CN116118678A - Brake and vehicle - Google Patents

Abstract

The invention discloses a brake and a vehicle, comprising: the pliers body and the driving assembly are provided with a first accommodating cavity; the drive assembly is located first chamber that holds, and drive assembly is used for braking the brake disc, and drive assembly includes driving piece and connecting piece, and wherein, the connecting piece includes: the buffer device comprises a first driving block, a second driving block and a buffer medium, wherein a driving piece is in transmission connection with the first driving block, the first driving block is positioned on one side of the buffer medium, and the second driving block is positioned on one side of the buffer medium, which is away from the first driving block. According to the brake provided by the embodiment of the invention, the responsiveness of a brake system and the quick pressure build-up capability are improved, the brake responsiveness of the whole vehicle is improved, and a brake effect with high reliability and good control precision is provided for the whole vehicle.

Description

Brake and vehicle

Technical Field

The invention relates to the field of vehicles, in particular to a brake and a vehicle.

Background

In recent years, the automobile industry has rapidly developed, and as the demand of the market for automatic driving increases, the braking system also needs to be changed correspondingly. Under the trend of electric, intelligent, sharing and networking of automobiles, the application range of electronic related component products on automobiles is not only limited to simple comfort configuration, but also gradually expands to the fields of driving, steering, braking, active control and the like of automobiles, which are related to safety. Taking a brake system as an example, ABS (antilock brake system) is only selected as a top-grade vehicle in the early 21 st century, and has been widely accepted by the market because of remarkable improvement of the safety performance of the whole vehicle, and has been gradually updated and integrated with more function upgrades to ESC (electronic stability control system) and has become a configuration which must be possessed by vehicles in the national regulatory part.

ESCs (electronic stability control systems) are remarkable in improvement of the safety performance of the whole automobile, but under the rapid development trend of automatic driving, the ESCs mainly responsible for the driving safety part of the automobile are gradually exposed to the problems of low service life, obvious actuation noise, poor braking feeling and the like of the direct participation in the active control. In addition, the new energy vehicle has a problem that the recovery rate of braking energy and the pedal feel are difficult to balance. In order to meet the requirement of high-speed development of the whole vehicle, the automatic driving process is accelerated, the electric control braking system also needs to complete industrial upgrading in time, the reliability is high, the control precision is good, the noninductive braking energy recovery can be realized, and the service life can be prolonged.

Disclosure of Invention

The present invention aims to solve at least one of the technical problems existing in the prior art. Therefore, an object of the present invention is to provide a brake, which improves the responsiveness of a braking system, the capability of quick pressure build, and the responsiveness of braking of a whole vehicle, and provides a braking effect with high reliability and good control precision for the whole vehicle.

According to an embodiment of the present invention, a brake includes: the clamp comprises a clamp body and a driving assembly, wherein the clamp body is provided with a first accommodating cavity; the drive assembly is located in the first accommodation chamber, the drive assembly is used for braking the brake disc, the drive assembly includes driving piece and connecting piece, wherein, the connecting piece includes: the driving piece is in transmission connection with the first driving block, the first driving block is located on one side of the buffer medium, and the second driving block is located on one side of the buffer medium, which is away from the first driving block.

According to the brake provided by the embodiment of the invention, when a driver presses a brake pedal, a brake pedal displacement sensor arranged on the brake pedal transmits a brake pedal displacement signal to a control unit, the control unit determines the braking force of a driving piece according to a preset control strategy, the driving piece drives a connecting piece to move according to the control signal sent by the control unit, the connecting piece moves close to or far away from a brake disc under the driving of the driving piece, a braking effect is generated when a friction plate on the connecting piece moves onto the brake disc, locking force is provided for the deceleration and stop rotation of wheels, and when the friction plate on the connecting piece is far away from the brake disc, the force for locking the wheels is released, and the wheels normally run. When the connecting piece drives the friction plate to extrude the brake disc, the connecting piece can bear the relative force from the brake disc, and at the moment, the buffer medium between the first driving piece and the second driving piece can buffer the relative force better, and when the brake pad of the brake function assembly is used repeatedly, the buffer medium can also play a role in absorbing heat.

According to the brake disclosed by the embodiment of the invention, the existing brake system is non-decoupling, the pedal feel difference of the coupling brake structure of the electric automobile under the common brake working condition and the energy recovery working condition is very large, the brake pedal is completely decoupled by adopting the brake-by-wire, and the buffer medium is arranged between the first driving piece and the second driving piece, so that the extrusion force between the first driving piece and the second driving piece is relieved on one hand, the high temperature generated by a vehicle is cooled on the other hand, and the buffer medium can also avoid the problems of poor pedal feel, low energy recovery coefficient and the like. The brake uses the structures of the driving piece and the connecting piece, a hydraulic transmission pipeline is omitted, the whole vehicle assembly process is optimized, and the problem of braking failure caused by hydraulic leakage is further prevented. The brake improves the responsiveness and the quick pressure build-up capability of a brake system and also improves the brake responsiveness of the whole vehicle.

Further, a second accommodating cavity is formed in the second driving block, the first driving block is arranged in the second accommodating cavity, a buffer cavity is formed between the first driving block and the second accommodating cavity, and the buffer medium is located in the buffer cavity.

Further, the driving assembly further comprises a sealing ring, the sealing ring is used for sealing the buffer cavity, and the buffer medium comprises cooling liquid.

Further, at least one of the first driving block and the second driving block is formed with a liquid injection hole communicated with the buffer cavity.

Further, the driving member is configured to output a rotational force, and the driving assembly further includes: the screw assembly comprises a screw and a nut, one of the screw and the nut is connected with the driving piece, and the other of the screw and the nut is connected with the first driving block.

Further, the screw rod is connected with the power control unit, the nut is connected with the first driving block, the driving piece further comprises an anti-rotation piece,

the anti-rotation piece is arranged in the first accommodating cavity to limit the rotation of the nut, or is arranged between the first driving block and the clamp body to limit the rotation of the first driving block, or is arranged between the second driving block and the clamp body to limit the rotation of the second driving block.

Further, the drive assembly also includes a slide bearing positioned between the lead screw and the first receiving chamber inner wall.

Further, the drive assembly also includes a roller positioned between the lead screw and a sidewall of the first receiving chamber.

Further, a limiting block used for limiting the axial movable range of the nut is arranged at the top of the screw rod, and the side surface, facing the nut, of the limiting block is an inclined surface.

Further, the drive assembly further comprises: and the speed reducer is positioned between the first accommodating cavity and the driving piece.

Further, the brake further comprises a support member, an assembly gap is arranged between the second driving block and the caliper body, and the support member is positioned in the assembly gap.

According to the brake provided by the embodiment of the invention, when a driver presses a brake pedal, a brake pedal displacement sensor arranged on the brake pedal transmits a brake pedal displacement signal to a control unit, the control unit determines the braking force of a driving piece according to a preset control strategy, the driving piece drives a connecting piece to move according to the control signal sent by the control unit, the connecting piece is driven by the driving piece to move close to or far away from a brake disc, wherein the driving piece is rotatably arranged in a first accommodating cavity, a braking effect is generated when a friction plate on the connecting piece moves to the brake disc, a locking force is provided for the deceleration and stopping rotation of wheels, at the moment, the force applied by the connecting piece to the brake disc also acts on the connecting piece, the connecting piece consists of a first driving piece and a second driving piece, a buffer medium is arranged between the first driving piece and the second driving piece, the reaction force of the brake disc can be effectively reduced, and the buffer medium can play a role of absorbing heat when the brake plate of the brake function assembly is repeatedly used and overheated; when the friction plate on the connecting piece is far away from the brake disc, the force for locking the wheel is released, and the wheel runs normally.

According to the brake disclosed by the embodiment of the invention, the existing brake system is non-decoupling, the pedal feel difference of the coupling brake structure of the electric automobile under the common brake working condition and the energy recovery working condition is very large, the brake pedal is completely decoupled by adopting the brake-by-wire, and the buffer medium is arranged between the first driving piece and the second driving piece, so that the extrusion force between the first driving piece and the second driving piece is relieved on one hand, the high temperature generated by a vehicle is cooled on the other hand, and the buffer medium can also avoid the problems of poor pedal feel, low energy recovery coefficient and the like. The brake uses the structures of the driving piece and the connecting piece, a hydraulic transmission pipeline is omitted, the whole vehicle assembly process is optimized, and the problem of braking failure caused by hydraulic leakage is further prevented. The brake improves the responsiveness and the quick pressure build-up capability of a brake system and also improves the brake responsiveness of the whole vehicle.

The vehicle comprises a plurality of controllers and the brakes, wherein the controllers are in one-to-one correspondence with the brakes, and the controllers are used for controlling the brakes to provide braking force.

According to the vehicle of the embodiment of the invention, the vehicle drive-by-wire technology is a system for changing the manipulation actions of a driver into electric signals through a sensor and directly transmitting the electric signals to an electromagnetic actuator through a cable. The vehicle line comprising the brake can shorten the brake response time, improve the brake performance, lighten the whole vehicle mass and reduce the fuel consumption. The traditional hydraulic or pneumatic braking executive component is changed into an electric driving component, and has good controllability, quick response speed and good development and application prospect. When a driver presses a brake pedal, a brake pedal displacement sensor arranged on the brake pedal transmits a brake pedal displacement signal to a control unit, the control unit decides the driving force of the driver according to a preset control strategy, the brake is communicated with a brake pedal feel simulator, and the driver obtains a brake foot feel and ensures the accuracy of brake control. The vehicle has lower coupling degree and is easier to realize system stability. When a driver presses a brake pedal to trigger anti-lock braking, the control system calculates the slip rate of each wheel by using the wheel and vehicle state information detected by sensors such as wheel speed, vehicle body acceleration and the like, and controls the slip rate of each wheel to be kept in an optimal range in combination with the road surface adhesion condition so as to ensure the stability and operability of the vehicle during braking. Because the magnitude of braking forces of the braking clamps required before and after the intervention of the energy recovery function is different, the magnitude and the stroke of the forces transmitted from the braking pedal to the braking clamps are also different, and the difference between the pedal feeling of a driver and the expected deceleration of the whole vehicle can be caused, the driving feeling is poor, and the braking pedal and the brake are decoupled when the vehicle is braked in the embodiment, so that more comfortable driving experience is provided for the driver. The existing braking system is connected with a wheel brake caliper through a mechanical structure, a hydraulic hose and a hydraulic hard tube, leakage risks exist, after failure occurs, light braking liquid leaks to cause environmental pollution, heavy braking effect is reduced or lost, the safety performance of the whole vehicle is affected, the whole vehicle is replaced by a first driving piece and a second driving piece, a buffer medium is arranged between the first driving piece and the second driving piece, the structure plays a role of a hydraulic cylinder, leakage risks cannot be generated, and the safety performance of the whole vehicle is improved.

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 foregoing and/or additional aspects and advantages of the invention will become apparent and may be better understood from the following description of embodiments taken in conjunction with the accompanying drawings in which:

fig. 1 is a schematic structural view of a brake according to an embodiment of the present invention;

fig. 2 is a schematic structural view of a driving member of a brake according to an embodiment of the present invention;

fig. 3 is a perspective view of a driving member of the brake according to the embodiment of the present invention.

Reference numerals: a 100-brake; 1-a clamp body; 11-a first accommodation chamber; 111-a power receiving chamber; 112-a transmission receiving chamber; 2-friction plate one; 3-a second friction plate; 4-a drive assembly; 41-a driving member; 412-a lead screw; 413-a nut;

42-connecting piece; 421-a first drive block; 4211-a third containment chamber; 422-buffer medium; 4221-a second containment chamber; 423-a second drive block; 43-sealing ring; 44-anti-rotation member; 45-positioning blocks; 451-sliding bearings; 452-rolling elements; 46-limiting blocks; 5-a dust cover;

Detailed Description

Embodiments of the present invention are described in detail below, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to like or similar elements or elements having like or similar functions throughout. The embodiments described below by referring to the drawings are illustrative only and are not to be construed as limiting the invention.

A brake 100 according to an embodiment of the present invention is described below with reference to the accompanying drawings.

In the description of the present invention, it should be understood that the directions or positional relationships indicated by the terms "upper", "lower", "front", "rear", "left", "right", etc., are based on the directions or positional relationships shown in the drawings, are merely for convenience of describing the present invention and simplifying the description, and do not indicate or imply that the devices or elements referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as limiting the present invention. Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include one or more such feature. In the description of the present invention, the meaning of "a plurality" is two or more, unless explicitly defined otherwise.

In the description of the present invention, it should be noted that, unless explicitly specified and limited otherwise, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be either fixedly connected, detachably connected, or integrally connected, for example; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communicated with the inside of two elements or the interaction relationship of the two elements. The specific meaning of the above terms in the present invention can be understood by those of ordinary skill in the art according to the specific circumstances.

As described in fig. 1 and 2, a brake 100 according to an embodiment of the present invention includes: the clamp body 1, the friction plate II 2, the friction plate I3 and the driving assembly 4, wherein the clamp body 1 is provided with a first accommodating cavity 11; the friction plate II 2 is fixed on the clamp body 1; the first friction plate 3 is movably arranged on the clamp body 1; in one embodiment, the caliper body 1 is divided into a fixing part and a mounting part, the caliper body 1 is mounted near a vehicle wheel through the fixing part, and the inner part is mounted through the mounting part, so that the friction plate 3 is matched with the fixed brake disc 2 to brake the brake disc when approaching the brake disc.

The drive assembly 4 is located in the accommodating cavity, the drive assembly 4 is used for braking the brake disc, the drive assembly 4 drives the friction plate one 3 to be close to or far away from the brake disc, the drive assembly 4 comprises a drive piece 41 and a connecting piece 42, the drive piece 41 is used for driving the connecting piece 42 to be close to or far away from the brake disc, and the connecting piece 42 comprises: the first driving piece 421, the second driving piece 423 and the buffer medium 422 are in transmission connection, the driving piece 41 is in transmission connection with the first driving piece 421, the first driving piece 421 is located on one side of the buffer medium 422, the second driving piece 423 is located on one side of the buffer medium 422, which faces away from the first driving piece 421, and the second driving piece 423 is fixedly connected with the first friction plate 3. In one embodiment, the driving member 41 provides power for the movement of the connecting member 42, so that the connecting member 42 can drive the friction plate one 3 to move relative to the brake disc, in a more specific embodiment, the driving member 41 can be a motor, the forward and reverse rotation of the motor drives the connecting member 42 to move close to or away from the brake disc, when the driving member 41 drives the friction plate one 3 to move close to the brake disc to the surface of the brake disc, the friction plate one 3 and the friction plate two 2 cooperate to brake the brake disc, the brake 100 generates a braking effect, the vehicle is in a braking state to slow down or stop, and when the driving member 41 drives the friction plate one 3 to move away from the friction plate two 2, the brake 100 stops the working vehicle to normally run.

The first driving block 421 and the second driving block 423 are fixedly attached, the buffer medium 422 is located between the first driving block 421 and the second driving block 423, the driving piece 41 is fixedly connected with the top of the first driving block 421, the first friction plate 3 is fixedly connected with the bottom of the second driving block 423, when the driving piece 41 drives the connecting piece 42 to move, driving force is firstly transmitted to the first driving block 421, the whole of the first driving block 421 and the second driving block 423 and the buffer medium 422 moves under the action of driving force, in the moving process, different acting forces applied to the first driving block 421 and the second driving block 423 are faced, the buffer medium 422 can play a role in directly pressing the first driving block 421 and the second driving block 423 by the buffer acting force, and in addition, the buffer medium 422 also plays a role in absorbing heat when the vehicle brakes repeatedly to generate a large amount of heat.

According to the brake 100 of the embodiment of the invention, when a driver presses a brake pedal, a brake pedal displacement sensor arranged on the brake pedal transmits a brake pedal displacement signal to a control unit, the control unit determines the braking force of a driving piece 41 according to a preset control strategy, the driving piece 41 drives a connecting piece 41 to move according to the control signal sent by the control unit, a connecting piece 42 moves close to or far away from a brake disc under the driving of the driving piece 41, when a friction plate I3 connected with the connecting piece 42 moves towards the brake disc and is matched with a friction plate II 2 to tighten the brake disc to generate a braking effect, a locking force is provided for the deceleration and stop rotation of wheels, and when the friction plate I3 connected with the connecting piece 42 moves towards the direction away from the brake disc, the force of the locking disc is released, and the wheels normally run. When the connecting piece 42 drives the friction plate 3 to squeeze the brake disc, the connecting piece 42 can bear the relative force from the brake disc, at the moment, the buffer medium 422 between the first driving block 421 and the second driving block 423 can buffer the relative force better, and when the brake block of the brake function assembly is used repeatedly to overheat, the buffer medium 422 can also play a role of absorbing heat.

According to the brake 100 of the embodiment of the invention, the existing brake system is non-decoupling, the pedal feel difference of the coupling brake structure of the electric automobile under the common brake working condition and the energy recovery working condition is very large, the brake pedal is completely decoupled by adopting the brake-by-wire, and the buffer medium 422 is arranged between the first driving block 421 and the second driving block 423, so that the extrusion force between the first driving block 421 and the second driving block 423 is relieved on one hand, the high temperature generated by the vehicle is cooled on the other hand, and the buffer medium 422 can avoid the problems of poor pedal feel, low energy recovery coefficient and the like. The brake 100 uses the structure of the driving member 41 and the connecting member 42, cancels the hydraulic transmission pipeline, optimizes the whole vehicle assembly process, and further prevents the problem of braking failure caused by hydraulic leakage. Brake 100 improves the responsiveness and rapid build-up capability of the braking system and also improves the vehicle braking responsiveness.

As shown in fig. 1 and 2, further, a second accommodating chamber 4221 is formed in the second driving block 423, the first driving block 421 is disposed in the second accommodating chamber 4221, and forms a buffer chamber with the second accommodating chamber 4221, and the buffer medium 422 is disposed in the buffer chamber; in one embodiment, the second driving block 423 is an upward opening box, a second accommodating cavity 4221 is provided in the box, and the first driving block 421 is disposed on the upper portion of the second driving block 423, so that the first driving block 421 seals the second accommodating cavity 4221, a buffer medium 422 is disposed in the second accommodating cavity 4221, and a rubber elastomer can be filled in the second accommodating cavity 4221, so that the effect of buffering extrusion force can be achieved. Compared with the conventional hydraulic transmission brake system, the buffer medium 422 in the present embodiment is only used as a force transmission mechanism, and does not involve the amplification of the applied force and the change of the stroke by using the area ratio, which is beneficial to the stability of the brake 100.

As described in fig. 1 and 2, further, the driving assembly 4 further comprises a sealing ring 43, the sealing ring 43 is used for sealing the buffer cavity, and the buffer medium 422 comprises a cooling liquid; the buffer chamber can be filled with liquid, and when the second accommodating chamber 4221 is filled with liquid, the buffer chamber not only plays a role in buffering extrusion force, but also can absorb heat generated during braking. When the second housing chamber 4221 is filled with a liquid, the seal ring 43 is provided between the first driving block 421 and the second driving block 423, and when the second housing chamber 4221 is filled with a rubber elastic body, the seal ring 43 may not be provided.

As shown in fig. 1 and 2, further, at least one of the first driving block 421 and the second driving block 423 is formed with a liquid injection hole communicating with the buffer chamber; in order to facilitate convenience in production and processing, the first driving block 421 and the second driving block 423 may be processed in an integrally formed manner, or may be processed in a separately processed and assembled manner, and the second accommodating chamber 4221 is injected with liquid after the processing and assembling are completed, so that on one hand, the production and processing efficiency of the brake 100 may be improved, and on the other hand, the liquid may be supplemented during subsequent maintenance.

As shown in fig. 1 and 2, further, the driving member 41 is configured to output a rotational force, and the driving assembly 4 further includes: a screw assembly including a screw 412 and a nut 413, one of the screw 412 and the nut 413 being connected to the driving piece 41, the other of the screw 412 and the nut 413 being connected to the first driving piece 421; in one embodiment, the driving member 41 is connected to the screw rod 412, the screw rod 412 is driven to rotate synchronously when the driving member 41 rotates, the nut 413 matched with the screw rod 412 moves up and down along with the rotation of the screw rod 412, the nut 413 limits autorotation movement in the first accommodating cavity 11, and only moves up and down along with the screw rod 412, and the connecting member 42 is fixedly connected with the nut 413 and moves up and down along with the nut 413. In a specific embodiment, the driving member 41 drives the screw rod 412 to rotate forward when rotating forward, the nut 413 on the screw rod 412 moves downward along with the forward rotation of the screw rod 412, and then drives the connecting member 42 thereon to move downward, at this time, the friction plate one 3 also moves downward along with the connecting member 42 until the friction plate one 3 moves to the surface of the friction plate two 2, at this time, the brake plate is extruded to enter a state of decelerating or stopping rotating; when the driving piece 41 rotates reversely, the screw rod 412 is driven to rotate reversely, the nut 413 on the screw rod 412 moves upwards along with the rotation of the screw rod 412, and then the connecting piece 42 on the screw rod 412 is driven to move upwards, at the moment, the friction plate I3 also moves upwards along with the connecting piece 42, so that the friction plate I3 leaves the surface of the friction plate II 2, at the moment, the locking force of the brake block is released, and the vehicle enters a normal running state.

As shown in fig. 1 and 2, further, the screw 412 is connected to the power control unit, the nut 413 is connected to the first driving block 421, the driving member 41 further includes an anti-rotation member 44, and the anti-rotation member 44 is installed in the first receiving chamber 11 to limit rotation of the nut 413, or the anti-rotation member 44 is disposed between the first driving block 421 and the caliper body 1 to limit rotation of the first driving block 421, or the anti-rotation member 44 is disposed between the second driving block 423 and the caliper body 1 to limit rotation of the second driving block 423; when the driver depresses the brake pedal, a brake pedal displacement sensor mounted on the brake pedal transmits a brake pedal displacement signal to a power control unit, which determines the driving force of the driving member 41 according to a preset control strategy, and then, the brake master cylinder communicates with a brake pedal feel simulator, and the driver obtains a brake foot feel. When the driving force is transmitted to the nut 413 and drives the nut 413 to move up and down, the rotation preventing member 44 may restrict the nut 413 to move up and down only and not to rotate with the screw 412. In a specific embodiment, the anti-rotation member 44 may be disposed between the inner wall of the first accommodating cavity 11 and the nut 413, and in a further embodiment, since the nut 413 is fixedly connected with the first driving block 421 and the second driving block 423, the anti-rotation member 44 may be disposed between the inner wall of the first accommodating cavity 11 and the first driving block 421 or between the inner wall of the first accommodating cavity 11 and the second driving block 423 to achieve the same effect, that is, it may be limited that the nut 413 only moves up and down.

As shown in fig. 1 and 2, further, the first driving block 421 is formed with a third receiving cavity 4211, and at least part of the nut 413 is located in the third receiving cavity 4211 and is in interference fit with the first driving block 421; in a specific embodiment, the top of the first driving block 421 is provided with a groove, namely a third accommodating cavity 4211, and the bottom of the nut 413 is in interference fit with the third accommodating cavity 4211 to realize the fixed connection between the nut 413 and the first driving block 421, so that the driving member 41 can transmit power when driving the connecting member 42 to move.

As shown in fig. 1 and 2, further, the first accommodating chamber 11 includes a power accommodating chamber 111 and a transmission accommodating chamber 112 which are disposed at intervals, the driving member 41 is located in the power accommodating chamber 111, the screw assembly is located in the transmission accommodating chamber 112, a screw 412 hole allowing a screw 412 to pass through is formed between the power accommodating chamber 111 and the transmission accommodating chamber 112, a positioning block 45 is formed on the screw 412, and the positioning block 45 is located in the power accommodating chamber 111 and/or the transmission accommodating chamber 112 to position the screw 412; the drive assembly 4 further comprises a slide bearing 451, the slide bearing 451 being located between the screw 412 and the screw 412 bore; further, the driving assembly 4 further comprises a rolling member 452, and the rolling member 452 is located between the positioning block 45 and a side wall of the power receiving cavity 111 or a side wall of the transmission receiving cavity 112. In one embodiment, the driving member 41 sequentially passes through the power accommodating cavity 111 and the transmission accommodating cavity 112, a flange is further arranged on one side of the driving member 41 extending into the transmission accommodating cavity 112, the driving member 41 is rotatably connected in the power accommodating cavity 111 and the transmission accommodating cavity 112, a sliding bearing 451 is arranged between the driving member 41 and the inner wall of the power accommodating cavity 111 to connect the driving member 41 and the transmission accommodating cavity 112, and a rolling member 452 is arranged between the flange and the transmission accommodating cavity 112 to connect the driving member 41 and the transmission accommodating cavity 112.

As shown in fig. 1 and 3, further, a limiting block 46 for limiting the axial movable range of the nut is arranged at the top of the screw 412, and the side surface of the limiting block 46 facing the nut 413 is an inclined surface; in a specific embodiment, a stop block 46 is disposed on a side of the nut 413 close to the driving member 41, the stop block 46 is a bump with an inclined surface, and a bump matched with the stop block 46 is disposed on a side of the flange of the driving member 41 close to the nut 413. When the nut 413 is driven by the screw 412 to perform the upward resetting motion, in order to avoid damage to the excessive driving member 41 caused by the resetting of the nut 413, the limiting member may play a role in limiting the resetting, and the rotation is automatically stopped when the nut 413 moves upward to the corresponding position. Further, the driving assembly 4 further includes: a decelerator, which is located between the driving member 41 and the screw assembly; the speed reducer can play a role in adjusting the movement speed of the nut 413, and the speed reducer can be a gear type transmission mechanism, a belt type transmission mechanism and the like.

As shown in fig. 1 and 2, further, the brake 100 further includes a support member having an assembly gap between the second driving block 423 and the caliper body 1, the support member being positioned in the assembly gap; further, the brake 100 further includes: a dust cover 5, the dust cover 5 being fixed between the second driving block 423 and the caliper body 1 to seal the assembly gap; the support piece supports and fixes the clamp body 1 near the wheel of vehicle, is clearance fit between the first chamber 11 inner wall that holds of second drive piece 423 and clamp body 1, and in order to make things convenient for second drive piece 423 to do not interfere with the inner wall that first holds chamber 11 when removing, dust cover 5 can block external dust and get into in the first chamber 11 that holds, guarantees the leakproofness that first holds chamber 11, can effectively prolong the life of stopper 100.

According to the brake 100 of the embodiment of the invention, when a driver steps on a brake pedal, a brake pedal displacement sensor arranged on the brake pedal transmits a brake pedal displacement signal to a control unit, the control unit decides a braking force of a driving piece 41 according to a preset control strategy, the driving piece 41 drives a connecting motion according to the control signal sent by the control unit, the connecting piece 42 moves close to or far away from a brake disc under the driving of the driving piece 41, wherein the driving piece 41 is rotatably arranged in a first accommodating cavity 11, a braking effect is generated when a friction plate I3 on the connecting piece 42 moves to the brake disc, a locking force is provided for decelerating and stopping rotation of wheels, at the moment, the force applied by the connecting piece 42 to the brake disc also acts against the connecting piece 42, the connecting piece 42 consists of a first driving piece 421 and a second driving piece 423, and a buffer medium 422 is arranged between the first driving piece 421 and the second driving piece 423, so that a reaction force of the brake disc can be effectively reduced, and the buffer medium 422 can also play a role in absorbing heat when the brake plate of a brake function assembly is repeatedly used and overheated; when the friction plate 3 on the connecting piece 42 is far away from the brake disc, the force for locking the wheel is released, and the wheel runs normally.

According to the brake 100 of the embodiment of the invention, the existing brake system is non-decoupling, the pedal feel difference of the coupling brake structure of the electric automobile under the common brake working condition and the energy recovery working condition is very large, the brake pedal is completely decoupled by adopting the brake-by-wire, and the buffer medium 422 is arranged between the first driving block 421 and the second driving block 423, so that the extrusion force between the first driving block 421 and the second driving block 423 is relieved on one hand, and the high temperature generated by the vehicle is cooled on the other hand. The brake 100 uses the structure of the driving member 41 and the connecting member 42, cancels the hydraulic transmission pipeline, optimizes the whole vehicle assembly process, and further prevents the problem of braking failure caused by hydraulic leakage. Brake 100 improves the responsiveness and rapid build-up capability of the braking system and also improves the vehicle braking responsiveness.

A vehicle according to an embodiment of the present invention includes the brake 100 described above. Further, the plurality of brakes 100 are provided, and the plurality of brakes 100 are in one-to-one correspondence with the wheels. Further, the vehicle further includes a plurality of controllers, each of which corresponds to one of the plurality of brakes 100, for controlling the brakes 100 to provide braking force. The brake 100 monitors a target torque signal in the whole vehicle network in real time, after receiving a braking request, the power and control unit calculates a required current and outputs a corresponding torque, the torque and the angular speed are converted into an axial force and a linear speed through the speed reduction and torque increase mechanism and the movement direction conversion mechanism, the driving piece 41 drives the connecting piece 42 to move downwards to press the friction plate I3 to the friction plate II 2, and braking is started after the friction plate I3 is in forced contact with the friction plate II 2. When the target torque signal returns to zero, the power and control unit drives the motor reversely, and the motor and the reset mechanism together promote the motor to reset rapidly. When the whole vehicle needs to recover energy, the brake 100 and the brake pedal are completely decoupled, so that the energy recovery can be realized only by the wheel anti-supporting driving motor, and the problems of poor pedal feel, low energy recovery coefficient and the like caused by the intervention of a brake system due to the pedal feel are avoided.

Further, the controller is further configured to obtain status information of the wheels and the ground, so as to control the brake 100 to provide braking force according to the status information. Further, the status information includes: the wheels are suspended; when the whole vehicle needs to be subjected to vehicle body stability control, the brakes 100 positioned on the four wheels can receive target torque signals of all wheels and act, so that the problems of response lag, pedal feel shake and the like caused by unified distribution of ESCs are avoided, as the four wheel brakes 100 work independently and the lead screw 412 is of a non-self-locking structure, the four brakes 100 can effectively improve the safety performance of the whole vehicle, at least 50% of braking efficiency can be ensured even if a single piece fails, and the vehicle body stability system can still work normally to ensure the safety of the vehicle. In the case that the driving wheels of the automobile are suspended, the brake 100 sends a target torque signal to the brake 100 on the side wheel to enable the brake to provide braking force, so that power is concentrated on other driving wheels to help the automobile get rid of poverty.

According to the vehicle of the embodiment of the invention, the vehicle drive-by-wire technology is a system for changing the manipulation actions of a driver into electric signals through a sensor and directly transmitting the electric signals to an electromagnetic actuator through a cable. The vehicle line including the brake 100 described above can shorten the brake response time, improve the brake performance, reduce the mass of the entire vehicle, and reduce the fuel consumption. The traditional hydraulic or pneumatic braking executive component is changed into an electric driving component, and has good controllability, quick response speed and good development and application prospect. When a driver presses a brake pedal, a brake pedal displacement sensor arranged on the brake pedal transmits a brake pedal displacement signal to a control unit, the control unit decides the driving force of the driver according to a preset control strategy, the brake 100 is communicated with a brake pedal feel simulator, and the driver obtains a brake foot feel, so that the accuracy of control hunger of the brake 100 is ensured. The vehicle has lower coupling degree and is easier to realize system stability. When a driver presses a brake pedal to trigger anti-lock braking, the control system calculates the slip rate of each wheel by using the wheel and vehicle state information detected by sensors such as wheel speed, vehicle body acceleration and the like, and controls the slip rate of each wheel to be kept in an optimal range in combination with the road surface adhesion condition so as to ensure the stability and operability of the vehicle during braking. Because the magnitude of braking forces of the brake clamps required before and after the intervention of the energy recovery function is different, the magnitude and the stroke of the forces transmitted from the brake pedal to the brake clamps are also different, which can lead to the difference between the pedal feel of the driver and the expected deceleration of the whole vehicle, and the driving experience is poor. The existing braking system is connected with a wheel brake caliper through a mechanical structure, a hydraulic hose and a hydraulic hard tube, leakage risks exist, after failure occurs, light braking liquid leaks to cause environmental pollution, heavy braking effect is reduced or lost to affect the safety performance of the whole vehicle, the whole vehicle is replaced by the first driving block 421 and the second driving block 423, a buffer medium 422 is arranged between the first driving block 421 and the second driving block 423, the structure plays a role of a hydraulic cylinder, leakage risks cannot occur, and the safety performance of the whole vehicle is improved.

Other constructions and operation of brakes and vehicles according to embodiments of the present invention are known to those of ordinary skill in the art and will not be described in detail herein.

In the description of the present specification, reference to the terms "some embodiments," "optionally," "further," or "some examples," etc., means 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, schematic representations of the above terms do not necessarily refer to the same embodiments or examples. 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 present invention have been shown and described, it will be understood by those of ordinary skill in the art that: many changes, modifications, substitutions and variations may be made to the embodiments without departing from the spirit and principles of the invention, the scope of which is defined by the claims and their equivalents.

Claims (12)

1. A brake, comprising:

the clamp comprises a clamp body (1), wherein a first accommodating cavity (11) is formed in the clamp body (1);

drive assembly (4), drive assembly (4) are located in first accommodation chamber (11), drive assembly (4) are used for braking the brake disc, drive assembly (4) include driver (41) and connecting piece (42), wherein, connecting piece (42) include: the device comprises a first driving block (421), a second driving block (423) and a buffer medium (422), wherein the driving piece (41) is in transmission connection with the first driving block (421), the first driving block (421) is located on one side of the buffer medium (422), and the second driving block (423) is located on one side of the buffer medium (422) away from the first driving block (421).

2. The brake according to claim 1, characterized in that a second receiving chamber (4221) is formed in the second driving block (423), the first driving block (421) is disposed in the second receiving chamber (4221), and a buffer chamber is configured with the second receiving chamber (4221), and the buffer medium (422) is disposed in the buffer chamber.

3. Brake according to claim 2, characterized in that the drive assembly (4) further comprises a sealing ring (43), the sealing ring (43) being adapted to seal the buffer chamber, the buffer medium (422) comprising a cooling liquid.

4. A brake according to claim 3, wherein at least one of the first driving block (421) and the second driving block (423) is formed with a liquid filling hole communicating with the buffer chamber.

5. Brake according to claim 1, wherein the drive member (41) is adapted to output a rotational force, the drive assembly (4) further comprising: a screw (412) assembly, the screw (412) assembly comprising a screw (412) and a nut (413), one of the screw (412) and the nut (413) being connected to the driving member (41), the other of the screw (412) and the nut (413) being connected to the first driving block (421).

6. The brake according to claim 5, characterized in that the screw (412) is connected to the power control unit, the nut (413) is connected to the first driving block (421), the driving member (41) further comprises an anti-rotation member (44),

the anti-rotation member (44) is installed in the first accommodating cavity (11) to limit the rotation of the nut (413), or the anti-rotation member (44) is arranged between the first driving block (421) and the clamp body (1) to limit the rotation of the first driving block (421), or the anti-rotation member (44) is arranged between the second driving block (423) and the clamp body (1) to limit the rotation of the second driving block (423).

7. Brake according to claim 6, wherein the drive assembly (4) further comprises a sliding bearing (451), the sliding bearing (451) being located between the screw (412) and the inner wall of the first housing chamber (11).

8. The brake according to claim 7, characterized in that the drive assembly (4) further comprises a rolling element (452), the rolling element (452) being located between the screw (412) and a side wall of the first housing chamber (11).

9. Brake according to claim 8, characterized in that the top of the screw (412) is provided with a stopper (46) for limiting the axial movable range of the nut, the side of the stopper (46) facing the nut (413) being inclined.

10. Brake according to claim 5, characterized in that the drive assembly (4) further comprises: a decelerator, which is located between the first accommodation chamber (11) and the driving member (41).

11. Brake according to claim 1, further comprising a support, with an assembly gap between the second driving block (423) and the caliper body (1), the support being located in the assembly gap.

12. A vehicle comprising a plurality of controllers and the brake according to any one of claims 1 to 11, wherein a plurality of the controllers are provided, the plurality of controllers are in one-to-one correspondence with the plurality of the brakes, and the controller is configured to control the brakes to provide braking force.

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