Brake actuator, brake system and vehicle

Abstract

The application relates to the technical field of vehicles, and provides a brake actuating mechanism, a brake system and a vehicle. The brake actuating mechanism comprises two oppositely arranged actuating assemblies, and a transmission member, each actuating assembly comprises a piston connected with a brake shoe, and a transmission rod inserted in the piston and the transmission member at two ends, and under the action of an elastic member connected with the brake shoe, the two transmission rods abut against each other. A through hole and a communication groove in communication with the through hole are arranged on each transmission rod, and a channel in communication with the communication groove and a containing cavity is arranged on the transmission member. The two transmission rods can rotate with the transmission member, drive the piston to press against the brake shoe on the corresponding side, or be driven by the oil pressure in the containing cavity to press against the corresponding brake shoe. The brake actuating mechanism can realize both service braking and parking braking, has a compact structure, and has a good exhaust effect.

Description

Technical Field

[0001] This application relates to the field of vehicle system technology, and in particular to a braking actuator, braking system and vehicle. Background Technology

[0002] Existing drum brakes generally employ a split, single-function design, with the service brake and parking brake operating independently, making integrated control of both functions impossible. Specifically, the parking brake function of existing drum brakes typically relies on a cable at the actuator end working in conjunction with the brake's lever arm structure to pull the brake shoes open and generate parking braking force. This structure places extremely high demands on the installation position and angle of the cable and actuator in cable-operated parking systems.

[0003] Furthermore, existing drum brakes are separate units with only one function. Braking is achieved by activating the corresponding brake during driving or parking. This results in the service brake and parking brake being arranged separately according to their functions, leading to low integration and a large number of parts. Utility Model Content

[0004] In view of this, this application aims to propose a braking actuator that can realize both service braking and parking braking, and has a compact structure and high integration.

[0005] To achieve the above objectives, the technical solution of this application is implemented as follows: A braking actuator, adapted to be disposed in a receiving cavity of a braking device housing, includes two actuators arranged opposite to each other, and a transmission member disposed between the two actuators. Each actuator includes a piston connected to a brake shoe, and a transmission rod with its two ends respectively inserted into the piston and the transmission member. Under the action of an elastic member connected to the brake shoe, the two transmission rods abut together. Each of the transmission rods is provided with a through hole and a communicating groove communicating with the through hole, and the transmission member is provided with a channel communicating with the communicating groove and the receiving cavity; The two transmission rods can rotate with the transmission component, thereby driving the piston to press against the corresponding brake shoe, or being driven by the oil pressure in the receiving cavity to press against the corresponding brake shoe.

[0006] Furthermore, the transmission member is provided with a through hole extending along its axial direction, and the channel includes an annular portion surrounding and communicating with the through hole, and an axial portion extending along the axial direction of the transmission member; The axial portion is connected to the annular portion.

[0007] Furthermore, the axial portion extends through the transmission member; and / or, The axial portion consists of multiple portions spaced circumferentially along the annular portion.

[0008] Furthermore, the through hole extends axially along the transmission rod, and the connecting groove is located at the end of the transmission rod away from the piston; and / or, The connecting grooves are multiple grooves spaced apart circumferentially along the transmission rod.

[0009] Furthermore, the transmission rod has a first end inserted into the piston and a second end inserted into the transmission member; The end face of the first end is constructed as a spherical surface, and the second end is connected to the transmission component via a spline.

[0010] Furthermore, a mounting hole with an open end is formed on the piston. The first end is inserted into the mounting hole, and the transmission component is screwed to the piston.

[0011] Furthermore, the piston is provided with an annular groove arranged along its circumference, and a groove is provided on the outer wall of the piston near the end of the transmission member; The annular groove is used to install a leather cup that seals the receiving cavity, and the groove connects the receiving cavity and the annular groove.

[0012] Furthermore, the longitudinal direction of the groove forms an angle with the axial direction of the piston; and / or, The grooves are a plurality of grooves spaced apart along the circumference of the piston.

[0013] Compared with related technologies, this application has the following advantages: (1) The braking actuator described in this application, by setting two actuators arranged opposite to each other and a transmission component sleeved outside the two actuators, allows the oil pressure in the receiving cavity to directly drive the transmission rod to press against the piston during service braking, thereby pushing the brake shoe to achieve braking; while during parking braking, simply driving the transmission component to rotate can drive the two transmission rods to synchronously drive the piston to press against the brake shoe, thereby achieving parking lock. Thus, this braking actuator can simultaneously achieve service braking and parking braking. Therefore, it can effectively avoid the problems of functional separation and large space occupation caused by split design, and has the advantages of compact structure and high integration.

[0014] Moreover, by setting through holes, connecting grooves, and channels communicating with the receiving cavity on each transmission component, air can be effectively discharged from the braking system, resulting in a better exhaust effect and helping to ensure the stability of braking performance.

[0015] (2) By arranging the annular part around the entire circumference of the socket, the air dispersed around the socket can be quickly collected and then discharged through the axial part, thereby effectively avoiding the accumulation of air in the local gaps of the socket and forming air resistance, which can further improve the thoroughness of venting. In addition, this design can also make the hydraulic oil evenly distributed along the inner wall of the socket, which is conducive to ensuring the synchronicity of the brake shoe opening, thereby improving braking stability and safety.

[0016] (3) By making the axial part pass through the transmission component, residual air in the system can be quickly discharged, avoiding poor braking effect caused by untimely venting. Moreover, hydraulic oil can be instantly transferred to the annular part through the through channel, which can effectively shorten the braking distance and improve the active safety performance of the vehicle.

[0017] By setting up multiple axial sections arranged at circumferential intervals, the problem of excessive brake pedal travel and insufficient braking force caused by untimely venting can be effectively avoided. At the same time, hydraulic oil can be injected synchronously from multiple circumferential positions in the annular section, allowing the hydraulic oil to quickly achieve pressure equalization within the annular section, thereby effectively shortening the braking distance.

[0018] (4) The through hole is set through the axial direction of the transmission rod to facilitate venting. By setting multiple connecting grooves at intervals along the circumference of the transmission rod, not only can the venting efficiency be further improved, but it is also beneficial to ensure that the hydraulic thrust on the transmission rod is evenly distributed along the circumference. Thus, it can effectively avoid jamming or wear of the transmission rod due to uneven force.

[0019] (5) By making the end face of the first end a spherical surface, the spherical surface can form a small area of ​​point contact with the piston through its own curved surface, which can automatically adjust the contact point to adapt to the deviation, thereby effectively ensuring that the braking force is transmitted coaxially along the piston axis and avoiding the piston from jamming due to force deviation.

[0020] (6) By connecting the transmission component to the piston by screws, when the transmission component rotates, the thread can directly convert the torque into the axial thrust of the piston. When the hydraulic pressure pushes the transmission rod, the rigid connection between the piston and the transmission component can also avoid the force loss caused by the relative sliding between the two, thereby quickly locking the brake shoes and effectively avoiding the risk of the vehicle rolling downhill.

[0021] (7) By providing a groove on the outer wall of the piston that communicates with the annular groove, the hydraulic oil in the receiving cavity can be guided to flow smoothly into the annular groove through the groove. This helps to stably open the piston cup and tightly fit the inner wall of the receiving cavity, thereby ensuring a reliable seal of the piston cup to the receiving cavity.

[0022] (8) By further setting the grooves to be multiple and spaced along the circumference, hydraulic oil can be introduced into the annular groove from multiple points simultaneously, so that the hydraulic oil in the annular groove quickly becomes balanced and facilitates the rapid opening of the diaphragm cup to achieve rapid sealing of the receiving cavity.

[0023] Another object of this application is to provide a brake system having the braking actuator described above.

[0024] The braking system of this embodiment, by setting the braking actuator as described above, can simultaneously perform the functions of service braking and parking braking with the cooperation of the piston and transmission rod. Compared with the traditional brakes that use wheel cylinder pistons for service braking and cable-operated brakes for parking braking, it eliminates the self-adjusting plate, self-adjusting arm, cable guide pin and other structures in the traditional mode. It has the advantages of compact structure, relatively reduced number of parts, and reduced processing and manufacturing costs, and can have better braking reliability and stability.

[0025] An embodiment of the third aspect of this application provides a vehicle equipped with a braking system as described above.

[0026] The vehicle in this embodiment has all the beneficial effects of the braking system described above, which will not be repeated here. Attached Figure Description

[0027] The accompanying drawings, which form part of this application, are used to provide a further understanding of this application. The illustrative embodiments and descriptions of this application are used to explain this application and do not constitute an undue limitation of this application. In the drawings: Figure 1 This is an application state diagram of the braking actuator described in the embodiments of this application; Figure 2 This is a schematic diagram of the braking actuator described in the embodiments of this application; Figure 3 This is a schematic diagram of the braking actuator described in an embodiment of this application from another perspective; Figure 4 for Figure 3 Sectional view of line AA in the middle; Figure 5 This is a schematic diagram of the transmission gear structure described in the embodiments of this application; Figure 6 This is a schematic diagram of the transmission gear described in an embodiment of this application from another perspective; Figure 7 for Figure 6 Sectional view of the middle BB line; Figure 8 This is a schematic diagram of the transmission rod described in an embodiment of this application; Figure 9 This is a schematic diagram of the transmission rod described in an embodiment of this application from another perspective; Figure 10 This is a schematic diagram of the piston structure described in the embodiments of this application; Figure 11This is a schematic diagram of the piston described in an embodiment of this application from another perspective.

[0028] Explanation of reference numerals in the attached figures: 1. Transmission gear; 2. Transmission rod; 3. Piston; 4. Brake housing; 5. Drive shaft; 6. Leather cup; 7. Driven gear; 8. Driving gear; 101. Spline groove; 102. Axial portion; 103. Annular portion; 201, First end; 202, Second end; 203, Through hole; 204, Connecting groove; 301. Mounting hole; 302. Groove; 303. Annular groove; 304. Mounting groove; 305. Connecting groove. Detailed Implementation

[0029] To make the technical solution and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0030] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other.

[0031] Furthermore, it should be noted that in the description of this application, if terms such as "upper," "lower," "inner," or "outer" appear, indicating orientation or positional relationship, these are based on the orientation or positional relationship shown in the accompanying drawings and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on this application. In addition, if terms such as "first" or "second" appear, they are also used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0032] Furthermore, in the description of this application, unless otherwise expressly defined, the terms "installation," "connection," "joining," and "connector" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this application in light of the specific circumstances.

[0033] In this application, the terms "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0034] The present application will now be described in detail through exemplary embodiments. However, it should be understood that, without further description, elements, structures, and features in one embodiment may be advantageously incorporated into other embodiments.

[0035] An embodiment of the first aspect of this application provides a braking actuator with high efficiency. Among related technologies, the drum electronic parking brake system (drum EPB) has significant technical advantages over the disc EPB: Firstly, its overall structure is lighter and its drag force during braking is lower, which can effectively reduce the energy consumption of motor vehicles, especially new energy vehicles, thereby increasing the driving range. Secondly, the drum EPB has lower manufacturing costs, which helps to optimize the overall cost-effectiveness of the vehicle.

[0036] However, existing drum brakes generally adopt a split, single-function design, with the service brake and parking brake operating independently, making integrated control of both functions impossible. Specifically, the parking brake function of existing drum brakes typically relies on a cable-operated structure: the cable at the actuator end works in conjunction with the brake's lever arm to pull the brake shoes open, generating parking braking force. This traditional structure has many technical drawbacks, requiring strict matching of the cable's routing, length, and the lever arm's installation angle, placing extremely high demands on the actuator's installation position and angle.

[0037] Furthermore, because the cable-operated parking brake relies on mechanical transmission for clearance compensation, its self-adjusting return mechanism has relatively poor adjustment accuracy, making it difficult to effectively control the clearance between the brake shoes and the brake drum. During long-term use, excessive clearance can lead to insufficient parking braking force, while insufficient clearance can cause brake drag, affecting not only the reliability of the parking brake but also accelerating brake shoe wear and shortening the brake's lifespan. Moreover, the cable-operated parking brake requires additional components such as a cable, lever, return spring, and adjusting bolt, increasing the overall number of brake parts and raising manufacturing costs and assembly complexity.

[0038] In view of this, in order to overcome the shortcomings of the related technology, in the braking actuator of this embodiment, it is suitable to be disposed in the receiving cavity of the braking device housing 4, combined with Figures 1 to 4 As shown, the overall design includes two actuators arranged opposite each other, and a transmission component sleeved outside the two actuators. Each actuator includes a piston 3 connected to the brake shoe, and a transmission rod 2 with its two ends inserted into the piston 3 and the transmission component respectively. Under the action of the elastic component connected to the brake shoe, the two transmission rods 2 abut together.

[0039] Each transmission component is provided with a through hole 203 and a connecting groove 204 communicating with the through hole 203, and the transmission component is provided with a channel connecting the connecting groove 204 and the receiving cavity. The two transmission rods 2 can rotate with the transmission component, thereby driving the piston 3 to press against the corresponding brake shoe, or being driven by the oil pressure in the receiving cavity to press against the corresponding brake shoe.

[0040] Therefore, the braking actuator of this application, by setting two relatively arranged actuators and a transmission component sleeved outside the two actuators, allows the oil pressure in the receiving cavity to directly drive the transmission rod 2 to press against the piston 3 during service braking, thereby pushing the brake shoes to achieve braking. During parking braking, no additional cable or lever is needed; the rotation of the transmission component alone drives the two transmission rods 2 to synchronously drive the piston 3 to press against the brake shoes, achieving parking lock. Thus, this braking actuator can simultaneously perform service braking and parking braking.

[0041] In addition, this braking actuator can directly complete the power transmission and execution of the parking brake within the housing 4 of the braking device, realizing the integration of the parking brake mechanism and the service brake mechanism. This effectively avoids the problems of functional separation and large space occupation caused by split design, and has the advantages of compact structure and high integration.

[0042] Furthermore, during vehicle braking, the oil pressure within the receiving cavity directly drives the transmission rod 2 to press against the piston 3. At this time, under high pressure, the hydraulic oil fills all the gaps between the transmission rod 2, the piston 3, and the transmission components. Since the density of air is much lower than that of hydraulic oil, the high-pressure hydraulic oil actively forces air into the path formed by the through hole 203, the connecting groove 204, and the channel. Under the compression of the hydraulic oil, the air can quickly pass through this path into the receiving cavity and then be discharged from the system, effectively improving the exhaust effect.

[0043] When the parking brake is applied, the transmission component rotates, driving the transmission rod 2 to push the piston 3. At this time, the relative position of the transmission rod 2 and the transmission component changes, creating a gap. Since the connecting groove 204 and the channel are always connected to the receiving cavity, when the transmission rod 2 rotates with the transmission component, the negative pressure generated in the gap will draw in hydraulic oil through the channel. At the same time, a small amount of air that has entered the gap can be introduced into the axial through hole 203 through the connecting groove 204, and then flow back to the receiving cavity through the channel. This prevents air from being trapped during the parking brake process and can also effectively ensure the exhaust effect, which is conducive to ensuring the stability of braking performance.

[0044] Based on the above overall introduction, specifically, combined with Figures 1 to 4 As shown, similar to existing technology, the brake shoes are typically arranged in pairs, symmetrically inside the brake drum and fixed to the brake base plate. In this embodiment, the piston 3 is connected to the brake shoes and is restricted to axial movement only, not rotation. Furthermore, the elastic element connected to the brake shoes is generally a spring arranged between the free ends of the two brake shoes to reset the brake shoes. Additionally, to achieve parking brake operation, a drive unit connected to the transmission components is provided on the brake device housing 4.

[0045] In general, such as Figure 1 As shown, the drive unit typically employs a drive motor mounted on the brake device housing 4, and the drive motor is connected to the transmission component via a gear assembly to achieve the function of speed reduction and torque increase. Furthermore, as... Figure 1 As shown, the gear assembly in this embodiment includes a driving gear 8 mounted on the drive shaft 5 of the drive motor, and a driven gear 7 rotatably mounted on the brake device housing 4 via a rotating shaft. Correspondingly, the transmission component is specifically a transmission gear 1 rotatably mounted on the brake device housing 4.

[0046] Specifically, such as Figure 1 As shown, a limiting groove is provided on the brake device housing 4, and part of the transmission gear 1 is embedded in the limiting groove to limit the axial displacement of the transmission gear 1. At the same time, the transmission gear 1 is rotatably sleeved on the two actuators and can drive the transmission rod 2 to rotate. Furthermore, the transmission member 2 can also be driven by the oil pressure in the receiving cavity to move along the axial direction of the transmission gear 1 to press against the corresponding brake shoe.

[0047] In addition, it should be noted that this embodiment mainly involves the improvement of the braking actuator. The setting of the braking device housing 4, the brake shoes and other structures can refer to the existing technology, and will not be described in detail here.

[0048] In some exemplary embodiments, the through hole 203 extends through the transmission rod 2 along its axial direction, and the connecting groove 204 is located at the end of the transmission rod 2 away from the piston 3 to achieve better venting effect. It should be noted that the through hole 203 and the connecting groove 203 can also be located in other positions, as long as the venting and brake fluid flow effects are satisfied.

[0049] In addition, combined Figures 5 to 7As shown, the transmission component has a through-hole extending along its axial direction. The channel includes an annular portion 103 surrounding and communicating with the through-hole, and an axial portion 102 extending along the axial direction of the transmission component, with the axial portion 102 communicating with the annular portion 103. By arranging the annular portion 103 around the entire circumference of the through-hole, air dispersed around the through-hole can be quickly collected and then discharged through the axial portion 102. This effectively prevents air from accumulating in local gaps within the through-hole, thus avoiding air resistance and further improving exhaust completeness.

[0050] In addition, by making the annular portion 103 distributed around the entire circumference of the insertion hole, the hydraulic oil can be evenly distributed along the inner wall of the insertion hole, which helps to ensure that the hydraulic oil acts on the two transmission rods 2 simultaneously and in equal amounts, which helps to ensure the synchronicity of the opening of the brake shoes, thereby improving braking stability and safety.

[0051] In specific implementation, such as Figure 5 As shown, for example, the annular portion 103 can be positioned at the center of the transmission gear 1 in the thickness direction to improve the uniformity of the force applied to the two transmission rods 2. Additionally, to facilitate the rotation of the transmission rods 2 by the transmission gear 1 and allow the transmission rods 2 to move axially, as shown... Figure 5 and Figure 7 As shown, the transmission gear 1 has a spline groove 101 located in the insertion hole.

[0052] In this embodiment, in some exemplary implementations, the axial portion 102 extends through the transmission member. This arrangement allows the airflow path from the annular portion 103 to the receiving cavity to be completely straightened, eliminating local resistance caused by all corners. As a result, residual air in the system can be quickly discharged, avoiding poor braking performance due to untimely venting.

[0053] Meanwhile, during service braking, hydraulic oil needs to quickly enter the annular part 103 from the receiving cavity through the axial part 102, and then act evenly on the transmission rod 2. By making the axial part 102 pass through, the hydraulic oil can be instantly transmitted to the annular part 103 through the through channel, driving the two transmission rods 2 to move synchronously, which can effectively shorten the braking distance and improve the vehicle's active safety performance.

[0054] In addition, compared to the end (bottom of the blind hole) of the non-through axial portion 102, which is prone to stress concentration, by making the axial portion 102 through-hole, fatigue cracks can be effectively eliminated when the transmission component is subjected to hydraulic shock or rotational torque.

[0055] In some exemplary embodiments, the axial portions 102 are multiple portions spaced circumferentially along the annular portion 103. This arrangement allows air within the annular portion 103 to be simultaneously discharged from multiple locations, effectively preventing problems such as excessive brake pedal travel and insufficient braking force due to untimely venting. Furthermore, in the hydraulic drive mode of the service brake, the hydraulic oil in the receiving cavity must enter the annular portion 103 through the axial portions 102 and then act evenly on the transmission rod 2.

[0056] Furthermore, by setting multiple axial portions 102 arranged at circumferential intervals, hydraulic oil can be injected synchronously from multiple circumferential positions of the annular portion 103, which allows the hydraulic oil to quickly achieve pressure balance within the annular portion 103. This helps ensure that the two transmission rods 2 are subjected to force synchronously and the piston 3 pushes the brake shoes synchronously, thereby effectively shortening the braking distance.

[0057] In specific implementation, such as Figure 7 As shown, for example, six axial portions 102 can be arranged circumferentially along the annular portion 103. Alternatively, to further improve usability, two axial portions 102 can be evenly distributed circumferentially along the annular portion 103. It is worth noting that the number of axial portions 102 is not limited to this. Figure 7 As shown, it can be adjusted accordingly based on design requirements.

[0058] In this embodiment, in some exemplary implementations, multiple connecting grooves 204 are spaced apart circumferentially along the transmission rod 2. This design allows air from the gaps around the transmission rod 2 to simultaneously enter the connecting grooves 204 from multiple positions, and then be discharged into the receiving cavity through the through holes 203 and channels, further improving exhaust efficiency. On the other hand, it allows hydraulic oil to simultaneously enter the through holes 203 from multiple circumferential positions of the transmission rod 2, ensuring a balanced circumferential distribution of hydraulic thrust on the transmission rod 2. This effectively prevents jamming or wear of the transmission rod 2 due to uneven force distribution, improving the stability of the braking process and reducing the risk of brake deviation.

[0059] In some of the exemplary implementations, combined with Figure 4 , Figure 8 and Figure 9 As shown, the transmission rod 2 has a first end 201 inserted into the piston 3 and a second end 202 inserted into the transmission member. Furthermore, the end face of the first end 201 is constructed as a spherical surface, and the second end 202 is connected to the transmission member via a spline.

[0060] Because there may be a slight coaxiality deviation between the axes of the transmission rod 2 and the piston 3, and because the transmission rod 2 may rotate or move axially with the transmission components during braking, it may also experience dynamic displacement due to component deformation. In this case, by making the end face of the first end 201 a spherical surface, the spherical surface can form a small-area point contact with the piston 3 through its own curved surface. This allows for automatic adjustment of the contact point to adapt to the deviation, thereby effectively ensuring that the braking force is transmitted coaxially along the axis of the piston 3 and preventing the piston 3 from jamming due to force displacement.

[0061] Furthermore, during braking, as the piston 3 pushes the brake shoes open, the brake shoes rotate around the support pin, causing the piston 3 to oscillate slightly. In this embodiment, by making the first end 201 a spherical surface, when the piston 3 oscillates, the spherical surface can form dynamic contact with the piston 3 along its own curved surface. This does not restrict the oscillation trajectory of the piston 3, but can continuously transmit braking force, thereby effectively eliminating braking noise caused by the oscillation of the piston 3 and improving the driving experience.

[0062] In specific implementation, it will still be combined with Figure 8 and Figure 9 As shown, corresponding to the spline groove 101 on the transmission gear 1, an external spline is provided on the first end 201 of the transmission rod 2, and is slidably inserted into the spline groove 101 via the external spline. Thus, synchronous rotation of the transmission rod 2 and the transmission gear 1 can be achieved, as well as axial movement of the transmission rod 2 relative to the transmission gear 1, to achieve vehicle braking.

[0063] Furthermore, in this embodiment, the connecting groove 204 is specifically provided on the end face of the second end 202, and there are two oppositely arranged grooves, that is, two grooves spaced apart along the circumference of the transmission rod 2. It should be noted that, in addition to setting the connecting groove 204 to be two oppositely arranged grooves, it is also feasible to set it to be three, four, or other numbers spaced apart along the circumference of the transmission rod 2.

[0064] In this embodiment, in some exemplary implementations, combined with Figure 4 , Figure 10 and Figure 11 As shown, a mounting hole 301 with one open end is formed on the piston 3. The first end 201 is inserted into the mounting hole 301, and the transmission component is screwed to the piston 3. By screwing the transmission component to the piston 3, when the transmission component rotates, the thread can directly convert the torque into the axial thrust of the piston 3 (parking brake). When the hydraulic pressure pushes the transmission rod 2, the rigid connection between the piston 3 and the transmission component can also avoid force loss caused by relative sliding between the two, thereby quickly locking the brake shoes and avoiding the risk of the vehicle rolling backward.

[0065] In specific implementation, such as Figure 11As shown, the piston 3 has a connecting block located at one end of the mounting hole 301, and a connecting groove 305 for connecting with the brake shoe is provided on the connecting block. This allows for both connection between the piston 3 and the brake shoe and also restricts the rotation of the piston 3. With this configuration, when the transmission rod 2 rotates with the transmission gear 1, it can drive the piston 3 to move axially, thereby pushing the brake shoe to achieve parking brake operation.

[0066] In addition, an internal thread is provided in the mounting hole 301, and an external thread is provided on the transmission rod 2 to engage with the internal thread. Furthermore, in specific implementations, to improve braking stability, the thread between the transmission rod 2 and the piston 3 can be a sawtooth thread with self-locking properties. Of course, in addition to sawtooth threads, other self-locking thread structures can also be used.

[0067] In some exemplary embodiments, the piston 3 has an annular groove 303 arranged circumferentially thereon, and a groove 302 is provided on the outer wall of the piston 3 near the transmission component. The annular groove 303 is used to install the sealing cup 6 of the receiving cavity, and the groove 302 connects the receiving cavity and the annular groove 303. Here, by providing the annular groove 303 arranged circumferentially around the piston 3, the sealing cup 6 can be firmly fixed within the groove, restricting its circumferential and axial displacement, thereby effectively ensuring the sealing effect of the sealing cup 6 on the receiving cavity.

[0068] In addition, by providing a groove 302 on the outer wall of the piston 3 that communicates with the annular groove 303, the hydraulic oil in the receiving cavity can be guided to flow smoothly into the annular groove 303 through the groove 302. When the hydraulic oil enters the annular groove 303, it will form a uniform radial thrust on the cup 6, stably opening the cup 6 and tightly fitting it against the inner wall of the receiving cavity, thereby further eliminating the sealing gap between the cup 6 and the cavity wall and ensuring the reliable sealing of the receiving cavity by the cup 6.

[0069] In practical implementation, the annular groove 303 can be located at one end of the open end of the mounting hole 301. Additionally, if... Figure 11 As shown, a mounting groove 304 is further provided at the other end of the piston 3. This mounting groove 304 is used to install a dust cover to achieve a dustproof and waterproof effect. The structure and installation method of the dust cover and the leather cup 6 can refer to the existing technology. This embodiment does not involve any improvement to them, so they will not be described in detail.

[0070] In some exemplary embodiments, the longitudinal direction of the groove 302 forms an angle with the axial direction of the piston 3. The groove 302 serves as a channel for hydraulic oil to enter the annular groove 303, and its angle design directly affects the flow rate and volume of the hydraulic oil. In conventional axial grooves 302 parallel to the piston 3's axial direction, the hydraulic oil flow direction is consistent with the piston 3's movement direction, which easily leads to low drainage efficiency. However, the angled groove 302, through its oblique drainage characteristics, can quickly introduce hydraulic oil into the annular groove 303, causing the piston cup to quickly open and form an effective seal, effectively reducing hydraulic oil leakage.

[0071] Simultaneously, this allows some of the hydraulic oil's impact force to act directly on the inner side of the piston cup 6, pushing the piston cup 6 towards the inner wall of the receiving cavity, thereby further improving sealing efficiency. Specifically, in implementation, the angle between the length of the groove 302 and the axial direction of the piston 3 is set between 30° and 60°.

[0072] In this embodiment, in some exemplary implementations, the grooves 302 are multiple and spaced apart circumferentially along the piston 3. By further configuring the grooves 302 as multiple circumferentially spaced grooves, hydraulic oil can be simultaneously introduced into the annular groove 303 from multiple points, facilitating the rapid opening of the piston cup 6 and achieving rapid sealing of the receiving cavity. Moreover, by providing multiple grooves 302, the hydraulic pressure within the annular groove 303 can be quickly balanced through multi-point oil supply, ensuring a more uniform and lower contact between the piston cup 6 and the inner wall of the receiving cavity. This effectively avoids excessive wear of the piston cup 6 due to excessive local pressure, thus improving the sealing stability and service life of the piston cup 6. In this embodiment, the number of grooves 302 is not specifically limited and can be determined according to design requirements.

[0073] It is worth noting that, regarding the braking actuator of this embodiment, based on the above exemplary embodiments, in specific implementation, as a preferred embodiment, it is still composed of... Figures 1 to 11 As shown, it may include, for example, two actuators arranged together, and a transmission component sleeved outside the two actuators. Each actuator includes a piston 3 connected to the brake shoe, and a transmission rod 2 with its two ends inserted into the piston 3 and the transmission component respectively. Under the action of the elastic member connected to the brake shoe, the two transmission rods 2 abut together.

[0074] Each transmission component has a through hole 203 extending along the axial direction, and a connecting groove 204 communicating with the through hole 203 is provided at one opposite end of each transmission component. The transmission component also has a channel that connects the connecting groove 204 with the receiving cavity.

[0075] The transmission component has a through-hole extending along its axial direction. The channel includes an annular portion 103 surrounding and communicating with the through-hole, and an axial portion 102 extending along the axial direction of the transmission component. The axial portion 102 communicates with the annular portion 103. The piston 3 has an annular groove 303 arranged along its circumference, and a groove 302 is provided on the outer wall of the piston 3 near the transmission component. The annular groove 303 is used to install the sealing cup of the receiving cavity, and the groove 302 connects the receiving cavity and the annular groove 303.

[0076] In the preferred embodiment of the braking actuator described above, the specific configuration and arrangement of the transmission component, transmission rod 2, and piston 3 can still be found in the descriptions of the above exemplary embodiments. Furthermore, in this preferred embodiment, the beneficial effects of the design of the transmission component, transmission rod 2, and piston 3 can also be found in the descriptions of the above exemplary embodiments.

[0077] The braking actuator in this embodiment, designed as described above, can simultaneously perform service braking and parking braking. This effectively avoids the functional fragmentation and large space requirements associated with split designs, resulting in a compact structure and high integration. Furthermore, it provides better exhaust performance, contributing to the stability of braking performance.

[0078] An embodiment of the second aspect of this application provides a braking system having the braking actuator described above.

[0079] The braking system of this application, by setting the braking actuator as described above, enables the piston 3 and the transmission rod 2 to simultaneously perform the functions of service braking and parking braking. Compared with the traditional brakes that use wheel cylinder piston 3 for service braking and cable-operated for parking braking, it eliminates the self-adjusting plate, self-adjusting arm, cable guide pin and other structures in the traditional mode. It has the advantages of compact structure, relatively reduced number of parts, and reduced processing and manufacturing costs, and can have better braking reliability and stability.

[0080] An embodiment of the third aspect of this application provides a vehicle equipped with the braking system described above.

[0081] The vehicle described in this application has all the beneficial effects of the braking system described above, which will not be repeated here.

[0082] The above descriptions are merely some embodiments of this application and are not intended to limit this application. The technical features or structures in the foregoing different embodiments can be arbitrarily combined to form other specific technical solutions as needed. For those skilled in the art, this application can have various modifications and variations. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of protection of the claims of this application.

Claims

1. A braking actuator, suitable for being disposed within a receiving cavity of a braking device housing (4), characterized in that: It includes two actuators arranged opposite to each other, and a transmission component disposed between the two actuators. Each actuator includes a piston (3) connected to the brake shoe, and a transmission rod (2) with its two ends respectively inserted into the piston (3) and the transmission component. Under the action of the elastic member connected to the brake shoe, the two transmission rods (2) abut together. Each of the transmission rods (2) is provided with a through hole (203) and a connecting groove (204) communicating with the through hole (203), and the transmission member is provided with a channel communicating the connecting groove (204) with the receiving cavity; The two transmission rods (2) can rotate with the transmission component, thereby driving the piston (3) to press against the brake shoe on the corresponding side, or being driven by the oil pressure in the receiving cavity to press against the corresponding brake shoe.

2. The braking actuator according to claim 1, characterized in that: The transmission member is provided with a through hole extending along its axial direction. The channel includes an annular portion (103) surrounding and communicating with the through hole, and an axial portion (102) extending along the axial direction of the transmission member. The axial portion (102) is connected to the annular portion (103).

3. The braking actuator according to claim 2, characterized in that: The axial portion (102) extends through the transmission member; and / or, The axial portion (102) consists of a plurality of portions spaced circumferentially along the annular portion (103).

4. The braking actuator according to claim 1, characterized in that: The through hole (203) extends through the axial direction of the transmission rod (2), and the connecting groove (204) is located at the end of the transmission rod (2) away from the piston (3); and / or, The connecting grooves (204) are multiple grooves spaced apart circumferentially along the transmission rod (2).

5. The braking actuator according to claim 1, characterized in that: The transmission rod (2) has a first end (201) inserted into the piston (3) and a second end (202) inserted into the transmission member. The end face of the first end (201) is constructed as a spherical surface, and the second end (202) is connected to the transmission member via a spline.

6. The braking actuator according to claim 5, characterized in that: The piston (3) has a mounting hole (301) with one end open. The first end (201) is inserted into the mounting hole (301), and the transmission member is screwed to the piston (3).

7. The braking actuator according to any one of claims 1 to 6, characterized in that: The piston (3) is provided with an annular groove (303) arranged along its circumference, and a groove (302) is provided on the outer wall of the piston (3) near the transmission member. The annular groove (303) is used to install the leather cup (6) that seals the receiving cavity, and the groove (302) connects the receiving cavity and the annular groove (303).

8. The braking actuator according to claim 7, characterized in that: The longitudinal direction of the groove (302) forms an angle with the axial direction of the piston (3); and / or, The grooves (302) are a plurality of grooves spaced apart circumferentially along the piston (3).

9. A braking system, characterized in that: The braking system is provided with a braking actuator as described in any one of claims 1 to 8.

10. A vehicle, characterized in that: The vehicle is equipped with the braking system as described in claim 9.

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