A braking force transmission device, a brake, and a vehicle

Abstract

This utility model discloses a braking force transmission device, a brake, and a vehicle, belonging to the field of automotive technology. The braking force transmission device includes a shifting mechanism, which includes a first drive assembly, a second transmission assembly, and a second drive assembly. The second transmission assembly includes a first transmission component and a second transmission component. The second transmission component has a first position connected to the first transmission component and a second position separated from the first transmission component. The second drive assembly is connected to the second transmission component and can drive the second transmission component to switch between the first position and the second position. When the second transmission component is in the second position, the second drive assembly can lock the second transmission component in a stationary state.

Description

Technical Field

[0001] This application relates to the field of automotive technology, and more particularly to a braking force transmission device, a brake, and a vehicle. Background Technology

[0002] Currently, electromechanical braking systems in vehicles generally use ball screws or ball ramp mechanisms as force transmission mechanisms. A motor drives the friction pads to press against the brake disc via these mechanisms, thus achieving braking. For ball screw-based EMB (Electronic Mechanical Brake), the adjustment of the braking clearance between the friction pads and the brake disc is accomplished by the ball screw drive. However, for ball disc-type EMBs, because the axial travel of the ball disc is relatively small, as the brake friction pads wear down during use, the axial travel of the ball disc-type EMB will be insufficient to meet braking requirements, resulting in insufficient driving force. Utility Model Content

[0003] A braking force transmission device, a brake, and a vehicle are provided to solve the aforementioned technical problems.

[0004] In a first aspect, a braking force transmission device is provided, comprising:

[0005] A gear shifting mechanism, the gear shifting mechanism including a first drive assembly, a second transmission assembly, and a second drive assembly, the second transmission assembly including a first transmission component and a second transmission component, the first transmission component being connected to the first drive assembly, the second transmission component having a first position to be moved to be connected to the first transmission component and a second position to be separated from the first transmission component;

[0006] The second drive assembly is connected to the second transmission component. The second drive assembly can drive the second transmission component to switch between the first position and the second position, and can lock the second transmission component in a stationary state when the second transmission component is in the second position.

[0007] Optionally, it also includes a braking mechanism, which includes a first transmission assembly and a braking element. The first transmission assembly is connected to the braking element and can drive the braking element to move linearly in a first direction when subjected to a driving force.

[0008] The first transmission component is connected between the first drive assembly and the brake component, and the second transmission component is connected to the first transmission assembly.

[0009] Optionally, the second driving component includes:

[0010] Drive components;

[0011] A shift fork component is connected between the drive component and the second transmission component, and the second transmission component is rotatable relative to the shift fork component. The drive component is used to drive the shift fork component to move the second transmission component along a first direction to the first position or the second position.

[0012] A locking component is connected to the second transmission component located in the second position and locks the second transmission component in a stationary state.

[0013] Optionally, the driving component includes:

[0014] A push-pull electromagnet, comprising a push-pull rod connected to the shift fork component, the push-pull rod having an extended state and a retracted state that move along its own axis under the drive of the push-pull electromagnet;

[0015] When the push-pull rod is in the extended state, it drives the shift fork component to apply a pushing force toward the first transmission component to the second transmission component until it reaches the first position; when the push-pull rod is in the retracted state, it drives the shift fork component to apply a pushing force away from the first transmission component to the second transmission component until it reaches the second position.

[0016] Optionally, the axial direction of the push-pull rod is parallel to the first direction, and the shift fork component includes:

[0017] A first shift fork arm, along a second direction, is located on the side of the shift fork component closer to the second transmission component. The second transmission component is connected to the first shift fork arm via a first connecting structure and can rotate relative to the first shift fork arm. The first shift fork arm can also swing relative to the second transmission component along a first direction. The first shift fork arm is connected to the locking component and can rotate relative to the locking component.

[0018] The second shift fork arm, along the second direction, is located on the side of the first shift fork arm away from the second transmission component. The second shift fork arm is connected to the push-pull rod and can swing relative to the push-pull rod along the first direction.

[0019] Optionally, the first connection structure includes:

[0020] A sliding connection portion is provided along a first direction on the side of the second transmission component opposite to the first transmission component. The sliding connection portion is provided with a sliding groove, which is arranged around the second transmission component along the rotation direction of the second transmission component.

[0021] The first clamping groove is disposed on the first shift fork arm along the third direction. The inner wall surfaces on opposite sides of the first clamping groove are provided with sliding protrusions that are adapted to the sliding groove. The sliding protrusions are engaged in the sliding groove and can rotate around their own axis. The sliding groove can rotate relative to the sliding protrusions with the second transmission component.

[0022] Optionally, the first connecting structure includes a first clamping groove, the first clamping groove is disposed in the first shift fork arm, at least a portion of the locking member passes through the first clamping groove along a first direction and a second connecting structure is disposed between the locking member and the first clamping groove, the second connecting structure rotatably connecting the first shift fork arm and the locking member.

[0023] Optionally, the second connection structure includes:

[0024] A first connecting hole, along a third direction, is provided through the top of the locking component along the first direction;

[0025] A connecting shaft is sleeved in the first connecting hole and fixedly connected to the first connecting hole, and both ends of the connecting shaft extend out of the locking component along its own axial direction.

[0026] The second connecting hole, along a third direction, penetrates the sidewalls on opposite sides of the first clamping groove and is rotatably connected to the end of the connecting shaft located outside the locking component.

[0027] Optionally, a third connecting structure is provided between the second shift fork arm and the push-pull rod, the third connecting structure including:

[0028] A connecting groove is provided around the outer periphery of the push-pull rod along its circumference.

[0029] The second clamping groove is disposed on the second fork arm along the third direction. The inner wall surfaces on opposite sides of the second clamping groove are provided with connecting protrusions that are adapted to the connecting groove. The connecting protrusions are engaged in the connecting groove and can rotate around their own axis.

[0030] Optionally, the second transmission component includes a first gear, and the locking component includes:

[0031] The mounting block is provided with ratchet teeth, and the first gear engages with the ratchet teeth when it is in the second position.

[0032] Optionally, the first transmission assembly includes:

[0033] The drive turntable is connected to the second transmission component.

[0034] A fixed turntable is located above the driving turntable along a first direction, and a plurality of receiving cavities are formed between the fixed turntable and the driving turntable;

[0035] The rolling ball includes multiple rolling balls, and the multiple rolling balls are disposed in the multiple receiving cavities in a one-to-one correspondence;

[0036] When the second transmission component is in the first position, it drives the drive turntable to drive the brake component to move in a straight line.

[0037] Optionally, the second transmission component includes a first gear, and the drive disc has drive teeth circumferentially arranged on its radial outer circumference, the drive teeth meshing with the first gear; and / or,

[0038] The braking component includes a rotating shaft, the axis of which is parallel to the first direction and threadedly engaged with the drive disc. The first transmission component includes:

[0039] The second gear is connected to the first drive assembly and is located on the side of the second transmission component away from the fixed turntable along the first direction. A snap-fit ​​structure is provided between the second gear and the second transmission component. When the second transmission component is in the first position, it is connected to the second gear through the snap-fit ​​structure.

[0040] The third gear is sleeved on the rotating shaft and located on the side of the drive turntable away from the fixed turntable along the first direction. The third gear meshes with the second gear, and a limit structure is provided between the third gear and the rotating shaft. The limit structure is used to restrict the third gear from rotating relative to the rotating shaft in its own circumference and to allow the rotating shaft to move linearly relative to the third gear.

[0041] When the second transmission component is in the first position, the drive turntable pushes the third gear to drive the rotating shaft to move in a straight line. When the second transmission component is in the second position, the third gear drives the rotating shaft to move in a straight line relative to the drive turntable.

[0042] Optionally, the limiting structure includes:

[0043] A sliding boss is provided on the inner wall surface of the third gear near the rotating shaft;

[0044] A sliding groove is provided on the rotating shaft and extends along the axial direction of the rotating shaft. A sliding boss is adapted to the sliding groove, and the sliding boss is inserted into the sliding groove and can slide relative to the sliding groove along the axial direction of the rotating shaft.

[0045] Optionally, the snap-fit ​​structure includes:

[0046] The first tooth includes a plurality of first teeth, which are located on the side of the first gear close to the second gear and are spaced apart along the circumference of the first gear in a first direction.

[0047] The second tooth includes a plurality of second teeth. Along the first direction, the plurality of second teeth are located on the side of the second gear close to the first gear and are spaced apart along the circumference of the second gear. When the first gear is in the first position, the plurality of first teeth and the plurality of second teeth mesh with each other.

[0048] Optionally, the first driving component includes:

[0049] A drive shaft, the axis of which is parallel to a first direction, a first gear is sleeved on the drive shaft and can move relative to the axial direction of the drive shaft, and a second gear is fixedly sleeved on the drive shaft.

[0050] A driving component is connected to the end of the drive shaft away from the second gear, and the driving component drives the drive shaft to rotate about its own axis.

[0051] Secondly, embodiments of this application also provide a brake, including the aforementioned brake force transmission device.

[0052] Thirdly, embodiments of this application also provide a vehicle including the aforementioned brake.

[0053] In this application, the shifting mechanism of the braking force transmission device includes a second transmission assembly, which comprises a first transmission component and a second transmission component. During braking, when the shifting mechanism switches the second transmission component to the first position via the second drive assembly, the driving force generated by the first drive assembly simultaneously drives both the first and second transmission components to move. This allows the second transmission assembly, composed of both components, to apply the driving force generated by the first drive assembly to the braking mechanism, enabling the braking mechanism to push the friction pads against the brake disc, thus achieving braking operation. After the friction pads wear down, to ensure the braking stroke of the braking mechanism meets the braking requirements of the friction pads, the shifting mechanism switches the second transmission component to a second position via the second drive assembly for brake clearance adjustment. During brake clearance adjustment, the second transmission component remains stationary, the driving force for braking operation on the braking mechanism is removed, and the first drive assembly drives the first transmission component to adjust the brake clearance between the friction pads and the brake disc. This ensures that after the friction pads wear down, during the next braking operation, the braking mechanism, driven by the first transmission assembly, can press the friction pads against the brake disc, thereby increasing braking force. Moreover, this embodiment allows for flexible switching between clearance adjustment and braking conditions of the braking force transmission device by separating and engaging the second transmission component and the first transmission component, resulting in convenient, efficient, and low-complexity control. Attached Figure Description

[0054] 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.

[0055] 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.

[0056] Figure 1 A schematic diagram of the structure of the second transmission component of the braking force transmission device provided in this application when it is in the first position;

[0057] Figure 2 This is a schematic diagram of the structure when the second transmission component is in the second position.

[0058] Figure 3 for Figure 2 Top view;

[0059] Figure 4 for Figure 3 AA section view;

[0060] Figure 5This is a schematic diagram of the assembly of the shift fork and locking components;

[0061] Figure 6 This is a structural schematic diagram of the shift fork component;

[0062] Figure 7 This is a schematic diagram of the locking component.

[0063] Figure 8 This is an exploded view of the first and second gears;

[0064] Figure 9 This is an exploded view of the shaft and the third gear.

[0065] The above figures include the following reference numerals:

[0066] 10. Braking mechanism; 11. First transmission assembly; 111. Drive turntable; 1111. First ramp groove; 1112. Internal thread; 1113. Positioning boss; 112. Fixed turntable; 1121. Second ramp groove; 113. Ball; 12. Braking component; 121. Rotating shaft; 210. External thread;

[0067] 20. Gear shifting mechanism; 21. First drive assembly; 211. Drive shaft; 212. Fourth gear; 213. Bearing; 22. Second transmission assembly; 221. First transmission component; 2211. Second gear; 2212. Third gear; 2213. Positioning groove; 222. Second transmission component; 2221. First gear; 23. Second drive assembly; 231. Drive component; 311. Push-pull electromagnet; 110. Push-pull rod; 232. Shift fork component; 321. Connecting arm; 322. First shift fork arm; 323. Second shift fork arm; 233. Locking component; 331. Mounting block; 332. Ratchet;

[0068] 30. First connecting structure; 31. Sliding connecting part; 310. Sliding groove; 32. First clamping groove; 320. Sliding protrusion;

[0069] 40. Second connecting structure; 41. First connecting hole; 42. Connecting shaft; 43. Second connecting hole;

[0070] 50. Third connecting structure; 51. Connecting groove; 52. Second clamping groove; 520. Connecting protrusion;

[0071] 60. Snap-fit ​​structure; 61. First protruding tooth; 62. Second protruding tooth;

[0072] 70. Limiting structure; 71. Sliding boss; 72. Slide groove. Detailed Implementation

[0073] 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.

[0074] In the embodiments of this application, "at least one" refers to one or more; "multiple" refers to two or more. In the description of this application, the terms "first," "second," "third," etc., are used only for the purpose of distinguishing descriptions and should not be construed as indicating or implying relative importance, nor should they be construed as indicating or implying order.

[0075] References such as “one embodiment” or “some embodiments” as described in this specification mean that one or more embodiments of this application include a specific feature, structure, or characteristic described in connection with that embodiment. Therefore, the terms “comprising,” “including,” “having,” and variations thereof, as used in this specification, mean “including, but not limited to,” unless otherwise specifically emphasized.

[0076] It should be noted that in the embodiments of this application, "and / or" describes the relationship between associated objects, indicating that there can be three relationships. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. In addition, the character " / ", unless otherwise specified, generally indicates that the associated objects before and after it are in an "or" relationship.

[0077] It should be noted that in the embodiments of this application, "connection" can be understood as electrical connection. The connection between two electrical components can be a direct or indirect connection between the two electrical components. For example, the connection between A and B can be a direct connection between A and B, or an indirect connection between A and B through one or more other electrical components.

[0078] Currently, for ball disc mechanical braking systems, after the brake friction pads are worn during use, the design of the clearance adjustment and parking brake mechanisms is complex in order to ensure that the axial travel of the ball disc EMB can meet the braking requirements of the friction pads. This results in the need for complex mechanisms and control processes to complete the vehicle's braking and clearance adjustment operations.

[0079] To address this issue and ensure that the clearance between the brake pads and the brake disc remains sufficient for braking and clearance adjustment even after the brake pads have worn down, the first embodiment of this invention provides a brake force transmission device. Please refer to... Figures 1 to 9 The braking force transmission device includes a shifting mechanism 20.

[0080] The shifting mechanism 20 includes a first drive assembly 21, a second transmission assembly 22, and a second drive assembly 23. The second transmission assembly 22 includes a first transmission component 221 and a second transmission component 222. The first transmission component 221 is connected to the first drive assembly 21. Therefore, in the clearance adjustment condition, the first transmission component 221, driven by the first drive assembly 21, can directly drive the braking mechanism 10 to adjust the clearance between the friction pads and the brake disc. The second transmission component 222 has a first position (e.g., when connected to the first transmission component 221) that allows it to move. Figure 1 The position shown) and the second position separated from the first transmission component 221 (as shown) Figure 2 (The location shown).

[0081] The second drive assembly 23 is connected to the second transmission component 222. The second drive assembly 23 can drive the second transmission component 222 to switch between a first position and a second position, and can lock the second transmission component 222 in a stationary state when the second transmission component 222 is in the second position.

[0082] When the second transmission component 222 is in the first position, it is connected to the braking mechanism 10 and the first transmission component 221. Therefore, the first transmission component 221 can transmit the driving force generated by the first drive assembly 21 to the second transmission component 222, and then the second transmission component 222 can transmit it to the braking mechanism 10 (specifically, to the first transmission assembly 11 of the braking mechanism 10), so that the braking mechanism 10 can drive the friction pads to perform braking under the action of the driving force, thereby realizing the vehicle parking function.

[0083] When the second transmission component 222 is in the second position, the second transmission component 222, which is in a stationary state, will not transmit the driving force required to achieve the braking condition to the braking mechanism 10, that is, the driving force on the braking mechanism 10 will be canceled. The first drive assembly 21 drives the first transmission component 221 to drive the braking mechanism 10 to adjust the gap between the friction pad and the brake disc.

[0084] Therefore, in this application, the shifting mechanism 20 of the braking force transmission device includes a second transmission assembly 22, which includes a first transmission component 221 and a second transmission component 222. During braking, when the shifting mechanism 20 switches the second transmission component 222 to the first position via the second drive assembly 23, the driving force generated by the first drive assembly 21 simultaneously drives both the first transmission component 221 and the second transmission component 222 to move. This allows the second transmission assembly 222, composed of both components, to apply the driving force generated by the first drive assembly 21 to the braking mechanism 10, enabling the braking mechanism 10 to push the friction pads against the brake disc, thus achieving braking operation. After the friction pads are worn, to ensure that the braking stroke of the braking mechanism 10 meets the braking requirements of the friction pads, the shifting mechanism 20 will switch the second transmission component 222 to the second position via the second drive assembly 23 to adjust the braking clearance. In the braking clearance adjustment condition, the second transmission component 222 remains stationary, and the driving force for braking operation on the braking mechanism 10 is removed. The first drive component 21 drives the first transmission component 221 to drive the braking mechanism 10 to adjust the braking clearance between the friction pad and the brake disc. This ensures that after the friction pad is worn, the braking mechanism 10, driven by the first transmission component 11, can press the friction pad against the brake disc in the next braking operation, thereby increasing the braking force. Moreover, this embodiment allows for flexible switching between the clearance adjustment condition and the braking condition of the braking force transmission device by separating and engaging the second transmission component 222 and the first transmission component 221, resulting in convenient, efficient, and low-complexity control.

[0085] The braking force transmission device in this application further includes a braking mechanism 10, wherein the braking mechanism 10 includes a first transmission assembly 11 and a braking element 12. The first transmission assembly 11 is connected to the braking element 12 and can drive the braking element 12 to move linearly in a first direction when subjected to a driving force. During the linear movement driven by the first transmission assembly 11, the braking element 12 can push the friction pads to press against the brake disc, thereby realizing the braking operation.

[0086] The first transmission component 221 is connected between the first drive assembly 21 and the brake component 12, and the second transmission component 222 is connected to the first transmission assembly 11. When the second transmission component 222 is in the first position, it is connected to both the first transmission assembly 11 and the first transmission component 221. Therefore, the first transmission component 221 can transmit the driving force generated by the first drive assembly 21 to the second transmission component 222, and then the second transmission component 222 transmits it to the first transmission assembly 11, so that the first transmission assembly 11 can drive the brake component 12 to perform braking under the action of the driving force, thereby realizing the vehicle's parking function.

[0087] When the second transmission component 222 is in the first position, the first transmission component 221 transmits the driving force generated by the first drive component 21 to the second transmission component 222, and the second transmission component 222 applies the driving force to the first transmission component 11 so that the first transmission component 11 can drive the brake component 12 to achieve braking operation under braking conditions.

[0088] When the second transmission component 222 is in the second position, the first transmission assembly 11 remains stationary along with the second transmission component 222, and the driving force on the first transmission assembly 11 is removed. The first drive assembly 21 drives the first transmission component 221 to cause the brake component 12 to move linearly relative to the first transmission assembly 11. Thus, during the linear motion of the brake component 12, which pushes the friction pad forward and backward, the gap between the friction pad and the brake disc can be adjusted.

[0089] Therefore, when the second transmission component 222 is in the second position, since it is separated from the first transmission component 221 but still connected to the first transmission assembly 11, the first transmission component 221 will not transmit the driving force generated by the first drive assembly 21 to the second transmission component 222, but will instead apply the driving force to the brake component 12. At this time, the first transmission assembly 11 will remain stationary with the second transmission component 222 and will not perform braking action. The brake component 12 will then move linearly relative to the first transmission assembly 11 under the drive of the first transmission component 221 to adjust the braking gap between the friction pad and the brake disc, such as by first moving the friction pad towards the brake disc (e.g., ...). Figure 1 (The first direction indicated by arrow X) moves a certain distance to reduce the brake clearance. If the brake clearance is too small, it can be moved back a certain distance away from the brake disc until the size of the brake clearance is within a suitable range, ensuring that the friction pads can be pressed against the brake disc under braking conditions, thereby improving braking force.

[0090] As can be seen, in this embodiment, the shifting mechanism 20 of the braking force transmission device includes a second transmission component 22, which includes a first transmission component 221 and a second transmission component 222. During braking, when the shifting mechanism 20 switches the second transmission component 222 to the first position via the second drive component 23, the driving force generated by the first drive component 21 simultaneously drives both the first transmission component 221 and the second transmission component 222 to move. This allows the second transmission component 22, composed of both components, to apply the driving force generated by the first drive component 21 to the first transmission component 11, enabling the first transmission component 11 to drive the brake element 12 to move linearly under the driving force. During the linear movement of the brake element 12 during braking, the brake element 12 can push the friction pads to press against the brake disc, achieving braking operation. After the friction pads are worn, to ensure that the stroke of the brake element 12 meets the braking requirements of the friction pads, the shifting mechanism 20 will switch the second transmission component 222 to the second position via the second drive component 23 to adjust the braking clearance. In the braking clearance adjustment mode, the first transmission component 11 remains stationary along with the second transmission component 222. The driving force on the first transmission component 11 is removed, and the first drive component 21 drives the first transmission component 221 to move the brake element 12 in a linear motion relative to the first transmission component 11. This achieves the adjustment of the braking clearance between the brake element 12 and the friction pad, ensuring that after the friction pad is worn, the brake element 12, driven by the first transmission component 11, can press the friction pad against the brake disc in the next braking operation, thereby improving the braking force. Moreover, this embodiment allows for flexible switching between the clearance adjustment mode and the braking mode of the braking force transmission device by separating and engaging the second transmission component 222 and the first transmission component 221, resulting in convenient, efficient, and low-complexity control.

[0091] Along the first direction, the second transmission component 222 is located above the first transmission component 221, and can transmit driving force to the first transmission component 11 as it rotates with the first transmission component 221 under the drive of the first drive assembly 21. The second drive assembly 23 includes a drive component 231, a shift fork component 232, and a locking component 233.

[0092] like Figures 1 to 4As shown, the shift fork component 232 is connected between the drive component 231 and the second transmission component 222, and the second transmission component 222 can rotate relative to the shift fork component 232 so that the second transmission component 222 will not be interfered with by the shift fork component 232 during the transmission of driving force to the first transmission assembly 11. The drive component 231 is used to drive the shift fork component 232 to move the second transmission component 222 along a first direction to a first position or a second position. The locking component 233 is connected to the second transmission component 222 located in the second position and locks the second transmission component 222 in the second position. The locking component 233 can be specifically fixedly connected to the mounting housing of the brake force transmission device, making assembly convenient and efficient.

[0093] As can be seen, in this embodiment, the second drive component 23 can drive the shift fork component 232 via the drive component 231 to switch the second transmission component 222 between the first position and the second position. When the second transmission component 222 is in the second position, the locking component 233 can lock the second transmission component 222 in a stationary state, thus restricting the first transmission component 11 connected to the second transmission component 222 to a stationary state. Therefore, during the clearance adjustment process, when the first transmission component 221 drives the brake component 12 to move linearly relative to the first transmission component 11, the first transmission component 11 will not interfere with the clearance adjustment action of the brake component 12. Furthermore, while the shift fork component switches the position of the second transmission component 222, it does not interfere with the movement of the second transmission component 222 in the first position along with the first transmission component 221. The overall structure is reliable and stable, and the switching between different working conditions is flexible and convenient.

[0094] The driving component 231 in this embodiment includes a push-pull electromagnet 311, which includes a push-pull rod 110. The push-pull rod 110 is connected to the shift fork component 232. The push-pull rod 110 has an extended state and a retracted state, which move along its own axial direction under the drive of the push-pull electromagnet 311. When the push-pull electromagnet 311 is de-energized, the push-pull rod 110 is in the extended state; when the push-pull electromagnet 311 is energized, the push-pull rod 110 switches from the extended state to the retracted state.

[0095] When the push-pull rod 110 is in the extended state, it drives the shift fork component 232 to apply a pushing force toward the first transmission component 221 to the second transmission component 222 until it reaches the first position. When the push-pull rod 110 is in the retracted state, it drives the shift fork component 232 to apply a pushing force away from the first transmission component 221 to the second transmission component 222 until it reaches the second position. Therefore, this embodiment controls the energization state of the push-pull electromagnet 311 to enable the push-pull rod 110 to drive the shift fork component 232 to apply a pushing force toward or away from the first transmission component 221 to the second transmission component 222, thereby switching the second transmission component 222 from one of the first and second positions to the other. This control is flexible, convenient, and has low complexity. Moreover, since the push-pull electromagnet 311 is only energized when the second transmission component 222 needs to be in the second position, it can save energy consumption of the braking force transmission device, which is especially important for new energy vehicles.

[0096] Along the second direction (e.g.) Figure 1 (In the direction indicated by the middle arrow Y), the push-pull electromagnet 311 is located on the side of the second transmission component 222 away from the braking mechanism 10, and the axis of the push-pull rod 110 is parallel to the first direction. During installation, after the push-pull rod 110 is placed vertically along the first direction, the push-pull electromagnet 311 is fixed to the mounting housing. The assembly difficulty is low, which is conducive to the high-efficiency production of the braking force transmission device.

[0097] like Figures 5 to 6 As shown, the shift fork component 232 in this embodiment includes a first shift fork arm 322 and a second shift fork arm 323. Along the second direction, the first shift fork arm 322 is located on the side of the shift fork component closer to the second transmission component. The second transmission component is connected to the first shift fork arm 322 via a first connecting structure 30 and can rotate relative to the first shift fork arm 322. The first shift fork arm 322 can also swing relative to the second transmission component along the first direction. Along the second direction, the second shift fork arm 323 is located on the side of the first shift fork arm 322 away from the second transmission component. The second shift fork arm 323 is connected to a push-pull rod and can swing relative to the push-pull rod along the first direction. The position of the first shift fork arm 322 between the second transmission component and the second shift fork arm 323 is connected to a locking component and can rotate relative to the locking component.

[0098] When a connecting arm 321 is formed between the first shift fork arm 322 and the second shift fork arm 323, along the second direction, the first shift fork arm 322 is located on the side of the connecting arm 321 closer to the second transmission component 222. The second transmission component 222 is connected to the first shift fork arm 322 through the first connecting structure 30 and can rotate relative to the first shift fork arm 322. This ensures that during the process of the second transmission component 222 driving the first transmission assembly 11 to brake the brake component 12, the first shift fork arm 322 is connected to the second transmission component 222 without interfering with the movement of the second transmission component 222. Furthermore, the first shift fork arm 322 can also swing relative to the second transmission component 222 along the first direction. The position of the first shift fork arm 322 between the second transmission component 222 and the connecting arm 321 is connected to the locking component 233 and can rotate relative to the locking component 233.

[0099] Along the second direction, the second shift fork arm 323 is located on the side of the connecting arm 321 away from the first shift fork arm 322. The second shift fork arm 323 is connected to the push-pull rod 110 and can swing relative to the push-pull rod 110 along the first direction.

[0100] As described above, after the first fork arm 322 and the second fork arm 323 of the shift fork component 232 are assembled, they form a lever structure. During the process of the push-pull rod 110 switching from the retracted state to the extended state, the push-pull rod 110 pushes the second fork arm 323 upward along the first direction, while the first fork arm 322 will swing downward along the first direction under the action of the lever mechanism, so that the first fork arm 322 can push the second transmission component 222 downward to the first position. During the process of the push-pull rod 110 switching from the extended state to the retracted state, the push-pull rod 110 pulls the second fork arm 323 downward along the first direction, while the first fork arm 322 will swing upward, so that the first fork arm 322 can pull the second transmission component 222 upward from the first position to the second position.

[0101] As can be seen, the braking force transmission device provided in this embodiment can switch the position of the second transmission component 222 by assembling the first shift fork arm 322 and the second shift fork arm 323 of the shift fork component 232 with the connected components to form a lever structure when the gap is adjusted. The control is ingenious and reliable, and the assembly is convenient and easy.

[0102] The first connecting structure 30 includes a sliding connecting portion 31 and a first clamping groove 32. Along the first direction, the sliding connecting portion 31 is disposed on the side of the second transmission component 222 opposite to the first transmission component 221. If the second transmission component 222 includes a first gear 2221, the sliding connecting portion 31 is disposed on the upper side of the first gear 2221 opposite to the first transmission component 221. The sliding connecting portion 31 can be connected to the first gear 2221 by a preset connection method (such as welding, snap-fitting, or fixing). Alternatively, the sliding connecting portion 31 can be integrally formed with the first gear 2221, thereby simplifying the assembly steps of the second transmission component 222 and reducing production costs.

[0103] like Figure 4 and Figure 8 As shown, the sliding connection portion 31 is provided with a sliding groove 310, which is arranged around the second transmission component 222 along its rotation direction. A first clamping groove 32 is provided on the first shift fork arm 322. Along a third direction (e.g.) Figure 1 (In the direction indicated by the middle arrow Z), the inner walls of the first clamping groove 32 on both sides are provided with sliding protrusions 320 that are adapted to the sliding groove 310. The sliding protrusions 320 are engaged in the sliding groove 310 and can rotate around their own axis, so that the first shift fork arm 322 can swing up and down in the first direction. Moreover, the sliding groove 310 can rotate relative to the sliding protrusions 320 with the second transmission component 222, that is, the sliding protrusions 320 can slide relative to the sliding groove 310 during the rotation of the second transmission component 222, forming sliding friction, avoiding interference with the movement of the second transmission component 222 located in the first position, and improving the connection stability and reliability between the shift fork component 232 and the second transmission component 222. When the first shift fork arm 322 pushes the second transmission component 222 downward, the sliding protrusions 320 apply a thrust to the sliding groove 310 near the bottom wall of the first transmission component 221. When the first shift fork arm 322 pushes the second transmission component 222 upward, the sliding protrusion 320 applies a thrust to the top wall of the sliding groove 310 away from the first transmission component 221, thereby achieving the switching of the position of the second transmission component 222.

[0104] When the second transmission component 222 includes the first gear 2221, the sliding connection part 31 is integrally formed on the top of the first gear 2221, which is convenient for processing and can reduce the assembly steps of the shift mechanism 20, thereby reducing costs.

[0105] like Figure 6As shown, the first connecting structure 30 includes a first clamping groove 32. When the first clamping groove 32 is disposed on the first shift fork arm 322, at least a portion of the locking member 233 along the first direction passes through the first clamping groove 32, and a second connecting structure 40 is disposed between the locking member 233 and the first clamping groove 32. The second connecting structure 40 rotatably connects the first shift fork arm 322 and the locking member 233. Thus, the first shift fork arm 322 and the locking member 233 are rotatably connected together through the second connecting structure 40, enabling the first shift fork arm 322 and the second shift fork arm 323 to form a lever structure. Furthermore, the fact that at least a portion of the locking member 233 passes through the first clamping groove 32 also improves the structural compactness of the second drive assembly 23.

[0106] In this embodiment, the second connecting structure 40 includes a first connecting hole 41, a connecting shaft 42, and a second connecting hole 43. Along a third direction, the first connecting hole 41 is disposed through the top of the locking component 233 along the first direction, facilitating processing. The connecting shaft 42 is sleeved on the first connecting hole 41 and fixedly connected to it. Both ends of the connecting shaft 42 extend beyond the locking component 233 along its own axial direction. Along a third direction, the second connecting hole 43 is disposed through the sidewalls on both sides of the first clamping groove 32 and rotatably connected to the end of the connecting shaft 42 located outside the locking component 233. Thus, in this embodiment, through the cooperation of the connecting shaft 42 with the first connecting hole 41 and the second connecting hole 43, the first shift fork arm 322 and the locking component 233 are rotatably connected together, resulting in efficient and convenient assembly.

[0107] Secondly, to improve the connection stability and reliability between the second shift fork arm 323 and the push-pull rod 110, a third connection structure 50 is provided between the second shift fork arm 323 and the push-pull rod 110. The third connection structure 50 includes a connection groove 51 and a second clamping groove 52.

[0108] Along the circumference of the push-pull rod 110, a connecting groove 51 is arranged around the outer periphery of the push-pull rod 110. A second clamping groove 52 is provided on the second shift fork arm 323. Along the third direction, the inner wall surfaces on opposite sides of the second clamping groove 52 are provided with connecting protrusions 520 that are adapted to the connecting groove 51. The connecting protrusions 520 are engaged in the connecting groove 51 and can rotate around their own axis, thereby ensuring that during the process of the push-pull rod 110 pushing the second shift fork arm 323 up and down, the second shift fork arm 323 can swing up and down and transmit torque to the first shift fork arm 322, so that the swing direction of the first shift fork arm 322 is opposite to that of the second shift fork arm 323, realizing the switching operation of the position of the second transmission component 222 based on the lever principle. In this embodiment, the connecting protrusion 520 of the second clamping groove 52 is engaged in the connecting groove 51, which clamps the second shift fork arm 323 together with the push-pull rod 110 and allows it to swing relative to the push-pull rod 110, thereby improving the connection stability and reliability between the second shift fork arm 323 and the push-pull rod 110.

[0109] When the second transmission component 222 includes the first gear 2221, the locking component 233 includes a mounting block 331, on which a ratchet 332 is provided. The first gear 2221 engages with the ratchet 332 when in the second position. Therefore, in this embodiment, by engaging the first gear 2221 in the second position with the ratchet 332 on the mounting block 331, the first gear 2221 is kept stationary, thereby ensuring that the first transmission component 11 connected to the first gear 2221 remains stationary during clearance adjustment. The locking component 233 in this embodiment has low structural complexity, is easy to manufacture, and can improve the production efficiency of the braking force transmission device. The first connecting hole 41 mentioned above is opened on the mounting block 331 and located above the ratchet 332 along the first direction, making it easy to manufacture. In this embodiment, the ratchet 332 may include at least three, and the at least three ratchet 332 are arranged along the circumferential direction of the first gear 2221, thereby improving the meshing strength and stability between the first gear 2221 and the ratchet 332.

[0110] The second transmission component 222 includes a first gear 2221, and the first transmission assembly 11 includes a drive turntable 111, a fixed turntable 112, and a ball bearing 113. The drive turntable 111 has drive teeth circumferentially arranged along its radial direction on its outer peripheral surface. These drive teeth mesh with the first gear 2221, enabling the first gear 2221 to transmit the driving force to the drive turntable 111 when it receives a driving force from the first transmission component 221. The drive turntable 111 has a plurality of first ramp grooves 1111 recessed on its upper surface along a first direction.

[0111] Along the first direction, the fixed turntable 112 is located above the drive turntable 111, and the fixed turntable 112 can be fixedly connected to the mounting housing of the brake force transmission device. A plurality of second ramp grooves 1121 are recessed on the lower surface of the fixed turntable 112 near the drive turntable 111. The plurality of second ramp grooves 1121 are arranged in a one-to-one correspondence with the plurality of first ramp grooves 1111, forming a plurality of receiving cavities. A plurality of rolling balls 113 are included, and the plurality of rolling balls 113 are arranged in a one-to-one correspondence within the plurality of receiving cavities. Because the depths of the first ramp grooves 1111 and the second ramp grooves 1121 along the circumference of the drive turntable 111 are different, the rolling balls 113 move within the receiving cavities when the drive turntable 111 rotates relative to the fixed turntable 112, thereby pushing the drive turntable 111 to drive the brake element 12 to move linearly relative to the fixed turntable 112, thus realizing the braking operation.

[0112] When the first gear 2221 is in the first position, the first gear 2221 will drive the drive turntable 111 to rotate under the action of the driving force, so that the drive turntable 111 drives the brake 12 to move in a straight line.

[0113] The braking component 12 includes a rotating shaft 121, the axis of which is parallel to a first direction and threadedly engaged with a drive turntable 111. The fixed turntable 112 is provided with corresponding clearance holes to provide linear motion space for the rotating shaft 121. A connecting plate is provided at the bottom of the rotating shaft 121, away from the fixed turntable 112, for connection with a piston that drives the friction plate, thereby applying braking force to the friction plate.

[0114] The first transmission component 221 includes a second gear 2211 and a third gear 2212. When the second transmission component 222 includes the first gear 2221, the second gear 2211 is connected to the first drive assembly 21 and is located on the side of the first gear 2221 away from the fixed turntable 112 along a first direction. The second gear 2211 can rotate around its own axis under the drive of the first drive assembly 21. A snap-fit ​​structure 60 is provided between the second gear 2211 and the first gear 2221. When the first gear 2221 is in the first position, it is connected to the second gear 2211 through the snap-fit ​​structure 60.

[0115] The third gear 2212 is sleeved on the rotating shaft 121 and located on the side of the drive turntable 111 opposite to the fixed turntable 112 along the first direction. The third gear 2212 meshes with the second gear 2211. A limiting structure 70 is provided between the third gear 2212 and the rotating shaft 121. The limiting structure 70 is used to restrict the third gear 2212 from rotating relative to the rotating shaft 121 in its circumferential direction and to allow the rotating shaft 121 to move linearly relative to the third gear 2212. Therefore, the third gear 2212 can drive the rotating shaft 121 to rotate under the drive of the second gear 2211. Since the rotating shaft 121 and the drive turntable 111 are threaded together, when the drive turntable 111 is stationary with the first gear 2221, the rotating shaft 121 will move linearly relative to the third gear 2212 and the drive turntable 111, thereby realizing the adjustment of the braking gap.

[0116] In this configuration, when the first gear 2221 is in the first position, and the drive turntable 111 and the third gear 2212 rotate synchronously under the drive of the first gear 2221 and the second gear 2211 respectively, the drive turntable 111 pushes the third gear 2212 to drive the rotating shaft 121 to move linearly, thereby achieving the braking operation. When the first gear 2221 is in the second position, the third gear 2212 drives the rotating shaft 121 to move linearly relative to the drive turntable 111. At this time, the connection between the second gear 2211 and the first gear 2221 will not move up and down along the first direction. The first drive assembly 21 drives the second gear 2211 to rotate, and the second gear 2211 drives the third gear 2212 to rotate. Under the action of the limiting structure 70, the third gear 2212 can drive the rotating shaft 121 to rotate. During the rotation of the rotating shaft 121, it moves linearly relative to the drive turntable 111 and the second gear 2211, thereby adjusting the braking gap.

[0117] The aforementioned first transmission component 221 is easy to assemble, has high reliability in switching between braking and clearance adjustment conditions, and the switching is flexible and stable.

[0118] When the rotating shaft 121 is threadedly engaged with the drive turntable 111, the outer circumferential surface of the rotating shaft 121 is provided with an external thread 210. The inner circumferential surface of the drive turntable 111 is provided with an internal thread 1112, so that while the rotating shaft 121 rotates relative to the stationary drive turntable 111 under the drive of the third gear 2212, it can also make linear motion to adjust the braking clearance.

[0119] To ensure that the rotating shaft 121 can perform linear motion to adjust the braking clearance during rotation relative to the drive turntable 111, the limiting structure 70 includes a sliding boss 71 and a sliding groove 72. The sliding boss 71 is located on the inner wall of the third gear 2212 near the rotating shaft 121. The sliding groove 72 is located on the rotating shaft 121 and extends along its axial direction. The sliding boss 71 is adapted to the sliding groove 72, and the sliding boss 71 is inserted into the sliding groove 72 and can slide relative to the sliding groove 72 along the axial direction of the rotating shaft 121. In other words, under the clearance adjustment condition, the design of the sliding groove 72 on the rotating shaft 121 not only allows the rotating shaft 121 to rotate relative to the drive turntable 111 under the drive of the third gear 2212, but the sliding groove 72 extending along the axial direction of the rotating shaft 121 also provides sufficient travel for the linear motion of the rotating shaft 121, ensuring that the braking clearance can be adjusted to a suitable size.

[0120] The limiting structure 70 is simple to design, easy to assemble, and highly stable. To further improve the stability and reliability of the connection between the rotating shaft 121 and the third gear 2212, both the sliding boss 71 and the sliding groove 72 can include at least two (e.g., two, three, four, etc.). At least two sliding grooves 72 are spaced apart circumferentially on the rotating shaft 121, and at least two sliding bosses 71 are spaced apart circumferentially on the third gear 2212 and correspond one-to-one with the at least two sliding grooves 72.

[0121] To enable the first gear 2221 to connect with the second gear 2211 when it is in the first position, and to rotate under the drive of the second gear 2211, the snap-fit ​​structure 60 in this embodiment includes a first tooth 61 and a second tooth 62. Multiple first teeth 61 are located on the side of the first gear 2221 near the second gear 2211 along a first direction and are spaced apart circumferentially along the first gear 2221. Multiple second teeth 62 are also located on the side of the second gear 2211 near the first gear 2221 along the first direction and are spaced apart circumferentially along the second gear 2211. When the first gear 2221 is in the first position, the multiple first teeth 61 and the multiple second teeth 62 mesh with each other.

[0122] Therefore, during the process of the first gear 2221 moving to the first position, the first gear 2221 and the second gear 2211 can be engaged together by inserting each of the first protrusions 61 into the gap between two adjacent first protrusions 61 on the second gear 2211 through the aforementioned snap-fit ​​structure 60. Without the need for a complex structure design, the first gear 2221 and the second gear 2211 can be efficiently and accurately connected together. Separation is simple; the first protrusion 61 is driven by the first gear 2221 to separate from the second protrusion 62. The operation is convenient and reliable, and the first gear 2221 and the second gear 2211 can be separated without additional complex separation operations.

[0123] In this embodiment, the first drive assembly 21 includes a drive shaft 211 and a drive member. The axial direction of the drive shaft 211 is parallel to a first direction. A first gear 2221 is sleeved on the drive shaft 211 and can move axially relative to the drive shaft 211, so that the first gear 2221 can switch between a first position and a second position, while the drive shaft 211 radially positions the first gear 2221, avoiding the first gear 2221 from affecting the connection accuracy of the second gear 2211 due to radial offset. A second gear 2211 is fixedly sleeved on the drive shaft 211, so that the drive shaft 211 can drive the second gear 2211 to rotate, thereby driving the first gear 2221 or the third gear 2212 to rotate. The drive member is connected to the end of the drive shaft 211 away from the second gear 2211, and the drive member drives the drive shaft 211 to rotate around its own axis.

[0124] Therefore, when the first drive assembly 21 of this embodiment includes a drive shaft 211, the first gear 2221 and the second gear 2211 can both be sleeved on the drive shaft 211. This allows for radial positioning of the first gear 2221 while improving the structural compactness of the shifting mechanism 20, reducing the overall volume of the brake transmission device, and thus reducing the installation space occupied by the brake transmission device in the brake.

[0125] In some embodiments, the third gear 2212 is provided with a positioning groove 2213 on the side near the drive turntable 111, and the drive turntable 111 is provided with a positioning boss 1113 on the side near the third gear 2212. The positioning boss 1113 is embedded in the positioning groove 2213 and has a clearance fit with the positioning groove 2213. Thus, the cooperation between the positioning boss 1113 and the positioning groove 2213 can radially position the drive turntable 111 and the third gear 2212, thereby improving the stability of both during operation.

[0126] As can be seen from the above, in the braking operation, the push-pull electromagnet 311 is de-energized, causing the push-pull rod 110 to be in the extended state. At this time, the shift fork component 232 pushes the first gear 2221 to the first downward position and connects the first gear 2221 to the second gear 2211 through the snap-fit ​​structure 60. The second gear 2211 is connected to the rotating shaft 121 through the third gear 2212. The second gear 2211 transmits the driving force of the drive component to the first gear 2221 and the third gear 2212, so that the braking force transmission device generates a braking force that presses the friction pads against the brake disc.

[0127] In the clearance adjustment condition of the braking force transmission device: when the push-pull electromagnet 311 is energized, under the action of electromagnetic force, the push-pull rod 110 is pressed down to the retracted state, and the shift fork component 232 pushes the first gear 2221 to move up to the second position, as shown. Figure 8 As shown, the first tooth 61 and the second tooth 62 of the locking structure 60 disengage. The locking structure 60 simplifies the separation and engagement process between the first gear 2221 and the second gear 2211. Simultaneously, the first gear 2221 engages with the ratchet 332 of the locking component 233, which is fixed in place. This position prevents the first gear 2221 from rotating, thus preventing the drive turntable 111, which is engaged with the first gear 2221, from rotating and keeping it stationary.

[0128] The driving component drives the first transmission component 221 to drive the rotating shaft 121 to make linear motion to adjust the braking gap. During the gap adjustment, the external thread 210 of the rotating shaft 121 engages with the internal thread 1112 of the driving turntable 111, so that the rotating shaft 121 can move up and down along the axial direction while rotating relative to the driving turntable 111, thereby realizing the gap adjustment function.

[0129] The clearance adjustment period is very short. After the adjustment is completed, the push-pull electromagnet 311 is de-energized. Under the action of the spring force inside the push-pull electromagnet 311, the push-pull rod 110 switches from the retracted state to the extended state, thereby driving the first gear 2221 to move down to the first position and return to the position required for the braking condition, preparing for the next braking.

[0130] Secondly, in this embodiment, the driving component of the first driving assembly 21 may include a motor and a fourth gear 212. The fourth gear 212 is sleeved on the end of the driving shaft 211 away from the second gear 2211. The output shaft of the motor is connected to the fourth gear 212 through a preset transmission system, thereby driving the fourth gear 212 to rotate the second gear 2211. To improve the stability of the driving shaft 211 during operation, this embodiment may also sleeve a bearing 213 on the driving shaft 211. The outer ring of the bearing 213 is fixedly connected to the mounting housing of the braking force transmission device, thereby radially limiting the driving shaft 211 and improving the stability of the driving shaft 211 during movement. The bearing 213 may include at least two bearings: at least one bearing 213 is sleeved on the driving shaft 211 and located between the first gear 2221 and the fourth gear 212, and at least another bearing 213 is sleeved on the driving shaft 211 and located on the side of the second gear 2211 away from the first gear 2221. Therefore, the drive shaft 211 is radially limited by at least two bearings 213, which further improves the stability and reliability of the drive shaft 211.

[0131] The second embodiment of this utility model also provides a brake, which includes a braking force transmission device. For details on the structure, operation, and beneficial effects of the braking force transmission device, please refer to the content provided in the first embodiment, and it will not be repeated here.

[0132] This application also provides a vehicle that includes a brake provided in the second embodiment of the present invention. The structure of the brake is described in the second embodiment and will not be repeated here.

[0133] 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.

[0134] The above are merely preferred embodiments of this application and are not intended to limit this application in any way. Although this application has disclosed preferred embodiments as above, it is not intended to limit this application. Any person skilled in the art can make some modifications or alterations to the above-disclosed technical content to create equivalent embodiments without departing from the scope of the technical solution of this application. 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 force transmission device, characterized in that, include: The shifting mechanism (20) includes a first drive assembly (21), a second transmission assembly (22) and a second drive assembly (23). The second transmission assembly (22) includes a first transmission component (221) and a second transmission component (222). The first transmission component (221) is connected to the first drive assembly (21). The second transmission component (222) has a first position that is moved to be connected to the first transmission component (221) and a second position that is separated from the first transmission component (221). The second drive component (23) is connected to the second transmission component (222). The second drive component (23) can drive the second transmission component (222) to switch between the first position and the second position, and can lock the second transmission component (222) in a stationary state when the second transmission component (222) is in the second position.

2. The braking force transmission device according to claim 1, characterized in that, Also includes: Braking mechanism (10) includes a first transmission assembly (11) and a brake element (12). The first transmission assembly (11) is connected to the brake element (12) and can drive the brake element (12) to move linearly in a first direction when subjected to a driving force. The first transmission component (221) is connected between the first drive assembly (21) and the brake component (12), and the second transmission component (222) is connected to the first transmission assembly (11).

3. The braking force transmission device according to claim 1 or 2, characterized in that, The second driving component (23) includes: Drive component (231); A shift fork component (232) is connected between the drive component (231) and the second transmission component (222), and the second transmission component (222) is rotatable relative to the shift fork component (232). The drive component (231) is used to drive the shift fork component (232) to move the second transmission component (222) along a first direction to the first position or the second position. A locking component (233) is connected to the second transmission component (222) located in the second position and locks the second transmission component (222) in a stationary state.

4. The braking force transmission device according to claim 3, characterized in that, The drive component (231) includes: A push-pull electromagnet (311) includes a push-pull rod (110), which is connected to the shift fork component (232). The push-pull rod (110) has an extended state and a retracted state that move along its own axis under the drive of the push-pull electromagnet (311). When the push-pull rod (110) is in the extended state, it drives the shift fork component (232) to apply a pushing force toward the first transmission component (221) to the second transmission component (222) until it reaches the first position; when the push-pull rod (110) is in the retracted state, it drives the shift fork component (232) to apply a pushing force away from the first transmission component (221) to the second transmission component (222) until it reaches the second position.

5. The braking force transmission device according to claim 4, characterized in that, The axial direction of the push-pull rod (110) is parallel to the first direction, and the shift fork component (232) includes: The first shift fork arm (322) is located on the side of the shift fork component (232) close to the second transmission component (222) along the second direction. The second transmission component (222) is connected to the first shift fork arm (322) through the first connecting structure (30) and can rotate relative to the first shift fork arm (322). The first shift fork arm (322) can also swing relative to the second transmission component (222) along the first direction. The first shift fork arm is connected to the locking component (233) and can rotate relative to the locking component (233). The second fork arm (323) is located on the side of the first fork arm (322) away from the second transmission component (222) along the second direction. The second fork arm (323) is connected to the push-pull rod (110) and can swing relative to the push-pull rod (110) along the first direction.

6. The braking force transmission device according to claim 5, characterized in that, The first connection structure (30) includes: A sliding connection part (31) is provided along the first direction on the side of the second transmission component (222) away from the first transmission component (221). The sliding connection part (31) is provided with a sliding groove (310), which is arranged around the second transmission component (222) along the rotation direction of the second transmission component (222). The first clamping groove (32) is disposed on the first shift fork arm (322). Along the third direction, the inner wall surfaces on opposite sides of the first clamping groove (32) are provided with sliding protrusions (320) that are adapted to the sliding groove (310). The sliding protrusions (320) are engaged in the sliding groove (310) and can rotate around their own axis. The sliding groove (310) can rotate relative to the sliding protrusions (320) with the second transmission component (222).

7. The braking force transmission device according to claim 5, characterized in that, The first connecting structure (30) includes a first clamping groove (32), which is disposed on the first shift fork arm (322). The locking member (233) passes through the first clamping groove (32) in at least a portion along the first direction and is provided with a second connecting structure (40) between the first clamping groove (32) and the locking member (233). The second connecting structure (40) rotatably connects the first shift fork arm (322) and the locking member (233).

8. The braking force transmission device according to claim 7, characterized in that, The second connection structure (40) includes: The first connecting hole (41) is disposed through the top of the locking member (233) along the first direction in a third direction; A connecting shaft (42) is sleeved in the first connecting hole (41) and fixedly connected to the first connecting hole (41), and both ends of the connecting shaft (42) extend out of the locking component (233) along its own axial direction; The second connecting hole (43) is located in the third direction. The second connecting hole (43) is disposed through the sidewalls on opposite sides of the first clamping groove (32) and is rotatably connected to the end of the connecting shaft (42) located outside the locking member (233).

9. The braking force transmission device according to claim 5, characterized in that, A third connecting structure (50) is provided between the second shift fork arm (323) and the push-pull rod (110), the third connecting structure (50) comprising: A connecting groove (51) is provided around the outer periphery of the push-pull rod (110) along the circumference of the push-pull rod (110); The second clamping groove (52) is disposed on the second fork arm (323) along the third direction. The inner wall surfaces on both sides of the second clamping groove (52) are provided with connecting protrusions (520) that are adapted to the connecting groove (51). The connecting protrusions (520) are engaged in the connecting groove (51) and can rotate around their own axis.

10. The braking force transmission device according to claim 3, characterized in that, The second transmission component (222) includes a first gear (2221), and the locking component (233) includes: Mounting block (331), on which ratchet (332) is provided, the first gear (2221) meshing with the ratchet (332) when the first gear (2221) is in the second position.

11. The braking force transmission device according to claim 2, characterized in that, The first transmission assembly (11) includes: A drive turntable (111) is connected to the second transmission component (222) in a transmission connection. A fixed turntable (112) is located on the upper side of the driving turntable (111) along the first direction, and a plurality of receiving cavities are formed between the fixed turntable (112) and the driving turntable (111). A plurality of rolling balls (113) are provided, and the plurality of rolling balls (113) are disposed in the plurality of receiving cavities in a one-to-one correspondence; When the second transmission component (222) is in the first position, it drives the drive turntable (111) to drive the brake component (12) to move in a straight line.

12. The braking force transmission device according to claim 11, characterized in that, The second transmission component (222) includes a first gear (2221), and the drive turntable has drive teeth circumferentially arranged on its radial outer circumference, the drive teeth meshing with the first gear (2221); and / or, The braking component (12) includes a rotating shaft (121), the axis of which is parallel to a first direction and threadedly engaged with the drive disc (111). The first transmission component (221) includes: The second gear (2211) is connected to the first drive assembly (21) and located on the side of the second transmission component (222) away from the fixed turntable (112) along the first direction. A snap-fit ​​structure (60) is provided between the second gear (2211) and the second transmission component (222). When the second transmission component (222) is in the first position, it is connected to the second gear (2211) through the snap-fit ​​structure (60). The third gear (2212) is sleeved on the rotating shaft (121) and located on the side of the driving turntable (111) away from the fixed turntable (112) in the first direction. The third gear (2212) meshes with the second gear (2211), and a limiting structure (70) is provided between the third gear (2212) and the rotating shaft (121). The limiting structure (70) is used to restrict the third gear (2212) from rotating relative to the rotating shaft (121) in its own circumference and to allow the rotating shaft (121) to move linearly relative to the third gear (2212). When the second transmission component (222) is in the first position, the drive turntable (111) drives the rotating shaft (121) to move in a straight line. When the second transmission component (222) is in the second position, the third gear (2212) drives the rotating shaft (121) to move in a straight line relative to the drive turntable (111).

13. The braking force transmission device according to claim 12, characterized in that, The limiting structure (70) includes: A sliding boss (71) is provided on the inner wall surface of the third gear (2212) near the rotating shaft (121); A sliding groove (72) is provided on the rotating shaft (121) and extends along the axial direction of the rotating shaft (121). A sliding boss (71) is adapted to the sliding groove (72). The sliding boss (71) is inserted into the sliding groove (72) and can slide relative to the sliding groove (72) along the axial direction of the rotating shaft (121).

14. The braking force transmission device according to claim 12, characterized in that, The snap-fit ​​structure (60) includes: First protruding teeth (61), the first protruding teeth (61) include a plurality of them, along a first direction, the plurality of first protruding teeth (61) are located on the side of the first gear (2221) close to the second gear (2211) and are spaced apart along the circumferential direction of the first gear (2221); The second protruding tooth (62) includes a plurality of protruding teeth. Along the first direction, the plurality of second protruding teeth (62) are located on the side of the second gear (2211) close to the first gear (2221) and are spaced apart along the circumferential direction of the second gear (2211). When the first gear (2221) is in the first position, the plurality of first protruding teeth (61) and the plurality of second protruding teeth (62) mesh with each other.

15. The braking force transmission device according to claim 12, characterized in that, The first driving component (21) includes: A drive shaft (211) with its axial direction parallel to a first direction; a first gear (2221) is sleeved on the drive shaft (211) and can move relative to the axial direction of the drive shaft (211); and a second gear (2211) is fixedly sleeved on the drive shaft (211). A driving member is connected to one end of the driving shaft (211) away from the second gear (2211), and the driving member drives the driving shaft (211) to rotate about its own axis.

16. A brake, characterized in that, Includes the braking force transmission device as described in any one of claims 1 to 15.

17. A vehicle, characterized in that, Includes the brake as described in claim 16.

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