CN114321219A - Brake, electromechanical braking system and vehicle - Google Patents

Abstract

The application provides a stopper, electronic machinery braking system and vehicle, stopper include floating caliper body, first friction subassembly, second friction subassembly, gain mechanism, friction disk and actuating mechanism, wherein: the floating caliper body comprises a first side wall and a second side wall, and the floating caliper body can move along a first direction relative to the friction disc. The first friction assembly is connected to the first side wall through the gain mechanism, the second friction assembly is connected to one side, facing the first side wall, of the second side wall, and a portion of the friction disc is located between the first friction assembly and the second friction assembly. The driving mechanism comprises a power input shaft, the power input shaft comprises a first shaft section and a second shaft section, the first shaft section is rotatably connected with the floating clamp body, and the second shaft section is eccentrically arranged with the first shaft section and is in transmission connection with the first friction assembly. The gain mechanism is used for driving the first friction assembly to move along the first direction and driving the floating caliper body to move along the reverse direction of the first direction when the first friction assembly moves along the second direction.

Description

Brake, electromechanical braking system and vehicle

Technical Field

The application relates to the technical field of vehicle braking, in particular to a brake, an electronic mechanical braking system and a vehicle.

Background

An Electronic Mechanical Brake (EMB) system is a brake that uses a wheel end motor to push a reducer, and then to push some mechanical structure that changes rotation into linear motion, such as a ball screw, a cam mechanism, a crank-slider mechanism, a crank-link mechanism, etc., and finally to push a friction plate to generate braking.

The EMB system is installed at the wheel end and is limited by components such as a rim, a bogie, a suspension swing arm and the like, and the weight and the volume of the EMB system are not too large so as not to influence the normal installation of the EMB system at the wheel end. When the EMB system adopts the ball screw mechanism or the crank link mechanism and other transmission components, on one hand, the volume is larger, the installation difficulty of the EMB system is increased, and on the other hand, the structure of the transmission components is more complex, so that the production and the manufacture are not convenient.

Disclosure of Invention

The application provides a brake, an electronic mechanical brake system and a vehicle, so that the structure of the brake is simplified, and the manufacturing cost of the brake is reduced.

In a first aspect, the present application provides a brake comprising a floating caliper body, a first friction assembly, a second friction assembly, a multiplier mechanism, a friction disc, and a drive mechanism, wherein: the floating clamp body comprises a first side wall and a second side wall, the first side wall and the second side wall are arranged along a first direction, the first side wall and the second side wall are oppositely arranged and relatively fixed, and the floating clamp body can move along the first direction relative to the friction disc. The first friction assembly is connected to one side, facing the second side wall, of the first side wall through the gain mechanism, the second friction assembly is connected to one side, facing the first side wall, of the second side wall, one portion of the friction disc is located between the first friction assembly and the second friction assembly, a first friction surface is formed on one side, facing the friction disc, of the first friction assembly, a second friction surface is formed on one side, facing the friction disc, of the second friction assembly, and when the friction disc is braked, the first friction surface and the second friction surface are respectively abutted to the friction disc. The driving mechanism comprises a power input shaft, the power input shaft comprises a first shaft section and a second shaft section, the first shaft section can rotate around the axis of the first shaft section and is connected with the floating clamp body in a rotating mode, and the second shaft section is eccentrically arranged with the first shaft section and is connected with the first friction assembly in a transmission mode. The booster mechanism may be configured to drive the first friction assembly to move in the first direction and drive the floating caliper body to move in a direction opposite to the first direction when the first friction assembly moves in the second direction, where the first direction is a central axis direction of the friction disc, and the second direction is perpendicular to the first direction.

Compared with a traditional brake, the brake device has the advantages that the driving mechanism is arranged to change rotation into linear motion, the floating caliper body, the first friction assembly, the gain mechanism and the second friction assembly are arranged to generate a braking effect, in the specific implementation, the first shaft section rotates around the axis of the first shaft section, the second shaft section can be driven to move along the second direction while the first shaft section rotates due to the fact that the second shaft section and the first shaft section are arranged eccentrically, the first friction assembly moves along the second direction under the action of the second shaft section, at the moment, the first friction assembly can move along the first direction under the action of the gain mechanism, namely, the first friction surface moves towards the friction disc, the floating caliper body is pushed to move along the opposite direction of the first direction, namely, the second friction surface moves towards the friction disc, and finally the friction disc is braked through the matching of the first friction surface and the second friction surface. The structure of the brake avoids a ball screw mechanism or a crank connecting rod mechanism, simplifies the structure, and increases the brake gain ratio by the driving mode.

In some possible embodiments, the brake may further include a fixed caliper mounted to the floating caliper body movably in the first direction, and the fixed caliper may be fixed to the vehicle body, thereby stabilizing the overall structure of the brake.

In some possible embodiments, the floating caliper body is mounted to the fixed caliper frame by a floating pin, wherein both ends of the floating pin are respectively fixed to the first side wall and the second side wall, the fixed caliper frame is provided with a slideway extending along the first direction, the floating pin is movably arranged in the slideway relative to the slideway, so that the friction force in the second direction does not directly act on the fixed caliper frame but acts on the floating pin, and the floating pin is movably arranged in the slideway and can provide the supporting force in the second direction.

In some possible implementations, the first friction assembly may include a first friction plate case and a first friction plate, and the first friction plate may be located in the first friction plate case and disposed toward the friction plate, so that a first friction surface is formed toward one side of the friction plate, and a friction force in a second direction may be transmitted through the first friction plate case, thereby optimizing a stress structure, and improving reliability and lifespan.

Similarly, to optimize the force-bearing structure of the second friction assembly, in some possible embodiments, the second friction assembly may include a second friction plate box and a second friction plate, and the second friction plate may be located in the second friction plate box and disposed toward the friction plate, so that one side of the second friction plate facing the friction plate forms a second friction surface, and the friction force in the second direction is transmitted through the second friction plate box, thereby also improving the reliability and the service life of the second friction assembly.

In some possible embodiments, the first friction assembly may further include a first wear compensation mechanism operable to urge the first friction plate toward the friction disc, and in particular embodiments, the first wear compensation mechanism may include a first screw positioned on a side of the first friction plate facing away from the friction disc and threadably coupled to the first friction pack housing. When the first friction plate is worn and thinned, the first screw can be screwed in the direction of the first friction plate, so that the first friction plate is pushed to move close to the friction plate, and the stress of the structure is optimized.

Similarly, for further optimizing the stress of the structure, the second friction assembly may further include a second wear compensation mechanism, and the second wear compensation mechanism may be configured to push the second friction plate to move toward the friction plate. When the second friction plate is worn and thinned, the second screw can be screwed down towards the second friction plate, so that the second friction plate is pushed to move close to the friction plate, and the stress of the structure is optimized.

In some possible embodiments, the gain mechanism may be two, and the two gain mechanisms are symmetrically disposed on two sides of the second shaft section, and the gain mechanism may include a first V-shaped groove, a second V-shaped groove, and a rolling element, the first V-shaped groove is disposed on the first side wall, a notch of the first V-shaped groove faces the first friction component, the second V-shaped groove is disposed on the first friction component, a notch of the second V-shaped groove faces the first side wall, and the rolling element is located between the first V-shaped groove and the second V-shaped groove and abuts against surfaces of the two grooves, so that when the first friction component moves in the second direction under the action of the second shaft section, the rolling element rolls in the groove to drive the first friction component to move in the first direction.

In some possible embodiments, the second shaft section and the first friction component are provided with a bearing mechanism, and when implemented, the bearing mechanism can be a rolling bearing mechanism or a sliding bearing mechanism, so that the friction loss between the second shaft section and the first friction component is reduced, and the service performance is improved.

In a second aspect, the present application further provides an electromechanical braking system, including a control system and a brake as described in any of the above embodiments, where the control system is electrically connected to a driving motor of the brake and is configured to control a power input shaft of a driving mechanism to rotate, so as to drive a first friction component to move in a first direction and drive a second friction component to move in a direction opposite to the first direction, so that a first friction surface and a second friction surface respectively abut against two sides of a friction disc, thereby implementing braking.

In a third aspect, the present application further provides a vehicle, which includes a vehicle body, a wheel, and the above-mentioned electromechanical brake system, where a friction disc in the electromechanical brake system is fixedly connected to the wheel, and when the wheel rotates, the friction disc is driven to rotate synchronously, and when the control system receives a braking signal, the brake brakes the friction disc, so as to brake the wheel.

Drawings

FIG. 1 is a schematic structural diagram of a vehicle according to an embodiment of the present application;

FIG. 2 is a schematic diagram of a control logic of the EMB system of the present application;

FIG. 3 is a schematic view of one construction of the brake of FIG. 2;

FIG. 4 is a schematic cross-sectional view taken at A in FIG. 3;

FIG. 5 is a schematic view of the driving mechanism of FIG. 4 connecting the first side wall and the first friction pack;

FIG. 6 is a schematic view of the driving mechanism of FIG. 4 coupled to a first friction pack;

FIG. 7 is a schematic view of the driving mechanism of FIG. 4 coupled to a first friction pack;

FIG. 8 is a schematic view of the first sidewall and the first friction element of FIG. 4;

FIG. 9 is a schematic illustration of a construction of the second friction pack of FIG. 4;

FIG. 10 is a schematic view of yet another construction of the brake of FIG. 2;

fig. 11 is a schematic cross-sectional view at B in fig. 10.

Reference numerals:

1-a vehicle body; 2-vehicle wheels; 3-a pedal; 10-EMB system; 100-a brake; 101-a floating caliper body; 1011-a first side wall; 10111-a via; 1012-a second sidewall; 1013-a third side wall; 1014-a fourth side wall; 102-a first friction component; 1021-a first friction pack; 10211-first slot; 10212-third slot; 1022 — a first friction plate; 1023-a first wear compensation mechanism; 10231-a first screw; 103-a second friction assembly; 1031-a second friction sheet cassette; 10311-second open slot; 1032-a second friction plate; 1033-a second wear compensation mechanism; 10331-a second screw; 104-a gain mechanism; 1041-a first V-shaped groove; 1042 second V-shaped groove; 1043-rolling elements; 105-a friction disc; 106-a drive mechanism; 1061-motor; 1062-speed reducer; 1063-a first shaft section; 1064-second shaft section; 107-fixing the clamp frame; 108-a floating pin; 109. 110-a bearing mechanism; 200-a control system; 201-dry pedal feedback; 202-electronic parking brake system button; 203-a controller; and 3-step.

Detailed Description

The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application.

The terminology used in the following examples is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. As used in the specification of this application and the appended claims, the singular forms "a", "an", "the" and "the" are intended to include the plural forms as well, such as "one or more", unless the context clearly indicates otherwise.

Reference throughout this specification to "one embodiment" or "some embodiments," or the like, means that a particular feature, structure, or characteristic described in connection with the embodiment is included in one or more embodiments of the present application. Thus, appearances of the phrases "in one embodiment," "in some embodiments," "in other embodiments," or the like, in various places throughout this specification are not necessarily all referring to the same embodiment, but rather "one or more but not all embodiments" unless specifically stated otherwise. The terms "comprising," "including," "having," and variations thereof mean "including, but not limited to," unless expressly specified otherwise.

As shown in fig. 1, fig. 1 is a schematic structural diagram of a vehicle according to an embodiment of the present application. The vehicle may comprise a body 1, wheels 2 and an electromechanical brake system 10, the electromechanical brake system 10 being operable on the wheels 2 for providing a braking force to the vehicle for stopping the vehicle in motion. It should be noted that fig. 1 only schematically shows some components included in the vehicle, and the actual shape, the actual size, the actual position, and the actual configuration of these components are not limited to fig. 1 and the following drawings. In addition, although not shown, the vehicle may further include a powertrain, a transmission system, and the like, which are not described in detail herein.

Fig. 2 is a schematic structural diagram of an electromechanical braking system according to an embodiment of the present disclosure. As shown in fig. 2, the electromechanical brake system 10 includes a brake 100 and a control system 200, the control system 200 may include a dry pedal feedback 201, an Electric Park Brake (EPB) button 202 and a controller 203, the dry pedal feedback 201 is connected with the pedal 3 of the vehicle, and the dry pedal feedback 201 and the EPB button 202 are both in signal connection with the controller 203, and the controller 203 is connected with the brake 100. In specific implementation, when a user presses the pedal 3, the dry pedal feedback device 201 receives a signal and transmits the signal to the controller 203, the controller 203 receives the signal and controls the brake 100 to start the braking mode, or when the user presses the electronic parking brake system button 202, the controller 203 transmits a braking signal to the controller 203, and the controller 203 receives the signal and controls the brake 100 to start the braking mode.

Referring to fig. 1, 2, 3 and 4 together, fig. 3 is a schematic structural diagram of the brake in fig. 2, fig. 4 is a schematic sectional diagram of a part a in fig. 3, the brake 100 may include a floating caliper 101, a first friction assembly 102, a second friction assembly 103, a booster mechanism 104, a friction disc 105 and a driving mechanism 106, the friction disc 105 is mounted on a hub of the wheel 2, the vehicle body 1 may be mounted with a fixed caliper 107, and the floating caliper 101 may be connected to the vehicle body 1 through the fixed caliper 107 for stable connection. Wherein the floating caliper body 101 comprises a first side wall 1011 and a second side wall 1012 arranged oppositely, the first side wall 1011 and the second side wall 1012 are arranged along a first direction, and the first side wall 1011 and the second side wall 1012 are fixed relatively, the first friction assembly 102 is connected to a side of the first side wall 1011 facing the second side wall 1012 through the intensifying mechanism 104, a side thereof facing the second side wall 1012 forms a first friction surface, the second friction assembly 103 is fixedly connected to a side of the second side wall 1012 facing the first side wall 1011, a side thereof facing the first side wall 1011 forms a second friction surface, a portion of the friction disc 105 is located between the first friction surface and the second friction surface, the caliper body 101 can move along the first direction relative to the friction disc 105, that is, the floating caliper body 101 can drive the first friction assembly 102 and the second friction assembly 103 to move towards the friction disc 105, the intensifying mechanism 104 can be used for when the first friction assembly 102 moves along the second direction, the first friction assembly 102 is driven to move in a first direction, which may be referred to as a central axis direction of the friction disc 105, and a second direction perpendicular to the first direction.

In some embodiments, with continued reference to fig. 4, the floating caliper body 101 may further include a third side wall 1013 and a fourth side wall 1014 which are oppositely disposed along the second direction, both ends of the third side wall 1013 are respectively connected with the first side wall 1011 and the second side wall 1012, and both ends of the fourth side wall 1014 are also respectively connected with the first side wall 1011 and the second side wall 1012, so that the floating caliper body 101 is generally frame-shaped as a whole, so as to facilitate the relative fixation between the first side wall 1011 and the second side wall 1012, and the overall structure is stable.

The floating caliper body 101 may be attached to the fixed caliper frame 107 by a floating pin 108, and in a specific embodiment, two floating pins 108 may be provided, and the two floating pins 108 may be symmetrically provided with respect to the central axis of the friction disk 105 as a symmetry axis. Furthermore, a slide (not shown) extending in the first direction may be provided in the fixed caliper frame 107, a middle portion of the floating pin 108 passes through the slide, one end of the floating pin 108 is fixedly connected to the first side wall 1011, the other end of the floating pin 108 is fixedly connected to the second side wall 1012, and the floating pin 108 can slide in the first direction, thereby achieving the movement of the floating caliper body 101 with respect to the fixed caliper frame 107. It should be noted that the floating pin 108 can provide a larger supporting force in the second direction by adopting a double-head fixing manner, so that the overall force effect can be optimized.

Referring to fig. 4 and 5 together, the driving mechanism 106 includes a motor 1061, a speed reducer 1062 and a power input shaft, an output shaft of the motor 1061 is in transmission connection with the power input shaft through the speed reducer 1062, and the speed reducer 1062 is used for reducing the speed and increasing the torque of the driving force output by the motor 1061 and outputting the driving force to the power input shaft. The power input shaft may include a first shaft section 1063 and a second shaft section 1064, one end of the first shaft section 1063 being connected with the speed reducer 1062, and the other end of the first shaft section 1063 being connected with the second shaft section 1064. The first shaft section 1063 can rotate around its axis, a through hole 10111 is formed on the first side wall 1011, and the first shaft section 1063 can be rotatably assembled in the through hole 10111; the second shaft section 1064 is eccentrically disposed with respect to the first shaft section 1063, and the second shaft section 1064 is in transmission connection with the first friction assembly 102, so that the first shaft section 1063, when rotating around its own axis, can drive the second shaft section 1064 to move in the second direction, so that the second shaft section 1064 can drive the first friction assembly 102 to move in the second opposite direction. Under the action of the booster mechanism 104, the first friction component 102 can also move in the first direction until the first friction surface abuts against the friction disc 105, and the floating caliper 101 can also move in the opposite direction of the first direction, so as to drive the second friction component 103 to move in the opposite direction of the first direction until the second friction surface abuts against the friction disc, and finally, the friction disc 105 is braked by the cooperation of the first friction surface and the second friction surface.

In some embodiments, in combination with fig. 4 and 6, the second shaft section 1064 may be an eccentric wheel mechanism, and when the first shaft section 1063 rotates around its axis, the outer profile of the second shaft section 1064 generates a left-right or up-down profile change, thereby generating a linear drive. Taking fig. 6 as an example, the second shaft portion 1064 is eccentrically disposed with respect to the first shaft portion 1063, and when the first shaft portion 1063 rotates, the second shaft portion 1064 can move in the left-right direction, so as to drive the first friction component 102 to move left and right.

Referring to fig. 7, when the second shaft section 1064 is an eccentric wheel mechanism, a bearing mechanism 109 may be further disposed between the second shaft section 1064 and the first friction assembly 102 to reduce friction loss, and the bearing mechanism 109 may be a rolling bearing mechanism or a sliding bearing mechanism, for example. Also, the bearing mechanism 110 may be disposed between the first shaft section 1063 and the first side wall 1011 to reduce friction loss, and the bearing mechanism 110 may be a rolling bearing mechanism or a sliding bearing mechanism, for example.

It should be noted that, in the brake 100 of the present embodiment, since a relatively complex and expensive ball screw mechanism or crank link mechanism is omitted, not only the transmission mechanism is simplified, but also the production and manufacturing are facilitated, and the production cost is reduced.

In some embodiments, referring to fig. 4 and 8, the first friction assembly 102 may include a first friction plate case 1021 and a first friction plate 1022, wherein the first friction plate 1022 is located in the first friction plate case 1021 and is disposed toward the friction disc 105, and in particular, a first open slot 10211 may be disposed on a side of the first friction plate case 1021 facing the friction disc 105, the first friction plate 1022 is disposed in the first open slot 10211, and a first friction surface is formed on a side of the first friction plate 1022 facing the friction disc 105, and both side surfaces of the first friction plate 1022 in the second direction abut against side walls of the first open slot 10211, so that the first friction plate 1022 and the first friction plate case 1021 are relatively fixed. In addition, the first friction sheet box 1021 may further be provided with a third opening 10212 with an opening facing the first side wall 1011, and an end of the second shaft section 1064 far from the first shaft section 1063 may extend into the third opening 10212 and be in transmission connection with the first friction sheet box 1021.

The first friction pack 102 may further include a first wear compensation mechanism 1023, which may be used to urge the first friction plate 1022 towards the friction disc 105 when the first friction plate 1022 becomes thinner due to wear during use, thereby ensuring that sufficient friction is generated between the first friction plate 1022 and the friction disc 105 during braking.

In one implementation, the first wear compensation mechanism 1023 may be a first screw 10231, the first screw 10231 is disposed on a side of the first friction plate 1022 facing away from the friction disc 105 and is in threaded connection with the first friction plate box 1021, in an initial state, the first screw 10231 may contact the first friction plate 1022, when the first friction plate 1022 and the friction disc 105 rub against each other, a force applied to the first friction plate 1022 may react with the first screw 10231 and is transmitted to the first friction plate box 1021 through the first screw 10231, so as to reduce a force applied to the first screw 10231 in a first direction. When the first friction plate 1022 is worn and thinned, the first screw 10231 may be tightened toward the first friction plate 1022 and urge the first friction plate 1022 toward the friction plates 105. The number of the first screws 10231 is not limited, and may be, for example, one, two, four, etc., and in order to ensure that the force applied to the first friction plate 1022 is uniform when the number of the first screws 10231 is multiple, the number of the first screws 10231 may be double, and the first screws 10231 may be arranged symmetrically with respect to the central axis of the friction disc 105.

In addition, it should be noted that the first friction plate 1022 is disposed in the first friction plate case 1021, so that the first friction plate case 1021 can transmit the friction force in the second direction, thereby preventing the first screw 10231 from bearing the stress in the second direction, further optimizing the stress structure thereof, and improving the reliability and the service life.

In some embodiments, the gain mechanism 104 may adopt a structure of V-shaped grooves plus rolling elements, and with continued reference to fig. 4 and 8, the gain mechanism 104 may include a first V-shaped groove 1041, a second V-shaped groove 1042 and a rolling element 1043, the first V-shaped groove 1041 is disposed on a side of the first sidewall 1011 facing the first friction cartridge 1021, the second V-shaped groove 1042 is disposed on a side of the first friction cartridge 1021 facing the first sidewall 1011, the first V-shaped groove 1041 is disposed opposite to the second V-shaped groove 1042, the first V-shaped groove 1041 and the second V-shaped groove 1042 cooperate to form a groove for accommodating the rolling element 1043, and the rolling element 1043 is disposed in the groove and abuts against surfaces of the first V-shaped groove 1041 and the second V-shaped groove 1042, respectively. When the first shaft section 1063 rotates around its axis, the second shaft section 1064 is driven to rotate, the second shaft section 1064 can move in a second direction during the rotation process, thereby driving the first friction film box 1021 to move along the second direction, driving the rolling element 1043 to roll from the middle part of the tank body to the two sides in the process of the first friction film box 1021 moving, when the rolling body 1043 rolls to the side of the groove body, the distance between the first V-shaped groove 1041 and the second V-shaped groove 1042 is increased, this process may not only cause the first friction pack 1021 to move towards the friction disc 105 until it abuts the first friction surface with the friction disc 105, but may also cause the first side wall 1011 to move away from the first friction pack 1021, due to the relative fixation between the first side wall 1011 and the second side wall 1012, the first side wall 1011 will move and the second side wall 1012 will move towards the friction disc 105, thereby causing the second friction surface to move towards the friction disc 105 into abutment with the friction disc 105.

In some embodiments, the angle of the first V-groove 1041 may be the same as the angle of the second V-groove 1042 to facilitate manufacturing.

In this embodiment, the initial braking is generated by pushing the first friction plate 1022 from the second direction, and the second direction brake gain ratio a1 ═ Ff/Fs ═ μ/(tan γ - μ), where μ is the friction coefficient of the first friction plate 1022, γ is the angle of the first V-shaped groove 1041, and a1 is a constant, so that complicated brake adjustment and auxiliary functions such as Antilock Brake System (ABS) and Electronic Stability Controller (ESC) of the vehicle can be satisfied. The conventional brake generally adopts a manner of "clamping" a friction plate along a first direction to generate initial braking, and a first direction brake gain ratio a2 is μ × tan γ/(tan γ - μ), wherein a2/a1 is tan γ, and tan γ is usually 0.5, it can also be understood that the brake gain ratio of the transmission mechanism in the present embodiment can be twice as high as that of the conventional transmission mechanism, and by using this point, the motor power and the motor current can be effectively reduced, thereby reducing the power, size, volume, weight and cost of the whole power chain.

In some embodiments, referring to fig. 4 and 9, the second friction assembly 103 may include a second friction plate case 1031 and a second friction plate 1032, the second friction plate 1032 is located in the second friction plate case 1031 and is disposed toward the friction disc 105, and in particular, a second open slot 10311 may be disposed on a side of the second friction plate case 1031 facing the friction disc 105, the second friction plate 1032 is disposed in the second open slot 10311, and a side of the second friction surface facing the friction disc 105 forms a second friction surface, both lateral surfaces of which in the second direction abut against an inner wall of the second open slot 10311, so that the second friction plate 1032 and the second friction plate case 1031 are relatively fixed, and thus, the friction force in the second direction is transmitted by the second friction plate case 1031.

In some embodiments, the second friction assembly 103 may further include a second wear compensation mechanism 1033, and the second wear compensation mechanism 1033 may be utilized to urge the second friction plate 1032 toward the friction disc 105 when the second friction plate 1032 becomes thinner due to wear during use, thereby ensuring that sufficient friction is generated between the second friction plate 1032 and the friction disc 105 during braking.

In one implementation, the second damage compensation mechanism may be a second screw 10331, the second screw 10331 is disposed at a side of the second friction plate 1032 facing away from the friction disc 105 and is in threaded connection with the second friction plate box 1031, in an initial state, the second screw 10331 may contact the second friction plate 1032, and when the second friction plate 1032 rubs against the friction disc 105, a force applied to the second friction plate 1032 may react with the second screw 10331 and is transmitted to the second friction plate box 1031 through the second screw 10331, so as to reduce a force applied to the second screw 10331 in the first direction. When the second friction plate 1032 becomes worn and thinned, the second screw 10331 may be tightened toward the second friction plate 1032 and may push the second friction plate 1032 toward the friction plate 105 relative to the second slot 10311. The number of the second screws 10331 is not limited, and may be, for example, one, two, four, and so on, and in order to ensure that the number of the second screws 10331 is equal to the number of the second friction plates 1032, the number of the second screws 10331 may be two, and the second screws 10331 may be symmetrically arranged with the central axis of the friction disc 105 as a symmetry axis.

It should be noted that, since the floating caliper 101 is movably mounted to the fixed caliper 107, the friction force of the second friction member 103 is transmitted to the fixed caliper 107 through the second friction plate 1032 and the second friction plate case 1031, instead of the floating caliper 101, so that the stress of the floating caliper 101 and the floating pin 108 can be optimized.

It should be further noted that, when the first wear compensation mechanism 1023 and the second wear compensation mechanism 1033 are disposed at the same time, the force applied to the first screw 10231 and the second screw 10331 may be optimized, and specifically, taking the first screw 10231 as an example, at the later stage of the wear life, the longer the length between the portion of the first screw 10231 connected to the first friction plate box 1021 and the first friction plate 1022 is, that is, the higher the floating height thereof is, the larger the disturbance bending moment applied to the portion of the first screw 10231 in threaded engagement with the first friction plate 1021 is, so that the damage is easily caused. By providing first screw 10231 and second screw 10331 simultaneously, the flying height at the end of the wear life can be reduced, thereby reducing the risk of damage.

In some embodiments, as shown in fig. 10 and 11, the first friction assembly 102 includes a first friction plate case 1021 and a first friction plate 1022, and the specific structure thereof is the same as that of the first friction assembly 102 in fig. 4, and will not be described herein. The second friction pack 103 comprises a second friction plate 1032, the side of the second friction plate 1032 facing the friction disc 105 forming a second friction surface, and the side opposite to the second friction surface being connected to the second side wall 1012, it being understood that the first friction pack 102 is provided with the first wear compensation mechanism 1023, and the second friction pack 103 is not provided with the wear compensation mechanism, which saves space in the first direction by about 15mm, and saves costs, facilitating an arrangement on smaller vehicle models.

It should be noted that, in this embodiment, the second friction assembly 103 may also be provided with a second friction plate box 1031, so that the second friction plate 1032 is placed in the second friction plate 1032, and when the second friction plate box 1031 is provided, the structure thereof may refer to the structure in fig. 4 or fig. 6 when the second wear mechanism is not provided, which is not described herein again. The second friction sheet box 1031 may transmit the friction force in the second direction to the fixed caliper frame 107 instead of the floating caliper body 101, thereby optimizing the stress of the floating caliper body 101 and the floating pin 108.

It should be noted that, in the present application, features in the embodiments and the examples may be combined with each other, and any combination of features in different embodiments is also within the scope of the present application, that is, a plurality of embodiments described above may also be combined arbitrarily according to actual needs.

Compared with the traditional brake, the brake in the embodiment simplifies the transmission mechanism, cancels the ball screw mechanism or the crank connecting rod mechanism, reduces the cost, increases the brake gain ratio and improves the overall reliability.

The above description is only for the specific embodiments of the present application, but the scope of the present application is not limited thereto, and any person skilled in the art can easily conceive of the changes or substitutions within the technical scope of the present application, and shall be covered by the scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.

Claims (12)

1. A brake comprising a floating caliper body, a first friction pack, a second friction pack, a multiplier mechanism, a friction disc, and a drive mechanism, wherein:

the floating clamp body comprises a first side wall and a second side wall which are oppositely arranged along a first direction, and the floating clamp body can move along the first direction relative to the friction disc;

the first friction assembly is connected to one side, facing the second side wall, of the first side wall through a gain mechanism, a first friction surface is formed on one side, facing the second side wall, of the first friction assembly, and the gain mechanism is used for driving the first friction assembly to move in the first direction and driving the floating caliper body to move in the direction opposite to the first direction when the first friction assembly moves in the second direction;

the second friction component is connected to one side of the second side wall facing the first side wall, and a second friction surface is formed on one side of the second friction component facing the first side wall;

a portion of the friction disk is located between the first friction face and the second friction face;

the driving mechanism comprises a power input shaft arranged along the first direction, the power input shaft comprises a first shaft section and a second shaft section which are connected, the first shaft section can be rotatably connected to the floating caliper body around the axis of the first shaft section, the second shaft section and the first shaft section are eccentrically arranged, the second shaft section is in transmission connection with the first friction assembly, and the second shaft section is used for driving the first friction assembly to move along the second direction when rotating;

the first direction and the second direction are perpendicular to each other.

2. The brake of claim 1, further comprising a fixed caliper to which said floating caliper body is movably mounted in said first direction.

3. The brake according to claim 2, wherein the floating caliper body is mounted to the fixed caliper frame by a floating pin, two ends of the floating pin are respectively fixedly connected to the first side wall and the second side wall, the fixed caliper frame is provided with a slide way extending along the first direction, and the floating pin is slidably disposed in the slide way.

4. A brake according to any one of claims 1 to 3, wherein said first friction pack comprises a first friction plate pack and a first friction plate, said first friction plate being located on a side of said first friction plate pack facing said friction disc, said side of said first friction plate facing said friction disc forming said first friction face.

5. A brake according to claim 4, wherein said first friction assembly further comprises a first wear compensation mechanism for urging said first friction plate towards said friction disc.

6. A brake according to claim 5, characterised in that the first wear compensating mechanism comprises a first screw, the end of which abuts the side of the first friction plate facing away from the friction plate, and which is in threaded connection with the first friction plate cartridge.

7. A brake according to any one of claims 1 to 6, wherein said second friction pack comprises a second friction plate pack and a second friction plate, said second friction plate being located on a side of said second friction plate pack facing said friction disc, said side of said second friction plate facing said friction disc forming said second friction face.

8. A brake according to claim 7, wherein said second friction assembly further comprises a second wear compensating mechanism for urging said second friction plate towards said friction disc.

9. The brake of claim 8, wherein the second wear compensation mechanism includes a second screw located on a side of the second friction plate facing away from the friction disc, the second screw being in threaded connection with the second friction pack.

10. The brake of any one of claims 1-9, wherein the gain mechanism includes a first V-shaped groove disposed on a side of the first sidewall facing the first friction assembly, a second V-shaped groove disposed on a side of the first friction pad facing the first sidewall, and a rolling element disposed between the first V-shaped groove and the second V-shaped groove and abutting against surfaces of the first V-shaped groove and the second V-shaped groove, respectively.

11. An electromechanical brake system comprising a brake according to any one of claims 1 to 10 and a control system electrically connected to said drive mechanism, said control system being adapted to control rotation of said power input shaft of said drive mechanism.

12. A vehicle comprising a wheel and an electromechanical brake system according to claim 11, said wheel being fixedly connected to said friction disc of said electromechanical brake system.

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