Brake structure, mechanical brake assembly and vehicle

Abstract

The utility model relates to a braking structure, a mechanical braking assembly and a vehicle, and relates to the technical field of automobile braking, the braking structure comprises a moving part and a limiting part, the moving part is configured to be in threaded connection with a power output part, and the limiting part is arranged on a power input part and configured to be in circumferential limiting connection with the moving part; when the power output piece rotates, the synchronous rotation of the moving part is limited; under the driving action of the power output piece, the moving part can convert the rotating motion of the power output piece into axial linear motion so as to directly abut against the friction plate, and then the braking effect on the brake disc is achieved. The structure is beneficial to achieving efficient and stable braking control, and compared with the prior art, the structure has the effects of being compact and simple, rapid in response and reliable in transmission.

Description

Technical Field

[0001] This application relates to the field of automotive braking technology, and more particularly to a braking structure, a mechanical braking assembly, and a vehicle. Background Technology

[0002] Currently, automotive mechanical braking assemblies typically use mechanical means such as levers and cables to transmit the driver's operating force from the brake pedal or handbrake to the brake, thereby generating friction to decelerate or park the vehicle. They are widely used in parking brake systems and have advantages such as simple structure, reliable transmission, and convenient maintenance.

[0003] In the prior art, in order to improve the braking control accuracy, an electromechanical braking device including a brake motor and a feeding mechanism has been developed. The feeding mechanism achieves braking by driving the pushing part to push the friction plate through the rotating part, and a limiting structure is provided between the two to prevent excessive preload.

[0004] However, research has found that existing technologies require additional machining of a limiting and anti-rotation structure inside the caliper, resulting in a complex overall caliper structure, significantly increasing machining difficulty and cost, and making it difficult to meet manufacturing efficiency and economic requirements. Utility Model Content

[0005] This application provides a braking structure, a mechanical braking assembly, and a vehicle, which can reduce processing difficulty and cost, thereby at least partially solving the above-mentioned technical problems.

[0006] To achieve the above objectives, according to a first aspect of this application, a braking structure is provided, comprising:

[0007] The moving part is configured to be threadedly connected to the power output component;

[0008] A limiting part, provided on the power input member, is configured to be circumferentially limited and connected to the moving part to restrict the synchronous rotation of the moving part when the power output member rotates.

[0009] Optionally, the moving part includes a moving sub-part, the moving sub-part being provided with an internal thread, and the outer periphery of the power output component being provided with an external thread adapted to the internal thread.

[0010] Optionally, the movable sub-part is a nut.

[0011] Optionally, the movable part further includes an abutting sub-part, which is configured to be circumferentially limited connected to the movable sub-part.

[0012] Optionally, the abutting part has a slot for the movable part to be inserted, and the cross-sectional shape of the movable part is adapted to the cross-sectional shape of the slot and both are non-circular.

[0013] Optionally, the abutting part further has a first limiting groove, the limiting part being configured to engage with the first limiting groove to restrict the circumferential rotation of the abutting part.

[0014] Optionally, multiple first limiting grooves are provided on the outer periphery of the abutting part, and the number of limiting parts is the same as the number of first limiting grooves and corresponds one-to-one.

[0015] According to a second aspect of this application, a mechanical braking assembly is provided, including the braking structure of the first aspect. The mechanical braking assembly further includes a power input component, a power output component, a friction pad, and a brake disc. The power output component is configured to be drive-connected to the power input component, the friction pad is configured to abut against the brake disc, and the moving part is configured to abut against the friction pad.

[0016] Optionally, the mechanical braking assembly further includes a housing, on which the power input component and the brake disc are both disposed.

[0017] Optionally, the mechanical braking assembly further includes a caliper, the caliper being disposed on the housing, and the friction pad being disposed on the caliper.

[0018] Optionally, the power input includes a motor configured to drive the power output.

[0019] Optionally, the power input component further includes a base and a cycloidal wheel. An eccentric wheel is coaxially provided on the output shaft of the motor. The center of the cycloidal wheel is provided with a rotating hole that rotatably engages with the eccentric wheel. The base is configured to slide circumferentially with the cycloidal wheel to drive the translational motion of the cycloidal wheel into rotational motion.

[0020] Optionally, a rotary bearing is provided between the eccentric wheel and the rotating hole, the inner ring of the rotary bearing being interference-fitted with the outer circumference of the eccentric wheel, and the outer ring of the rotary bearing being rotatably fitted with the rotating hole.

[0021] Optionally, one side surface of the seat is provided with a plurality of blocking portions in a circumferential direction, and the outer circumferential surface of the cycloidal wheel is provided with a plurality of grooves, wherein the blocking portions slide in a circumferential engagement with the grooves.

[0022] Optionally, the limiting part is provided on the seat body, and the limiting part also slides in circumferentially with the groove.

[0023] Optionally, the power input component further includes a planar bearing, a first side of which rolls into contact with the surface of the cycloidal wheel, and a second side of which rolls into contact with the surface of the housing.

[0024] Optionally, the power input component further includes a planetary gear, the surface of which has a plurality of through holes along the circumferential direction, and the surface of the cycloidal wheel has a plurality of insertion portions along the circumferential direction. The insertion portions are configured to engage with the through holes and are eccentrically inserted into the through holes. The planetary gear is configured to be connected to the power output component for transmission.

[0025] Optionally, the power output component includes a lead screw configured to be coaxially connected to the planetary gears.

[0026] Optionally, one of the side center of the planetary gear and the end center of the lead screw is provided with a non-circular portion, and the other is provided with a non-circular groove, wherein the non-circular portion and the non-circular groove are inserted into each other.

[0027] Optionally, the friction plate is provided with a limiting post, and the abutting part of the limiting part has a second limiting groove, and the limiting post and the second limiting groove are inserted into each other.

[0028] Optionally, multiple second limiting grooves are provided circumferentially on the outer end wall of the abutment part, and the number of limiting posts is the same as the number of second limiting grooves and corresponds one-to-one.

[0029] Optionally, the abutment part has a sealing groove on the outer peripheral wall near the friction plate, and a sealing ring is embedded in the sealing groove.

[0030] According to a third aspect of this application, a vehicle is also provided, including the mechanical braking assembly described in the second aspect.

[0031] In the braking structure of this application embodiment, by setting a threaded connection between the moving part and the power output component, the power output component can drive the moving part to move linearly in the axial direction when rotating, thereby converting rotational motion into linear motion. Simultaneously, this braking structure also incorporates a circumferential limiting fit between the limiting part and the moving part, restricting the circumferential rotation of the moving part as it is pushed by the power output component. This effectively avoids thread engagement failure or reduced transmission efficiency due to the moving part rotating synchronously with the power output component. The above structural design not only facilitates a compact linear transmission conversion method but also improves the response efficiency and motion stability of the entire braking structure to a certain extent, thus meeting the requirements for precise control of the braking force application position in mechanical braking scenarios. Furthermore, this fit method is relatively simple and reliable. By setting a limiting part on the power input component, a circumferential limiting fit can be formed with the moving part, resulting in a more compact structure, reducing overall volume, and improving layout flexibility.

[0032] Other features and advantages of this application will be described in detail in the following detailed description section. Attached Figure Description

[0033] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0034] To gain a more complete understanding of this application and its beneficial effects, the following description will be provided in conjunction with the accompanying drawings, wherein the same reference numerals in the following description denote the same parts.

[0035] Figure 1 This is a schematic diagram of the overall structure of the mechanical braking assembly provided in an exemplary embodiment of this disclosure;

[0036] Figure 2 This is a partial cross-sectional view of the mechanical braking assembly provided in an exemplary embodiment of this disclosure;

[0037] Figure 3 This is a cross-sectional schematic diagram of the mechanical braking assembly provided in an exemplary embodiment of this disclosure;

[0038] Figure 4 This is a partial cross-sectional view of the mechanical braking assembly provided in an exemplary embodiment of this disclosure;

[0039] Figure 5 This is an exploded view of the mechanical braking assembly provided in the exemplary embodiments of this disclosure. Figure 1 ;

[0040] Figure 6 This is an exploded view of the mechanical braking assembly provided in the exemplary embodiments of this disclosure. Figure 2 ;

[0041] Figure 7 This is a partial explosion diagram of the mechanical braking assembly provided in the exemplary embodiments of this disclosure. Figure 1 ;

[0042] Figure 8 This is a partial explosion diagram of the mechanical braking assembly provided in the exemplary embodiments of this disclosure. Figure 2 ;

[0043] Figure 9 This is a partial explosion diagram of the mechanical braking assembly provided in the exemplary embodiments of this disclosure. Figure 3 .

[0044] Explanation of reference numerals in the attached figures:

[0045] 1. Moving part; 11. Moving sub-part; 12. Abutting sub-part; 121. Slot; 122. First limiting groove; 123. Second limiting groove; 124. Sealing groove; 125. Sealing ring;

[0046] 2. Power output component; 21. Lead screw; 211. Non-circular part;

[0047] 3. Limiting part;

[0048] 4. Power input component; 41. Motor; 411. Eccentric wheel; 42. Base; 421. Blocking part; 43. Cycloidal wheel; 431. Rotating hole; 432. Groove; 433. Insertion part; 44. Surface bearing; 45. Planetary gear; 451. Through hole; 452. Non-circular groove;

[0049] 5. Shell;

[0050] 6. Calipers;

[0051] 7. Friction plate; 71. Limiting post;

[0052] 8. Brake disc;

[0053] 9. Rotating bearing. Detailed Implementation

[0054] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the protection scope of this application.

[0055] This application provides a braking structure; please refer to [link / reference]. Figure 1 , Figure 2 and Figure 3The braking structure includes a moving part 1 and a limiting part 3. The moving part 1 is connected to the power output component 2 via a thread, and the limiting part 3 forms a circumferential limiting connection with the moving part 1. Specifically, the power output component 2 can be a screw or a rotating shaft with a threaded structure. During the rotation of the power output component 2, due to its threaded connection with the moving part 1, it can drive the moving part 1 to generate relative displacement along its axial direction while being circumferentially limited. The limiting part 3, as a structure provided on the power input component 4, forms a cooperating relationship with the moving part 1, and to a certain extent restricts the circumferential rotation of the moving part 1 relative to the power output component 2, so that the moving part 1 mainly moves along the axial direction when the power output component 2 rotates. The limiting part 3 can take the form of a simple stop protrusion, guide groove, etc., and is provided on the relatively fixed power input component 4, so that the moving part 1 can remain in a stable guiding state during the force-driven movement, which is beneficial for its linear movement without rotation. By axial displacement of the moving part 1, the friction pad 7 in the braking system can be pushed closer to the brake disc 8 in a straight line, and the friction pad 7 can form contact friction with the brake disc 8 under pressure, thereby realizing braking control of the wheel.

[0056] Compared to existing technologies that require additional complex limiting structures to be machined on the caliper 6, the braking structure in this embodiment only needs to set a limiting part 3 on the power input component 4 to form a circumferential limiting fit with the moving part 1. This results in a more compact structure, reducing overall volume and improving layout flexibility. Simultaneously, the threaded connection between the moving part 1 and the power output component 2 achieves linear motion without relying on external transmission components, simplifying the overall machining process, reducing manufacturing costs, and facilitating consistency control during mass production, thus meeting the demands for high efficiency and economy in manufacturing. Furthermore, the fit between the limiting part 3 and the moving part 1 can stably guide the linear movement of the moving part 1 without relative rotation, exhibiting good structural stability and braking consistency, making it suitable for the mechanical braking assembly design requirements of various vehicle platforms.

[0057] In some embodiments, combined with Figure 3 , Figure 4 The moving part 1 includes a moving sub-part 11. Specifically, the inner circumferential surface of the moving sub-part 11 is provided with an internal thread, and the outer circumferential surface of the power output member 2 is provided with an external thread that is adapted to the internal thread, thereby forming a threaded connection between the power output member 2 and the moving sub-part 11.

[0058] Furthermore, the movable sub-part 11 is a nut, that is, it is a hollow cylinder with a helical internal thread, which forms a threaded engagement with the power output component 2 with an external thread structure. With this structure, when the power output component 2 rotates along its axis, the nut-shaped movable sub-part 11, under the circumferential limiting action of the limiting part 3, cannot rotate with the power output component 2, thus moving linearly along the axial direction of the power output component 2 under the threaded engagement. Because a standard threaded connection is used, the processing technology of the connection part can be simplified to a certain extent, and the threaded transmission is more stable and reliable. At the same time, when the power output component 2 rotates, the movable sub-part 11 continuously generates a stable axial thrust, which is beneficial for pushing the friction plate 7 to press, thereby forming an effective frictional contact relationship between the friction plate 7 and the brake disc 8 to achieve the vehicle's braking function. Making the movable sub-part 11 a nut enhances the structural versatility, providing good adaptability and standardization advantages in component selection and mass production, facilitating modular design and efficient assembly, and improving the overall manufacturing efficiency and consistency of the braking structure.

[0059] It is worth noting that the aforementioned "moving sub-part 11" is a subordinate concept to "moving part 1". As an independent unit of the functional structure, it is precisely matched with the power output part 2 through threads in terms of structural features, which can meet the requirements of linear motion drive, and form a cooperative working state with the subsequent limit engagement, so that the braking action has a better response effect and mechanical stability.

[0060] In some examples, refer to Figure 3 , Figure 4The moving part 1 also includes an abutment part 12, which is configured to be circumferentially limited to the moving part 11. Specifically, the abutment part 12 is used to contact the friction pad 7 in the mechanical braking assembly, and when the moving part 1 is driven by the power output member 2 to generate axial displacement, it transmits the axial force to the friction pad 7, causing the friction pad 7 to undergo elastic deformation and abut against the brake disc 8, thereby forming braking force through frictional contact. In order to form a stable relative connection between the moving part 11 and the abutment part 12, the abutment part 12 is configured to form a circumferentially limited connection with the moving part 11. Furthermore, the abutment portion 12 is provided with a slot 121 for inserting the movable portion 11. The cross-section of the slot 121 is a non-circular structure, such as an ellipse, rectangle, or other non-rotationally symmetric shape. The cross-section of the movable portion 11 is also designed to be a non-circular structure that matches the slot 121. Thus, after insertion and engagement, the movable portion 11 can slide axially within the slot 121, but is restricted in the circumferential direction by the shape of the slot 121, which can suppress its rotation relative to the abutment portion 12 to a certain extent, allowing the two to maintain synchronous movement in the rotational direction. This engagement structure can provide a good anti-rotation effect through the meshing of non-circular cross-sections, which is beneficial to ensuring the stability of the force transmission path and the uniform loading of the friction plate 7.

[0061] To further achieve limiting control of the abutment part 12, a first limiting groove 122 is provided on the outer peripheral surface of the abutment part 12. Multiple first limiting grooves 122 are arranged in a ring or array around the outer periphery to enhance the limiting effect. Multiple limiting parts 3 are configured in the same number as the limiting grooves, forming an insertion fit with the corresponding first limiting groove 122. In this structure, after the limiting part 3 is inserted into the first limiting groove 122, it can restrict the rotation of the abutment part 12 in the circumferential direction to a certain extent, so that when the abutment part 12 is driven by the power output member 2 to rotate the movable part 11 helically, it only moves axially and does not rotate circumferentially. Since the movable part 11 and the abutment part 12 are connected by a non-circular slot 121, the anti-rotation of the abutment part 12 also indirectly restricts the circumferential rotation of the movable part 11, so that the movable part 11 can only move linearly along the axial direction relying on its threaded engagement with the power output member 2. With the above-mentioned structural configuration, the moving part 1 generates a stable axial thrust under the rotational drive of the power output component 2, thereby causing the friction plate 7 to be pressed against the surface of the brake disc 8 to form a braking effect.

[0062] It is worth noting that the first limiting groove 122 and the limiting part 3 adopt a one-to-one correspondence, which can improve the stability of the connection and the anti-rotation effect to a certain extent. At the same time, it also has structural redundancy, which is suitable for the reliability requirements of the limiting structure under conditions of repeated insertion and removal and long-term use. The aforementioned "abutting sub-part 12", "moving sub-part 11", "limiting part 3" and "first limiting groove 122" are all structural units that work together to perform different functions. They form a complete braking function transmission chain through their cooperation. It has the characteristics of compact structure, moderate cost and good adaptability, and is suitable for mechanical braking assemblies of various vehicles. It has high practical value, especially in application scenarios that require high reliability and high production efficiency.

[0063] Secondly, this application also provides a mechanical braking assembly, combined with Figure 5 , Figure 6 The mechanical braking assembly, including the braking structure of the first aspect, also includes a power input component 4, a power output component 2, a friction pad 7, and a brake disc 8. The power output component 2 is configured to be drive-connected to the power input component 4, the friction pad 7 is configured to abut against the brake disc 8, and the moving part 1 is configured to abut against the friction pad 7.

[0064] It is worth noting that the power input component 4 can be a motor 41, a lever, or other device capable of providing rotational driving force. Its output end is connected to the power output component 2 via a reduction mechanism, coupling, or gear meshing, etc., to transmit the rotational driving force of the power input component 4 to the power output component 2. The outer circumferential surface of the power output component 2 is provided with a threaded structure to form a threaded engagement with the moving sub-part 11 in the moving part 1, so that it can generate linear displacement relative to the power output component 2 in the axial direction during the rotation of the power output component 2. During the axial movement of the moving part 1, its abutment sub-part 12 can contact the friction plate 7 and apply a compressive force to the friction plate 7, causing the friction plate 7 to move towards the brake disc 8 and generate elastic deformation. When a stable contact is formed between the friction plate 7 and the brake disc 8, the friction force is used to brake the brake disc 8, thereby achieving a braking effect on the vehicle. During this process, the limiting part 3, through its insertion and engagement with the first limiting groove 122 on the abutment sub-part 12, constrains the rotation direction of the moving part 1 to a certain extent, which is beneficial to stabilizing the axial movement path of the moving part 1. The aforementioned braking structure, through modular design, enables the entire mechanical braking assembly to possess strong integration and compactness. Simultaneously, the threaded transmission and limiting structure between the moving part 1 and the power output component 2 enhance the timeliness of braking response and the stability of force transmission, making it suitable for use in vehicle braking systems with limited space but high reliability requirements. The phrase "can be in contact with..." should be understood as meaning that the components can form effective contact under normal operating conditions to achieve their function, not that they are constantly in contact to avoid structural interference or affecting the reset function.

[0065] In some implementations, reference is made to Figure 5 , Figure 6 The mechanical braking assembly also includes a housing 5 and calipers 6. The power input component 4 and brake disc 8 are mounted on the housing 5. The housing 5 serves as the mounting base, providing support for fixing the relative positions of the components and ensuring the overall structural stability. This helps maintain the working stability and vibration resistance of the entire mechanical braking assembly during vehicle operation. The housing 5 can be a one-piece or multi-section assembled structure, and the specific structural form can be selected according to the overall vehicle layout requirements and processing methods.

[0066] Furthermore, the caliper 6 is mounted on the housing 5 and covers part of the outer periphery of the brake disc 8. A friction pad 7 is mounted on the caliper 6. The friction pad 7 can be installed using a guide clamp or threaded connection, etc., forming a certain axial movement guiding function with the caliper 6. This allows the friction pad 7 to press against the surface of the brake disc 8 in a predetermined direction when under force, thereby generating a braking effect on the brake disc 8 under the constraint of the caliper 6. Since the caliper 6 is fixedly connected to the housing 5 or detachably installed, maintenance and replacement are convenient. Simultaneously, the caliper 6 makes the position adjustment of the friction pad 7 more convenient, allowing for flexible adjustment of the preload clearance between the friction pad 7 and the brake disc 8 according to the wear condition of the friction pad 7. This, to a certain extent, controls the initial braking response and braking force distribution, improving the controllability and adaptability of the braking system. The term "mounted on..." in this embodiment should be understood as a direct or indirect structural connection, not limited to rigid fixing, and can include transition components, connecting mechanisms, or flexible component connections. This structural arrangement improves the overall assembly coordination and also benefits the modular integration and standardized manufacturing of the mechanical braking assembly.

[0067] In some embodiments, refer to Figure 7 , Figure 8 The power input component 4 in the mechanical braking assembly includes a motor 41, a base 42, a cycloidal wheel 43, and planetary gears 45, while the power output component 2 includes a lead screw 21. An eccentric wheel 411 is coaxially mounted on the output shaft of the motor 41, and this eccentric wheel 411 has an eccentric portion offset from its center of rotation. Furthermore, a rotary bearing 9 is provided between the eccentric wheel 411 and the rotating hole 431. The inner ring of the rotary bearing 9 is interference-fitted with the outer circumference of the eccentric wheel 411, and the outer ring of the rotary bearing 9 is rotatably fitted with the rotating hole 431. Based on this, the eccentric wheel 411 transmits the rotational motion generated by the motor 41 to the rotating hole 431 of the cycloidal wheel 43 through the rotary bearing 9, thereby driving the cycloidal wheel 43 to perform a restricted trajectory movement. At the same time, the rotary bearing 9, to a certain extent, helps to reduce the impact force and uneven load generated by the eccentric wheel 411 on the cycloidal wheel 43, while improving the rotational stability and mechanical life of the cycloidal wheel 43 relative to the eccentric wheel 411.

[0068] For example, the outer circumferential surface of the cycloidal wheel 43 is provided with multiple grooves 432, and one side surface of the base 42 is provided with multiple blocking parts 421 along the circumferential direction. The blocking parts 421 slide in circumferentially with the grooves 432, so that when the cycloidal wheel 43 moves in a trajectory relative to the base 42, the sliding constraint of the blocking parts 421 on the grooves 432 causes the cycloidal wheel 43 to generate a restricted rotation on the basis of translation. That is, the rotation input by the motor 41 is transformed into a compound motion of the cycloidal wheel 43 through the eccentric wheel 411, and then the blocking parts 421 cause the cycloidal wheel 43 to generate a certain angle of rotation output with the assistance of the rotating bearing 9. The limiting part 3 is also provided on the base 42 and forms a circumferential sliding engagement with the grooves 432 on the cycloidal wheel 43, which further stabilizes the motion trajectory of the cycloidal wheel 43 from a structural point of view, plays an auxiliary guiding role in the rotation of the cycloidal wheel 43, and helps to form a smoother and more controllable motion.

[0069] To further reduce the frictional resistance between the cycloidal wheel 43 and the seat 42 during rotation, a planar bearing 44 is provided between the seat 42 and the cycloidal wheel 43. The first side of the planar bearing 44 rolls with the surface of the cycloidal wheel 43, and the second side rolls with the surface of the seat 42. The planar bearing 44 assists the cycloidal wheel 43 in rotating relative to the seat 42 through rolling friction, thereby reducing energy loss and structural wear to a certain extent and making the movement smoother.

[0070] For example, refer to Figure 8 , 9 The cycloidal wheel 43 also includes multiple insertion portions 433, which are circumferentially arranged along one side surface of the cycloidal wheel 43. Correspondingly, the surface of the planetary gear 45 is also provided with multiple through holes 451. The positions of the through holes 451 are adapted to the insertion portions 433 on the cycloidal wheel 43, and the insertion portions 433 are eccentrically inserted into the through holes 451. Since the rotation of the cycloidal wheel 43 itself has eccentric characteristics, the insertion portions 433 will exhibit a composite trajectory of eccentric rotation and translation during the movement. This trajectory will act on the inner wall of the through holes 451, thereby driving the planetary gear 45 to rotate, constructing an efficient mechanical energy transmission path, which is beneficial to improving the transmission efficiency of input power and the stability of output torque.

[0071] Furthermore, the lead screw 21 is configured to be coaxially connected with the planetary gear 45. After the planetary gear 45 rotates, it drives the lead screw 21 to rotate. The external thread of the lead screw 21 engages with the internal thread of the moving part 11 in the moving part 1. The moving part 11 is configured as a nut structure. Therefore, under the action of the rotation of the lead screw 21, the moving part 11 will move linearly along the axial direction of the lead screw 21. The moving part 11 is covered by an abutment part 12. The abutment part 12 and the moving part 11 are circumferentially limited. Specifically, the abutment part 12 is provided with a slot 121. The cross-sectional shape of the slot 121 is non-circular and matches the cross-sectional shape of the moving part 11. In this way, when the moving part 11 is inserted into the abutment part 12, the two can move synchronously without relative rotation. Thus, in the rotational transmission, the axial linear motion of the moving part 11 is synchronously transmitted to the abutment part 12.

[0072] Meanwhile, the abutment part 12 also forms a structural abutment relationship with the friction plate 7. When the motor 41 drives the lead screw 21 to rotate, thereby pushing the moving part 11 to produce linear displacement, the abutment part 12 will contact the friction plate 7 and apply axial force to it, causing the friction plate 7 to deform and press against the surface of the brake disc 8. This creates friction between the friction plate 7 and the brake disc 8, thereby outputting a braking effect. Furthermore, the abutment part 12 also has a first limiting groove 122, which is used to cooperate with the limiting part 3 to restrict the circumferential rotation of the abutment part 12 itself. Since there is a non-rotational connection between the moving part 11 and the abutment part 12, the non-rotational structure of the abutment part 12 will also indirectly restrict the rotation of the moving part 11. When the motor 41 continues to run, the moving part 11 will only produce linear displacement under the condition that it cannot rotate. This structural design is beneficial to a certain extent in accurately converting rotational motion into linear motion and ultimately transmitting it to the braking assembly.

[0073] In summary, through the synergistic cooperation of the above structures, the mechanical braking assembly of this embodiment possesses high energy conversion efficiency and transmission stability. In particular, the collaborative action of the eccentric wheel 411, cycloidal wheel 43, planetary gear 45, and lead screw 21 constructs a multi-stage torque amplification and speed reduction deceleration path, contributing to the realization of the low-speed, high-torque output characteristics of the motor 41. The multiple sliding fits and rolling bearings in the overall structure help suppress system frictional heat generation and mechanical wear, while improving the smoothness of system operation. The term "transmission connection" in this embodiment should be understood as a connection relationship capable of transmitting power, which can be direct meshing transmission, keyed connection, splined connection, or other forms of transmission fit, not limited to rigid connections, exhibiting structural diversity and adaptability. Furthermore, the "circumferential sliding fit" between the cycloidal wheel 43 and the seat 42 refers to the restricted sliding contact formed between the two in the circumferential direction, which helps to construct a rotational guiding path, rather than being completely fixed or without relative motion. This structural design not only possesses high braking response sensitivity but also allows for precise adjustment of braking force output through motor 41 control, making it suitable for vehicle braking systems with high safety requirements.

[0074] In some embodiments, refer to Figure 7 , Figure 8 The planetary gear 45 has a non-circular portion 211 on one side center and a non-circular groove 452 on the other side center of the lead screw 21. The non-circular portion 211 and the non-circular groove 452 are interlocked. It is worth noting that the non-circular portion 211 and the non-circular groove 452 can be regarded as a key and keyway fit, which can improve coaxial rotation while facilitating disassembly and assembly.

[0075] In some embodiments, refer to Figure 5 , Figure 6 The friction plate 7 is provided with a limiting post 71, and the abutting part 12 of the limiting part 3 has a second limiting groove 123. The limiting post 71 and the second limiting groove 123 are inserted into each other. Specifically, the limiting post 71 extends from one side of the friction plate 7 and faces the abutting part 12 axially. The surface of the abutting part 12 is provided with a second limiting groove 123 that matches the structural dimensions of the limiting post 71. After the limiting post 71 is inserted into the second limiting groove 123, when the abutting part 12 tends to rotate around its own axis, the abutting action of the limiting post 71 on the second limiting groove 123 can restrict its free rotation, which to a certain extent helps to improve the operational stability and structural reliability of the entire braking device. This structure allows the friction pad 7 to not only form frictional contact with the brake disc 8 when subjected to clamping force, but also to play an anti-rotation auxiliary role for the abutment part 12 through the limiting post 71 in its main body structure. This, together with the insertion limit of the moving part 11 on the abutment part 12, forms a double restriction, thereby further stabilizing the position of the abutment part 12 during the operation of the entire braking mechanism.

[0076] For example, a plurality of second limiting grooves 123 are provided circumferentially on the outer end wall of the abutting part 12, and the number of limiting posts 71 is the same as the number of second limiting grooves 123 and corresponds one to one.

[0077] In some implementations, combined Figure 4 , Figure 7 and Figure 8 The abutment portion 12 has a sealing groove 124 on its outer peripheral wall near the friction plate 7, and a sealing ring 125 is embedded in the sealing groove 124. Specifically, the sealing ring 125 is embedded in the sealing groove 124, and its outer diameter is larger than that of the abutment portion 12. So when the abutment portion 12 is installed inside the slot 121 of the movable portion 11, the sealing ring 125 can form a pressing contact with the inner wall of the movable portion 11, thereby forming a certain degree of dust barrier in the structure. By constructing a sealing structure between the abutment portion 12 and the movable portion 11, particulate contaminants such as dust and debris from the friction plate 7 side are less likely to enter the interior of the movable portion 11 during movement, which is beneficial to maintaining the lubrication state and structural cleanliness of the mating parts of the internal nut and lead screw 21.

[0078] Furthermore, the slot 121 on the abutting part 12 into which the movable part 11 is inserted has its opening end facing away from the friction plate 7, that is, the direction of the opening of the slot 121 is away from the source of contamination. Combined with the position of the sealing ring 125 and the pressing relationship between the sealing ring 125 and the movable part 11, the entire structure can form a strong barrier against contaminants during use.

[0079] It is understandable that the sealing ring 125 can be made of wear-resistant elastic materials, such as fluororubber or polyurethane, which have good sealing elasticity and a certain degree of high-temperature resistance, making it suitable for high-frequency reciprocating motion conditions in mechanical braking environments. The groove depth of the sealing groove 124 and the radial compression of the sealing ring 125 need to be rationally structurally matched to ensure that the sealing ring 125 maintains elastic recovery force under compression, thereby improving the continuity of the protective effect. This structure can, to a certain extent, make the connection area between the moving sub-part 11 and the abutting sub-part 12 resistant to contamination, without affecting its normal insertion and axial movement functions, thus structurally balancing the coordination and matching of sealing effect and movement function. The arrangement of the sealing groove 124 and the sealing ring 125 also has certain advantages in standardization and mold forming, facilitating mass manufacturing and assembly precision control, thereby further enhancing the adaptability of this mechanical braking assembly in complex application environments.

[0080] Thirdly, a vehicle is provided that includes the mechanical braking assembly of the second aspect. This vehicle possesses all the beneficial effects of the mechanical braking assembly of the second aspect described above, which will not be repeated here.

[0081] It is understood that the vehicle may be a gasoline-powered vehicle, a plug-in hybrid electric vehicle, or a new energy vehicle, etc., and this disclosure does not make any specific restrictions.

[0082] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0083] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0084] The embodiments, implementation methods, and related technical features of this application can be combined and substituted for each other without conflict.

[0085] The above are merely preferred embodiments of this application and are not intended to limit this application in any way. Any simple modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of this application without departing from the scope of the technical solution of this application shall still fall within the scope of the technical solution of this application.

Claims

1. A braking structure, characterized in that, include: The moving part is configured to be threadedly connected to the power take-off component; A limiting part, provided on the power input member, is configured to be circumferentially limited and connected to the moving part to restrict the synchronous rotation of the moving part when the power output member rotates.

2. The braking structure according to claim 1, characterized in that, The moving part includes a moving sub-part, which is provided with an internal thread, and the outer periphery of the power output component is provided with an external thread that is adapted to the internal thread.

3. The braking structure according to claim 2, characterized in that, The movable sub-part is a nut.

4. The braking structure according to claim 2, characterized in that, The movable part further includes an abutting sub-part, which is configured to be circumferentially limited connected to the movable sub-part.

5. The braking structure according to claim 4, characterized in that, The abutting part has a slot for the movable part to be inserted into, and the cross-sectional shape of the movable part is adapted to the cross-sectional shape of the slot and both are non-circular.

6. The braking structure according to claim 4, characterized in that, The abutting part also has a first limiting groove, which is configured to engage with the first limiting groove to restrict the circumferential rotation of the abutting part.

7. The braking structure according to claim 6, characterized in that, The first limiting groove is provided on the outer periphery of the abutting part in multiple ways, and the number of the limiting parts is the same as the number of the first limiting grooves and corresponds one-to-one.

8. A mechanical braking assembly, characterized in that, The mechanical braking assembly, comprising the braking structure according to any one of claims 1-7, further comprises a power input component, a power output component, a friction pad, and a brake disc, wherein the power output component is configured to be drive-connected to the power input component, the friction pad is configured to abut against the brake disc, and the moving part is configured to abut against the friction pad.

9. The mechanical braking assembly according to claim 8, characterized in that, The mechanical braking assembly also includes a housing, on which the power input component and the brake disc are both mounted.

10. The mechanical braking assembly according to claim 9, characterized in that, The mechanical braking assembly also includes a caliper, which is disposed on the housing, and the friction pad is disposed on the caliper.

11. The mechanical braking assembly according to claim 8, characterized in that, The power input component includes a motor, which is configured to drively connect to the power output component.

12. The mechanical braking assembly according to claim 11, characterized in that, The power input device also includes a base and a cycloidal wheel. An eccentric wheel is coaxially provided on the output shaft of the motor. The center of the cycloidal wheel is provided with a rotating hole that rotatably engages with the eccentric wheel. The base is configured to slide circumferentially with the cycloidal wheel to drive the translational motion of the cycloidal wheel into rotational motion.

13. The mechanical braking assembly according to claim 12, characterized in that, A rotating bearing is provided between the eccentric wheel and the rotating hole. The inner ring of the rotating bearing is interference-fitted with the outer circumference of the eccentric wheel, and the outer ring of the rotating bearing is rotatably fitted with the rotating hole.

14. The mechanical braking assembly according to claim 12, characterized in that, The seat body has multiple blocking parts on one side surface, and the cycloidal wheel has multiple grooves on its outer circumferential surface. The blocking parts slide in circumferentially with the grooves.

15. The mechanical braking assembly according to claim 14, characterized in that, The limiting part is provided on the base body, and the limiting part also slides in circumferentially with the groove.

16. The mechanical braking assembly according to claim 12, characterized in that, The power input component also includes a planar bearing, the first side of which rolls into contact with the surface of the cycloidal wheel, and the second side of which rolls into contact with the surface of the base.

17. The mechanical braking assembly according to claim 12, characterized in that, The power input component also includes a planetary gear, the surface of which has a plurality of through holes along the circumference, and the surface of the cycloidal wheel has a plurality of insertion portions along the circumference. The insertion portions are configured to engage with the through holes and are eccentrically inserted into the through holes. The planetary gear is configured to be connected to the power output component for transmission.

18. The mechanical braking assembly according to claim 17, characterized in that, The power output component includes a lead screw, which is configured to be coaxially connected to the planetary gears.

19. The mechanical braking assembly according to claim 18, characterized in that, The planetary gear has a non-circular part on one side center and the lead screw has a non-circular groove on the other side center, and the non-circular part and the non-circular groove are inserted into each other.

20. The mechanical braking assembly according to any one of claims 8-19, characterized in that, The friction plate is provided with a limiting post, and the abutting part of the limiting part has a second limiting groove, and the limiting post and the second limiting groove are inserted into each other.

21. The mechanical braking assembly according to claim 20, characterized in that, The second limiting groove is provided in multiple circumferential directions on the outer end wall of the abutment part, and the number of the limiting posts is the same as the number of the second limiting grooves and corresponds one-to-one.

22. The mechanical braking assembly according to claim 20, characterized in that, The abutment part has a sealing groove on the outer peripheral wall near the friction plate, and a sealing ring is embedded in the sealing groove.

23. A vehicle, characterized in that, Includes the mechanical braking assembly as described in any one of claims 8-22.

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