Brake device and vehicle

Abstract

The utility model provides a brake device and a vehicle, and relates to the technical field of brake caliper assembly equipment. The braking device comprises a device body, a driving assembly, a screw rod, a screw sleeve, a piston and a friction plate. The driving assembly is arranged on the device main body; the screw rod is connected with the driving assembly; the screw rod is sleeved with the screw sleeve; the piston is connected with the threaded sleeve; the friction plate is movably arranged on the device main body; the driving assembly is configured to drive the screw rod to rotate, so that the screw sleeve and the piston move in the axial direction of the screw rod and push the friction plate; an anti-rotation pin is arranged on the friction plate, and an anti-rotation groove is formed in the piston; the piston abuts against the friction plate, and the anti-rotation pin is inserted into the anti-rotation groove. By means of the mode that the anti-rotation pin and the anti-rotation groove are connected in an inserted mode, the friction plate and the piston can be relatively fixed after being connected in an abutting mode, the friction force between the friction plate and the piston is greatly improved, the braking device can stably provide expected clamping force, and the braking force is improved.

Description

Technical Field

[0001] This application relates to the field of brake caliper assembly equipment technology, and in particular to a braking device and vehicle. Background Technology

[0002] Electronic brake calipers are a crucial component of automotive braking systems. They primarily use electronic control to replace the traditional manual operation of the parking brake lever and cable, thus completing the entire parking braking process. An electronic brake caliper includes a drive assembly, a screw, a sleeve, a piston, and friction pads. The screw is connected to the drive assembly, the sleeve is fitted onto the screw, and the piston is connected to the sleeve. When the driver depresses the brake pedal, the drive assembly rotates the screw, which in turn restricts the rotation of the sleeve. This converts the rotational torque of the screw into a linear thrust on the sleeve. The sleeve then moves the piston, which pushes the friction pads. The friction pads clamp the rotating brake disc, generating friction that slows the vehicle down or brings it to a stop.

[0003] In related technologies, in order to restrict the rotation of the screw sleeve, surface treatment technology is used to make the friction plate and piston obtain a high coefficient of friction, so that the frictional torque between the piston and the friction plate is greater than the frictional torque between the screw and the screw sleeve. At this time, the piston will not rotate with the screw, and the screw sleeve can only move linearly along the axis.

[0004] However, in some applications, rainwater or snow may get between the piston and the friction pads, reducing the coefficient of friction between them. This can cause the electronic brake caliper to fail to consistently achieve the expected clamping force, resulting in insufficient braking power. Utility Model Content

[0005] This invention provides a braking device and vehicle to solve the technical problem that current electronic brake calipers cannot stably achieve the expected clamping force when affected by the environment, resulting in insufficient braking force.

[0006] In a first aspect, the present invention provides a braking device, the braking device comprising a device body, a drive assembly, a screw, a sleeve, a piston, and a friction plate; the drive assembly is disposed on the device body; the screw is connected to the drive assembly; the sleeve is sleeved on the screw; the piston is connected to the sleeve; the friction plate is movably disposed on the device body; the drive assembly is configured to drive the screw to rotate, so that the sleeve and the piston move along the screw axial direction and push the friction plate;

[0007] The friction plate is provided with an anti-rotation pin, and the piston is provided with an anti-rotation groove; the piston abuts against the friction plate, and the anti-rotation pin is inserted into the anti-rotation groove.

[0008] When the braking device provided in this application is in operation, the drive assembly drives the screw to rotate, and the rotational torque of the screw is converted into the linear thrust of the sleeve. The sleeve drives the piston to move, and the piston pushes the friction pad to provide braking force, thereby slowing down or stopping the vehicle. During the above process, the friction pad abuts against the piston, and the anti-rotation pin on the friction pad is inserted into the anti-rotation groove on the piston. It is understood that by setting the anti-rotation pin and the anti-rotation groove to be inserted, the friction pad and the piston can be relatively fixed after they abut against each other, which greatly improves the friction between the friction pad and the piston, so that the braking device can stably provide the expected clamping force and improve the braking force.

[0009] As an optional implementation, the anti-rotation groove is located on the end face of the piston facing the friction plate; the anti-rotation pin is located on the side of the friction plate facing the piston and protrudes relative to the surface of the friction plate.

[0010] This design improves the portability of the anti-rotation pin insertion and anti-rotation groove, while also enhancing the stability between the friction plate and the piston.

[0011] As an optional implementation, there are multiple anti-rotation grooves, which are spaced apart around the axis of the piston; the anti-rotation pin is inserted into any one of the multiple anti-rotation grooves.

[0012] This design improves the ease of installation of the piston and friction plates, eliminating the need to find a specific installation angle and increasing assembly efficiency.

[0013] As an optional implementation, the anti-rotation groove communicates with the outer side of the piston end edge.

[0014] This design facilitates the processing of the anti-rotation groove, simplifies the processing steps, and allows for quick insertion of the anti-rotation pin and the anti-rotation groove.

[0015] As an optional implementation, the width of the anti-rotation groove gradually increases from the side facing the piston axis toward the end edge of the piston.

[0016] This design allows the anti-rotation pin to be positioned and guided, while also improving the stability of the connection between the anti-rotation pin and the anti-rotation slot.

[0017] As an optional implementation, the friction pad includes an inner friction pad and an outer friction pad, the device body has a brake groove, and the inner friction pad and the outer friction pad are spaced apart in the brake groove; the braking device is used for vehicle parking brake, and the braking device is configured to clamp the vehicle's brake disc between the inner friction pad and the outer friction pad.

[0018] The piston is located to the side of the brake groove, the inner friction plate is provided with the anti-rotation pin and abuts against the piston, and the outer friction plate is located on the side of the inner friction plate opposite to the piston.

[0019] This configuration, by incorporating both inner and outer friction pads, further enhances the braking force provided by the braking system to the vehicle's brake discs.

[0020] As an optional implementation, the friction plate is provided with a guide hole, the main body of the device is provided with a guide rod, and the guide rod passes through the guide hole; when the screw rotates, the screw sleeve drives the piston to move along the axial direction of the screw, so that the piston pushes the friction plate to move along the guide rod.

[0021] Thus, by setting guide rods through guide holes, the movement of the friction pads is guided and limited, thereby improving the stability of the friction pad movement.

[0022] As an optional implementation, the drive assembly includes a motor and a reducer, with the output end of the motor connected to the input end of the reducer, and the output end of the reducer connected to the axial end of the screw; the screw is rotatably disposed inside the main body of the device.

[0023] This configuration reduces the motor speed while increasing the rotational torque and improving transmission efficiency.

[0024] As an alternative implementation, the piston has a first protrusion facing the threaded sleeve, and the threaded sleeve has a second protrusion facing the piston, with the first protrusion abutting against the side of the second protrusion.

[0025] This design prevents relative rotation between the sleeve and the piston.

[0026] Secondly, this application provides a vehicle that includes the braking device described above.

[0027] This utility model provides a braking device and a vehicle. The braking device includes a device body, a drive assembly, a screw, a sleeve, a piston, and a friction plate. The drive assembly is disposed on the device body. The screw is connected to the drive assembly. The sleeve is fitted onto the screw. The piston is connected to the sleeve. The friction plate is movably disposed on the device body. The drive assembly is configured to drive the screw to rotate, so that the sleeve and the piston move along the screw axial direction and push the friction plate. An anti-rotation pin is provided on the friction plate, and an anti-rotation groove is provided on the piston. The piston abuts against the friction plate, and the anti-rotation pin is inserted into the anti-rotation groove. The drive assembly drives the screw to rotate, and the rotational torque of the screw is converted into the linear thrust of the sleeve. The sleeve drives the piston to move, and the piston pushes the friction plate to provide braking force, causing the vehicle to decelerate or stop. During the above process, the friction plate abuts against the piston, and the anti-rotation pin on the friction plate is inserted into the anti-rotation groove on the piston. It can be understood that by setting the anti-rotation pin and the anti-rotation groove to be inserted, the friction plate and the piston can be relatively fixed after they abut against each other, which greatly increases the friction between the friction plate and the piston, so that the braking device can stably provide the expected clamping force and improve the braking force.

[0028] In addition to the technical problems solved by the embodiments of this application, the technical features constituting the technical solutions, and the beneficial effects brought about by the technical features of these technical solutions described above, other technical problems that can be solved by the motor, electric drive system, and vehicle provided by this application, other technical features included in the technical solutions, and the beneficial effects brought about by these technical features will be further explained in detail in the specific embodiments. Attached Figure Description

[0029] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0030] Figure 1 This is a partial structural schematic diagram of the braking device provided in the embodiments of this application;

[0031] Figure 2 A partial structural schematic diagram of the braking device and the vehicle's brake disc provided in the embodiments of this application;

[0032] Figure 3 This is a schematic diagram of the exploded structure of the piston and friction plate provided in an embodiment of this application;

[0033] Figure 4 for Figure 3 Another structural diagram from a different perspective;

[0034] Figure 5This is a schematic diagram of the internal friction sheet provided in an embodiment of this application;

[0035] Figure 6 for Figure 5 Another structural diagram from a different perspective;

[0036] Figure 7 for Figure 5 A structural diagram from another perspective;

[0037] Figure 8 This is a schematic diagram of the piston structure provided in an embodiment of this application;

[0038] Figure 9 for Figure 8 A structural diagram from another perspective.

[0039] Explanation of reference numerals in the attached figures:

[0040] 10. Braking device; 20. Brake disc;

[0041] 100. Main body of the device; 101. Braking groove; 102. Guide rod; 200. Drive assembly; 210. Motor; 220. Reducer; 300. Screw; 400. Screw sleeve; 401. Second protrusion; 500. Piston; 501. Anti-rotation groove; 502. First protrusion; 600. Friction plate; 601. Guide hole; 610. Inner friction plate; 611. Weight reduction groove; 620. Outer friction plate; 700. Anti-rotation pin. Detailed Implementation

[0042] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions of the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this utility model, not all embodiments. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of this utility model.

[0043] First, those skilled in the art should understand that these embodiments are merely for explaining the technical principles of this application and are not intended to limit the scope of protection of this application. Those skilled in the art can make adjustments as needed to adapt to specific application scenarios.

[0044] Secondly, it should be noted that in the description of this application, the terms "front", "rear", "left", "right", "up", "down", "inner", "outer", etc., which indicate the direction or positional relationship, are based on the direction or positional relationship shown in the accompanying drawings. This is only for the convenience of description and does not indicate or imply that the device or component must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, it should not be construed as a limitation of this application.

[0045] Furthermore, it should be noted that, in the description of this application, unless otherwise expressly specified and limited, the terms "connected" and "linked" 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 the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0046] 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 this disclosure. 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.

[0047] EPB (Electronic Parking Brake), also known as electronic brake caliper, is a crucial component of a car's braking system. It primarily uses electronic control to replace the traditional manual operation of the parking brake lever, cable, and other mechanical components, thereby completing the entire parking braking process.

[0048] In the prior art, electronic brake calipers include a drive assembly, a screw, a sleeve, a piston, and friction pads. The screw is connected to the drive assembly, the sleeve is fitted onto the screw, and the piston is connected to the sleeve. When the driver presses the brake pedal, the drive assembly drives the screw to rotate. At this time, the rotation of the sleeve is restricted, which converts the rotational torque of the screw into the linear thrust of the sleeve. The sleeve drives the piston to move, the piston pushes the friction pads, and the friction pads clamp the rotating brake disc, generating friction force to slow down or stop the vehicle.

[0049] Limiting the rotation of the screw sleeve is a crucial step in achieving braking. In related technologies, surface treatment techniques are used to ensure that the friction plates and piston have a high coefficient of friction in order to limit the rotation of the screw sleeve. For example, the friction plates are made of stamped steel plates with zinc-nickel rust-proof coating, and the piston surface is also zinc-nickel rust-proof. The opposite end faces of the friction plates and piston are not painted to obtain a stable and high coefficient of friction. This ensures that the frictional torque between the piston and the friction plates is greater than the frictional torque between the screw and the screw sleeve. In this case, the piston will not rotate with the screw, and the screw sleeve can only move linearly along the axis.

[0050] However, vehicles operate in diverse environments. When a vehicle travels for an extended period on snow or muddy roads, in extreme cases, snow and other impurities may be squeezed between the piston and the friction pads, causing the coefficient of friction between them to become very low. During parking brake operation, the frictional torque between the piston and the friction pads is less than the frictional torque between the screw and the sleeve. The piston will rotate along with the sleeve, and the piston cannot stably push the inner friction pads. Consequently, the electronic brake caliper cannot achieve the expected clamping force, and the parking braking force does not meet the requirements.

[0051] To address the aforementioned problems, this application provides a braking device and a vehicle. The braking device 10 includes a device body 100, a drive assembly 200, a screw 300, a sleeve 400, a piston 500, and a friction plate 600. The drive assembly 200 is mounted on the device body 100. The screw 300 is connected to the drive assembly 200. The sleeve 400 is sleeved on the screw 300. The piston 500 is connected to the sleeve 400. The friction plate 600 is movably mounted on the device body 100. The drive assembly 200 is configured to drive the screw 300 to rotate, causing the sleeve 400 and the piston 500 to move axially along the screw 300 and push the friction plate 600. An anti-rotation pin 700 is provided on the friction plate 600, and an anti-rotation groove 501 is provided on the piston 500. The piston 500 abuts against the friction plate 600, and the anti-rotation pin 700 is inserted into the anti-rotation groove 501. The drive assembly 200 drives the screw 300 to rotate, and the rotational torque of the screw 300 is converted into the linear thrust of the sleeve 400. The sleeve 400 drives the piston 500 to move, and the piston 500 pushes the friction plate 600 to provide braking force, so as to decelerate or stop the vehicle. During the above process, the friction plate 600 abuts against the piston 500, and the anti-rotation pin 700 on the friction plate 600 is inserted into the anti-rotation groove 501 on the piston 500. It can be understood that by setting the anti-rotation pin 700 and the anti-rotation groove 501 to be inserted, the friction plate 600 and the piston 500 can be fixed relatively after they abut against each other, which greatly improves the friction between the friction plate 600 and the piston 500, so that the braking device 10 can stably provide the expected clamping force and improve the braking force.

[0052] The technical solution of this application will be described in detail below through specific embodiments.

[0053] like Figures 1 to 4 As shown, this application embodiment provides a braking device 10, which includes a device body 100, a drive assembly 200, a screw 300, a screw sleeve 400, a piston 500, and a friction plate 600.

[0054] A drive assembly 200 is disposed on the device body 100; a screw 300 is connected to the drive assembly 200; a screw sleeve 400 is sleeved on the screw 300; a piston 500 is connected to the screw sleeve 400; a friction plate 600 is movably disposed on the device body 100; the drive assembly 200 is configured to drive the screw 300 to rotate, so that the screw sleeve 400 and the piston 500 move axially along the screw 300 and push the friction plate 600.

[0055] The friction plate 600 is provided with an anti-rotation pin 700, and the piston 500 is provided with an anti-rotation groove 501; the piston 500 abuts against the friction plate 600, and the anti-rotation pin 700 is inserted into the anti-rotation groove 501.

[0056] Among them, the screw sleeve 400 and the screw 300 are related technologies in this field. The two are connected by threads, and the drive assembly 200 provides driving force for the rotation of the screw 300.

[0057] The braking device 10 provided in this application embodiment includes a drive assembly 200 that drives a screw 300 to rotate. The rotational torque of the screw 300 is converted into a linear thrust of a sleeve 400. The sleeve 400 drives a piston 500 to move, and the piston 500 pushes a friction plate 600 to provide braking force, thereby slowing down or stopping the vehicle. During this process, the friction plate 600 abuts against the piston 500, and the anti-rotation pin 700 on the friction plate 600 is inserted into the anti-rotation groove 501 on the piston 500. It can be understood that by setting an anti-rotation pin 700... The insertion of the pivot pin 700 and the anti-rotation groove 501 allows the friction plate 600 and the piston 500 to be fixed relative to each other after they come into contact. This ensures that the frictional torque between the piston 500 and the friction plate 600 is greater than the frictional torque between the screw 300 and the sleeve 400. At this time, the piston 500 will not rotate with the screw 300, and the sleeve 400 can only move linearly along the axis. This greatly increases the frictional force between the friction plate 600 and the piston 500, so that the braking device 10 can stably provide the expected clamping force and improve the braking force.

[0058] In specific implementation, the anti-rotation pin 700 can be connected to the friction plate 600 by screwing, or it can be bonded or welded to the friction plate 600. As long as the connection strength between the anti-rotation pin 700 and the friction plate 600 is guaranteed, the connection form between the anti-rotation pin 700 and the friction plate 600 can be any kind. This application embodiment does not limit this.

[0059] In some embodiments, refer to Figures 5 to 9As shown, the anti-rotation groove 501 is located on the end face of the piston 500 facing the friction plate 600; the anti-rotation pin 700 is located on the side of the friction plate 600 facing the piston 500 and protrudes from the surface of the friction plate 600.

[0060] With the above-described configuration, during the insertion of the anti-rotation pin 700 into the anti-rotation groove 501, the piston 500 only needs to move towards the friction plate 600, making it convenient for the anti-rotation pin 700 to be inserted into the anti-rotation groove 501. In addition, by placing the anti-rotation pin 700 on the end face of the friction plate 600 facing the anti-rotation groove 501, better support can be provided for the anti-rotation pin 700 after it is inserted into the anti-rotation groove 501, thereby improving the stability between the friction plate 600 and the piston 500.

[0061] In addition, to simplify the installation steps of piston 500 and friction plate 600, refer to Figure 3 and Figure 4 As shown, multiple anti-rotation grooves 501 are provided, and the multiple anti-rotation grooves 501 are distributed at intervals around the axis of piston 500; anti-rotation pin 700 is inserted into any one of the multiple anti-rotation grooves 501.

[0062] Specifically, taking into account the strength of the piston 500 end face, two anti-rotation grooves 501 are provided. The two anti-rotation grooves 501 are symmetrical along the axis of the piston 500. In this way, when installing the piston 500, there is no need to set a specific installation angle, which increases the possibility of the anti-rotation pin 700 and the anti-rotation groove 501 being inserted, improves assembly efficiency, and also improves the insertion efficiency of the anti-rotation pin 700 and the anti-rotation groove 501, so as to quickly achieve braking.

[0063] Please continue to refer to Figures 5 to 9 As an optional implementation, the anti-rotation groove 501 is connected to the outer side of the end edge of the piston 500. This facilitates the machining of the anti-rotation groove 501, simplifies the machining steps, and also facilitates the quick insertion of the anti-rotation pin 700 into the anti-rotation groove 501.

[0064] Among them, the width of the anti-rotation groove 501 gradually increases from the side facing the axis of piston 500 toward the end edge of piston 500.

[0065] It should be noted that, during the process of inserting the anti-rotation pin 700 into the anti-rotation groove 501, after the anti-rotation pin 700 contacts the edge of the anti-rotation groove 501, the groove width of the anti-rotation groove 501 gradually increases from the side facing the axis of the piston 500 to the end edge of the piston 500, which can provide a certain guiding effect for the anti-rotation pin 700. At the same time, increasing the area of ​​the anti-rotation groove 501 facilitates the insertion of the anti-rotation pin 700 and improves the stability of the insertion between the anti-rotation pin 700 and the anti-rotation groove 501.

[0066] In some embodiments, please refer to Figure 2As shown, the friction pad 600 includes an inner friction pad 610 and an outer friction pad 620. The main body 100 of the device has a brake groove 101, and the inner friction pad 610 and the outer friction pad 620 are spaced apart in the brake groove 101. The braking device 10 is used for vehicle parking brake.

[0067] The braking device 10 is configured to clamp the vehicle's brake disc 20 between the inner friction pad 610 and the outer friction pad 620.

[0068] The piston 500 is located on the side of the brake groove 101. The inner friction plate 610 is provided with an anti-rotation pin 700 and abuts against the piston 500. The outer friction plate 620 is located on the side of the inner friction plate 610 away from the piston 500.

[0069] Understandably, the inner friction pad 610 can be positioned closer to the drive assembly 200 so that the drive assembly 200 provides driving force, thereby driving the inner friction pad 610 to generate braking force. By providing the inner friction pad 610 and the outer friction pad 620, the contact area between the brake disc 20 and the friction pad 600 can be increased, further enhancing the braking force provided by the braking device 10 to the vehicle's brake disc 20.

[0070] In some embodiments, the friction plate 600 is provided with a guide hole 601, and the device body 100 is provided with a guide rod 102, which passes through the guide hole 601; when the screw 300 rotates, the screw sleeve 400 drives the piston 500 to move along the axial direction of the screw 300, so that the piston 500 pushes the friction plate 600 to move along the guide rod 102.

[0071] In a specific implementation, the inner friction plate 610 and the outer friction plate 620 may each have a guide hole 601, and the guide rod 102 may pass through the guide hole 601 of the inner friction plate 610 and the guide hole 601 of the outer friction plate 620. By setting the guide rod 102 to pass through the guide hole 601, the movement of the friction plate 600 is guided and limited, thereby improving the stability of the movement of the friction plate 600.

[0072] To further improve the stability of the movement of the internal friction plate 610, two guide holes 601 are provided on the internal friction plate 610, and two guide rods 102 are provided on the main body 100 of the device. The two guide rods 102 are arranged parallel to each other along the movement direction of the internal friction plate 610. In this way, the movement of the internal friction plate 610 is limited, thereby further improving the stability of the movement of the internal friction plate 610.

[0073] Of course, the inner friction plate 610 is also provided with a weight reduction groove 611. By setting the weight reduction groove 611, which is located between the two guide holes 601, the weight of the inner friction plate 610 can be reduced, making the inner friction plate 610 move more smoothly. On the other hand, it can prevent the inner friction plate 610 from interfering with other components when it moves.

[0074] For example, the drive assembly 200 includes a motor 210 and a reducer 220. The output end of the motor 210 is connected to the input end of the reducer 220, and the output end of the reducer 220 is connected to the axial end of the screw 300. The screw 300 is rotatably disposed inside the device body 100.

[0075] It should be noted that the motor 210 is existing technology in the relevant field, and the specific structure of the motor 210 is not limited in this application embodiment. The motor 210 can transmit driving force to the screw 300 through the reducer 220. The reducer 220 plays a crucial role in the mechanical transmission system. Its core function is to increase output torque by reducing the rotational speed. By setting the reducer 220, the rotational torque of the screw 300 can be increased, thereby improving transmission efficiency. In addition, reducing the rotational speed can also reduce the noise of equipment wear and improve the user experience.

[0076] In one possible implementation, the piston 500 has a first protrusion 502 facing the threaded sleeve 400, and the threaded sleeve 400 has a second protrusion 401 facing the piston 500, with the first protrusion 502 abutting against the side of the second protrusion 401.

[0077] In specific implementation, refer to Figure 3 and Figure 4 As shown, the piston 500 can be inserted into the threaded sleeve 400, and the first protrusion 502 abuts against the second protrusion 401, effectively preventing relative rotation between the threaded sleeve 400 and the piston 500. To further prevent relative rotation between the threaded sleeve 400 and the piston 500, multiple first protrusions 502 and multiple second protrusions 401 are provided. The multiple first protrusions 502 are evenly distributed circumferentially along the end face of the piston 500, and the multiple second protrusions 401 are evenly distributed circumferentially along the end face of the threaded sleeve 400. The first protrusions 502 and the second protrusions 401 abut against each other.

[0078] In some embodiments, this application provides a vehicle, which includes a vehicle body and a braking device 10 as described above. The braking device 10 is disposed on the vehicle body. Specifically, multiple braking devices 10 may be disposed on the vehicle body for braking multiple brake discs of the vehicle body.

[0079] It can effectively improve the braking ability of the vehicle. The vehicle provided in this application embodiment can be a new energy vehicle, including but not limited to pure electric vehicles, hybrid electric vehicles, hydrogen fuel cell vehicles, etc., and this application embodiment does not specifically limit it.

[0080] The vehicle provided in this application embodiment has all the technical solutions and effects of the aforementioned braking device 10, which will not be repeated here.

[0081] This application provides a braking device and a vehicle. The braking device 10 includes a device body 100, a drive assembly 200, a screw 300, a screw sleeve 400, a piston 500, and a friction plate 600. The drive assembly 200 is disposed on the device body 100. The screw 300 is connected to the drive assembly 200. The screw sleeve 400 is sleeved on the screw 300. The piston 500 is connected to the screw sleeve 400. The friction plate 600 is movably disposed on the device body 100. The drive assembly 200 is configured to drive the screw 300 to rotate, so that the screw sleeve 400 and the piston 500 move axially along the screw 300 and push the friction plate 600. An anti-rotation pin 700 is provided on the friction plate 600, and an anti-rotation groove 501 is provided on the piston 500. The piston 500 abuts against the friction plate 600, and the anti-rotation pin 700 is inserted into the anti-rotation groove 501. The drive assembly 200 drives the screw 300 to rotate, and the rotational torque of the screw 300 is converted into the linear thrust of the sleeve 400. The sleeve 400 drives the piston 500 to move, and the piston 500 pushes the friction plate 600 to provide braking force, so as to decelerate or stop the vehicle. During the above process, the friction plate 600 abuts against the piston 500, and the anti-rotation pin 700 on the friction plate 600 is inserted into the anti-rotation groove 501 on the piston 500. It can be understood that by setting the anti-rotation pin 700 and the anti-rotation groove 501 to be inserted, the friction plate 600 and the piston 500 can be fixed relatively after they abut against each other, which greatly improves the friction between the friction plate 600 and the piston 500, so that the braking device 10 can stably provide the expected clamping force and improve the braking force.

[0082] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this utility model, and are not intended to limit it. Although the utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features therein. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this utility model.

Claims

1. A braking device, characterized in that, The braking device (10) includes a device body (100), a drive assembly (200), a screw (300), a sleeve (400), a piston (500), and a friction plate (600); the drive assembly (200) is disposed on the device body (100); the screw (300) is connected to the drive assembly (200); the sleeve (400) is sleeved on the screw (300); the piston (500) is connected to the sleeve (400); the friction plate (600) is movably disposed on the device body (100); the drive assembly (200) is configured to drive the screw (300) to rotate, so that the sleeve (400) and the piston (500) move axially along the screw (300) and push the friction plate (600); The friction plate (600) is provided with an anti-rotation pin (700), and the piston (500) is provided with an anti-rotation groove (501); the piston (500) abuts against the friction plate (600), and the anti-rotation pin (700) is inserted into the anti-rotation groove (501).

2. The braking device according to claim 1, characterized in that, The anti-rotation groove (501) is located on the end face of the piston (500) facing the friction plate (600); the anti-rotation pin (700) is located on the side of the friction plate (600) facing the piston (500) and protrudes from the surface of the friction plate (600).

3. The braking device according to claim 2, characterized in that, There are multiple anti-rotation grooves (501), and the multiple anti-rotation grooves (501) are distributed at intervals around the axis of the piston (500); the anti-rotation pin (700) is inserted into any one of the multiple anti-rotation grooves (501).

4. The braking device according to claim 2, characterized in that, The anti-rotation groove (501) is connected to the outer side of the end edge of the piston (500).

5. The braking device according to claim 4, characterized in that, The width of the anti-rotation groove (501) gradually increases from the side facing the axis of the piston (500) toward the end edge of the piston (500).

6. The braking device according to any one of claims 1-5, characterized in that, The friction pad (600) includes an inner friction pad (610) and an outer friction pad (620). The device body (100) has a brake groove (101). The inner friction pad (610) and the outer friction pad (620) are spaced apart in the brake groove (101). The braking device (10) is used for vehicle parking brake. The braking device (10) is configured to clamp the vehicle's brake disc (20) between the inner friction pad (610) and the outer friction pad (620). The piston (500) is located on the side of the brake groove (101), the inner friction plate (610) is provided with the anti-rotation pin (700) and abuts against the piston (500), and the outer friction plate (620) is located on the side of the inner friction plate (610) away from the piston (500).

7. The braking device according to any one of claims 1-5, characterized in that, The friction plate (600) is provided with a guide hole (601), and the main body (100) of the device is provided with a guide rod (102), which passes through the guide hole (601). When the screw (300) rotates, the screw sleeve (400) drives the piston (500) to move along the axial direction of the screw (300), so that the piston (500) pushes the friction plate (600) to move along the guide rod (102).

8. The braking device according to any one of claims 1-5, characterized in that, The drive assembly (200) includes a motor (210) and a reducer (220). The output end of the motor (210) is connected to the input end of the reducer (220), and the output end of the reducer (220) is connected to the axial end of the screw (300). The screw (300) is rotatably disposed inside the main body (100) of the device.

9. The braking device according to any one of claims 1-5, characterized in that, The piston (500) has a first protrusion (502) facing the threaded sleeve (400), and the threaded sleeve (400) has a second protrusion (401) facing the piston (500), with the first protrusion (502) abutting against the side of the second protrusion (401).

10. A vehicle, characterized in that, Includes the braking device (10) as described in any one of claims 1-9.

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