, which is not limited herein.

[0053] Referring to Figure 1 and Figure 2 , Figure 1 a schematic view of a brake 10 provided by an embodiment of the present application is shown, Figure 2 a sectional view of the brake 10 provided by an embodiment of the present application is shown. The brake 10 provided by an embodiment of the present application comprises a driving device 100, a speed reduction and torque amplification device 200 and a brake execution device 300 connected in sequence, the driving device 100 and the brake execution device 300 are arranged on the same side as the speed reduction and torque amplification device 200. Among them, the driving device 100 is used to output torque, the speed reduction and torque amplification device 200 is used to reduce the rotation speed output by the driving device 100 and amplify the torque output by the driving device 100, and the brake execution device 300 is used to abut the brake disc 70 under the drive of the amplified torque, so as to be able to exert a braking force on the brake disc 70 to achieve the purpose of braking.

[0054] Specifically, in one embodiment, combined with Figure 2 and Figure 3 As shown, the drive device 100 includes a housing 110 and a drive source 120. The housing 110 has a cavity with one end open. The drive source 120 is disposed in the cavity and has a first output shaft 121. The speed reduction and torque amplification device 200 is partially embedded in the cavity and closes the opening of the cavity. The speed reduction and torque amplification device 200 has a second output shaft 224, which is drively connected to the first output shaft 121 and coaxially connected to the brake actuator 300. Preferably, as shown... Figure 2 As shown, the second output shaft 224 is arranged parallel to the first output shaft 121; the brake actuator 300 has a first brake pad 310 and a second brake pad 320 arranged at relative intervals, and the brake disc 70 is located between the first brake pad 310 and the second brake pad 320. The first brake pad 310 is configured to move axially along the second output shaft 224 under the drive of the drive source 120, so as to be able to conform to one side of the brake disc 70 or disengage from the brake disc 70. When the first brake pad 310 conforms to one side of the brake disc 70, the second brake pad 320 conforms to the opposite side of the brake disc 70, so that the first brake pad 310 and the second brake pad 320 can clamp the brake disc 70 together, thereby slowing down or stopping the rotation of the rotating brake disc 70.

[0055] For example, such as Figure 2 As shown, in this embodiment, the drive source 120 is a motor with a stator 122. The first output shaft 121 is connected to the stator 122. When the stator 122 is working, the first output shaft 121 can rotate around its own central axis and simultaneously drive the speed reduction and torque amplification device 200 to work. The speed reduction and torque amplification device 200 reduces the speed output by the first output shaft 121 and amplifies the torque output by the first output shaft 121, so that the second output shaft 224 can have a sufficiently large torque to drive the brake actuator 300 to work so that the first brake pad 310 can move along the axial direction of the first output shaft 121.

[0056] It is easy to see that by partially embedding the deceleration and torque-increasing device 200 in the housing 110 of the drive device 100, and by arranging the second output shaft 224 of the brake actuator 300 parallel to the first output shaft 121 of the drive device 100, the size of the brake 10 in the wheel hub axial direction is significantly reduced while making full use of the space in the height direction. This allows for an effective reduction in the volume of the brake 10 while meeting the overall vehicle braking requirements, thereby significantly reducing the width of the vehicle. Furthermore, the brake 10 provided in this application does not incorporate a hydraulic system, effectively avoiding the problem of hydraulic oil leakage associated with hydraulic braking systems. Compared to hydraulic brakes 10, electric motor mechanical braking offers a faster response time, shorter braking distance, and higher braking safety.

[0057] Please continue to see Figure 2 and Figure 3 , on the specific structure of the speed reduction and torque increasing device 200, in one embodiment, the speed reduction and torque increasing device 200 includes along Figure 2 The first speed reduction mechanism 210 and the second speed reduction mechanism 220 are arranged adjacent to each other in the vertical direction and are connected to each other in transmission, the first speed reduction mechanism 210 is sleeved on the first output shaft 121 and is partially embedded in the cavity of the shell 110, thereby facilitating the modular arrangement of the product; the second speed reduction mechanism 220 is connected to the first speed reduction mechanism 210 in transmission, and the second output shaft 224 is located at one end of the second speed reduction mechanism 220 away from the first speed reduction mechanism 210; from the direction of the self-driving device 100 pointing to the brake execution device 300, the first speed reduction mechanism 210 and the second speed reduction mechanism 220 are respectively configured with at least one stage of speed reduction ratio.

[0058] More specifically, in combination with Figure 3 and Figure 4 , the first speed reduction mechanism 210 is of a planetary gear set structure, specifically including a sun gear 211, a plurality of planet gears 212, an outer ring gear 213, and a planet carrier 214, wherein, as shown in Figure 5 , the sun gear 211 is coaxially arranged and integrally connected with the first output shaft 121; the plurality of planet gears 212 are arranged around the sun gear 211 and rotatably engaged with the outer circumferential surface of the sun gear 211; the outer ring gear 213 is fixedly connected to the inner wall of the shell 110 of the driving device 100, and the inner circumferential surface of the outer ring gear 213 has a plurality of engagement teeth, all the planet gears 212 are rotatably engaged with the inner circumferential surface of the outer ring gear 213 through the engagement teeth; the planet carrier 214 is connected to all the planet gears 212, and the planet carrier 214 is sleeved on the first output shaft 121 and connected to the second speed reduction mechanism 220.

[0059] Preferably, in order to facilitate the fixation of the outer ring gear 213, as shown in Figure 6 , the cavity 111 of the shell 110 is provided with a support 130, which is disc-shaped, and the outer circumferential edge thereof abuts against the cavity wall of the cavity 111, thereby dividing the cavity 111 into a first cavity 111a and a second cavity 111b, the stator 122 of the driving source 120 is arranged in the first cavity 111a, the first output shaft 121 passes through the support 130 from the first cavity 111a and extends into the second cavity 111b, and at least part of the first speed reduction mechanism 210 is arranged in the second cavity 111b. Specifically, the support 130 is disc-shaped, and as can be seen from the figure, the cross section of the support 130 is bent into a stepped shape, so that the support 130 forms a mounting site 131 matching the contour of the outer ring gear 213 on the side facing the second cavity 111b, the inner diameter of the mounting site 131 is equal to the outer diameter of the outer ring gear 213, and the outer ring gear 213 is embedded in the mounting site 131.

[0060] When the first output shaft 121 rotates around its central axis, the sun gear 211 also rotates around its central axis, thereby can drive all the planet gears 212 revolve around the central axis of the sun gear 211, and can also drive each planet gear 212 rotate around its central axis; with all the planet gears 212 rotating around their central axes, the planet carrier 214 can rotate around its central axis at a lower speed than the first output shaft 121, so that it can drive the second speed reduction mechanism 220 to drive the brake execution device 300 to move with greater torque, thereby a first speed reduction ratio can be formed to complete the first speed reduction and torque increase. Moreover, since the outer gear ring 213 is fixedly embedded in the housing 110 of the driving device 100, for example, it is fixed to the inner circumferential surface of the housing 110 by a clamping groove or is embedded in the inner circumferential surface of the housing 110 with interference, so that the outer gear ring 213 can be prevented from rotating around the central axis of the sun gear 211 when all the planet gears 212 rotate around the central axis of the sun gear 211.

[0061] Of course, it can be understood that the number of the first speed reduction mechanisms 210 can be more than two, all the first speed reduction mechanisms 210 are connected in series, the first speed reduction mechanism 210 at the head end is connected to the first output shaft 121, and the first speed reduction mechanism 210 at the tail end is connected to the second speed reduction mechanism 220, all the first speed reduction mechanisms 210 form a speed reduction ratio of at least two stages, and the specific number is not limited.

[0062] For the second speed reduction mechanism 220, please continue to refer to Figure 2 and Figure 3 , the second speed reduction mechanism 220 comprises a first transmission wheel 221 and a second transmission wheel 222 connected to each other, in combination with Figure 4 and Figure 7 , the first transmission wheel 221 is integrally connected to the planet carrier 214 and coaxially sleeved on the first output shaft 121, the second transmission wheel 222 has a larger diameter than the first transmission wheel 221, and the central axis of the second transmission wheel 222 is parallel to the central axis of the first transmission wheel 221, and the second output shaft 224 is coaxially connected to the second transmission wheel 222.

[0063] In Figure 2 and Figure 3In the shown embodiment, a third transmission wheel 223 is further arranged between the first transmission wheel 221 and the second transmission wheel 222, the first transmission wheel 221 and the second transmission wheel 222 are respectively arranged on two sides of the third transmission wheel 223 in the radial direction of the third transmission wheel 223, the wheel diameter of the third transmission wheel 223 is between the wheel diameter of the first transmission wheel 221 and the wheel diameter of the second transmission wheel 222, and the central axis of the third transmission wheel 223 is parallel to the central axis of the first transmission wheel 221 and the central axis of the second transmission wheel 222. In this embodiment, the first transmission wheel 221, the second transmission wheel 222 and the third transmission wheel 223 are all gears, the third transmission wheel 223 is simultaneously engaged with the first transmission wheel 221 and the second transmission wheel 222, so that the first transmission wheel 221, the third transmission wheel 223 and the second transmission wheel 222 form a two-stage speed reduction ratio.

[0064] In this way, when the first transmission wheel 221 rotates with the planet carrier 214 around the central axis of the first output shaft 121, the third transmission wheel 223 rotates synchronously with the first transmission wheel 221 in the opposite direction, and the second transmission wheel 222 rotates synchronously with the third transmission wheel 223 in the opposite direction, so that the second transmission wheel 222 rotates synchronously with the first transmission wheel 221 in the same direction. The output speed of the first output shaft 121 is first increased in torque by the first speed reduction mechanism 210, and then increased in torque again by the second speed reduction mechanism 220, so as to drive the brake actuating device 300 to move with a greater output torque.

[0065] Of course, it can be understood that the structure of the second speed reduction mechanism 220 is not limited to the structure shown in the figure, and can also be other structures, for example, the number of third transmission wheels 223 can also be more than two, when the number of third transmission wheels 223 is more than two, all the third transmission wheels 223 are sequentially engaged and connected; among them, the third transmission wheel 223 close to the first transmission wheel 221 is engaged with the first transmission wheel 221, and the third transmission wheel 223 close to the second transmission wheel 222 is connected with the second transmission wheel 222, at this time, the second speed reduction mechanism 220 forms a speed reduction ratio of more than two stages; for another example, the third transmission wheel 223 can also not be arranged, but the first transmission wheel 221 and the second transmission wheel 222 are directly connected in transmission, optionally, the first transmission wheel 221 and the second transmission wheel 222 can both be gears and directly engaged with each other; or the first transmission wheel 221 and the second transmission wheel 222 can be connected in transmission through a synchronous belt or a transmission chain, which is not limited here.

[0066] It can be seen that in the above embodiment, by being arranged in this way, the first output shaft 121 and the second output shaft 224 can be arranged in parallel on the basis of ensuring synchronous transmission of each part, so that the space in the axial direction of the vehicle hub can be greatly saved, which is conducive to miniaturization design of the brake 10 assembly and facilitates vehicle installation. Moreover, by integrally connecting the sun gear 211 of the first reduction mechanism 210 with the first output shaft 121 and integrally connecting the first transmission gear 221 of the second reduction mechanism 220 with the planet carrier 214 of the first reduction mechanism 210, the assembly tolerance is not required, and the sun gear 211 and the first output shaft 121 can be integrally formed by a powder metallurgy forming process, and the first transmission gear 221 and the planet carrier 214 can be integrally formed, so that the tooth profile design precision of the sun gear 211 and the first transmission gear 221 can be reduced.

[0067] Further, as shown in FIG. 8, a cross-sectional view of the brake 10 provided in another embodiment of the present application is shown, in which the number of the third transmission gears 223 is also one, and in combination with Figure 8 and Figure 9 and Figure 10 It can be seen that in the above embodiment, by being arranged in this way, the first output shaft 121 and the second output shaft 224 can be arranged in parallel on the basis of ensuring synchronous transmission of each part, so that the space in the axial direction of the vehicle hub can be greatly saved, which is conducive to miniaturization design of the brake 10 assembly and facilitates vehicle installation. Moreover, by integrally connecting the sun gear 211 of the first reduction mechanism 210 with the first output shaft 121 and integrally connecting the first transmission gear 221 of the second reduction mechanism 220 with the planet carrier 214 of the first reduction mechanism 210, the assembly tolerance is not required, and the sun gear 211 and the first output shaft 121 can be integrally formed by a powder metallurgy forming process, and the first transmission gear 221 and the planet carrier 214 can be integrally formed, so that the tooth profile design precision of the sun gear 211 and the first transmission gear 221 can be reduced.

[0068] Thus, by the above arrangement, since the wheel diameter of the first wheel body 2231 is different from the wheel diameter of the second wheel body 2232, the space of the brake 10 in the radial direction of the third transmission gear 223 can also be saved to some extent, and based on the characteristics of the double gear itself, the material of the gear (i.e., the materials of the first transmission gear 221, the second transmission gear 222, and the third transmission gear 223) can be plastic. Since the density of plastic is much smaller than that of steel, the moment of inertia of the gear can be reduced, which is conducive to motor control and can also reduce costs.

[0069] Referring to Figure 11 In one embodiment, the brake execution device 300 includes a lead screw shaft 330 and a nut 340, and the lead screw shaft 330 is connected to the second output shaft 224 of the reduction and torque increasing device 200, i.e., as Figure 12As shown, the second output shaft 224 is provided with a spline structure 2241, and one end of the screw shaft 330 is provided with a spline hole, and the spline structure 2241 is inserted into the spline hole, so that the screw shaft 330 is coaxially connected to the second output shaft 224, the nut 340 is sleeved on the screw shaft 330 and is threadedly connected with the screw shaft 330, and the first brake pad 310 is indirectly connected with the nut 340 through the thrust disc 350 integrally connected to the nut 340; when the screw shaft 330 rotates around the central axis thereof together with the planetary gear 212, the screw shaft 330 can convert the torque output by the first output shaft 121 and transmitted through the speed reduction and torque increasing device 200 into an axial force distributed along the axial direction of the screw shaft 330, and the nut 340 can move along the axial direction of the screw shaft 330 under the action of the axial force and drive the first brake pad 310 to move together, so that the first brake pad 310 can clamp the brake disc 70 together with the second brake pad 320, thereby realizing the functions of braking and speed reduction.

[0070] Referring to Figure 13 , Figure 13 A cross-sectional view of the brake 10 provided by another embodiment of the application is shown, which is combined with Figure 14 、 Figure 15 and Figure 16 As shown, the brake executing device 300 further comprises a plurality of cylindrical planetary screw frames 360, the central axes of all the planetary screw frames 360 are parallel to the central axis of the screw shaft 330, and all the planetary screw frames 360 are arranged around the screw shaft 330, each planetary screw frame 360 is threadedly connected to the outer circumferential surface of the screw shaft 330 in a rotatable manner, and each planetary screw frame 360 is threadedly connected to the inner circumferential surface of the nut 340 in a rotatable manner.

[0071] In this way, when the screw shaft 330 rotates around the central axis thereof under the driving of the second output shaft 224, all the planetary screw frames 360 revolve around the central axis of the screw shaft 330, and each planetary screw frame 360 rotates around the central axis thereof, and at the same time, the nut 340 can move along the axial direction of the screw shaft 330 under the driving of all the planetary screw frames 360 and drive the first brake pad 310 to move together, so that, as in the structure in which the screw shaft 330 is directly threadedly connected to the nut 340 in the previous embodiment, the circumferential motion of the screw shaft 330 can be converted into the linear motion of the nut 340 along the axial direction of the screw shaft 330. Compared with the structure in which the screw shaft 330 is directly threadedly connected to the nut 340, the addition of the planetary screw frames 360 can make the brake executing device 300 have a higher load carrying capacity under the same diameter size.

[0072] It should be noted that the structure of the brake executing device 300 is not limited to the structure shown in the embodiments, for example, in another embodiment, the outer circumferential surface of the screw shaft 330 and the inner circumferential surface of the nut 340 are respectively provided with helical grooves extending along the axial direction of the screw shaft 330, and a plurality of balls are embedded in the helical grooves, and the nut 340 and the screw shaft 330 are threadedly connected to each other through the balls. The structures of the above two embodiments can be selected as needed, and are not limited here.

[0073] Further, as shown in Figure 2 , the brake executing device 300 further comprises a caliper 370 fixedly connected to the housing 110 of the driving device 100 and sleeved on the nut 340, and the second brake pad 320 is fixedly connected to the caliper 370 and arranged in opposite and spaced relation with the first brake pad 310, when the first brake pad 310 moves along the axial direction of the screw shaft 330, the distance between the first brake pad 310 and the second brake pad 320 can change, so that the brake disc 70 can be clamped or released.

[0074] Further, as shown in Figure 17 , when the screw shaft 330 rotates, in order to avoid the nut 340 being driven to rotate together with the screw shaft 330, the brake executing device 300 further comprises a limiting piece 380, the limiting piece 380 is penetrated through the caliper 370 and partially exposed on the inner circumferential surface of the caliper 370; correspondingly, the outer circumferential surface of the nut 340 is provided with a limiting groove 331, and the part of the limiting piece 380 exposed on the inner circumferential surface of the caliper 370 is limited in the limiting groove 331. In this way, when the screw shaft 330 rotates, although the nut 340 also has a tendency to be driven to rotate together with the screw shaft 330, since the limiting piece 380 is limited in the limiting groove 331 and abuts against the groove wall of the limiting groove 331, the nut 340 cannot be driven to rotate together with the screw shaft 330, but can only move along the axial direction of the screw shaft 330, thereby improving the anti-rotation ability of the outer ring gear 213.

[0075] In addition, as shown in Figure 2 and Figure 17 , in a preferred embodiment, the screw shaft 330 has a stepped surface facing the speed reduction and torque increasing device 200, the brake 10 further comprises a force sensor 400 and a control unit 600, the force sensor 400 is sleeved on the screw shaft 330 and abuts against the stepped surface of the screw shaft 330 through a thrust roller bearing 500 sleeved on the screw shaft 330, and the control unit 600 is communicatively connected to the force sensor 400. In the embodiment shown in the figure, the control unit 600 is installed on the side of the speed reduction and torque increasing device 200 away from the driving device 100 and the brake executing device 300.

[0076] Optionally, the control unit 600 is provided with an angle sensor, and a magnet 601 is arranged on the angle sensor and fixedly connected to the end of the first output shaft 121 by riveting or the like, so that the angle sensor can measure the rotation angle of the first output shaft 121 as the first output shaft 121 rotates around its central axis.

[0077] The control unit 600 is arranged to achieve the following purposes: when the automobile is running in different working conditions, if there is a need for deceleration, the driver will step on the brake pedal, and a sensor on the brake pedal detects the brake signal such as pedal acceleration, displacement and pedal force, the control unit 600 can receive the above brake signal through the vehicle network, and calculate the optimal braking force required by each wheel in real time through a specific algorithm, and then transmit the optimal braking force required to the brake execution device 300, so as to achieve the purpose of braking. When the first brake pad 310 abuts against the brake disc 70, the braking force applied by the first brake pad 310 to the brake disc 70 can be transmitted to the force sensor 400 through the thrust disc 350, the lead screw shaft 330 and the thrust roller bearing 500 in sequence, the force sensor 400 can detect the braking force applied by the first brake pad 310 to the brake disc 70 in real time, and can feedback the signal representing the size of the braking force to the control unit 600 in time, so that the control unit 600 can adjust the size of the braking force in real time, so that the brake 10 provided by the application can realize force closed-loop control, and the brake 10 has the characteristics of intelligent control, and the vehicle can develop in the direction of modularization, integration and mechatronics.

[0078] The technical features of the above-mentioned embodiments can be combined in any manner. In order to make the description simple, all possible combinations of the technical features in the above-mentioned embodiments are not described, but as long as the combinations of the technical features do not exist, they should be considered as the scope of the present application.

[0079] The above-mentioned embodiments only express several embodiments of the present application, and the description is more specific and detailed, but it should not be understood as a limitation on the scope of the patent application. It should be pointed out that for ordinary skilled persons in the art, without departing from the concept of the present application, some modifications and improvements can be made, which are all within the scope of the present application. Therefore, the protection scope of the patent of the present application should be subject to the appended claims.

Claims

1. A brake characterized by, The application relates to a drive device (100) comprising a housing (110) having a cavity and a drive source (120) arranged in the cavity and having a first output shaft (121); a speed reduction and torque increasing device (200) partially embedded in the cavity, the speed reduction and torque increasing device (200) having a second output shaft (224) parallel to and in transmission connection with the first output shaft (121); and a brake execution device (300) coaxially connected to the second output shaft (224), the brake execution device (300) having a first brake pad (310) configured to move along the axial direction of the second output shaft (224) under the drive of the drive source (120) to be able to abut or separate from a brake disc (70). The speed reduction and torque increasing device (200) comprises a first speed reduction mechanism (210) and a second speed reduction mechanism (220) in transmission connection with each other, the first speed reduction mechanism (210) being connected to the first output shaft (121) and at least partially embedded in the cavity of the housing (110), and the second output shaft (224) being located at one end of the second speed reduction mechanism (220) away from the first speed reduction mechanism (210). The first speed reduction mechanism (210) comprises a sun gear (211) coaxially connected to the first output shaft (121), a plurality of planet gears (212) surrounding the sun gear (211) around the central axis of the sun gear (211) and rotatably engaged with the outer peripheral surface of the sun gear (211), an outer gear ring (213) connected to the inner wall of the housing (110), the inner peripheral surface of the outer gear ring (213) having a plurality of engagement teeth, and all the planet gears (212) being rotatably engaged with the inner peripheral surface of the outer gear ring (213) through the engagement teeth, and a planet carrier (214) connected to all the planet gears (212), the planet carrier (214) being sleeved on the first output shaft (121) and connected to the second speed reduction mechanism (220), when all the planet gears (212) rotate around the central axis of the sun gear (211), the planet carrier (214) can rotate around its central axis to drive the second speed reduction mechanism (220) to move the brake execution device (300). The second speed reduction mechanism (220) comprises a first transmission wheel (221) and a second transmission wheel (222) in transmission connection with each other, the first transmission wheel (221) being integrally connected to the planet carrier (214) and sleeved on the first output shaft (121), the second transmission wheel (222) having a larger diameter than the first transmission wheel (221), the central axis of the second transmission wheel (222) being parallel to the central axis of the first transmission wheel (221), and the second output shaft (224) being coaxially connected to the second transmission wheel (222).

2. The brake of claim 1, wherein ​ 3. The brake of claim 2, wherein ​ ​ ​ ​ ​ 4. The brake of claim 3, wherein ​ 5. The brake of claim 4 wherein, At least one third transmission wheel (223) is further arranged between the first transmission wheel (221) and the second transmission wheel (222), the third transmission wheel (223) has a wheel diameter between the wheel diameter of the first transmission wheel (221) and the wheel diameter of the second transmission wheel (222), and the central axis of the third transmission wheel (223) is parallel to the central axes of the first transmission wheel (221) and the second transmission wheel (222).

6. The brake of claim 5 wherein, The third transmission wheel (223) has one, and comprises coaxially and integrally connected first and second wheel bodies (2231, 2232), the first wheel body (2231) has a smaller wheel diameter than the second wheel body (2232); the first wheel body (2231) is meshingly connected to the first transmission wheel (221), and the second wheel body (2232) is meshingly connected to the second transmission wheel (222).

7. The brake of claim 3 wherein, The cavity (111) is provided with a support (130), the outer periphery of the support (130) abuts against the cavity wall of the cavity (111) to divide the cavity (111) into a first cavity (111a) and a second cavity (111b), the first output shaft (121) passes through the support (130) from the first cavity (111a) and extends into the second cavity (111b); the support (130) is formed with a mounting position (131) on the side facing the second cavity (111b), and the outer gear ring (213) is embedded in the mounting position (131).

8. The brake of claim 1, wherein, The brake executing device (300) comprises a lead screw shaft (330) and a nut (340), the lead screw shaft (330) is coaxially connected to the second output shaft (224), the nut (340) is coaxially sleeved on the lead screw shaft (330) and is in driving connection with the lead screw shaft (330), and the first brake piece (310) is connected to the nut (340); when the lead screw shaft (330) rotates around its central axis, the nut (340) can drive the first brake piece (310) to move along the axial direction of the lead screw shaft (330).

9. The brake of claim 8, wherein, The outer periphery of the lead screw shaft (330) and the inner periphery of the nut (340) are respectively provided with helical grooves extending in the axial direction of the lead screw shaft (330), a plurality of balls are embedded in the helical grooves, and the nut (340) and the lead screw shaft (330) are in threaded connection with each other through the balls. Alternatively, the brake executing device (300) further comprises a plurality of planetary lead screw frames (360), the central axes of all the planetary lead screw frames (360) are parallel to the central axis of the lead screw shaft (330), and all the planetary lead screw frames (360) surround the lead screw shaft (330); each planetary lead screw frame (360) is rotatably and threadedly connected to the outer periphery of the lead screw shaft (330), and each planetary lead screw frame (360) is rotatably and threadedly connected to the inner periphery of the nut (340).

10. The brake of claim 8 wherein, The brake executing device (300) further comprises a caliper (370) sleeved on the nut (340) and a second brake pad (320) connected to the caliper (370) and arranged opposite to the first brake pad (310); the second brake pad (320) is used to abut against the other side of the brake disc (70) when the first brake pad (310) abuts against one side of the brake disc (70).

11. The brake of claim 10 wherein, The brake executing device (300) further comprises a limiting piece (380) penetrating through the caliper (370) and partially exposed to the inner circumferential surface of the caliper (370), and the outer circumferential surface of the nut (340) is provided with a limiting groove (331); the part of the limiting piece (380) exposed to the inner circumferential surface of the caliper (370) is limited in the limiting groove (331).

12. A vehicle characterized by comprising: A wheel hub, a brake disc (70) and a brake (10) according to any one of claims 1-11 are included, the wheel hub is connected to the brake disc (70), and the first brake pad (310) of the brake (10) is used to abut against the brake disc (70) to provide a braking force for stopping the rotation of the brake disc (70) when the brake disc (70) rotates.

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