CN110936974B - Brake, rail transit braking system and rail transit system - Google Patents
Brake, rail transit braking system and rail transit system Download PDFInfo
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- CN110936974B CN110936974B CN201811107518.XA CN201811107518A CN110936974B CN 110936974 B CN110936974 B CN 110936974B CN 201811107518 A CN201811107518 A CN 201811107518A CN 110936974 B CN110936974 B CN 110936974B
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- Prior art keywords
- brake
- rail transit
- rotating shaft
- braking
- emergency
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
- B61H1/00—Applications or arrangements of brakes with a braking member or members co-operating with the periphery of the wheel rim, a drum, or the like
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
- B60T13/741—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive acting on an ultimate actuator
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
- B60T13/746—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive and mechanical transmission of the braking action
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61H—BRAKES OR OTHER RETARDING DEVICES SPECIALLY ADAPTED FOR RAIL VEHICLES; ARRANGEMENT OR DISPOSITION THEREOF IN RAIL VEHICLES
- B61H13/00—Actuating rail vehicle brakes
- B61H13/20—Transmitting mechanisms
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Braking Arrangements (AREA)
Abstract
The invention discloses a brake, a rail transit brake system and a rail transit system, wherein the brake comprises a motor, a motion mechanism and an emergency brake mechanism, a brake caliper body is provided with a first brake piece, the motion mechanism is movably connected with a main shaft of the motor along the axial direction of the motion mechanism, the motion mechanism is provided with a second brake piece, the motion mechanism is configured to convert the rotary motion of the main shaft of the motor into the linear motion of the second brake piece, the second brake piece clamps a brake disc of the rail transit under the pushing of the motion mechanism, the emergency brake mechanism is arranged on the brake caliper body and normally locks the motion mechanism in the axial direction of the motion mechanism, and the emergency brake mechanism is configured to unlock the motion mechanism during emergency braking and drive the second brake piece to move towards the first brake piece by pushing the motion mechanism to move so as to clamp the brake disc of the rail transit. The brake for the rail transit braking system has the advantages of simple structure, high transmission efficiency, sensitive response and easiness in assembly and maintenance.
Description
Technical Field
The invention relates to the field of rail transit, in particular to a brake, a rail transit braking system and a rail transit system.
Background
The rail transit braking system in the related art usually adopts a hydraulic or pneumatic braking system, and uses hydraulic or pneumatic as a braking energy source, so that the braking system has more pipelines, thereby causing the structure to be more complex, the volume to be larger, and the arrangement to be unfavorable.
Disclosure of Invention
The present invention is directed to solving at least one of the problems of the prior art. To this end, an object of the present invention is to propose a brake for a rail transit braking system which is simple in structure, high in transmission efficiency, sensitive in response, and easy to assemble and maintain.
The invention also provides a rail transit braking system with the brake for the rail transit braking system.
The invention also provides a rail transit system with the rail transit braking system.
The brake for the rail transit brake system according to the embodiment of the first aspect of the invention comprises a brake caliper body, wherein a first brake pad is arranged on the brake caliper body; the motor is arranged on the brake caliper body; the motion mechanism is movably connected with the spindle of the motor along the axial direction of the motion mechanism, is provided with a second brake block and is configured to convert the rotary motion of the spindle of the motor into the linear motion of the second brake block, and the second brake block moves towards the first brake block under the pushing of the motion mechanism so as to clamp a brake disc of the rail transit; the emergency braking mechanism is arranged on the brake caliper body and is used for normally locking the motion mechanism in the axial direction of the motion mechanism, and the emergency braking mechanism is configured to unlock the motion mechanism during emergency braking and drive the second brake pad to move towards the first brake pad by pushing the motion mechanism to move so as to clamp a brake disc of the rail transit.
According to the brake for the rail transit braking system, the motor is adopted to provide a braking source, and the emergency braking mechanism is arranged, so that compared with a hydraulic brake in the related technology, parts such as a braking pipeline and the like can be omitted, the overall structure is simplified, the size is reduced, the structural arrangement is convenient, the braking response speed and the transmission efficiency can be improved, and the emergency braking mechanism is arranged to enable the brake to be emergently braked under the condition that the rail transit braking system is powered off, so that the reliability of the rail transit braking system is improved.
According to some embodiments of the invention, the motion mechanism comprises: the rotating shaft is movably connected with a main shaft of the motor along the axial direction of the rotating shaft; the transmission mechanism is connected with the rotating shaft at one end and provided with a second brake block at the other end, the transmission mechanism is configured to convert the rotating motion of the rotating shaft into the linear motion of the second brake block, and the second brake block moves towards the first brake block under the pushing of the transmission mechanism so as to clamp a brake disc of the rail transit; wherein the emergency brake mechanism normally locks the rotating shaft in an axial direction of the rotating shaft, and the emergency brake mechanism is configured to unlock the rotating shaft when emergency braking occurs and to move the second brake pad toward the first brake pad by pushing the rotating shaft to move so as to clamp a brake disc of the rail transit.
According to some embodiments of the invention, the brake for a rail transit braking system further comprises: the speed reducing mechanism is arranged on the brake caliper body and provided with an output shaft, and a main shaft of the motor is connected with the speed reducing mechanism and the rotating shaft is connected with the output shaft.
According to some examples of the invention, the reduction mechanism is a planetary reduction gearbox.
According to some examples of the invention, the emergency braking mechanism comprises: the bearing piece is connected with the rotating shaft, and the rotating shaft can rotate relative to the bearing piece; the emergency driving mechanism is arranged on the brake caliper body and is connected with the bearing piece so as to unlock the bearing piece during emergency braking, and the bearing piece is pushed to move so as to drive the rotating shaft to move.
According to some examples of the invention, the bearing member is a bearing ring, the emergency driving mechanism comprises a first elastic member, the first elastic member is arranged between the speed reducing mechanism and the bearing ring, and the first elastic member is in a normal compression state; the electromagnetic clutch is arranged on the brake caliper body, one of the electromagnetic clutch and the bearing ring is provided with a groove, and the other one of the electromagnetic clutch and the bearing ring is provided with a bulge which is suitable for being clamped in the groove; when the electromagnetic clutch is electrified, the protrusions are matched with the grooves to lock the force bearing ring; when the electromagnetic clutch is powered off, the protrusion is separated from the groove to unlock the force bearing ring, and the rotating shaft moves along the axial direction of the rotating shaft under the pushing of the first elastic piece.
According to some examples of the invention, the number of the first elastic part is one, the first elastic part is sleeved outside the rotating shaft, and the lower end of the first elastic part is connected with the peripheral edge of the bearing ring in a stop manner.
According to some examples of the invention, the first elastic part is a plurality of first elastic parts, and the plurality of first elastic parts are arranged at the periphery of the bearing ring at intervals along the circumferential direction and are in abutting connection with the periphery of the bearing ring.
According to some examples of the invention, the rotation shaft is sleeved on the output shaft, and the rotation shaft includes: a first annular body and a second annular body arranged spaced apart from the first annular body in an axial direction of the output shaft; the bearing ring is sleeved on the connecting sleeve and positioned between the first annular body and the second annular body, and bearings are respectively arranged between the first annular body and the bearing ring and between the bearing ring and the second annular body.
According to some examples of the invention, the electromagnetic clutch comprises: the electromagnetic clutch comprises a first tile body and a second tile body, wherein one end of the first tile body is hinged with one end of the second tile body, the inner peripheral wall of at least one of the first tile body and the second tile body is provided with a protrusion or a groove, one of the other end of the first tile body and the other end of the second tile body is provided with a first armature, and the other end of the first tile body and the other end of the second tile body is provided with a first electromagnet; and two ends of the second elastic part are respectively connected with the other end of the first tile body and the other end of the second tile body, and the second elastic part is in a normal compression state under the action of the first armature and the first electromagnet.
According to some examples of this invention, the emergency braking mechanism further comprises a manual release braking mechanism, the manual release braking mechanism comprising: the screw mechanism is rotatably arranged on the brake caliper body; the top ring mechanism is connected with the inner peripheral wall of the spiral mechanism, a preset distance is reserved between the top ring mechanism and the lower surface of the bearing ring, and the top ring mechanism is driven by the spiral mechanism to move along the axial direction of the spiral mechanism.
According to some examples of the present invention, the brake for a rail transit brake system further includes a parking brake mechanism provided to the caliper body, and configured to lock the spindle of the motor when performing electric parking.
According to some examples of the invention, the spindle is provided with a brake ring spaced apart from the caliper body, and the parking brake mechanism comprises: the sliding block is arranged between the brake ring and the brake caliper body, and can move between a first position for locking the main shaft and a second position for unlocking the main shaft; the third elastic piece is arranged between the brake ring and the brake caliper body, one end of the third elastic piece is connected with the brake caliper body, and the other end of the third elastic piece is connected with the sliding block; the second electromagnet is arranged at the lower end of the sliding block, when the second electromagnet is electrified, the sliding block is located at the second position, and when the second electromagnet is powered off, the sliding block moves to the first position from the second position under the action of the third elastic piece.
According to some examples of the invention, the outer peripheral wall of the brake ring is provided with a third brake pad, a side of the caliper body facing the outer peripheral wall of the brake ring is provided with a fourth brake pad, and the outer peripheral wall of the slider is provided with a fifth brake pad.
According to some examples of the invention, the transmission mechanism is a ball screw mechanism.
The rail transit brake system according to the embodiment of the second aspect of the invention comprises a control center; at least one brake control unit; according to the brake for the rail transit brake system, the brake control unit is respectively connected with the control center, the brake and the rail transit system.
According to the rail transit braking system provided by the embodiment of the invention, the brake for the rail transit braking system provided by the embodiment of the first aspect of the invention has the characteristics of simple structure, quick braking response, sensitive response, high transmission efficiency, environmental friendliness, reliability in use and the like.
A rail transit system according to an embodiment of the third aspect of the invention comprises a rail transit brake system according to an embodiment of the second aspect of the invention.
According to the rail transit system provided by the embodiment of the invention, the rail transit braking system provided by the embodiment of the second aspect of the invention has the characteristics of simple structure, quick braking response, sensitive response, high transmission efficiency, environmental friendliness, reliable braking and the like.
Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.
Drawings
The above and/or additional aspects and advantages of the present invention will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:
FIG. 1 is a schematic illustration of a brake for a rail transit braking system according to an embodiment of the present invention;
FIG. 2 is a schematic view of a parking brake system for a brake of a rail transit brake system according to an embodiment of the present invention;
FIG. 3 is a schematic illustration of a retarding mechanism for a brake of a rail transit braking system in accordance with an embodiment of the present invention;
FIG. 4 is a schematic illustration of a transmission for a brake of a rail transit braking system according to an embodiment of the present invention;
FIG. 5 is a schematic view of an emergency braking mechanism for a brake of a rail transit braking system according to an embodiment of the present invention;
FIG. 6 is a schematic diagram of an electromagnetic clutch for an emergency braking mechanism of a brake of a rail transit braking system according to an embodiment of the present invention;
FIG. 7 is a cross-sectional view of a brake for a rail transit braking system according to an embodiment of the present invention;
FIG. 8 is a partial cross-sectional view of a brake for a rail transit braking system according to an embodiment of the present invention;
FIG. 9 is a schematic perspective view of a brake for a rail transit braking system according to an embodiment of the present invention;
FIG. 10 is a schematic view of a rail transit brake system according to an embodiment of the present invention;
FIG. 11 is a circuit diagram of a rail transit brake system according to an embodiment of the present invention;
reference numerals:
a brake 100;
a caliper body 10;
a first brake pad 21; a second brake pad 22; a third brake pad 23; a fourth brake pad 24;
a fifth brake pad 25; a brake disk 26;
a motor 30; a main shaft 32; a brake ring 33;
the speed reduction mechanism 31; an output shaft 311; a planet carrier 312; a planetary gear 313; an input center wheel 314;
an output center wheel 315;
a rotating shaft 40; a first annular body 41; a second annular body 42; a connecting sleeve 43;
a transmission mechanism 50; a screw rod 51; a return device 52; a feed screw nut 53; a ball 54;
an emergency brake mechanism 60; a force bearing ring 61; a groove 611; a first elastic member 62;
an electromagnetic clutch 63; the projections 631; a first tile body 632; a second tile body 633; a second elastic member 634;
a manual release brake mechanism 64; a screw mechanism 641; a top ring mechanism 642;
a parking brake mechanism 70; a slider 71; a third elastic member 72; a second electromagnet 73;
a brake control unit 210;
the rail transit brake system 200.
Detailed Description
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the accompanying drawings are illustrative only for the purpose of explaining the present invention, and are not to be construed as limiting the present invention.
A brake 100 for rail transit according to an embodiment of the first aspect of the present invention is described below with reference to the accompanying drawings.
Referring to fig. 1 to 9, a brake 100 for a rail transit brake system according to an embodiment of the present invention includes a caliper body 10, a motor 30, a moving mechanism, and an emergency braking mechanism 60.
The caliper body 10 is provided with a first brake pad 21, for example, as shown in fig. 1, the caliper body 10 may have a cylindrical mounting cavity, and the first brake pad 21 is provided at a position corresponding to the brake disc 26 on the bottom of the caliper body 10.
The motor 30 is mounted on the caliper body 10, and the moving mechanism is connected to the spindle 32 of the motor 30, and is movable relative to the spindle 32 of the motor 30 in the axial direction of the spindle 32 of the motor 30.
Further, the movement mechanism is provided with a second brake pad 22, the second brake pad 22 is arranged opposite to the first brake pad 21, and a brake disc 26 is arranged between the first brake pad 21 and the second brake pad 22, and the movement mechanism is configured to convert the rotary motion of the main shaft 32 of the motor 30 into the linear motion of the second brake pad 22, so that when the main shaft 32 of the motor 30 rotates forwards or backwards, the second brake pad 22 can move towards or away from the first brake pad 21 under the action of the movement mechanism, thereby clamping the brake disc 26 of the rail traffic to realize braking or releasing the brake disc 26 of the rail traffic to realize braking release.
Furthermore, an emergency brake mechanism 60 is provided on the caliper body 10, for example, as shown in fig. 1, the emergency brake mechanism 60 may be installed on an inner wall surface of the installation cavity, the emergency brake mechanism 60 normally locks the motion mechanism in an axial direction of the motion mechanism, so that the motion mechanism is located on a side (e.g., an upper side in fig. 1) away from the brake disc 26 in the axial direction, when the emergency brake mechanism 60 performs emergency braking, for example, when the motor 30 is suddenly powered off or the brake 100 cannot perform normal braking due to other circumstances, the emergency brake mechanism 60 may unlock the motion mechanism and push the motion mechanism to move (e.g., move downward in fig. 1) in a direction close to the brake disc 26 in the axial direction of the motion mechanism, so that the motion mechanism may drive the second brake pad 22 disposed at a lower end of the motion mechanism to move integrally to the first brake pad 21, thereby clamping the brake disc 26 between the first brake pad 21 and the second brake, in this way, by providing the emergency braking mechanism 60, emergency braking can be achieved in the event of a power failure or the like of the rail transit braking system 200, thereby improving the reliability of the brake 100.
Therefore, according to the brake 100 for rail transit of the embodiment of the present invention, the motor 30 is adopted to provide a braking energy source, and the emergency braking mechanism 60 is provided, compared with a hydraulic brake in the related art, components such as a braking pipeline can be omitted, so that the overall structure is simplified, the volume is reduced, the structural arrangement is convenient, meanwhile, the braking response speed and the transmission efficiency can be improved, and the reliability of the rail transit braking system 200 can be improved by providing the emergency braking mechanism 60 to perform emergency braking on the brake 100.
As shown in fig. 1, in some embodiments of the present invention, the moving mechanism includes a rotating shaft 40 and a transmission mechanism 50, the rotating shaft 40 is connected to the main shaft 32 of the motor 30, and the rotating shaft 40 is movable relative to the main shaft 32 of the motor 30 along an axial direction of the rotating shaft 40, for example, the rotating shaft 40 and the main shaft 32 of the motor 30 may be directly connected or indirectly connected (as shown in fig. 1), and the connection manner therebetween may be a spline connection.
Further, a bottom end of the rotating shaft 40 may be connected to one end of a transmission mechanism 50, the other end of the transmission mechanism 50 is provided with a second brake pad 22, the second brake pad 22 is disposed opposite to the first brake pad 21, and a brake disc 26 is disposed between the first brake pad 21 and the second brake pad 22, the transmission mechanism 50 is configured to convert a rotational motion of the rotating shaft 40 into a linear motion of the second brake pad 22, so that when the rotating shaft 40 rotates by the motor 30, the second brake pad 22 may move toward or away from the first brake pad 21 under the action of the transmission mechanism 50, thereby clamping the brake disc 26 of the rail traffic to achieve braking or releasing the brake disc 26 of the rail traffic to achieve braking release.
Furthermore, the emergency brake mechanism 60 normally locks the rotating shaft 40 in the axial direction of the rotating shaft 40, so that the rotating shaft 40 is located at a side (e.g. the upper side in fig. 1) far away from the brake disc 26 in the axial direction of the rotating shaft 40, when the emergency brake mechanism 60 is in emergency braking, for example, when the motor 30 is suddenly powered off or the brake 100 cannot normally brake due to other situations, the emergency brake mechanism 60 may unlock the rotating shaft 40 and push the rotating shaft 40 to move (e.g. move downwards in fig. 1) in the axial direction of the rotating shaft 40 to a direction close to the brake disc 26, so that the rotating shaft 40 may bring the transmission mechanism 50 connected thereto and the second brake pad 22 arranged at the lower end of the transmission mechanism 50 to move integrally to the first brake pad 21, thereby clamping the brake disc 26 between the first brake pad 21 and the second brake pad 22 to realize braking, so that emergency braking can be realized by arranging the emergency brake mechanism 60 under the condition that the rail, thereby improving the reliability of the brake 100.
Referring to fig. 1 and 3, in some embodiments of the present invention, the brake 100 further includes a speed reducing mechanism 31, the speed reducing mechanism 31 may be disposed on an inner wall of the mounting cavity of the caliper body 10, the speed reducing mechanism 31 has an output shaft 311, one end of the speed reducing mechanism 31 is connected to the spindle 32 of the motor 30, and the other end of the speed reducing mechanism 31 is connected to the output shaft 311, such that the rotating shaft 40 is indirectly connected to the spindle 32 of the motor 30 through the output shaft 311 of the speed reducing mechanism 31, and the rotating shaft 40 is movably connected to the output shaft 311 of the speed reducing mechanism 31 along an axial direction of the rotating shaft 40, for example, through a spline connection therebetween, such that while ensuring that the emergency braking mechanism 60 can push the rotating shaft 40 to move to drive the second brake pad 22 to achieve braking, the rotating speed and torque of the motor 30 can be adjusted by using the speed reducing mechanism, preferably, the reduction mechanism 31 may be a planetary reduction gear.
As shown in fig. 3, in a further example of the present invention, the speed reducing mechanism 31 may include an input shaft, an input central wheel 314, a planet carrier 312, a planet wheel 313, an output central wheel 315, and an output shaft 311, two ends of the input shaft are respectively connected to the main shaft 32 and the input central wheel 314 of the motor 30, two ends of the output shaft 311 are respectively connected to the output central wheel 315 and the rotating shaft 40, and the main shaft 32 of the motor 30 is driven to rotate by the input shaft, the input central wheel 314, the planet wheel 313, the output central wheel 315, and the output shaft 311, so that the speed reducing mechanism 31 is utilized to reduce speed and increase torque, obtain a larger transmission ratio, and ensure the braking reliability of the brake 100.
In some examples of the invention, as shown in fig. 1, the emergency brake mechanism 60 includes a carrier connected to the rotatable shaft 40 and an emergency drive mechanism, and the rotatable shaft 40 is rotatable relative to the carrier.
The emergency driving mechanism is arranged on the brake caliper body 10 and is connected with the force bearing piece, so that during emergency braking, the force bearing piece is unlocked by the emergency driving mechanism, the force bearing piece is pushed to move, the rotating shaft 40 which is associated with the force bearing piece is driven to move, the driving transmission mechanism 50 is driven to linearly move, the second brake piece 22 moves towards the first brake piece 21, and the brake disc 26 of the rail transit is clamped to realize braking or the brake disc 26 of the rail transit is loosened to realize brake release.
As shown in fig. 1 and 5, in some examples of the present invention, the force bearing member may be a force bearing ring 61, the emergency driving mechanism includes a first elastic member 62, an electromagnetic clutch 63, the force bearing ring 61 is connected to the rotating shaft 40, and the rotating shaft 40 is rotatable relative to the force bearing ring 61, for example, a thrust bearing is provided between the rotating shaft 40 and the force bearing ring 61.
The first elastic member 62 may be a spring member, the first elastic member 62 is disposed between the speed reducing mechanism 31 and the force bearing ring 61, the first elastic member 62 is in a normal compression state, in other words, the first elastic member 62 is in a normal compression state under the action of the force bearing ring 61, the electromagnetic clutch 63 is disposed on the caliper body 10, for example, mounted on the inner wall of the mounting cavity of the caliper body 10, one of the electromagnetic clutch 63 and the force bearing ring 61 is provided with a groove 611, the other is provided with a protrusion 631 capable of being engaged in the groove 611, for example, in the example shown in fig. 5, the electromagnetic clutch 63 is provided with a protrusion 631, and the force bearing ring 61 is provided with a protrusion 631 protruding outward relative to the outer peripheral wall of the force bearing ring.
When the brake is normal, namely the electromagnetic clutch 63 is electrified, the protrusion 631 is matched with the groove 611, so that the electromagnetic clutch 63 can lock the force bearing ring 61, the force bearing ring 61 is limited by the electromagnetic clutch 63 in the axial direction, and the first elastic member 62 is in a normal compression state under the action of the force bearing ring 61;
when emergency braking is performed, namely the electromagnetic clutch 63 is powered off, the protrusion 631 is disengaged from the groove 611, so that the force bearing ring 61 is unlocked in the axial direction and can move in the axial direction, the first elastic member 62 in a normal compression state releases potential energy to push the force bearing ring 61 to move downwards, and then the rotating shaft 40 is driven to move along the axial direction, so that emergency braking on the brake disc 26 is realized.
Thus, the emergency braking action of the emergency braking mechanism 60 can be ensured, and the overall structure is compact and simple.
As shown in fig. 1, in some examples, the first elastic member 62 is a single elastic member, for example, the first elastic member 62 is a spring, and is sleeved on the outer periphery of the rotating shaft 40 by the spring, and the lower end of the first elastic member 62 is connected to the outer periphery of the force bearing ring 61 in an abutting manner, so that the number of components can be reduced while ensuring the driving function of the emergency driving mechanism, and meanwhile, the first elastic member 62 is sleeved on the outer periphery of the rotating shaft 40 and is connected to the outer periphery of the force bearing ring 61 in an abutting manner, so that the first elastic member 62 can move smoothly under the action of elastic potential energy, and the braking stability of the emergency braking mechanism 60 can be improved.
In other examples, to ensure the driving force of the emergency driving mechanism and the braking effect in the event of emergency braking, the first elastic member 62 may be multiple, and the multiple first elastic members 62 may be disposed at intervals along the circumferential direction of the force-bearing ring 61 at the outer circumferential edge of the force-bearing ring 61 and connected to the outer circumferential edge of the force-bearing ring 61 in an abutting manner, so as to further improve the reliability of emergency braking of the emergency braking mechanism 60, and avoid the failure of the emergency braking due to the failure of part of the first elastic members 62.
As shown in fig. 1, in some examples of the present invention, the rotating shaft 40 includes a first annular body 41, a second annular body 42, and a connecting sleeve 43, the first annular body 41 and the second annular body 42 are arranged at intervals in an axial direction of the output shaft 311, the connecting sleeve 43 is disposed between and connected to the first annular body 41 and the second annular body 42, respectively, and the first annular body 41, the second annular body 42, and the connecting sleeve 43 are all sleeved on the output shaft 311, and the first annular body 41, the second annular body 42, and the connecting sleeve 43 may be integrally formed, thereby making the structure simple while ensuring the structural strength.
Meanwhile, the force bearing ring 61 is arranged between the first annular body 41 and the second annular body 42, the inner peripheral wall of the force bearing ring 61 is sleeved on the outer peripheral wall of the connecting sleeve 43, and bearings are respectively arranged between the first annular body 41 and the force bearing ring 61 and between the second annular body 42 and the force bearing ring 61, so that the rotation shaft 40 can be ensured to be rotatable relative to the force bearing ring 61, and the force bearing ring 61 and the rotation shaft 40 can synchronously move in the axial direction, so that normal braking can be realized by using rotation of the rotation shaft 40, and emergency braking can be realized by using the force bearing ring 61 and the rotation shaft 40 to synchronously move in the axial direction.
As shown in fig. 6, in some examples of the present invention, the electromagnetic clutch 63 mainly includes a first tile body 632, a second tile body 633 and a second elastic member 634, the first tile body 632 and the second tile body 633 are formed into an arc-shaped structure, one end of the first tile body 632 and one end of the second tile body 633 are hinged, for example, connected by a pin, the inner peripheral wall of at least one of the first tile body 632 and the second tile body 633 is provided with a protrusion 631, at this time, the outer peripheral wall of the bearing ring 61 is correspondingly provided with a groove 611, the protrusion 631 is formed into an arc-shaped protrusion 631 extending along the extending direction of the first tile body 632 or the second tile body 633, so that the protrusion 631 is engaged with the groove 611 on the outer peripheral wall of the bearing ring 61, and the locking reliability of the bearing ring 61 and the electromagnetic clutch 63 can be ensured.
Of course, when the inner peripheral wall of at least one of the first tile 632 and the second tile 633 is provided with a groove, at this time, the outer peripheral wall of the force bearing ring 61 is correspondingly provided with a protrusion to ensure the cooperation between the two, which will be understood by those skilled in the art.
Further, one of the other ends of the first tile body 632 and the second tile body 633 is provided with an armature 635, the other end is provided with a first electromagnet 636, and two ends of the second elastic member 634 are respectively connected to the other end of the first tile body 632 and the other end of the second tile body 633, when the first electromagnet 636 is energized (under a normal braking condition), under the action of the armature 635 and the first electromagnet 636, the other end of the first tile body 632 and the other end of the second tile body 633 approach each other to compress the second elastic member 634, so that the second elastic member 634 is in a normal compression state. When the first electromagnet 636 is powered off (emergency braking), the second elastic member 634 releases potential energy to push the other end of the first tile body 632 and the other end of the second tile body 633 away from each other, so that the protrusion 631 disengages from the groove 611, and the force-bearing ring 61 is unlocked.
As shown in fig. 1, in some examples of the present invention, the emergency braking mechanism 60 further includes a manual release braking mechanism 64, the manual release braking mechanism 64 includes a screw mechanism 641 and a top ring mechanism 642, the screw mechanism 641 is rotatably provided on the caliper body 10, and an axial direction of the screw mechanism 641 is defined.
Further, a top ring mechanism 642 is disposed on an inner wall of the mounting cavity of the caliper body 10, the top ring mechanism 642 is connected to an inner peripheral wall of the screw mechanism 641, a predetermined distance is provided between an upper end of the top ring mechanism 642 and a lower surface of the force bearing ring 61, and the top ring mechanism 642 is configured to be capable of moving in an axial direction of the top ring mechanism 642 under the driving of rotation of the screw mechanism 641, so as to prevent the top ring mechanism 642 from restricting movement of the force bearing ring 61 in the axial direction, and at the same time, it is ensured that the top ring mechanism 642 can jack up the force bearing ring 61 to compress the first elastic member 62 when the top ring mechanism 642 is manually released, thereby achieving resetting.
As shown in fig. 1 and 2, in some examples of the invention, in order to further improve the reliability of braking, the main shaft 32 is provided with a brake ring 33, the brake ring 33 can be sleeved on the outer peripheral wall of the main shaft 32, and the outer peripheral wall of the brake ring 33 is arranged at a distance from the caliper body 10, the brake 100 further comprises a parking brake mechanism 70, and the parking brake mechanism 70 mainly comprises a slide block 71, a third elastic member 72 and a second electromagnet 73.
Further, the brake ring 33 is formed in a substantially truncated cone structure, the slider 71 is provided between the brake ring 33 and the caliper body 10, and the slider 71 is movable up and down between a first position for locking the spindle 32 and a second position for unlocking the spindle 32 (the position of the slider 71 shown in fig. 2 is not the second position).
The third elastic member 72 is disposed between the brake ring 33 and the caliper body 10, the upper end of the third elastic member 72 is connected to the caliper body 10, the lower end is connected to the upper end of the slider 71, and the second electromagnet 73 is disposed at the lower end of the slider 71, for example, in the example of fig. 2, the second electromagnet 73 is disposed directly below the slider 71 to ensure the direction of the magnetic force applied to the slider 71, thereby ensuring the smoothness of the movement of the slider 71.
When the second electromagnet 73 is electrified, the sliding block 71 is moved downwards to the second position under the action of the magnetic force of the second electromagnet 73, so that the third elastic element 72 is in a stretching state, and the main shaft 32 of the motor 30 can rotate freely;
when the second electromagnet 73 is de-energized (i.e., performs the parking brake function), the magnetic force applied to the slider 71 disappears, and the peripheral side wall of the slider 71 respectively abuts against the side wall of the caliper body 10 and the side wall of the brake ring 33 under the potential energy of the third elastic member 72, so as to limit the rotation of the spindle 32 and achieve the parking brake function.
Preferably, as shown in fig. 2, a gap with a frustum-shaped cross section is formed between the brake ring 33 and the corresponding brake caliper body 10, and the slider 71 is substantially formed into a frustum-shaped structure and can be fitted with the frustum-shaped gap, so as to ensure the reliability of the fit between the slider 71 and the brake ring 33 and the brake caliper body 10.
In some alternative examples of the present invention, as shown in fig. 2, in order to increase the braking friction force and ensure the braking reliability, the outer peripheral wall of the brake ring 33 is provided with the third brake pad 23, the side of the caliper body 10 facing the outer peripheral wall of the brake ring 33 is provided with the fourth brake pad 24, and the outer peripheral wall of the slider 71 is provided with the fifth brake pad 25, so that when the slider 71 is in the first position, i.e. when the parking brake is implemented, the brake is implemented between the side wall of the slider 71 and the caliper body 10 and between the side wall of the slider 71 and the brake ring 33 respectively by using the brake pads, thereby ensuring the parking brake, reducing the wear of the parts and improving.
As shown in fig. 1 and 4, the transmission mechanism 50 is optionally a ball screw mechanism.
Specifically, the transmission mechanism 50 mainly comprises a screw rod 51, a screw nut 53 and a reverser 52, the screw rod 51 is connected with the rotating shaft 40, the screw nut 53 is sleeved on the screw rod 51, the lower end of the screw nut 53 is connected with the second brake pad 22, and the reverser 52 is connected with the screw nut 53 and sleeved on the screw rod 51.
Further, the lead screw nut 53, the return device 52 and the lead screw 51 together define a raceway, and a plurality of balls 54 are disposed in the raceway, so that when the lead screw is rotated by the rotating shaft 40, the balls 54 move along the raceway and make the lead screw nut 53 perform a linear feed motion, and the return device 52 disposed on the lead screw nut 53 can prevent the balls 54 from rolling out of the raceway. Under the action of the return device 52, the balls 54 can make a closed circulation motion in the raceway, so as to form a continuous rolling motion, so that the ball 54 can continuously work.
In some examples of the invention, as shown in fig. 11, where K1 is a normally closed type gang switch, K2 is a normally open type gang switch, J1 is a relay, and the motor 30, the switches K1, and K2 are controlled by a brake control center.
Under the normal operation condition, when braking is needed, the K2 is controlled by the brake control center to close the circuit. The second electromagnet 73 of the parking brake mechanism 70 is energized to perform the parking release function; meanwhile, the relay J1 works to switch on the circuit of the motor 30, so that the motor 30 starts to work and enters a service braking state.
When the parking brake is performed, the control unit K2 is turned off, the motor 30 is stopped, and the second electromagnet 73 of the parking brake mechanism 70 is de-energized to perform the parking operation.
When emergency braking is carried out, if the system power is lost, the electromagnetic clutch 63 of the emergency braking mechanism 60 is powered off to execute emergency braking action, meanwhile, the second electromagnet 73 of the parking braking mechanism 70 is powered off to execute parking action and lock the braking executing mechanism, the motor 30 does not rotate, and system components are kept safe; if the system is in failure, an emergency brake button can be pressed (or a brake control center sends out an emergency brake command), K1 is disconnected, the system is powered off, and the emergency brake state is directly entered.
Therefore, the braking reliability of the rail transit braking system 200 is effectively guaranteed through the triple braking of normal braking, parking braking and emergency braking.
A rail transit brake system 200 according to an embodiment of the second aspect of the present invention will now be described with reference to fig. 1-11.
The rail transit brake system 200 according to an embodiment of the present invention comprises a control center, at least one brake control unit 210 and a brake 100 according to an embodiment of the first aspect of the present invention.
As shown in fig. 10, the brake control units 210 are respectively connected to the control center and the rail transit, the brake control unit 210 may include one, for example, a plurality of vehicles that control the rail transit through one brake control unit 210, and the brake control unit 210 may also include a plurality of, for example, as shown in the example of fig. 10, each vehicle of the rail transit may be provided with one brake control unit 210, so as to improve the control reliability.
Further, the brake 100 is connected to the brake control unit 210, so that the brake control unit 210 can control the brake 100 to perform operations such as normal braking, emergency braking, parking braking, and manual release of the emergency braking according to at least one of a signal of a control center, vehicle state information of rail traffic, a manual intervention condition of the brake 100, a rotor position signal of the motor 30, a braking state signal of the brake 100, and a wheel speed signal of rail traffic.
The specific control process is as follows:
when the rail transit vehicle needs to perform braking, the control center issues a braking instruction, and the braking control unit 210 receives a wheel speed signal, a rotor position signal of the motor 30, an actuator braking state signal (states of the second brake pad 22, the brake disc 26, the first brake pad 21 and other parts), and a driving circuit current signal according to the instruction of the control center, the vehicle state information and the manual intervention condition, and outputs a control signal through calculation and analysis. The power driving circuit provides current with corresponding magnitude and direction to the brake motor 30 according to the control signal, and further controls the motor 30 to output torque, rotating speed and start and stop, so that the actuating mechanism is controlled to perform corresponding braking action to generate braking force.
Meanwhile, the brake control unit 210 controls the parking brake control mechanism to apply the parking brake or perform emergency braking (safety braking) in case of a system failure according to the vehicle state and a control center command. Furthermore, the rail transit brake system 200 may also be braked urgently or released from braking by way of manual intervention.
In addition, in order to further ensure the braking reliability and improve the braking response speed, one braking control unit 210 can control a plurality of groups of braking execution systems, and the braking control units 210 are connected through a bus, exchange signals in real time and are simultaneously controlled by a control center. And the braking of the whole vehicle is completed through cooperative cooperation.
Therefore, according to the rail transit brake system 200 of the embodiment of the invention, by adopting the brake 100 for rail transit according to the embodiment of the first aspect of the invention, compared with the hydraulic brake system in the related art, the mechanical connection is less, no hydraulic brake pipeline exists, the whole vehicle mass can be effectively reduced, the structure is simplified, the arrangement is easy, no hydraulic brake pipeline and brake fluid exist, the problems of hydraulic oil replacement and hydraulic oil leakage do not exist, and the environmental protection is facilitated; meanwhile, as mechanical and electrical connection is adopted, the brake device has the advantages of rapid signal transmission, quick brake response, sensitive response, high transmission efficiency and energy conservation, and in addition, as a modular structure is adopted, the assembly is simple and the maintenance is easy.
In addition, due to the fact that the electronic intelligent control function is strong, complex electronic control functions such as ABS can be achieved by modifying software programs in the rail transit control system and configuring relevant parameters, and the electronic intelligent control system is easy to match with unmanned vehicles.
The rail transit system according to the embodiment of the third aspect of the present invention comprises a rail transit brake system 200 according to the embodiment of the second aspect of the present invention.
According to the rail transit system disclosed by the embodiment of the invention, by adopting the rail transit braking system 200 disclosed by the embodiment of the second aspect of the invention, the rail transit system has the characteristics of simple structure, quick braking response, sensitive response, high transmission efficiency, environmental friendliness, reliability in braking and the like.
Other constructions and operations of the brake 100 for rail transit and the rail transit brake system 200 according to the embodiment of the present invention are known to those skilled in the art and will not be described in detail herein.
In the description herein, references to the description of the term "one embodiment," "some embodiments," "an illustrative embodiment," "an example," "a specific example," or "some examples" or the like mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.
While embodiments of the invention have been shown and described, it will be understood by those of ordinary skill in the art that: various changes, modifications, substitutions and alterations can be made to the embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.
Claims (17)
1. A brake for a rail transit braking system, comprising:
the brake caliper comprises a brake caliper body, wherein a first brake pad is arranged on the brake caliper body;
the motor is arranged on the brake caliper body;
the motion mechanism is movably connected with the spindle of the motor along the axial direction of the motion mechanism, is provided with a second brake block and is configured to convert the rotary motion of the spindle of the motor into the linear motion of the second brake block, and the second brake block moves towards the first brake block under the pushing of the motion mechanism so as to clamp a brake disc of the rail transit;
the emergency braking mechanism is arranged on the brake caliper body and is used for normally locking the motion mechanism in the axial direction of the motion mechanism, and the emergency braking mechanism is configured to unlock the motion mechanism during emergency braking and drive the second brake pad to move towards the first brake pad by pushing the motion mechanism to move so as to clamp a brake disc of the rail transit.
2. The brake for a rail transit braking system of claim 1, wherein the motion mechanism comprises:
the rotating shaft is movably connected with a main shaft of the motor along the axial direction of the rotating shaft;
the transmission mechanism is connected with the rotating shaft at one end and provided with a second brake block at the other end, the transmission mechanism is configured to convert the rotating motion of the rotating shaft into the linear motion of the second brake block, and the second brake block moves towards the first brake block under the pushing of the transmission mechanism so as to clamp a brake disc of the rail transit;
wherein the emergency brake mechanism normally locks the rotating shaft in an axial direction of the rotating shaft, and the emergency brake mechanism is configured to unlock the rotating shaft when emergency braking occurs and to move the second brake pad toward the first brake pad by pushing the rotating shaft to move so as to clamp a brake disc of the rail transit.
3. The brake for a rail transit braking system of claim 2, further comprising:
the speed reducing mechanism is arranged on the brake caliper body and provided with an output shaft, and a main shaft of the motor is connected with the speed reducing mechanism and the rotating shaft is connected with the output shaft.
4. The brake for a rail transit braking system of claim 3, wherein the speed reduction mechanism is a planetary speed reduction gearbox.
5. The brake for a rail transit braking system of claim 3, wherein the emergency braking mechanism comprises:
the bearing piece is connected with the rotating shaft, and the rotating shaft can rotate relative to the bearing piece;
the emergency driving mechanism is arranged on the brake caliper body and is connected with the bearing piece so as to unlock the bearing piece during emergency braking, and the bearing piece is pushed to move so as to drive the rotating shaft to move.
6. The brake for a rail transit braking system of claim 5, wherein the force-bearing member is a force-bearing ring, and the emergency drive mechanism comprises:
the first elastic piece is arranged between the speed reducing mechanism and the bearing ring and is in a normal compression state;
the electromagnetic clutch is arranged on the brake caliper body, one of the electromagnetic clutch and the bearing ring is provided with a groove, and the other one of the electromagnetic clutch and the bearing ring is provided with a bulge which is suitable for being clamped in the groove;
when the electromagnetic clutch is electrified, the protrusions are matched with the grooves to lock the force bearing ring; when the electromagnetic clutch is powered off, the protrusion is separated from the groove to unlock the force bearing ring, and the rotating shaft moves along the axial direction of the rotating shaft under the pushing of the first elastic piece.
7. The brake for the rail transit braking system as claimed in claim 6, wherein the first elastic member is one, the first elastic member is sleeved outside the rotating shaft, and the lower end of the first elastic member is connected with the circumferential edge of the bearing ring in a stop manner.
8. The brake for the rail transit braking system as claimed in claim 6, wherein the first elastic member is a plurality of first elastic members, and the plurality of first elastic members are arranged at intervals along the circumferential direction at the periphery of the bearing ring and are connected with the periphery of the bearing ring in an abutting manner.
9. The brake for a rail transit braking system of claim 6, wherein the rotating shaft is sleeved on the output shaft, the rotating shaft comprising:
a first annular body and a second annular body arranged spaced apart from the first annular body in an axial direction of the output shaft;
the bearing ring is sleeved on the connecting sleeve and positioned between the first annular body and the second annular body, and bearings are respectively arranged between the first annular body and the bearing ring and between the bearing ring and the second annular body.
10. The brake for a rail transit braking system of claim 6, wherein the electromagnetic clutch comprises:
the electromagnetic clutch comprises a first tile body and a second tile body, wherein one end of the first tile body is hinged with one end of the second tile body, the inner peripheral wall of at least one of the first tile body and the second tile body is provided with a protrusion or a groove, one of the other end of the first tile body and the other end of the second tile body is provided with a first armature, and the other end of the first tile body and the other end of the second tile body is provided with a first electromagnet;
and two ends of the second elastic part are respectively connected with the other end of the first tile body and the other end of the second tile body, and the second elastic part is in a normal compression state under the action of the first armature and the first electromagnet.
11. The brake for a rail transit braking system of claim 5, wherein the emergency braking mechanism further comprises a manual brake release mechanism comprising:
the screw mechanism is rotatably arranged on the brake caliper body;
the top ring mechanism is connected with the inner peripheral wall of the spiral mechanism, a preset distance is reserved between the top ring mechanism and the lower surface of the force bearing piece, and the top ring mechanism is driven by the spiral mechanism to move along the axial direction of the spiral mechanism.
12. The brake for a rail transit brake system according to claim 2, further comprising a parking brake mechanism provided to the caliper body, and configured to lock the spindle of the motor when electric parking is performed.
13. The brake for a rail transit brake system of claim 12, wherein the spindle is provided with a brake ring spaced from the caliper body, the parking brake mechanism comprising:
the sliding block is arranged between the brake ring and the brake caliper body, and can move between a first position for locking the main shaft and a second position for unlocking the main shaft;
the third elastic piece is arranged between the brake ring and the brake caliper body, one end of the third elastic piece is connected with the brake caliper body, and the other end of the third elastic piece is connected with the sliding block;
the second electromagnet is arranged at the lower end of the sliding block, when the second electromagnet is electrified, the sliding block is located at the second position, and when the second electromagnet is powered off, the sliding block moves to the first position from the second position under the action of the third elastic piece.
14. The brake for a rail transit brake system of claim 13, wherein the outer peripheral wall of the brake ring is provided with a third brake pad, a side of the caliper body facing the outer peripheral wall of the brake ring is provided with a fourth brake pad, and the outer peripheral wall of the slider is provided with a fifth brake pad.
15. The brake for a rail transit braking system of claim 2, wherein the transmission mechanism is a ball screw mechanism.
16. A rail transit brake system, comprising:
a control center;
a brake for a rail transit braking system according to any one of claims 1 to 15;
and the brake control unit is respectively connected with the control center, the brake and the rail transit system.
17. A rail transit system comprising a rail transit brake system according to claim 16.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201811107518.XA CN110936974B (en) | 2018-09-21 | 2018-09-21 | Brake, rail transit braking system and rail transit system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201811107518.XA CN110936974B (en) | 2018-09-21 | 2018-09-21 | Brake, rail transit braking system and rail transit system |
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| Publication Number | Publication Date |
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| CN110936974A CN110936974A (en) | 2020-03-31 |
| CN110936974B true CN110936974B (en) | 2021-02-23 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN201811107518.XA Active CN110936974B (en) | 2018-09-21 | 2018-09-21 | Brake, rail transit braking system and rail transit system |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN114179846A (en) * | 2021-12-28 | 2022-03-15 | 中车长春轨道客车股份有限公司 | Pure electric control treading type electromagnetic brake for rail vehicle braking system |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2001082514A (en) * | 1999-09-16 | 2001-03-27 | Asmo Co Ltd | Disc brake device and operation control method thereof |
| JP2003014014A (en) * | 2001-06-29 | 2003-01-15 | Tokico Ltd | Dynamo-electric brake device |
| CN102506106A (en) * | 2011-10-27 | 2012-06-20 | 奇瑞汽车股份有限公司 | Electronic mechanical brake and automobile |
| CN106218665A (en) * | 2016-09-08 | 2016-12-14 | 上海六辔机电科技有限公司 | A kind of active-passive integrated formula rail vehicle motor drives friction stopping device |
| CN207145489U (en) * | 2017-08-29 | 2018-03-27 | 比亚迪股份有限公司 | Disk brake and vehicle |
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2018
- 2018-09-21 CN CN201811107518.XA patent/CN110936974B/en active Active
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2001082514A (en) * | 1999-09-16 | 2001-03-27 | Asmo Co Ltd | Disc brake device and operation control method thereof |
| JP2003014014A (en) * | 2001-06-29 | 2003-01-15 | Tokico Ltd | Dynamo-electric brake device |
| CN102506106A (en) * | 2011-10-27 | 2012-06-20 | 奇瑞汽车股份有限公司 | Electronic mechanical brake and automobile |
| CN106218665A (en) * | 2016-09-08 | 2016-12-14 | 上海六辔机电科技有限公司 | A kind of active-passive integrated formula rail vehicle motor drives friction stopping device |
| CN207145489U (en) * | 2017-08-29 | 2018-03-27 | 比亚迪股份有限公司 | Disk brake and vehicle |
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