CN211343815U - Cable control device for disc brake, brake-by-wire system and vehicle - Google Patents

Abstract

The present disclosure relates to a cable operating device for a disc brake, a brake-by-wire system and a vehicle, wherein one end of a cable of the cable operating device is connected with a first lead screw, the other end of the cable is connected with a pull arm of the disc brake, a motor is used for driving a transmission shaft to rotate, the transmission shaft is connected with a nut through a transmission mechanism, when a clutch is in an engagement state, the transmission shaft drives the nut to rotate through the transmission mechanism, so that the first lead screw moves along the axis of the nut and pulls the cable, and therefore, the disc brake does not output braking force, and when the clutch is in a disengagement state, the nut idles relative to the transmission mechanism and releases the cable, so that the disc brake outputs braking. The cable control device is high in response speed, convenient to control and control the rotating ring to rotate, easy to loosen compared with a cable to pull, capable of enabling the disc brake to output braking force without providing large moment and high in operability.

Description

Cable control device for disc brake, brake-by-wire system and vehicle

Technical Field

The disclosure relates to the technical field of vehicles, in particular to a cable control device for a disc brake, a brake-by-wire system and a vehicle.

Background

At present, a disc brake is widely applied to vehicles due to the advantages of good braking stability, good heat dissipation, good heat fading resistance, good water fading resistance and the like. In order to improve the safety of the disc brake and avoid that the disc brake cannot output braking force when the hydraulic driving unit or the motor and the screw nut mechanism are in failure, in the prior art, a rotating ring, a thrust assembly and other structures are added on the disc brake, and the thrust assembly is manually operated to push the brake block to move so as to realize manual intervention emergency braking. However, there is no operating device in the prior art that has a fast response speed and is convenient for operating and controlling the rotation of the rotating ring.

SUMMERY OF THE UTILITY MODEL

An object of the present disclosure is to provide a cable manipulation device for a disc brake, a brake-by-wire system, and a vehicle, which have a fast response speed and are convenient to manipulate and control the rotation of a rotary ring.

In order to achieve the above object, the present disclosure provides a cable operating device for a disc brake, the cable operating device including a motor, a clutch, a screw mechanism, a transmission shaft, a transmission mechanism, and a cable, the screw mechanism including a first screw and a nut sleeved on the first screw, the lead screw mechanism having a lead angle larger than a self-locking angle thereof, the cable having one end connected to the first screw and the other end connected to a pull arm of the disc brake, the motor being configured to drive the transmission shaft to rotate, the transmission shaft being connected to the nut through the transmission mechanism, the clutch being configured to engage or disengage the transmission connection between the transmission mechanism and the nut, the transmission shaft driving the nut to rotate through the transmission mechanism when the clutch is in an engaged state, so that the first screw moves along an axis of the nut and pulls the cable, so that the disc brake does not output braking force, and when the clutch is in a separated state, the nut idles relative to the transmission mechanism and releases the cable, so that the disc brake outputs braking force.

Optionally, the transmission mechanism includes a driving wheel and a driven wheel, the driving wheel is sleeved on the transmission shaft, the driven wheel is sleeved on the nut in an empty state and is selectively connected to the nut in a transmission manner through the clutch, and the driving wheel is meshed with the driven wheel.

Optionally, the clutch includes clutch pulley and friction pulley, but clutch pulley axial displacement and circumference locking ground suit are in on the nut, the friction pulley is located the clutch pulley with between the follow driving wheel, the empty cover of friction pulley is in on the nut and be connected to the clutch pulley, work as the clutch pulley orientation the action wheel removes, just the friction pulley supports when pushing against from the driving wheel, the clutch is in the engaged state, work as the clutch pulley deviates from the action wheel removes, just the friction pulley with when following the driving wheel interval, the clutch is in the disengagement state.

Optionally, the cable operating device further comprises an operating lever for operating the clutch pulley to move, the operating lever comprises a shift lever and a connecting rod connected between the shift lever and the clutch pulley, and the shift lever is used for operating the clutch pulley to move away from the driving pulley.

Optionally, the cable operating device further comprises a gearbox, and a worm wheel and a worm which are meshed with each other, the worm wheel is used for driving the transmission shaft to rotate, an output shaft of the motor is connected with an input shaft of the gearbox, and an output shaft of the gearbox is connected with the worm.

Optionally, the disc brake is plural, the plural disc brakes are used for braking a vehicle left wheel and a vehicle right wheel respectively, the cable operating device further includes a cable balancer that divides the cable into a first portion connected to the pull arm on the disc brake for braking the vehicle left wheel and a second portion connected to the pull arm on the disc brake for braking the vehicle right wheel.

Optionally, the number of the disc brakes is multiple, the multiple disc brakes are respectively used for braking a left wheel of the vehicle and a right wheel of the vehicle, the screw mechanism further includes a second screw rod in threaded connection with the nut, the first screw rod and the second screw rod are arranged oppositely, a thread direction of the first screw rod is opposite to a thread direction of the second screw rod, the number of the pull cables is two, one of the pull cables is connected between the first screw rod and the pull arm on the disc brake for braking the left wheel of the vehicle, and the other of the pull cables is connected between the second screw rod and the pull arm on the disc brake for braking the right wheel of the vehicle.

Optionally, the cable control device further comprises a housing, the nut is circumferentially and axially arranged in the housing in a locking manner, and a bearing is arranged between the nut and the housing.

Through the technical scheme, the emergency braking control of the disc brake can be realized by arranging the inhaul cable control device. Specifically, when the clutch in the cable operating device engages the transmission connection between the motor and the nut, the first lead screw can pull the cable to move along the axis of the nut, and the disc brake does not output braking force, namely the disc brake does not brake the vehicle. When the clutch in the cable control device is disconnected from the transmission connection between the motor and the nut, the nut idles relative to the transmission mechanism and the transmission shaft and releases the cable, and the disc brake outputs braking force, namely the disc brake can brake the vehicle.

The cable control device is simple in structure, high in brake response speed, high in reliability and good in safety performance. In addition, when the cable is in a pulled tensioning state, the disc brake does not output braking force and does not brake the vehicle; when the cable is in a released state, the disc brake outputs a braking force to brake the vehicle. Compared with pulling the inhaul cable, the disc brake has the advantages that the inhaul cable is easier to loosen, the disc brake can output braking force without providing large moment, and the disc brake has strong operability.

The present disclosure also provides a brake-by-wire system including a disc brake and the cable operating device for a disc brake described above.

The present disclosure additionally provides a vehicle including the brake-by-wire system described above.

Additional features and advantages of the disclosure will be set forth in the detailed description which follows.

Drawings

The accompanying drawings, which are included to provide a further understanding of the disclosure and are incorporated in and constitute a part of this specification, illustrate embodiments of the disclosure and together with the description serve to explain the disclosure without limiting the disclosure. In the drawings:

FIG. 1 is a schematic structural view of a cable operated device for a disc brake according to one embodiment of the present disclosure, showing a first lead screw;

FIG. 2 is a schematic structural view of a cable operated device for a disc brake provided in accordance with another embodiment of the present disclosure, showing a first lead screw and a second lead screw;

fig. 3 is a schematic structural view of a disc brake to which a cable manipulation device according to an embodiment of the present disclosure is applied;

FIG. 4 is a schematic block diagram of a cable operator coupled to a vehicle control according to one embodiment of the present disclosure, wherein two cables are shown;

fig. 5 is a schematic diagram of a cable management device coupled to a vehicle control according to an embodiment of the present disclosure, in which only one cable is shown and divided into a first portion and a second portion by a cable balancer.

Description of the reference numerals

101 brake caliper body of 100 disc brake

1011 oil through hole 1012 air escape valve

102 first brake pad 103 brake disc

104 piston 1041 gap adjusting spring

105 rotating ring 106 oil chamber

107 return spring 108 pull cable

1081 first part 1082 second part

109 draw arm 110 anti-wear pad

120 thrust assembly 121 thrust rod

1211 thread groove 1212 annular mounting plate

122 thrust spring 123 ring seal

124 elastic sealing ring 125 gap adjusting screw

1251 Stem portion 1252 head portion

126 first bearing 130 second brake pad

140 mounting arm

200 hydraulic drive unit 201 oil tank

202 oil pump 203 reversing valve

Oil inlet of P three-position three-way electromagnetic valve of 204 energy accumulator

Oil return port of T three-position three-way electromagnetic valve

Working oil port of A three-position three-way electromagnetic valve

300 cable controlling device 301 motor

3011 output shaft 302 clutch of motor

3021 Clutch wheel 3022 Friction wheel

3023 Lever 30231 Lever

30232 connecting rod 303 lead screw mechanism

3031 first lead screw 3032 nut

3033 second lead screw 304 drive shaft

305 drive mechanism 3051 drive wheel

3052 driven wheel 308 worm gear

309 worm 310 gearbox

3101 the output shaft 320 cable balancer of the gear box

340 bearing

Detailed Description

The following detailed description of specific embodiments of the present disclosure is provided in connection with the accompanying drawings. It should be understood that the detailed description and specific examples, while indicating the present disclosure, are given by way of illustration and explanation only, not limitation.

In the present disclosure, unless otherwise specified the use of directional terms such as "inner" and "outer" refer to the inner and outer of a particular structural profile, and the use of terms such as "first" or "second" is intended only to distinguish one element from another and is not sequential or significant.

The present disclosure provides a cable operating device of a disc brake, wherein the cable operating device 300 can be applied to a disc brake 100 of a vehicle, and in the following text, a specific structure of the cable operating device 300 will be described first, then an example of a disc brake 100 operated by applying the cable operating device 300 of the present disclosure will be described, and then a general operation description will be given on how the cable operating device 300 operates the disc brake 100.

As shown in fig. 1 to 2, the present disclosure provides a cable manipulation device for a disc brake, the cable manipulation device 300 may include a motor 301, a clutch 302, a lead screw mechanism 303, a transmission shaft 304, a transmission mechanism 305, and a cable 108, the lead screw mechanism 303 may include a first lead screw 3031 and a nut 3032 sleeved on the first lead screw 3031, a lead screw angle of the lead screw mechanism 303 may be greater than a self-locking angle thereof, one end of the cable 108 may be connected with the first lead screw 3031, the other end may be connected with a pull arm 109 of the disc brake 100, the motor 301 is configured to drive the transmission shaft 304 to rotate, the transmission shaft 304 is connected to the nut 3032 through the transmission mechanism 305, the clutch 302 is configured to engage or disengage the transmission connection between the transmission mechanism 305 and the nut 3032, when the clutch 302 is in an engaged state, the transmission shaft 304 drives the nut 3032 to rotate through the transmission mechanism 305, so that the first lead screw 3031 moves along an axis of the nut 3032 and, so that the disc brake 100 does not output the braking force, and when the clutch 302 is in the disengaged state, the nut 3032 idles against the transmission mechanism 305 and releases the cable 108, so that the disc brake 100 outputs the braking force.

It should be noted that, when the pull arm 109 of the disc brake 100 rotates, the rotating ring 105 can rotate, the rotating ring 105 drives the thrust assembly 120 to move towards the brake pad, and pushes the brake pad to press the brake disc 103, so that the disc brake 100 outputs a braking force and performs emergency braking, and an example of the disc brake 100 will be provided later to describe the working principle of emergency braking in detail.

Through the technical scheme, the emergency braking control of the disc brake 100 can be realized by arranging the cable control device 300. Specifically, when the clutch 302 in the cable manipulation device 300 engages the transmission connection between the motor 301 and the nut 3032, the first lead screw 3031 can pull the cable 108 to move along the axis of the nut 3032, and the disc brake 100 does not output braking force, i.e., the disc brake 100 does not brake the vehicle. When the clutch 302 in the cable operating device 300 disconnects the transmission connection between the motor 301 and the nut 3032, the nut 3032 idles relative to the transmission mechanism 305 and the transmission shaft 304 and releases the cable 108, and the disc brake 100 outputs braking force, namely the disc brake 100 can brake the vehicle.

The cable control device 300 is simple in structure, high in brake response speed, high in reliability and good in safety performance. In addition, when the cable 108 is in a tensioned state in which it is pulled, the disc brake 100 does not output a braking force and does not brake the vehicle; when the cable 108 is in a released state, the disc brake 100 outputs a braking force to brake the vehicle. Compared with pulling the cable 108, the cable 108 is easier to loosen, the disc brake 100 can output braking force without providing large moment, and the operation is very strong.

Here, it should be noted that the term "pull" mentioned above and below is understood to mean that the first lead screw 3031 applies a certain traction force to the cable 108, and the traction force is of a magnitude that can elastically deform the return spring 107 in the disc brake 100, so as to rotate the rotating ring 105 in the disc brake 100, and the thrust assembly 120 moves in a direction away from the brake pad; correspondingly, the term "release" mentioned above and below is understood to mean that the above-mentioned traction force that elastically deforms the return spring 107 disappears, so that the rotating ring 105 rotates under the elastic force of the return spring 107 and the thrust assembly 120 moves toward the direction of approaching the brake pad and outputs the braking force. It should be noted that the connection relationship and the operation principle of the return spring 107, the rotary ring 105 and the thrust assembly 120 will be described in detail later.

Further, as shown in fig. 1 and 2, the transmission mechanism 305 may include a driving wheel 3051 and a driven wheel 3052, the driving wheel 3051 may be sleeved on the transmission shaft 304 and rotate synchronously with the transmission shaft 304, the driven wheel 3052 is sleeved on the nut 3032 and selectively and drivingly connected to the nut 3032 through the clutch 302, and the driving wheel 3051 and the driven wheel 3052 are engaged with each other. Through setting up drive mechanism 305 as the cooperation mode of action wheel 3051 and follow driving wheel 3052, simple structure makes things convenient for the assembly installation. In other embodiments, the driving pulley 3051 and the driven pulley 3052 can be driven by a belt or a chain.

As an embodiment, with reference to fig. 1 and 2, the clutch 302 may include a clutch wheel 3021 and a friction wheel 3022, where the clutch wheel 3021 is axially movable and circumferentially lockingly sleeved on the nut 3032, for example, the clutch wheel 3021 may be circumferentially lockingly sleeved on the nut 3032 by a spline and rotate along with the nut 3032. A friction wheel 3022 may be located between the clutch wheel 3021 and the driven wheel 3052, and the friction wheel 3022 may be slipped over the nut 3032 and connected to the clutch wheel 3021, i.e., the friction wheel 3022 is connected to the clutch wheel 3021 in a circumferentially locked manner, and the friction wheel 3022 rotates synchronously with the clutch wheel 3021.

When the clutch wheel 3021 moves toward the driver 3051 and the friction wheel 3022 abuts against the driven wheel 3052, the clutch 302 is engaged. The specific working process is as follows: since driven wheel 3052 is fitted loosely to nut 3032, when clutch 302 is not engaged, nut 3032 cannot be rotated even if driven wheel 3052 is rotated by motor 301, and driven wheel 3052 is in an idle state. When the friction wheel 3022 abuts against the driven wheel 3052, the driven wheel 3052 drives the friction wheel 3022 to rotate, and drives the clutch wheel 3021 to rotate through the friction wheel 3022, and the clutch wheel 3021 drives the nut 3032 to rotate because the clutch wheel 3021 is circumferentially locked and sleeved on the nut 3032. In other words, the driven wheel 3052 is originally in an idle state sleeved on the nut 3032, and the torque of the driven wheel 3052 is transmitted to the nut 3032 under the action of the coupling of the clutch wheel 3021 and the friction wheel 3022, that is, the driven wheel 3052 can drive the nut 3032 to rotate, the first lead screw 3031 applies traction to the cable 108, and the rotating ring 105 can be pulled by the cable 108 to rotate against the elastic force of the return spring 107, so that the thrust assembly 120 can move away from the first brake pad 102, and no braking force is applied to the brake disc 103.

When the clutch wheel 3021 moves away from the driver 3051 and the friction wheel 3022 is spaced apart from the driven wheel 3052, the clutch 302 is in a disengaged state. The specific working process is as follows: when friction wheel 3022 is spaced from driven wheel 3052, driven wheel 3052 cannot rotate nut 3032, meaning driven wheel 3052 idles relative to nut 3032. Even if the motor 301 cannot rotate the nut 3032 by the output torque, the first lead screw 3031 cannot apply traction to the cable 108, the cable 108 is released, and the return spring 107 can drive the pull arm 109 and the rotating ring 105 to rotate, so that the thrust assembly 120 moves towards the first brake pad 102, and the first brake pad 102 is pressed against the brake disc 103, thereby achieving braking of the vehicle.

Further, as shown in fig. 1 and 2, the cable manipulating device 300 may further include a lever 3023 for manipulating the movement of the clutch wheel 3021, one end of the lever 3023 may be connected to the clutch wheel 3021, and the other end of the lever 3023 may be directly or indirectly disposed in an area (e.g., a passenger compartment) that is accessible to an occupant in the vehicle, so that the occupant may manipulate the lever 3023 to drive the clutch wheel 3021 and the friction wheel 3022 thereon away from or close to the driven wheel 3052 in the axial direction of the nut 3032 to achieve braking or releasing braking of the vehicle.

As shown in fig. 1 and 2, in one embodiment provided as the present disclosure, the lever 3023 may include a lever 30231 and a connecting rod 30232 connected between the lever 30231 and the clutch wheel 3021, and the lever 30231 is used to operate the clutch wheel 3021 to move away from the driver 3051. Specifically, one end of the lever 30231 is an operating end of an occupant in the vehicle, the other end of the lever 30231 is rotatably connected to the connecting rod 30232, a rotating shaft may be disposed in the middle of the lever 30231, and the operating end is held by the occupant and a certain force is applied, for example, in the direction shown in fig. 2, the occupant applies a downward force to the operating end, so that the lever 30231 may rotate around the rotating shaft, the operating end moves downward to drive the connecting rod 30232 to move to the right side in the direction shown in the drawing, the connecting rod 30232 is fixedly connected to the clutch wheel 3021, the clutch wheel 3021 also moves to the right side in the direction shown in the drawing, in this process, the clutch wheel 3021 moves away from the driven wheel 3052, and as described above, the driven wheel 3052 idles relative to the nut 3032. Even if the output torque of the motor 301 cannot drive the nut 3032 to rotate, the first lead screw 3031 cannot apply traction to the cable 108, the cable 108 is released, and the return spring 107 can drive the pull arm 109 and the rotating ring 105 to rotate, so that the thrust assembly 120 moves towards the first brake pad 102, and the first brake pad 102 is further pressed against the brake disc 103, thereby realizing emergency braking of the vehicle.

As shown in fig. 1 and 2, the cable manipulator 300 may further include a worm wheel 308 and a worm 309 engaged with each other, the worm wheel 308 may be used to drive the transmission shaft 304 to rotate, and the motor 301 may be used to drive the worm 309 to rotate. Specifically, worm gear 308 may be disposed coaxially with drive shaft 304 and may drive shaft 304 to rotate synchronously, such as by being keyed or by welding worm gear 308 to drive shaft 304. The worm 309 may also be connected to the output shaft of the output torque, for example, the worm 309 may be welded to the output shaft coaxially, or the worm 309 may be sleeved on the output shaft of the output torque and rotate synchronously therewith, and the specific connection manner is not limited in this disclosure. In addition, when the clutch 302 is in the engaged state, the motor 301 outputs torque to apply traction to the cable 108 via the driver 3051, the driver 3052, the nut 3032 and the first lead screw 3031, and the first brake pad 102 is spaced apart from the brake disk 103 and does not provide braking force to the brake disk 103. After a certain traction force is applied to the inhaul cable 108, the motor 301 can be powered off, and by utilizing the self-locking characteristic between the worm wheel 308 and the worm 309, a certain traction force can be continuously applied to the inhaul cable 108, so that the motor 301 is prevented from continuously working, the utilization rate of the motor 301 is reduced, and the service life is prolonged.

Specifically, as shown in fig. 1 and 2, the cable manipulating device 300 may further include a gear box 310, wherein an output shaft 3011 of the motor 301 is connected to an input shaft of the gear box 310, and an output shaft 3101 of the gear box 310 is connected to the worm 309. The rotating speed and the torque output by the output shaft 3011 of the motor 301 are changed by arranging the gearbox 301 so as to be suitable for the normal work of the cable control device 300, and the cable control device is reasonable in design and strong in applicability.

As shown in fig. 5, in one embodiment, the disc brake 100 may be provided in plurality, and a plurality of disc brakes 100 may be respectively used to brake the vehicle left wheel 400 and the vehicle right wheel 500. The cable management device 300 further includes a cable balancer 320, the cable balancer 320 divides the cable 108 into a first portion 1081 and a second portion 1082, and the traction forces on the first portion 1081 and the second portion 1082 are the same in magnitude, so that the same magnitude of braking force can be applied to the plurality of disc brakes 100, thereby achieving balanced braking of the respective wheels. The first portion 1081 is connected to the rotary ring 105 on the disc brake 100 for braking the left wheel 400 of the vehicle, and the second portion 1082 is connected to the rotary ring 105 on the disc brake 100 for braking the right wheel 500 of the vehicle. In an alternative embodiment, the disc brake 100 may be two, one may be used to brake the front left wheel of the vehicle and the other may be used to brake the front right wheel of the vehicle. To achieve emergency braking of the vehicle. In another alternative embodiment, the disc brake 100 may be four, two of which may be used to brake the front left wheel and the front right wheel of the vehicle, and the other two of which may be used to brake the rear left wheel and the rear right wheel of the vehicle, and accordingly, two cable balancers 320 may be provided, which provides better braking effect.

As shown in fig. 4, in another embodiment, the disc brake 100 may be multiple, multiple disc brakes 100 may be used for braking the vehicle left wheel 400 and the vehicle right wheel 500, respectively, the screw mechanism 303 may further include a second screw 3033 in threaded connection with a nut 3032, the first screw 3031 and the second screw 3033 may be disposed opposite to each other, the thread direction of the first screw 3031 is opposite to the thread direction of the second screw 3033, two cables 108 are provided, one cable 108 is connected between the first screw 3031 and the rotating ring 105 on the disc brake 100 for braking the vehicle left wheel 400, the other cable 108 is connected between the second screw 3033 and the rotating ring 105 on the disc brake 100 for braking the vehicle right wheel 500, and the first screw 3031 and the second screw 3033 move along the axial direction of the nut 3032 during emergency braking through the first screw 3031 and the second screw 3033, and the movement directions of the first lead screw 3031 and the second lead screw 3033 are opposite, so that the first lead screw 3031 and the second lead screw 3033 can respectively apply the same torque to the two cables 108.

The cable management device 300 may further include a housing (not shown) to protect the internal structure, the nut 3032 may be circumferentially and axially locked within the housing, and a second bearing 340 may be disposed between the nut 3032 and the housing to ensure that the nut 3032 can circumferentially rotate without interfering with the housing, which is a reasonable arrangement.

Further, the parking brake of the vehicle may be realized by the cable management device 300 described above. When the vehicle is to be braked in a parking mode, the clutch 302 is disengaged, the nut 3032 idles relative to the transmission mechanism 305 and the transmission shaft 304 and releases the cable 108, even if the motor 301 outputs torque and cannot drive the nut 3032 to rotate, the first lead screw 3031 does not apply traction to the cable 108, and the return spring 107 can drive the pull arm 109 and the rotating ring 105 to rotate, so that the thrust assembly 120 moves towards the first brake block 102, and the first brake block 102 is further pressed against the brake disc 103, and the parking brake of the vehicle is realized.

While the above section mainly provides a specific description of the structure of the cable operating device 300, the following section will provide a disc brake 100 cooperating with the cable operating device 300, and a detailed description of the structure of the disc brake 100, and a detailed description of how the cable operating device 300 drives the disc brake 100 to perform braking.

Referring to fig. 3, the disc brake may include a caliper body 101, a first brake pad 102, a brake disc 103, a rotating ring 105, a thrust assembly 120, a return spring 107 and a cable 108, the brake disc 103 and the first brake pad 102 may be disposed in the caliper body 101, the thrust assembly 120 is screwed to the rotating ring 105, the rotating ring 105 is circumferentially rotatably and axially lockingly mounted on the caliper body 101, and when the rotating ring 105 rotates, the rotating ring 105 may drive the thrust assembly 120 to move along an axis of the rotating ring 105; when the clutch 302 is in an engaged state, the motor 301 can drive the nut 3032 to rotate, so that the first lead screw 3031 moves along the axis of the nut 3032, and can pull the rotating ring 105 to rotate by the cable 108 against the elastic force of the return spring 107, so that the thrust assembly 120 can move away from the first brake block 102, and when the clutch 302 is in a disengaged state, the rotating ring 105 rotates and returns under the elastic force of the return spring 107, so that the thrust assembly 120 moves towards the first brake block 102, and the first brake block 102 is pushed to press the brake block 103.

Also, the disc brake 100 may have a service braking state and an emergency braking state, and in the service braking state, the hydraulic drive unit 200 may drive the piston 104 to move toward the first brake pad 102, so that the first brake pad 102 presses the brake disc 103 to realize service braking; in the emergency braking state, the rotating ring 105 drives the thrust assembly 120 to move along the axis of the rotating ring 105, and further pushes the piston 104 to move towards the first brake pad 102, so that the first brake pad 102 presses the brake disc 103, and emergency braking is realized. That is, when the power source of the service brake cannot work effectively, for example, when the pipe of the hydraulic drive unit 200 is damaged and hydraulic pressure cannot be supplied to the oil chamber 106, the rotating ring 105 can supply braking force to realize braking, and the service brake has high reliability and high safety.

Further, as shown in fig. 3, the thrust assembly 120 may include a thrust rod 121 and a thrust spring 122, the thrust rod 121 being axially movably and circumferentially lockingly mounted on the caliper body 101, and in an alternative embodiment, the thrust rod 121 may be axially movably and circumferentially lockingly mounted on the caliper body 101 through splines. One end of the thrust rod 121 is screwed to the rotary ring 105 to form a lead screw nut pair. For example, the thrust rod 121 and the rotating ring 105 may be formed as a ball screw nut pair, which has a small friction force, operates smoothly, and allows the thrust rod 121 to move smoothly in the axial direction. The other end of the thrust rod 121 may protrude into the piston 104, and a thrust spring 122 may be used to apply an elastic force to the thrust rod 121 to move it toward the piston 104. Alternatively, an annular mounting plate 1212 extending in the radial direction of the thrust rod 121 may be formed on the outer circumferential surface of the thrust rod 121, one end of the thrust spring 122 abuts against the caliper body 101, and the other end abuts against the annular mounting plate 1212, and the thrust spring 122 applies an elastic force to the thrust rod 121 to move the thrust rod towards the first brake pad 102, so that the thrust rod 121 has a sufficient driving force during the axial movement, and the movement of the thrust rod 121 is further stabilized.

In addition, as shown in fig. 3, an annular sealing ring 123 may be sleeved on the thrust rod 121, and the annular sealing ring 123 is clamped between the caliper body 101 and the thrust rod 121 to seal between the caliper body 101 and the thrust rod 121, so as to seal the hydraulic oil in the oil chamber 106 and prevent leakage. An elastic sealing ring 124 may be disposed between the piston 104 and the caliper body 101, and the elastic sealing ring 124 is fixed on the inner wall of the caliper body 101 and clamped between the caliper body 101 and the piston 104 to ensure sealing of the hydraulic oil in the oil chamber 106 and prevent leakage.

Moreover, the elastic sealing ring 124 may be used to move and reset the piston 104 in a direction away from the first brake pad 102 when the brake is released, specifically, since the elastic sealing ring 124 has an elastic deformation characteristic, when the piston 104 is pushed by the hydraulic oil to move towards the first brake pad 102, or when the rotating ring 105 pushes the piston 104 to move towards the first brake pad 102 through the thrust assembly 120, the elastic sealing ring 124 is deformed and stores an elastic force for moving the piston 104 in a direction away from the first brake pad 102, and when the pushing force applied to the piston 104 by the thrust assembly 120 disappears or decreases, the piston 104 moves in a direction away from the first brake pad 102 under the elastic force of the elastic sealing ring 124 to reset, thereby releasing the brake.

In addition, when the first brake pad 102 is worn due to friction with the brake disc 103 and the brake clearance between the first brake pad 102 and the brake disc 103 is increased, the elastic sealing ring 124 may also function to automatically adjust the position of the piston 104 and compensate for the brake clearance. Specifically, during braking, if an excessive braking gap is not generated between the first brake pad 102 and the brake disc 103, the piston 104 can move to a position where the first brake pad 102 presses the brake disc 103 within the elastic deformation range of the elastic sealing ring 124, at this time, no relative movement is generated between the piston 104 and the elastic sealing ring 124, and after braking is finished, the piston 104 can return to its initial position under the elastic force of the elastic sealing ring 124. When braking, if an excessive braking gap is generated between the first brake pad 102 and the brake disc 103, the piston 104 needs to move a further distance to overcome the excessive braking gap between the first brake pad 102 and the brake disc 103, so that the first brake pad 102 presses the brake disc 103. That is, the piston 104 cannot move the first brake pad 102 to a position capable of pressing the brake disc 103 within the elastic deformation range of the elastic sealing ring 124, and at this time, the piston 104 continues to move towards the first brake pad 102 under the pushing of the thrust assembly 120, so that the piston 104 and the elastic sealing ring 124 generate relative displacement until the piston 104 moves to a position capable of moving the first brake pad 102 to a position capable of pressing the brake disc 103. After braking, the piston 104 moves away from the first brake pad 102 under the elastic force of the elastic sealing ring 124, but due to the relative displacement between the piston 104 and the elastic sealing ring 124 generated during the previous braking process, the piston 104 cannot return to its initial position under the elastic force of the elastic sealing ring 124, that is, the piston 104 can only return to a position closer to the first brake pad 102 relative to its initial position, so as to compensate for the excessive braking gap between the first brake pad 102 and the brake disc 103, and the braking response speed is not slowed down due to the wear of the first brake pad 102.

Further, after the position of the piston 104 is automatically adjusted, in order to adjust the position of the thrust assembly 120 accordingly and avoid the increase of the clearance between the thrust assembly 120 and the piston 104 and the influence of the braking response speed, the thrust assembly 120 may further include a clearance adjusting screw 125, the thrust rod 121 is formed with a thread groove 1211 extending along the axial direction thereof, an inner surface of the thread groove 1211 is formed with an inner thread, an outer peripheral surface of the clearance adjusting screw 125 is formed with an outer thread, one end of the clearance adjusting screw 125 abuts against the piston 104, the other end thereof forms a screw pair with the thread groove 1211, the lead angle of the screw pair is larger than the self-locking angle thereof, a gap is formed between the internal thread and the external thread in the axial direction of the gap adjusting screw 125, a gap adjusting spring 1041 is arranged in the piston 104, and the gap adjusting spring 1041 is used for applying an elastic force to the gap adjusting screw 125 to enable the gap adjusting screw to prop against the piston 104. Here, the clearance between the internal thread and the external thread in the axial direction of the clearance adjustment screw means that the pitch of the internal thread is not equal to the pitch of the external thread, that is, each turn of the external thread is not sandwiched between two adjacent turns of the internal thread, and there is a clearance between each turn of the external thread and two adjacent turns of the internal thread, that is, the clearance adjustment screw 125 can axially move against the clearance by an external force.

Thus, when braking, if an excessive braking gap is not generated between the first brake pad 102 and the brake disc 103, since the gap adjustment spring 1041 is disposed in the piston 104, and the gap adjustment spring 1041 is used for applying an elastic force to the gap adjustment screw 125 to make the gap adjustment screw abut against the piston 104, when the piston 104 moves towards the first brake pad 102, the gap adjustment screw 125 axially moves against the gap between its outer thread and the thread groove 1211 under the elastic force of the gap adjustment spring 1041, that is, the gap adjustment screw 125 moves towards the first brake pad 102 synchronously with the piston 104, and the gap adjustment screw 125 always abuts against the piston 104. When the braking is released, the piston 104 is returned by the elastic force of the elastic sealing ring 124, and the gap adjusting screw 125 is axially moved against the gap between its outer thread and the thread groove 1211 and returns to its original position by the pushing of the piston 104. In other words, when an excessive braking clearance is not generated between the first brake pad 102 and the brake disk 103, the clearance adjustment screw 125 can move axially due to the clearance between its outer thread and the thread groove 1211 and always maintain the abutting state with the piston 104, both during braking and during releasing braking.

When braking, if excessive braking clearance is generated between the first brake pad 102 and the brake disc 103, when the clearance adjusting screw 125 has completely overcome the clearance between the external thread thereof and the internal thread of the thread groove 1211 (i.e. each circle of external thread and the adjacent internal thread are already in the abutting state) during the movement of the piston 104, but the piston 104 has not moved to a position where the first brake pad 102 can abut against the brake disc 103, at this time, the piston 104 will continue to move towards the first brake pad 102 under the action of the hydraulic oil and gradually generate clearance with the clearance adjusting screw 125, the friction force between the clearance adjusting screw 125 and the piston 104 gradually decreases, the clearance adjusting spring 1041 is compressed by the clearance adjusting screw 125, since the thread lead angle of the thread pair formed by the clearance adjusting screw 125 and the thread groove 1211 is larger than the self-locking angle thereof (i.e. the thread pair is a non-self-locking thread pair), when the gap between the gap-adjusting screw 125 and the piston 104 increases to a certain extent, the gap-adjusting screw 125 moves closer to the piston 104 along the axis of the threaded groove 1211 under the elastic force of the gap-adjusting spring 1041, thereby reducing the distance between the gap-adjusting screw 125 and the piston 104 until the gap-adjusting screw abuts against the piston 104 again, that is, the gap-adjusting screw 125 extends a certain distance relative to the threaded groove 1211. When the brake is released, as described above, since the piston 104 moves relative to the elastic sealing ring 124 during the braking process, the piston 104 cannot return to its initial position under the elastic force of the elastic sealing ring 124, that is, the piston 104 can only return to a position closer to the first brake pad 102 relative to its initial position, and during the return of the piston 104, the piston 104 applies a force to the gap-adjusting screw 125 to move it away from the first brake pad 102, so that the gap-adjusting screw 125 directly moves axially and returns to its original position against the gap between its outer thread and the inner thread of the thread groove 1211. In other words, after the braking clearance is adjusted, the adjusted positions of the piston 104 and the clearance adjusting screw 125 are both closer to the first brake pad 102 than the initial position thereof, and the piston 104 and the clearance adjusting screw 125 are also in a butting state after adjustment, so that the thrust assembly 120 can directly push the piston 104 to move without overcoming any clearance during emergency braking, and the situation that the position of the thrust assembly 120 is not adaptively adjusted along with the change of the position of the piston 104, which results in the increase of the clearance between the thrust assembly 120 and the piston 104 and influences the response speed of emergency braking is avoided.

To ensure that the gap-adjusting screw 125 does not rotate or stop rotating when it abuts against the inner wall of the piston 104 to avoid excessive gap adjustment, the end surface of the gap-adjusting screw 125 abutting against the piston 104 may be formed as a friction end surface, and/or the surface of the piston 104 abutting against the gap-adjusting screw 125 may be formed as a friction surface, thereby increasing the frictional force between the gap-adjusting screw 1023 and the piston 104. The friction end surface or the friction surface may be formed as an uneven roughened surface to increase the frictional force between the gap-adjusting screw 125 and the piston 104, and when the gap-adjusting screw 125 abuts against the piston 104, the circumferential rotation of the gap-adjusting screw 125 relative to the piston 104 may be restricted.

As shown in fig. 3, the gap adjusting screw 125 may be formed in a T shape and may include a stem portion 1251 and a head portion 1252, the stem portion 1251 may be coupled to a threaded groove 1211, for example, an outer circumferential surface of the stem portion 1251 may be formed with an external thread that may be coupled to an internal thread in the threaded groove 1211. Thereby, the connection of the rod portion 1251 with the thrust rod 121 is achieved, and the rod portion 1251 can move axially within the threaded recess 1211 of the thrust rod 121. The head 1252 may abut against the piston 104, the rod 1251 may be sleeved with the first bearing 126, and the first bearing 126 may be clamped between the gap adjustment spring 1041 and the head 1252, so as to reduce wear of the gap adjustment screw 125 on the gap adjustment spring 1041 in the circumferential rotation process, and prolong the service life.

Alternatively, a first circumferential locking structure may be disposed on an end surface of the piston 104 for abutting against the first brake pad 102, and a second circumferential locking structure may be formed on an end surface of the first brake pad 102 for abutting against the piston 104, and when the piston 104 abuts against the first brake pad 102, the first circumferential locking structure and the second circumferential locking structure cooperate with each other to make the piston 104 circumferentially and lockingly abut against the first brake pad 102, so as to prevent the rotation of the gap-adjusting screw 125 from rotating the piston 104.

In an alternative embodiment, the end surface of the piston 104 for abutting against the first stop block 102 may be formed with a plurality of protrusions extending towards the first stop block 102, and correspondingly, the end surface of the first stop block 102 abutting against the piston 104 may be formed with grooves for matching with the protrusions, and the protrusions of the piston 104 are inserted into the grooves of the first stop block 102 to realize circumferential locking of the piston 104. However, the present disclosure is not limited to a specific type of the first circumferential locking structure and the second circumferential locking structure, and other types of circumferential locking structures may be used to achieve circumferential locking of the piston 104.

In one embodiment provided by the present disclosure, a pull arm 109 may be disposed on the rotating ring 105, the pulling cable 108 is connected to the pull arm 109, and the return spring 107 may be configured to apply an elastic force to the pull arm 109 to return the pull arm. First, the rotating ring 105 may be circumferentially rotatably mounted on the caliper body 101 by the mounting arms 140, and in order to avoid wear to the rotating ring 105, an anti-wear pad 110 may be provided between the rotating ring 105 and the caliper body 101 during assembly to reduce wear of the rotating ring 105 during rotation. The rotating ring 105 may be provided with a pull arm 109, for example, the pull arm 109 may be fixed on the outer wall of the rotating ring 105 along the radial direction of the rotating ring 105, and may be fixed on the outer wall of the rotating ring 105 by a fastening connection or welding method. The return spring 107 may be sleeved on the outer wall of the rotating ring 105, and the return spring 107 is fixedly connected to the pull arm 109. The pull arm 109 can be connected to the cable 108, when the cable 108 is pulled, the cable 108 can make the pull arm 109 rotate against the elastic force of the return spring 107 and drive the rotating ring 105 to rotate, so as to make the thrust assembly 120 move away from the first brake block 102, in the process, the return spring 107 is elastically deformed, and at this time, the thrust assembly 120 does not output braking force. When the cable 108 is released, the return spring 107 returns from the deformed state to the original undeformed state, and during the deformation return, the elastic force of the return spring 107 can drive the pull arm 109 and the rotating ring 105 to rotate, so that the thrust assembly 120 moves towards the first brake pad 102, and further the first brake pad 102 presses the brake disc 103, thereby realizing the braking of the vehicle.

In addition, as shown in fig. 4 and 5, a hydraulic drive unit 200 used in cooperation with the disc brake 100 is further shown, an oil through port 1011 communicating with the oil chamber 106 may be formed on the caliper body 101, the hydraulic drive unit 200 may include an oil tank 201, an oil pump 202, and a reversing valve 203, the oil tank 201 may be connected with the oil pump 202, and the reversing valve 203 may be connected between the oil pump 202 and the oil through port 1011, so that the oil pump 202 delivers hydraulic oil to the oil chamber 106, thereby driving the piston 104 to move towards the first brake pad 102 to press the brake disc 103, and realizing braking of the vehicle. The oil pump 202 can be communicated with the oil chamber 106 by reversing through the reversing valve 203, so that the piston 104 is driven to move towards the first brake block 102 to press the brake disc 103 by changing the oil pressure in the oil chamber 106. When it is not necessary to move the piston 104, that is, to maintain the position of the piston 104, the communication between the oil pump 202 and the oil chamber 106 can be reversed and disconnected by the reversing valve 104, so that the oil pressure in the oil chamber 106 is kept constant.

Optionally, a release valve 1012 may be disposed on the caliper body 101 and communicated with the oil chamber 106, and the release valve 1012 is used for releasing the gas in the oil chamber 106.

Further, as shown in fig. 4 and 5, the hydraulic drive unit 200 may further include an accumulator 204, an oil inlet of the accumulator 204 may be communicated with an oil outlet of the oil pump 202, the reversing valve 203 may be a three-position three-way electromagnetic valve, an oil inlet P of the three-position three-way electromagnetic valve may be communicated with the oil outlet of the oil pump 202 and the oil outlet of the accumulator 204, an oil return port T of the three-position three-way electromagnetic valve may be communicated with the oil tank 201, and a working oil port a of the three-position three-way electromagnetic valve may be communicated with the oil chamber 106 through an oil.

When the hydraulic driving unit 200 is required to provide braking force, the working oil port a of the three-position three-way electromagnetic valve may be communicated with the oil inlet P of the three-position three-way electromagnetic valve. The hydraulic oil in the oil tank 201 can be continuously injected into the oil cavity 106 through the oil inlet P of the three-position three-way electromagnetic valve, the working oil port a of the three-position three-way electromagnetic valve and the oil through port 1011 under the driving of the oil pump 202, the pressure in the oil cavity 106 is continuously increased to further drive the piston 104 to move towards the direction of the first brake pad 102, so that the first brake pad 102 is further pressed against the brake disc 103, and the parking brake of the vehicle is realized.

When the hydraulic drive unit 200 is not required to provide braking force, the working oil port a of the three-position three-way electromagnetic valve may be communicated with the oil return port T of the three-position three-way electromagnetic valve. The hydraulic oil in the oil cavity 106 flows back to the oil tank 201 through the oil through hole 1011, the working oil port a of the three-position three-way electromagnetic valve, and the oil return port T of the three-position three-way electromagnetic valve, in the process, the hydraulic oil in the oil cavity 106 is continuously reduced, the pressure in the oil cavity 106 is also continuously reduced, and the piston 104 can be far away from the first brake block 102 under the action of the elastic force of the elastic sealing ring 124, so that the first brake block 102 and the brake disc 103 are spaced at intervals, and the brake release is realized.

Further, in order to improve the reliability and safety of the hydraulic drive unit 200 provided by the present disclosure, when the three-position three-way solenoid valve is powered off, the working oil port a of the three-position three-way solenoid valve may be communicated with the oil inlet P thereof. Through the arrangement, when the whole brake-by-wire system is powered off due to power failure of the whole vehicle, the working oil port A of the three-position three-way electromagnetic valve can be automatically communicated with the oil inlet P thereof, hydraulic oil in the oil cavity 106 is continuously increased and the pressure is continuously increased, so that the piston 104 is driven to move towards the direction of the first brake block 102, the first brake block 102 is further driven to compress the brake disc 103, and the braking of the vehicle is realized.

That is to say, when the whole brake-by-wire system cuts off the power supply because the whole car loses power, the parking brake of the vehicle can be realized, thereby the brake-by-wire system provided by the disclosure has higher safety performance. When the brake needs to be manually released, the three-position three-way electromagnetic valve can be manually operated, so that the working oil port A is communicated with the oil return port T to enable hydraulic oil to flow back into the oil tank 201, and the release of the vehicle brake is realized.

In addition, to increase the response speed of the hydraulic drive unit 200, the hydraulic drive unit 200 may further include an accumulator 204, an oil inlet of the accumulator 204 may be communicated with an oil outlet of the oil pump 202, and an oil inlet P of the three-position three-way solenoid valve may be communicated with an oil outlet of the accumulator 204. In other words, the energy accumulator 204 is connected between the oil pump 202 and the oil outlet, the oil pump 202 can pump the hydraulic oil in the oil tank 201 into the energy accumulator 204, so that the energy accumulator 204 stores the hydraulic oil with a certain pressure, when the hydraulic oil needs to be delivered into the oil chamber 106, the energy accumulator 204 can directly deliver the hydraulic oil into the oil chamber 106, and the pressure of the hydraulic oil in the oil chamber 106 can quickly reach the preset pressure value, so as to improve the response speed of the hydraulic drive unit 200.

Alternatively, the disc brake 100 may be a fixed caliper disc brake or a floating caliper disc brake, and the floating caliper disc brake may further include a second brake pad 130 disposed in the caliper body 101, the first brake pad 102 and the second brake pad 130 may be respectively located at both sides of the brake disc 103, and the second brake pad 130 is mounted on the caliper body 101, and the floating caliper disc brake may be more conveniently disposed close to the wheel hub, and more effectively improve the braking effect.

The above is mainly a description of the structure and principle of the disc brake 100 to which the cable control device 300 of the present disclosure can be applied, and the description is also given of the hydraulic drive unit 200 used in cooperation with the disc brake 100. The following section is mainly a general description of how the cable management device 300 is used after being incorporated into the disc brake 100 described above.

As can be seen from the above, in one embodiment, a lever 3023 for actuating the clutch wheel 3021 to move may be disposed within the passenger compartment of the vehicle, and the lever 3023 may include a lever 30231 and a connecting rod 30232 connected between the lever 30231 and the clutch wheel 3021, and the lever 30231 may be used to actuate the clutch wheel 3021 to move away from the driver 3051. Specifically, one end of the lever 30231 is an operating end of an occupant in the vehicle, the other end of the lever 30231 is rotatably connected to the connecting rod 30232, the middle of the lever 30231 may be provided with a rotating shaft, the operating end is held by the occupant and a certain force is applied, for example, in the direction shown in fig. 1 and 2, the occupant applies a downward force to the operating end, the lever 30231 may rotate around the rotating shaft, the operating end moves downward to drive the connecting rod 30232 to move to the right side in the direction shown in the figure, the connecting rod 30232 is fixedly connected to the clutch wheel 3021, the clutch wheel 3021 also moves to the right side in the direction shown in the figure, in the process, the clutch wheel 3021 moves away from the driven wheel 3052, and as can be known, the driven wheel 3052 idles relative to the nut 3032. Even if the output torque of the motor 301 cannot drive the nut 3032 to rotate, the first lead screw 3031 cannot apply traction to the cable 108, the cable 108 is released, and the return spring 107 can drive the pull arm 109 and the rotating ring 105 to rotate, so that the thrust assembly 120 moves towards the first brake pad 102, and the first brake pad 102 is further pressed against the brake disc 103, thereby realizing emergency braking of the vehicle.

The present disclosure also provides a brake-by-wire system that may include the disc brake 100 and the cable manipulation device 300 for a disc brake described above.

The present disclosure also provides a vehicle including the brake-by-wire system described above.

The preferred embodiments of the present disclosure are described in detail with reference to the accompanying drawings, however, the present disclosure is not limited to the specific details of the above embodiments, and various simple modifications may be made to the technical solution of the present disclosure within the technical idea of the present disclosure, and these simple modifications all belong to the protection scope of the present disclosure.

It should be noted that, in the foregoing embodiments, various features described in the above embodiments may be combined in any suitable manner, and in order to avoid unnecessary repetition, various combinations that are possible in the present disclosure are not described again.

In addition, any combination of various embodiments of the present disclosure may be made, and the same should be considered as the disclosure of the present disclosure, as long as it does not depart from the spirit of the present disclosure.

Claims (9)

1. A cable operator for a disc brake, characterized in that the cable operator (300) comprises a motor (301), a clutch (302), a screw mechanism (303), a transmission shaft (304), a transmission mechanism (305) and a cable (108), the screw mechanism (303) comprises a first screw (3031) and a nut (3032) sleeved on the first screw (3031), the lead screw mechanism (303) has a lead angle larger than a self-locking angle thereof, one end of the cable (108) is connected with the first screw (3031), the other end is connected with a pull arm (109) of a disc brake (100), the motor (301) is used for driving the transmission shaft (304) to rotate, the transmission shaft (304) is connected with the nut (3032) through the transmission mechanism (305), the clutch (302) is used for engaging or disengaging the transmission connection between the transmission mechanism (305) and the nut (3032), when the clutch (302) is in an engaged state, the transmission shaft (304) drives the nut (3032) to rotate through the transmission mechanism (305) so as to enable the first lead screw (3031) to move along the axis of the nut (3032) and pull the cable (108), so that the disc brake (100) does not output braking force, and when the clutch (302) is in a disengaged state, the nut (3032) idles relative to the transmission mechanism (305) and releases the cable (108), so that the disc brake (100) outputs braking force.

2. A cable operator for a disc brake according to claim 1, characterized in that said transmission mechanism (305) comprises a driving wheel (3051) and a driven wheel (3052), said driving wheel (3051) being fitted over said transmission shaft (304), said driven wheel (3052) being fitted over said nut (3032) and being selectively drivingly connected to said nut (3032) by said clutch (302), said driving wheel (3051) and said driven wheel (3052) being mutually engaged.

3. A cable operating device for a disc brake according to claim 2, the clutch (302) comprises a clutch wheel (3021) and a friction wheel (3022), the clutch wheel (3021) is axially movable and is circumferentially lockingly sleeved on the nut (3032), the friction wheel (3022) is positioned between the clutch wheel (3021) and the driven wheel (3052), the friction wheel (3022) is sleeved on the nut (3032) in an empty way and is connected with the clutch wheel (3021), when the clutch wheel (3021) moves towards the driving wheel (3051) and the friction wheel (3022) abuts against the driven wheel (3052), the clutch (302) is in an engaged state, when the clutch wheel (3021) moves away from the driving wheel (3051) and the friction wheel (3022) is spaced from the driven wheel (3052), the clutch (302) is in a disengaged state.

4. A cable operating device for a disc brake according to claim 3, characterized in that the cable operating device (300) further comprises an operating lever (3023) for operating the clutch wheel (3021) to move, the operating lever (3023) comprising a lever (30231) and a connecting rod (30232) connected between the lever (30231) and the clutch wheel (3021), the lever (30231) being used for operating the clutch wheel (3021) to move away from the driver wheel (3051).

5. A cable operating device for a disc brake according to claim 1, wherein the disc brake (100) is plural, the plural disc brakes (100) being used for braking a vehicle left wheel (400) and a vehicle right wheel (500), respectively, the cable operating device (300) further comprising a cable balancer (320), the cable balancer (320) dividing the cable (108) into a first portion (1081) and a second portion (1082), the first portion (1081) being connected with the pull arm (109) on the disc brake (100) for braking the vehicle left wheel (400), and the second portion (1082) being connected with the pull arm (109) on the disc brake (100) for braking the vehicle right wheel (500).

6. A cable operating device for a disc brake according to claim 1, wherein the disc brake (100) is plural, the plural disc brakes (100) are respectively used for braking a left wheel (400) and a right wheel (500) of a vehicle, the screw mechanism (303) further comprises a second screw (3033) in threaded connection with the nut (3032), the first screw (3031) and the second screw (3033) are arranged oppositely, the thread direction of the first screw (3031) is opposite to that of the second screw (3033), the cables (108) are two, one cable (108) is connected between the first screw (3031) and the pull arm (109) on the disc brake (100) for braking the left wheel (400) of the vehicle, and the other cable (108) is connected between the second screw (3033) and the pull arm (109) on the disc brake (100) for braking the right wheel (500) of the vehicle Between the pull arms (109).

7. A cable operating device for a disc brake according to claim 1, characterized in that the cable operating device (300) further comprises a housing, the nut (3032) being circumferentially rotatably and axially lockingly arranged within the housing, and a bearing (340) being arranged between the nut (3032) and the housing.

8. A brake-by-wire system, characterized in that it comprises a disc brake (100) and a cable operating device (300) for a disc brake as claimed in any one of claims 1 to 7.

9. A vehicle characterized in that it comprises a brake-by-wire system according to claim 8.

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