CN217784083U

CN217784083U - Brake and vehicle

Info

Publication number: CN217784083U
Application number: CN202221616474.5U
Authority: CN
Inventors: 韩富秋; 朱建忠; 刘进权
Original assignee: BYD Co Ltd
Current assignee: BYD Co Ltd
Priority date: 2022-06-25
Filing date: 2022-06-25
Publication date: 2022-11-11
Anticipated expiration: 2032-06-25

Abstract

The application provides a brake and a vehicle, wherein the brake comprises a bottom plate, a first brake shoe, a second brake shoe, a first transmission piece, a second transmission piece, an adjusting part and an elastic body, wherein the first brake shoe and the second brake shoe are oppositely arranged; the first fixing part of the adjusting part is connected with the second end of the first brake shoe, the second fixing part of the adjusting part is connected with the fourth end of the second brake shoe, the first fixing part and the second fixing part are arranged oppositely, and the rotating part of the adjusting part is sleeved on the first fixing part and the second fixing part; one end of the elastic body is connected with the second end of the first brake shoe, and the other end of the elastic body is connected with the fourth end of the second brake shoe. The technical scheme of this application can the clearance of first brake shoe and second brake shoe of automatic adjustment.

Description

Brake and vehicle

Technical Field

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

Background

With the continuous development of the vehicle industry, the requirements on the brakes used by the vehicle industry are higher and higher. Commonly used brakes are typically disc brakes and drum brakes. Among them, drum brakes are widely used because of their low cost. In the use process of a drum brake, when a brake shoe is worn, the clearance between the brake shoe and a brake drum is increased, so that the wire pulling stroke required by parking is prolonged, and when the brake shoe is seriously worn, the parking force is insufficient or the parking is failed.

SUMMERY OF THE UTILITY MODEL

The embodiment of the application provides a stopper and vehicle, can automatic adjustment braking piece and the clearance between the brake disc to promote the parking security that the vehicle travel.

In a first aspect, the present application provides a brake including a base plate, a first brake shoe, a second brake shoe, a first transmission member, a second transmission member, an adjustment portion, and an elastic body;

the first brake shoe and the second brake shoe are oppositely arranged and are arranged on the same surface of the bottom plate, the first brake shoe comprises a first end and a second end which are opposite, the second brake shoe comprises a third end and a fourth end which are opposite, the first end and the third end are opposite and spaced, and the second end and the fourth end are opposite and spaced;

one end of the first transmission piece is connected to the first brake shoe, the other end of the first transmission piece is connected to one end of the second transmission piece, and the middle part of the second transmission piece is rotatably connected with the middle part of the second brake shoe;

the adjusting part comprises a first fixing part, a second fixing part and a rotating part, the first fixing part is connected with the second end, the second fixing part is connected with the fourth end, the first fixing part and the second fixing part are oppositely arranged, and the rotating part is sleeved on the first fixing part and the second fixing part;

one end of the elastic body is connected with the second end, and the other end of the elastic body is connected with the fourth end;

one end, far away from the first transmission piece, of the second transmission piece is connected with the rotating portion, the rotating portion rotates to push the second fixing portion to move relative to the first fixing portion along a first direction, the first fixing portion and the second fixing portion generate displacement to adjust a gap between the second end and the fourth end, and the first direction is the direction from the second end to the fourth end, or the first direction is the direction from the fourth end to the second end.

It can be understood that during the parking process of the vehicle, the first brake shoe and the second brake shoe are relatively far away for friction of the brake disc to brake, the first brake shoe is far away from the second brake shoe, meanwhile, one end of the first transmission piece is driven to be far away from the second brake shoe, and the first transmission piece drives one end of the second transmission piece to be far away from the second brake shoe. Because the middle part of the second transmission piece is rotationally connected with the second brake shoe, when one end of the second transmission piece is driven by the first transmission piece to move towards the direction far away from the second brake shoe, the other end of the second transmission piece moves towards the direction close to the second brake shoe. The second brake shoe moves to drive the rotating part to rotate, so that the gap between the first fixing part and the second fixing part is adjusted, and the gap between the second end of the first brake shoe and the fourth end of the second brake shoe is adjusted. The elastic member may provide a tensile force to the first brake shoe and the second brake shoe so that the first brake shoe and the second brake shoe can be moved closer to each other to return to the initial position by the tensile force of the elastic member after being moved away from each other.

In a possible implementation manner, the brake further includes a shoe pressing spring, the bottom plate includes a shoe pressing spring through hole and a first surface, the first brake shoe is provided with a through hole for the shoe pressing spring to pass through, the shoe pressing spring includes a first abutting end, a connecting section and a second abutting end, the first abutting end and the second abutting end are disposed at two opposite ends of the connecting section, the shoe pressing spring sequentially passes through the through hole of the first brake shoe and the shoe pressing spring through hole, the first abutting end abuts against a side surface of the first brake shoe far away from the bottom plate, and the second abutting end of the shoe pressing spring abuts against a surface of the bottom plate far away from the first brake shoe.

In a possible embodiment, the first abutting end includes two pressing portions and an elastic portion, the two pressing portions are disposed on opposite sides of the elastic portion, and the elastic portion is elastically deformed to make the two pressing portions relatively close to or relatively far away from each other.

In a possible embodiment, the inner wall of the rotating portion and the outer wall of the second fixing portion are both provided with threads, the threads of the inner wall of the rotating portion are matched with the threads of the outer wall of the second fixing portion, and the rotating portion rotates to enable the first fixing portion and the second fixing portion to generate relative displacement.

In a possible implementation manner, the rotating part comprises a cylinder and a ratchet wheel, the ratchet wheel is arranged on the outer peripheral surface of the cylinder, and one end, far away from the first transmission piece, of the second transmission piece is connected with the ratchet wheel in a clamping manner.

In a possible embodiment, the second transmission member includes a shifting sheet, and the second transmission member is clamped with the ratchet wheel through the shifting sheet.

In a possible embodiment, the brake further comprises a driving part, the bottom plate comprises a dust cover connecting hole and a bracket, the bracket is arranged on one side surface of the bottom plate facing the first brake shoe, and the driving part passes through the dust cover connecting hole and is connected with the bracket;

one side of the driving part is connected with a first end of the first brake shoe, the other side of the driving part is connected with a third end of the second brake shoe, and the driving part is used for adjusting a gap between the first end and the third end.

In a possible embodiment, the first fixing portion and the second fixing portion are respectively provided with a groove;

the driving part is arranged between the first end and the third end, the adjusting part is arranged between the second end and the fourth end, the first fixing part is connected with the second end through the groove, and the second fixing part is connected with the fourth end through the groove.

In a possible embodiment, the brake further includes a first elastic member, one end of the first elastic member is connected to one end of the first transmission member, which is far away from the second transmission member, and the other end of the first elastic member is connected to a middle portion of the second brake shoe.

In a possible embodiment, the brake further includes a second elastic member, one end of the second elastic member is connected to one end of the first transmission member away from the second transmission member, and the other end of the second elastic member is connected to one end of the second transmission member close to the first transmission member.

In a possible embodiment, a holding notch is provided at an end of the first transmission member away from the first brake shoe, and the second brake shoe and the second transmission member pass through the holding notch.

In a second aspect, the present application also provides a vehicle comprising a vehicle body and a brake as described above, the brake being connected to the vehicle body.

Drawings

In order to more clearly illustrate the technical solution of the present application, the drawings needed to be used in the embodiments will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative efforts.

FIG. 1 is a schematic illustration of a portion of a vehicle provided herein;

FIG. 2 is a cross-sectional schematic view of the hydraulic drive of FIG. 1;

FIG. 3 is an exploded view of a brake provided in accordance with an embodiment of the present application;

FIG. 4 is a partial schematic structural view of the brake of FIG. 3 at an assembled angle;

FIG. 5 is a partial structural view of the brake of FIG. 3 at another angle after assembly;

FIG. 6 is a schematic structural view of a backing plate of the brake shown in FIG. 3;

FIG. 7 is a schematic structural view of the dust cover of the brake shown in FIG. 3;

FIG. 8 is a schematic structural view of a driving part of the brake shown in FIG. 3;

FIG. 9 is a schematic structural view of a first axle assembly of the brake illustrated in FIG. 3;

FIG. 10 is a schematic structural view of a first transmission member of the brake shown in FIG. 3;

FIG. 11 is a schematic structural view of a first brake shoe of the brake shown in FIG. 3;

FIG. 12 is a schematic diagram of the construction of the second transmission of the brake shown in FIG. 3;

FIG. 13 is a schematic diagram of the construction of the second transmission member of the brake shown in FIG. 3;

FIG. 14 is a schematic structural view of a shoe spring of the brake of FIG. 3;

FIG. 15 is a schematic view of the structure of the adjustment portion of the brake shown in FIG. 3;

fig. 16 is a schematic sectional view of an adjustment portion of the brake shown in fig. 3.

Detailed Description

For convenience of understanding, terms referred to in the embodiments of the present application are first explained.

And/or: only one kind of association relationship describing the associated object, indicates that there may be three kinds of relationships, for example, a and/or B, may indicate: a exists alone, A and B exist simultaneously, and B exists alone.

A plurality of: two or more than two.

Connecting: it should be understood that, for example, A and B are connected, either directly or indirectly through an intermediate.

The following description of the embodiments of the present application will be made with reference to the accompanying drawings.

With the continuous development of the vehicle industry, the requirements on the brakes used by the vehicle industry are higher and higher. Commonly used brakes are typically disc brakes and drum brakes. Among them, drum brakes are widely used because of their low cost. When the drum brake is used, when the brake shoe is worn, the clearance between the brake shoe and the brake drum is enlarged, so that the wire pulling stroke required for parking is lengthened, when the brake shoe is seriously worn, even the parking force is insufficient or the parking is ineffective,

based on this, the embodiment of the application provides a brake and a vehicle, can automatically adjust the clearance between brake shoe and the brake disc to promote the parking security that the vehicle travel.

Referring to fig. 1, fig. 1 is a schematic partial structural diagram of a vehicle 1000 according to the present application. Vehicle 1000 includes hydraulic drive device 100, brake disc 200, and brake 300. The end of the hydraulic drive device 100 is provided with a catch 1001, and the catch 1001 is used for abutting against the brake 300 and driving the brake 300. The brake disc 200 may be in a circular truncated cone shape, one end of the brake disc 200 is an opening 210, and an accommodating space for providing a mounting position for the brake 300 is provided inside the brake disc 200. Hydraulic drive device 100 applies an external force to brake 300, and brake 300 brakes rotor 200 to decelerate or stop the rotation of rotor 200.

Referring to fig. 2, fig. 2 is a cross-sectional view of the hydraulic driving apparatus 100 in fig. 1. The X direction shown in fig. 2 is a rightward movement, i.e., a parking direction, as described below. The hydraulic driving apparatus 100 includes an outer casing 110, a movable sleeve 120, a limiting member 130, an elastic restoring member 140, and a locking member 150.

The outer housing 110 is provided with a stroke chamber 177 and a lock chamber 102 arranged in the X direction and isolated from each other. The movable sleeve 120 includes a rod body 121 and a sliding guide protrusion 122 fixedly connected to each other, the sliding guide protrusion 122 is protruded on the outer circumferential surface of the rod body 121, wherein the rod body 121 is a hollow body, and the clamping portion 1001 is connected to one end of the rod body 121 far away from the limiting member 130; a part of the rod body 121 and the sliding guide protrusion 122 are positioned in the stroke cavity 177, and the sliding guide protrusion 122 abuts against the cavity wall of the stroke cavity 177 to divide the stroke cavity 177 into a hydraulic cavity 101 and a movable cavity (not shown); the movable sleeve 120 is movable in the axial direction of the hydraulic drive device 100 within the stroke chamber 177. One part of the limiting member 130 is located in the stroke cavity 177 and is in transmission connection with the rod body 121 of the movable sleeve 120, and the other part of the limiting member 130 is located in the locking cavity 102; the limiting member 130 is rotatable around the axial direction of the hydraulic drive device 100. It can be understood that the outer shell 110, the movable sleeve 120 and the limiting member 130 are coaxially disposed, the limiting member 130 is located inside the outer shell 110 and the movable sleeve 120, and the outer shell 110 and the movable sleeve 120 are sleeved. The elastic reset piece 140 is positioned in the movable cavity and sleeved on the movable sleeve 120 and the rod body 121, and two opposite ends of the elastic reset piece 140 are respectively and fixedly connected with the rod body 121 and the cavity wall of the movable cavity; a part of the locking member 150 is located in the locking cavity 102 and can lock the limiting member 130, so that the limiting member 130 limits the movement of the moving sleeve 120.

The limiting member 130 is in transmission connection with the moving sleeve 120, specifically, the limiting member 130 is in threaded connection with the moving sleeve 120, when the limiting member 130 is not locked by the locking member 150, and when the moving sleeve 120 moves along the axial direction thereof, the limiting member 130 rotates along the axial direction thereof. The limiting member 130 can also be in transmission connection with the moving sleeve 120 through a gear rack structure, specifically, the periphery of the limiting member 130 is fixedly connected with a gear, a rack is arranged inside the moving sleeve 120, the gear is meshed with the rack, when the moving sleeve 120 moves along the axial direction thereof, the rack is driven to move, the rack drives the gear to rotate, and the gear drives the limiting member 130 to rotate.

When an automobile normally runs, the locking member 150 locks the limiting member 130, so that the limiting member 130 limits the movement of the movable sleeve 120, when the automobile needs to be parked, under the condition that the pressure in the locking cavity 102 is increased after liquid is injected, the extrusion locking member 150 releases the limiting member 130, and under the condition that the pressure in the hydraulic cavity 101 is increased after liquid is injected, the extrusion movable sleeve 120 moves rightwards along the axial direction of the hydraulic driving device 100, so that the limiting member 130 rotates around the axial direction of the hydraulic driving device 100, and the elastic resetting member 140 is compressed by the movable sleeve 120; the moving sleeve 120 drives the parking lock 500 to move rightward along the axial direction of the hydraulic driving device 100, and the parking lock 500 drives the brake 300 to perform a braking action.

After the pressure in the locking chamber 102 is released, the locking member 150 is switched from the releasing rod 121 to the locking rod 121, so that the moving sleeve 120 is stationary relative to the outer casing 110, and the brake 300 keeps braking.

When the pressure of the locking cavity 102 is increased after the liquid is injected again, the locking member 150 is switched from the locking rod body 121 to the releasing rod body 121, after the pressure of the hydraulic cavity 101 is released, the elastic resetting member 140 is reset to push the moving sleeve 120 to move leftward along the axial direction of the hydraulic driving device 100, so that the limiting member 130 rotates around the axial direction of the hydraulic driving device 100, the moving sleeve 120 drives the parking zipper 500 to move leftward along the axial direction of the hydraulic driving device 100, and the parking zipper 500 drives the brake 300 to perform a braking releasing action.

Referring to fig. 3, 4 and 5 in combination, fig. 3 is an exploded view of a brake 300 according to an embodiment of the present disclosure, fig. 4 is a partial structural view of the brake 300 shown in fig. 3 at one angle after assembly, and fig. 5 is a partial structural view of the brake 300 shown in fig. 3 at another angle after assembly.

Brake 300 includes a base plate 310, a dust cover 320, a driving portion 330, a first shaft assembly 340, a first transmission member 350, a first brake shoe 360, a second transmission member 370, a second brake shoe 380, a first elastic member 390, a second elastic member 3100, a plurality of shoe springs 3110, an adjustment portion 3120, and a third elastic member 3130.

The dust cover 320 is connected to the base plate 310 to form a space for receiving a portion of the driving part 330. The driving part 330 is connected to a side of the base plate 310 away from the dust cover 320 through the base plate 310. The first shaft assembly 340 is used to connect the driving part 330 and the base plate 310. First and

second brake shoes

360 and 380 are mounted to a side of base plate 310 remote from dust cover 320, first and

second brake shoes

360 and 380 being disposed opposite to each other. The driving unit 330 is provided between one end of the first brake shoe 360 and one end of the second brake shoe 380, and can move the first brake shoe 360 and the second brake shoe 380 toward and away from each other. The second transmission member 370 is connected at one end to the first brake shoe 360, and the first elastic member 390 connects the first transmission member 350 and the second brake shoe 380. First brake shoe 360 and second brake shoe 380 are connected to first resilient member 390 via first transmission member 350 such that first brake shoe 360 and second brake shoe 380 can be relatively moved together by first resilient member 390. The other end of the first transmission member 350 is connected to the second transmission member 370, and the second elastic member 3100 connects the first transmission member 350 and the second transmission member 370. The first transmission member 350 can drive the second transmission member 370 to move under the action of the second elastic member 3100. An end of the first brake shoe 360, which is far from the driving part 330, and an end of the second brake shoe 380, which is far from the driving part 330, are connected by a third elastic member 3130, and the third elastic member 3130 may apply a force to the first brake shoe 360 and the second brake shoe 380 to approach each other after the first brake shoe 360 and the second brake shoe 380 are far from each other, so that the first brake shoe 360 and the second brake shoe 380 are moved closer to each other to return to their original positions. An end of the second transmission member 370 remote from the first transmission member 350 is connected to the adjustment portion 3120 so that the adjustment portion 3120 can automatically adjust the gap between the first brake shoe 360 and the second brake shoe 380.

It should be noted that fig. 4 and 5 are only for the purpose of schematically describing the connection relationship among the base plate 310, the dust cover 320, the driving portion 330, the first rotating shaft assembly 340, the first transmission member 350, the first brake shoe 360, the second transmission member 370, the second brake shoe 380, the first elastic member 390, the second elastic member 3100, the plurality of shoe pressing springs 3110, the adjusting portion 3120 and the third elastic member 3130, and the connection position, the specific configuration and the number of the respective devices are not particularly limited. The structure illustrated in the embodiment of the present application does not specifically limit the vehicle 1000. In other embodiments of the present application, the vehicle 1000 may include more or fewer components than shown, or some components may be combined, some components may be split, or a different arrangement of components. The illustrated components may be implemented in hardware, software, or a combination of software and hardware.

Referring to fig. 6, fig. 6 is a schematic structural diagram of a bottom plate 310 of the brake 300 shown in fig. 3. The bottom plate 310 may have a circular plate shape, and the bottom plate 310 may be connected to the opening 210. The base plate 310 includes a first surface 310a and a second surface 310b disposed opposite to each other, and the base plate 310 is provided with a dust cover coupling opening 311, a bracket 312, and a plurality of shoe spring through holes 313. Wherein the dust cover connection opening 311 extends through the first surface 310a and the second surface 310b of the base plate 310. The bracket 312 is protruded on the second surface 310b of the bottom plate 310, and includes two plate bodies arranged at an interval, the first plate body is provided with a first hole 312a, the second plate body is provided with a second hole 312b, and the first hole 312a and the second hole 312b are coaxially arranged oppositely and are axially parallel to the bottom plate 310. The bracket 312 is provided at a periphery of the dust cover connection port 311 for allowing the driving part 330 to pass through the dust cover connection port 311 and be connected with the bracket 312. A plurality of shoe spring through holes 313 may be spaced apart from the edge of the base plate 310 and extend through the base plate 310.

Referring to fig. 7, fig. 7 is a schematic structural view of the dust cover 320 of the brake 300 shown in fig. 3. The dust cap 320 has a substantially rectangular cap-like structure including a first opening 321 and a second opening 322, the first opening 321 and the second opening 322 being located at opposite ends of the dust cap 320. The opening area of the first opening 321 is larger than the opening area of the second opening 322. The dust cover 320 is mounted on the first surface 310a of the base plate 310, the first opening 321 is hermetically connected to the dust cover connection opening 311 of the base plate 310, the first opening 321, the dust cover connection opening 311 and the second opening 322 are communicated, and the driving part 330 extends out of the dust cover 320 through the second opening 322, so that the driving part 330 can be connected to the hydraulic driving device 100. Because the area of the first opening 321 is larger than the area of the second opening 322, the driving portion 330 can extend into the dust cover 320 from the first opening 321, and extend out of the dust cover 320 from the second opening 322, and the second opening 322 can limit the driving portion 330, so that the driving portion 330 cannot fall off from the second opening 322 of the dust cover 320.

It can be understood that, as shown in fig. 7, the accommodating space 323 of the dust cover 320 is used for providing an installation position for the driving portion 330, and the dust cover 320 is hermetically connected to the bottom plate 310, so that external moisture, dust, or the like can be prevented from invading into the accommodating space 323 from a connection between the dust cover 320 and the bottom plate 310, thereby protecting internal components of the accommodating space 323 (the internal components may be the driving portion 330 described in detail below).

Referring to fig. 8, fig. 8 is a schematic structural diagram of the driving portion 330 of the brake 300 shown in fig. 3. The driving part 330 includes a first pull arm 331 and a second pull arm 332. The first pull arm 331 is a strip-shaped plate body, and includes a first connection end 333 and a first connection portion 335 opposite to the connection end 333. A first pull arm notch 334 is formed at one side of the first connection end 333. The first connecting portion 335 is U-shaped, and includes a first plate 3351 and a second plate 3352 opposite to each other, and an arc-shaped connecting wall 3353 disposed between the first plate 3351 and the second plate, wherein one side of the first plate 3351 and the second plate 3352 is provided with a first connecting groove 335a.

The second pull arm 332 includes a second attachment end 336 and a third attachment end 338. The second pull arm 332 is formed by two thin plates connected in spaced opposition and the connection position is displaced from the second connection end 336. The second connecting end 336 is provided with a through hole 336a, and the through hole 336a penetrates through the two thin plates. The second pull arm notch 337 is located at a side of the second pull arm 332 for engaging the second brake shoe 380. The length of the first pull arm 331 is greater than that of the second pull arm 332, and the first connection end 333 of the first pull arm 331 and the third connection end 338 of the second pull arm 332 are rotatably connected through a rotating shaft, that is, the connection end 333 of the first pull arm 331 is located between two thin plates of the second pull arm 332. The first pull arm 331 and the second pull arm 332 may be connected to each other to maintain a bent state, and the first pull arm 331 and the second pull arm 332 may swing around a rotation shaft. When the first pull arm 331 and the second pull arm 332 are bent and connected, the first connection end 333 and the second connection end 336 approach each other. The second arm-pulling notch 337 and the first arm-pulling notch 334 may be disposed opposite to each other, that is, the first arm-pulling notch 334 is disposed on one side of the first arm-pulling 331 away from the second arm-pulling 332, and the second arm-pulling notch 337 is disposed on one side of the second arm-pulling 332 away from the first arm-pulling 331.

When the driving part 330, the base plate 310 and the dust cap 320 are assembled, the connection point of the first pull arm 331 and the second pull arm 332 protrudes from the first opening 321 of the dust cap 320 (i.e., the second connection section of the first pull arm 331 and the third connection end 338 of the second pull arm 332 protrude from the first opening 321), and passes through the dust cap connection port 311 of the base plate 310. The first connection end 333 of the first pull arm 331 protrudes from the second opening 322 of the dust cap 320. The through hole 336a of the second pull arm is disposed opposite and coaxially with the first and

second holes

312a and 312b of the bracket 312. When the first connecting end 333 is moved away from the second connecting end 336 by an external force, the first pull arm 331 swings away from the second pull arm 332, the first pull arm notch 334 is away from the second pull arm notch 337, and a distance between the first pull arm notch 334 and the second pull arm notch 337 is increased.

It should be noted that the first pull-arm notch 334 can also be used for holding the second brake shoe 380, and the second pull-arm notch 337 is used for holding the first brake shoe 360, and the connection relationship between the driving part 330 and the first and

second brake shoes

360 and 380 is not limited in this application.

Referring to fig. 9, fig. 9 is a schematic structural diagram of the first rotating shaft assembly 340 of the brake 300 shown in fig. 3. The first rotating shaft assembly 340 may include a pin 341, a first sleeve 342, a second sleeve 343, and a split pin 344, wherein one end of the pin 341 sequentially passes through the first hole 312a of the bracket 312, the first sleeve 342, the through hole 336a of the second pull arm 332, the second sleeve 343, and the second hole 312b of the bracket 312, and the split pin 344 is sleeved on the end of the pin 341 having a thread and located on a side of the bracket 312 away from the second sleeve 343. It will be appreciated that the first and

second bushings

342, 343 may fill the gap between the driving part 330 and the bracket 312, thereby keeping the relative position between the driving part 330 and the bracket 312 fixed.

Referring to fig. 10, fig. 10 is a schematic structural diagram of the first transmission member 350 of the brake 300 shown in fig. 3. The first transmission member 350 is a plate structure, and includes a main plate 350a and an extension plate 350b located at an included angle between an end of one side of the main plate 350a and the main plate 350a, the extension plate 350b is provided with a first connection hole 351 and a second connection hole 352 spaced from the first connection hole 351, and the second connection hole 352 is close to the main plate 350a. The main plate 350a is provided with a second connecting portion 353 and a retaining notch 354. The second connection portion 353 is provided at an end of the main board close to the extension board 350 b. The second connection portion 353 and the second connection hole 352 are arranged in parallel. The catching notch 354 is formed at the other end of the main plate 350a.

The first coupling hole 351 is for coupling with the first brake shoe 360, and the second coupling hole 352 is for providing a coupling position for one end of the first elastic member 390. As shown in fig. 10, the second connecting portion 353 may be a notch at one end of the main board 350a, and the second connecting portion 353 may also be a protrusion of an outer contour at one end of the main board 350a for holding one end of the second elastic member 3100. The second connection portion 353 may have a notch shape or a circular hole shape, and the shape of the second connection portion 353 is not particularly limited in the present application. The retaining notch 354 is disposed at an end of the first transmission member 350 away from the first connection hole 351. The first transmission member 350 can be retained with the second transmission member 370 through the retaining notch 354.

Referring to fig. 11, fig. 11 is a schematic structural view of a first brake shoe 360 of the brake 300 shown in fig. 3. First brake shoe 360 includes a first brake body 361 and a first friction plate 362. The first braking body 361 is an arc-shaped strip-shaped plate, the first friction plate 362 is convexly disposed on one surface of the first braking body 361 and is located on the arc-shaped outer peripheral side of the first braking body 361, and the first friction plate 362 and the first braking body 361 are connected at an included angle, which may be a right angle. First friction plate 362 may be configured to contact rotor 200 to provide friction to rotor 200.

First brake body 361 includes first slot 3611, second slot 3612, third aperture 3613 and fourth aperture 3614, first end 3615 and second end 3616. First groove 3611 and second groove 3612 are respectively provided on opposite end surfaces of first brake body 361, and specifically, first groove 3611 is recessed in first end 3615 of first brake body 361, and second groove 3612 is recessed in second end 3616 of first brake body 361. A third hole 3613 and a fourth hole 3614 are provided through the first stopper body 361 between the first end 3615 and the second end 3616.

Referring to fig. 12, fig. 12 is a schematic structural diagram of the second transmission member 370 of the brake 300 shown in fig. 3. The second transmission member 370 is substantially arc-shaped and includes a fourth connection end 371, a fifth connection end 372, and a positioning hole 373 and a connection port 374 disposed between the fourth connection end 371 and the fifth connection end 372. The fourth connection end 371 of the second transmission member 370 includes a connection tab 3711, and the connection tab 3711 is used for connecting the second elastic member 3100. The fourth connection end 371 of the second transmission member 370 is connected to the holding portion 1001 of the first transmission member 350. The fifth coupling end 372 includes a plectrum 3721, and the plectrum 3721 is adapted to be coupled to the adjustment portion 3120.

Referring to fig. 13, fig. 13 is a schematic structural view of a second brake shoe 380 of the brake 300 shown in fig. 3. Second brake shoe 380 includes a second brake body 381 and a second friction plate 382. The shape of second brake shoe 380 may be arranged symmetrically to the shape of first brake shoe 360, and second brake shoe 380 may be arranged opposite first brake shoe 360. The second stopper body 381 is provided with a third groove 3811, a fourth groove 3812, a fifth hole 3813, a sixth hole 3814, a second connection groove 3815, a third end 3816, and a fourth end 3817. Third groove 3811 and fourth groove 3812 are disposed at opposite ends of second brake body 381, specifically, third groove 3811 is recessed in third end 3816 of second brake body 381, and fourth groove 3812 is recessed in fourth end 3817 of second brake body 381. The third end 3816 and the fourth end 3817 are respectively provided on opposite end surfaces of the second brake body 381, specifically, the third groove 3811 is recessed in the third end 3816 of the second brake body 381, and the fourth groove 3812 is recessed in the fourth end 3817 of the second brake body 381. Fifth and

sixth bores

3813, 3814 are disposed through second brake body 381 between third and

fourth ends

3816, 3817. Specifically, the rotating shaft passes through the fifth hole 3813 of the second brake shoe 380 and the positioning hole 373 of the second transmission member 370, and the second brake shoe 380 and the second transmission member 370 can relatively swing around the rotating shaft.

Referring to fig. 3, the first elastic member 390 may be a bar shape and may be elastically deformed, and one end of the first elastic member 390 is connected to the second connection hole 352 of the first transmission member 350 and the other end is connected to the second connection groove 3815 of the second brake shoe 380. When the external force is removed during the relative movement of the first transmission member 350 and the second brake shoe 380, the first elastic member 390 can restore the first transmission member 350 and the second brake shoe 380 to the original position (the relative position before the relative movement is not generated).

One end of the second elastic member 3100 is connected to the second connecting portion 353 of the first transmission member 350, and the other end is connected to the second elastic member 3100 connecting portion of the second transmission member 370. The second elastic member 3100 may enable the first transmission member 350 to move the second transmission member 370. This embodiment demonstrates that the first elastic member 390 and the second elastic member 3100 are coil springs.

Referring to fig. 14, fig. 14 is a schematic structural view of a shoe spring 3110 of the brake 300 shown in fig. 3. The pressure-shoe spring 3110 includes a first butt end 3111 and a second butt end 3112 and a connecting section 3113 connected between the first butt end 3111 and the second butt end 3112. The first supporting end 3111 is a semi-closed ring structure with an opening, and the second supporting end 3112 protrudes to two sides relative to the connecting section 3113. The connection section 3113 includes two connection plates 3113a, and the two connection plates 3113a are arranged in parallel relatively. Two ends of each connecting plate 3113a are respectively connected to the first supporting end 3111 and the second supporting end 3112. The two connection plates 3113a allow shoe spring 3110 to have a sufficient length to connect bottom plate 310 and first brake shoe 360.

The width of the first supporting end 3111 is greater than the width of the connecting section 3113, in other words, the first supporting end 3111 protrudes towards two sides relative to the connecting section 3113, the first supporting end 3111 includes an elastic portion 3111b and two press-connection portions 3111a, and the elastic portion 3111b and the two press-connection portions 3111a enclose a semi-closed ring. The two pressure-bonding parts 3111a are connected by an elastic part 3111b, the elastic part 3111b is opposite to the opening, and the two pressure-bonding parts 3111a are symmetrically arranged at opposite sides of the elastic part 3111 b. The elastic portion 3111b is arc-shaped, and a protruding side of the elastic portion 3111b faces an opening of the first abutting end 3111, and an end of the two press-connection portions 3111a away from the elastic portion 3111b is connected to the connection section 3113.

Specifically, the pressure-bonding part 3111a may include a first section 3111c, a second section 3111d, and a third section 3111e. The first section 3111c, the second section 3111d, and the third section 3111e are sequentially bent and connected, an included angle between the second section 3111d and the third section 3111e is an acute angle, and the first section 3111c and the third section 3111e are disposed oppositely. One end of the first segment 3111c away from the second segment 3111d is connected to one end of the elastic portion 3111b, and one end of the third segment 3111e away from the second segment 3111d is connected to one end of the connecting plate 3113a away from the second abutting end 3112. In the structure of the pressure-bonding part 3111a, the width B of the first contact end 3111 is the distance between the second segments 3111d of the two pressure-bonding parts 3111a, specifically, the width B of the first contact end 3111 is the farthest distance between the two pressure-bonding parts 3111 a.

The second butt end 3112 may include two substantially arc-shaped butt walls 3112a, and one end of each butt wall 3112a is connected to one end of the connection plate 3113a away from the first butt end 3111. The two abutting walls 3112a are disposed oppositely, and the distance between the two abutting walls 3112a is also the width B of the second abutting end 3112. In other words, the second supporting end 3112 protrudes towards two sides relative to the connection section 3113. The width of the second butt end 3112 is greater than the width of the connecting section 3113. Both abutment walls 3112a are arc-shaped, the bending directions of both abutment walls 3112a are opposite, and the arc-shape of abutment wall 3112a is relatively convex. The two abutment walls 3112a are respectively protruded away from the connecting section 3113 to facilitate the mounting and dismounting of the shoe spring 3110, and in particular to facilitate the passing of the second abutting end 3112 through the first brake shoe 360, the clamping of the second abutting end 3112 with the first brake shoe 360, and the dismounting of the shoe spring 3110.

The shoe spring 3110 of the present embodiment includes two, one shoe spring 3110 connecting the first brake shoe 360 and the base plate 310. Specifically, the second contact end 3112 of one of the shoe springs 3110 passes through the fourth hole 3614 of the first brake shoe 360 and one of the shoe spring through holes 313 of the base plate 310, the first contact end 3111 of the shoe spring 3110 is in interference fit with the first brake shoe 360, and the two contact portions 3111a are elastically and tightly contacted against one side surface of the first brake shoe 360. After the second abutting end 3112 passes through the through hole 313 of the shoe spring of the bottom plate 310, the joint of the second segment 3111d and the third segment 3111e can abut against a side surface of the first brake shoe 360 away from the bottom plate 310.

Exemplary ones of the present application for pressure shoe springs 3110 may be three or more, and the present application is not limited to the number of pressure shoe springs 3110.

Another pressure-shoe spring 3110 connects second brake shoe 380 to bottom plate 310, and specifically, second butt end 3112 of pressure-shoe spring 3110 passes through sixth hole 3814 of second brake shoe 380 and pressure-shoe-spring through hole 313 of bottom plate 310. The first contact end 3111 of the shoe spring 3110 is in interference fit with the second brake shoe 380, and the two press-contact portions 3111a are elastically and tightly contacted against one side surface of the second brake shoe 380. After the second abutting end 3112 passes through the through hole 313 of the shoe spring of the bottom plate 310, the joint of the second segment 3111d and the third segment 3111e can abut against a side surface of the second brake shoe 380 away from the bottom plate 310.

Referring to fig. 15 and 16 in combination, fig. 15 is a schematic structural view of adjusting portion 3120 of brake 300 shown in fig. 3, and fig. 16 is a schematic sectional view of adjusting portion 3120 of brake 300 shown in fig. 3.

The adjusting portion 3120 includes a first fixing portion 3121a, a rotating portion 3121b, and a second fixing portion 3122. The first and

second fixing portions

3121a and 3122 may have a column shape, and the rotating portion 3121b may have a cylindrical shape. Specifically, the rotating portion 3121b includes a cylinder 3121 and a ratchet 3121d, the ratchet 3121d is disposed on an outer circumferential wall of the cylinder 3121, the rotating portion 3121b is sleeved with one end of the first fixing portion 3121a and one end of the second fixing portion 3122, the first fixing portion 3121a and the second fixing portion 3122 are disposed opposite to each other, the inner wall of the rotating portion 3121b is provided with a screw thread, the outer wall of the second fixing portion 3122 is provided with a screw thread, and the screw thread of the rotating portion 3121b is matched with the screw thread of the second fixing portion 3122. The rotating portion 3121b is rotatable with respect to the first fixing portion 3121a and the second fixing portion. When the rotating portion 3121b rotates, the second fixing portion may be distant from the first fixing portion 3121a or close to the first fixing portion 3121a in an axial direction of the rotating portion 3121b by the screw.

One end of the first fixing portion 3121a, which is away from the rotating portion 3121b, is provided with a first groove 3121c, and the first fixing portion 3121a is held with the second groove 3612 through the first groove 3121c, so that the first fixing portion 3121a is connected with the first brake shoe 360. One end of the second fixing portion 3122 away from the rotating portion 3121b is provided with a second groove 3122a, and the second fixing portion 3122 is in butt-joint with the fourth groove 3812 through the second groove 3122a, so that the second fixing portion 3122 is in butt-joint with the second brake shoe 380.

The first brake shoe 360 and the second brake shoe 380 are oppositely arranged and arranged on the same surface of the bottom plate 310, one end of the first transmission piece 350 is connected to the first brake shoe 360, the other end of the first transmission piece 350 is connected to one end of the second transmission piece 370, and the middle part of the second transmission piece 370 is rotatably connected with the middle part of the second brake shoe 380. The adjusting portion 3120 includes a first fixing portion 3121a, a second fixing portion 3122 and a rotating portion 3121b, the first fixing portion 3121a is connected to the second end 3616, the second fixing portion 3122 is connected to the fourth end 3817, wherein the connection of the second fixing portion 3122 and the fourth end 3817 may be a movable snap connection. The first fixing portion 3121a and the second fixing portion 3122 are disposed opposite to each other, and the rotating portion 3121b is disposed on the first fixing portion 3121a and the second fixing portion 3122. One end of the elastic body is connected to the second end 3616, and the other end of the elastic body is connected to the fourth end 3817, which is also referred to as the first elastic member 390 in this application. One end of the second transmission member 370, which is away from the first transmission member 350, is connected to the rotating portion 3121b, the rotating portion 3121b rotates to push the second fixing portion 3122 to move relative to the first fixing portion 3121a along a first direction, the first fixing portion 3121a and the second fixing portion 3122 generate displacement to adjust a gap between the second end 3616 and the fourth end 3817, the first direction is a direction from the second end 3616 to the fourth end 3817, or the first direction is a direction from the fourth end 3817 to the second end 3616.

It will be appreciated that during parking of the vehicle 1000, the first and

second brake shoes

360 and 380 are relatively far apart for rubbing against the brake disc 200 for braking, the first brake shoe 360 being far away from the second brake shoe 380 while carrying an end of the first transmission member 350 away from the second brake shoe 380, the first transmission member 350 carrying an end of the second transmission member 370 away from the second brake shoe 380. Since the middle portion of the second transmission member 370 is rotatably connected to the second brake shoe 380, when one end of the second transmission member 370 is moved away from the second brake shoe 380 by the first transmission member 350, the other end of the second transmission member 370 is moved closer to the second brake shoe 380. The movement of second brake shoe 380 rotates rotating portion 3121b, so that the gap between first fixing portion 3121a and second fixing portion 3122 is adjusted to adjust the gap between second end 3616 of first brake shoe 360 and fourth end 3817 of second brake shoe 380. The elastomer may provide tension to first brake shoe 360 and second brake shoe 380 such that first brake shoe 360 and second brake shoe 380 may be moved toward each other back to their original positions by the tension of the elastomer after being moved away from each other.

With reference to the above description and fig. 2, 3 and 4, the assembly of the brake of the present application will be described in detail.

First brake shoe 360 and second brake shoe 380 are connected to the second surface of the backing plate by a shoe spring, first brake shoe 360 and second brake shoe 380 being in spaced opposed relation, and second end 3616 being in spaced opposed relation to fourth end 3817 with a gap a therebetween. The first connection hole 351 of the extension plate 350b of the first transmission member 350 is rotatably connected to the third hole 3613 of the first brake shoe 360 by a rotation shaft, and the extension plate 350b of the first transmission member 350 is located on a side surface of the first brake shoe 360 facing away from the second surface 310b of the base plate 310. The second brake body 381 of the second brake shoe 380 passes through the retaining notch 354 of the first transmission 350. The first elastic member 390 has one end connected to the second connection hole 352 of the first transmission member 350 and the other end connected to the second brake shoe 380, and the first elastic member 390 and the main plate of the first transmission member 350 are arranged in parallel.

When the driving part 330, the bottom plate 310 and the dust cover 320 are assembled, the first pull arm notch 334 of the first pull arm 331 is engaged with the first groove 3611 of the first brake shoe 360, so that the first brake shoe 360 is abutted against the first pull arm 331. The second pull arm notch 337337 of the second pull arm 332 abuts against the third groove 3811 of the second brake shoe 380, so that the second brake shoe 380 abuts against the second pull arm 332.

The second transmission member 370 is located on a side surface of the second brake shoe 380 facing the bottom plate 310, the second transmission member 370 is rotatably connected to the fifth hole 3813 of the second brake shoe 380 through a positioning hole, and one end of the second transmission member 370 passes through the retaining notch 354 of the first transmission member 350. The second transmission member 370 is connected to the first transmission member 350 via a second elastic member 3100. Specifically, one end of the second elastic member 3100 is connected to the connecting piece of the fourth connecting end 371, and the other end of the second elastic member 3100 is connected to the second connecting portion 353 of the first transmission member 350. The plectrum 3721 of the fifth connecting end 372 is connected with the ratchet 3121d of the adjusting portion 3120. Attachment opening 374 of second transmission member 370 is positioned to correspond to sixth hole 3814 of second brake shoe 380 such that shoe spring 3110 can pass through attachment opening 374, sixth hole 3814 and shoe spring through hole 313 of bottom plate 310.

Adjustment portion 3120 is provided between the second end of first brake shoe 360 and the fourth end of second brake shoe 380. The first groove of the first fixing portion 3121a of the adjusting portion 3120 is engaged with the second groove 3612 of the second end 3616 of the first brake shoe 360, and the second groove of the second fixing portion 3122 is engaged with the fourth groove 3812 of the fourth end 3817 of the second brake shoe. The ratchet wheel 3121d of the rotating portion 3121b is engaged with the pick 3721 of the fifth connecting end 372 of the second transmission member 370, that is, the pick 3721 of the fifth connecting end 372 is engaged with one tooth slot of the ratchet wheel 3121 d. When the fifth connecting end 372 of the second transmission element 370 moves, the paddle 3721 can drive the rotating portion 3121b to rotate, so that the distance between the second fixing portion 3122 and the first fixing portion 3121a changes, so as to adjust the gap a between the second end 3616 of the first brake shoe 360 and the fourth end 3817 of the second brake shoe 380.

It should be noted that first recess 3121c of first holding portion 3121a may also interface with fourth recess 3812 of second brake shoe 380, and second recess 3122a of second holding portion 3122 interfaces with second recess 3612 of first brake shoe 360. The manner in which adjustment portion 3120 is coupled to first brake shoe 360 and second brake shoe 380 is not limited in this application.

Third elastic member 3130 has one end connected to second end 3616 of first brake shoe 360, and the other end of third elastic member 3130 connected to fourth end 3817 of second brake shoe 380, and third elastic member 3130 and adjustment portion 3120 may be disposed at a side-by-side interval.

Illustratively, the first elastic member 390, the second elastic member 3100 and the third elastic member 3130 may be springs, and both ends of the springs are provided with hooks, and the springs are connected to the respective components through the hooks. The spring can be stretched under the action of external force, the length of the spring is lengthened, and the spring retracts to the unstretched length after the external force is removed.

The hydraulic drive apparatus 100 may be connected to the first connection part 335 of the first pull arm 331, and specifically, the catch 1001 of the hydraulic drive apparatus 100 may be connected to the first connection groove 335a of the first pull arm 331.

Referring to fig. 4 and fig. 5, when the first pull arm 331 of the driving portion 330 receives an external force applied by the hydraulic driving device 100, the first connection end 333 of the first pull arm 331 moves away from the second connection end 336 of the second pull arm 332, so that the first pull arm notch 334 moves away from the second pull arm notch 337. First pull arm 331 pushes first end 3615 of first brake shoe 360 away from third end 3816 of second brake shoe 380, and first elastic member 390 is stretched, while first brake shoe 360 moves first transmission member 350 away from second brake shoe 380. The first transmission member 350 pulls the fourth connection end 371 of the second transmission member 370 to move away from the second brake shoe 380 through the second elastic member 3100, so that the second transmission member 370 swings around the positioning hole 373. The direction of the swing of the fifth connection end 372 of the second transmission member 370 is opposite to the direction of the swing of the fourth connection end 371. The fifth connection end 372 swings such that the driver 3721 of the fifth connection end 372 pushes the rotation portion 3121b to rotate the rotation portion 3121b, the rotation portion 3121b rotates the second fixing portion 3122 screw-coupled thereto in a direction away from the first fixing portion 3121a, and the third elastic member 3130 is stretched to increase the gap a between the second end 3616 of the first brake shoe 360 and the fourth end 3817 of the second brake shoe 380, thereby bringing the first and

second brake shoes

360 and 380 into contact with the brake disc 200. The friction plate contacts the brake disc 200, and the friction force between the friction plate and the brake disc 200 slows down the rotation of the brake disc 200, so that the parking purpose is achieved.

After the external force applied to the first pull arm 331 is removed, the relative positions of the first pull arm 331 and the second pull arm 332 of the driving part 330 return to the initial state (i.e. the relative positions of the first pull arm 331 and the second pull arm 332 when the first pull arm 331 is not applied with the external force), the first elastic member 390 restores the initial length, and pulls the first transmission member 350 toward the second brake shoe 380. The third elastic member 3130 returns to the original length and pulls the first brake shoe 360 toward the second brake shoe 380, so that the first brake shoe 360 moves toward the second brake shoe 380, the first transmission member 350 moves toward the second brake shoe 380, the fourth connection end 371 of the second transmission member 370 swings toward the second brake shoe 380, and the fifth connection end 372 of the second transmission member 370 swings away from the second brake shoe 380 to return to the original position.

When the gaps between the first and

second brake shoes

360 and 380 and the brake disc 200 become larger, the second end 3616 of the first brake shoe 360 and the fourth end 3817 of the second brake shoe 380 need to be spread by the driving portion 330 and the adjusting portion 3120 to be further than normal to allow the friction pad to contact the brake disc 200. At this time, the distance that the first transmission member 350 is driven by the first brake shoe 360 to be away from the second brake shoe 380 is increased, and the distance that the fourth connection end 371 of the second transmission member 370 is pulled by the first transmission member 350 to be away from the second brake shoe 380 is increased, so that the swing distance of the fifth connection end 372 of the second transmission member 370 is increased. The increase of the swing distance of the second transmission member 370 increases the shifting distance of the shifting piece 3721 to the rotating portion 3121b, when the swing distance of the second transmission member 370 is greater than the pitch of the rotating portion 3121b, and the second transmission member 370 returns to the initial position, the shifting piece 3721 of the fifth connecting end 372 may hold another tooth socket of the rotating portion 3121b, so that the second fixing portion 3122 of the adjusting portion 3120 is rotated out relative to the rotating portion 3121b, and the distance between the second fixing portion 3122 and the first fixing portion 3121a is increased, so that the gap between the second end 3616 of the first brake shoe 360 and the fourth end 3817 of the second brake shoe 380 is increased. The first friction plate 362 of the first brake shoe 360 and the second friction plate 382 of the second brake shoe 380 are closer to the brake disc 200, so that the first connection end 333 of the first pull arm 331 does not need to move a large distance to complete the parking action in the next parking action.

It can be appreciated that the automatic adjustment function of brake 300 provided by the present application can automatically adjust the clearance between first brake shoe 360 and/or second brake shoe 380 and brake disc 200 when first brake shoe 360 and/or second brake shoe 380 are worn, so as to avoid insufficient parking force or failure due to excessive clearance caused by not manually adjusting the clearance between first brake shoe 360 and/or second brake shoe 380 and brake disc 200 in time, and to eliminate labor and after-sales for adjusting the clearance.

The foregoing detailed description of the embodiments of the present application has been presented to illustrate the principles and implementations of the present application, and the above description of the embodiments is only provided to help understand the method and the core concept of the present application; meanwhile, for a person skilled in the art, according to the idea of the present application, there may be variations in the specific embodiments and the application scope, and in summary, the content of the present specification should not be construed as a limitation to the present application.

Claims

1. A brake is characterized by comprising a bottom plate, a first brake shoe, a second brake shoe, a first transmission piece, a second transmission piece, an adjusting part and an elastic body;

the first brake shoe and the second brake shoe are oppositely arranged and are arranged on the same surface of the bottom plate, the first brake shoe comprises a first end and a second end which are opposite, the second brake shoe comprises a third end and a fourth end which are opposite, the first end and the third end are oppositely arranged at intervals, and the second end and the fourth end are oppositely arranged at intervals;

the second driving medium is kept away from the one end of first driving medium with the portion of rotating is connected, the portion of rotating rotates and promotes the second fixed part is relative along the first direction first fixed part removes, first fixed part with the second fixed part produces the displacement in order to adjust the second end with clearance between the fourth end, the first direction is the second end arrives the direction of fourth end, perhaps, the first direction is the fourth end arrives the direction of second end.

2. The brake of claim 1, further comprising a shoe spring, wherein said base plate includes a shoe spring through hole and a first surface, said first brake shoe is provided with a through hole for said shoe spring to pass through, said shoe spring includes a first abutting end, a connecting section and a second abutting end, said first abutting end and said second abutting end are provided at opposite ends of said connecting section, said shoe spring passes through said shoe spring through hole and said shoe spring through hole in sequence, said first abutting end abuts against a side surface of said first brake shoe away from said base plate, and said second abutting end of said shoe spring abuts against a surface of said base plate away from said first brake shoe.

3. The brake of claim 2, wherein the first abutting end includes two press-contact portions and a resilient portion, the two press-contact portions being disposed on opposite sides of the resilient portion, the resilient portion being resiliently deformed to move the two press-contact portions relatively closer to or relatively farther away from each other.

4. The brake of claim 1, wherein the inner wall of the rotating portion and the outer wall of the second fixing portion are both provided with threads, the threads of the inner wall of the rotating portion and the threads of the outer wall of the second fixing portion are cooperatively arranged, and the rotating portion rotates to cause the first fixing portion and the second fixing portion to generate relative displacement.

5. The brake of claim 1, wherein the rotating part comprises a cylinder and a ratchet wheel, the ratchet wheel is arranged on the outer peripheral surface of the cylinder, and one end of the second transmission member, which is far away from the first transmission member, is clamped with the ratchet wheel.

6. The brake of claim 5, wherein the second transmission member includes a paddle, and wherein the second transmission member is engaged with the ratchet wheel via the paddle.

7. The brake of claim 1 further comprising a driving portion, wherein said base plate includes dust cover attachment holes and a bracket, said bracket is disposed on a side surface of said base plate facing said first brake shoe, and said driving portion is connected to said bracket through said dust cover attachment holes;

8. The brake of claim 7, wherein the first and second securing portions are each provided with a recess;

9. The brake of claim 7 further comprising a first resilient member having one end connected to an end of said first transmission member remote from said second transmission member and the other end connected to a middle portion of said second brake shoe.

10. The brake of claim 1, further comprising a second elastic member, one end of the second elastic member being connected to an end of the first transmission member remote from the second transmission member, and the other end of the second elastic member being connected to an end of the second transmission member close to the first transmission member.

11. The brake of claim 10 wherein an end of said first transmission member remote from said first brake shoe is provided with a retaining notch, said second brake shoe and said second transmission member passing through said retaining notch.

12. A vehicle comprising a body and a brake as claimed in any one of claims 1 to 11, the brake being connected to the body.