WO2016155640A1

WO2016155640A1 - Vehicle brake device, integrated vehicle transmission-brake device comprising same, and vehicle

Info

Publication number: WO2016155640A1
Application number: PCT/CN2016/077960
Authority: WO
Inventors: 高雷; 陈学伟; 王村伟; 李艳红; 宫峰; 孟永帅; 郑剑云
Original assignee: 中车戚墅堰机车车辆工艺研究所有限公司
Priority date: 2015-03-31
Filing date: 2016-03-31
Publication date: 2016-10-06

Abstract

A vehicle brake device, and integrated vehicle transmission-brake device comprising the same. The vehicle brake device comprises a full-contact-disk multi-plate friction pair, a cylinder (5-2) axially provided at one side of the friction pair, and a travelling piston (5-5) and a parking piston (5-6) axially provided in the cylinder (5-2). The parking piston (5-6) is at least partially inserted in a piston hole of the travelling piston (5-5), and has a sleeve structure having an axial hole. In the integrated vehicle transmission-brake device, a retarder (6) passes through the axial hole of the parking piston (5-6) of the vehicle brake device and is at least partially provided in the axial hole of the parking piston (5-6). The vehicle brake device and the integrated vehicle transmission-brake device have a compact structure and a small volume.

Description

Vehicle brake device and vehicle drive brake integrated device and vehicle therewith

Technical field

The present invention relates to the field of vehicle brake technology, and relates to a vehicle brake using a full-plate multi-plate friction pair, a vehicle transmission brake integrated device including the brake device, and a vehicle.

Background technique

Among brakes used in automobiles and construction vehicles, caliper disc brakes or full disc wet brakes are often used, and the retarder and brake system are independently arranged.

Clamp disc brakes occupy most of the market due to their low price and stable braking performance. However, the caliper disc brake can only increase the braking capacity by increasing the braking radius under the premise of the power source. However, the increase of the braking radius will make it difficult to allocate the chassis installation space. Moreover, the friction area of the caliper disc brake has a relatively small friction area, the friction lining wears fast, and the replacement period is short, thereby greatly increasing the maintenance and use cost.

The multi-plate wet brake has a relatively long service life and strong adaptability to the environment, and its multi-piece structure is easy to realize serialization, and requires less installation space. However, the brake structure of the multi-plate wet brake is complicated, and the shaft/diameter ratio of the piston is relatively small, which causes the piston to be stuck easily; and the parts with the matching relationship have high processing precision and high manufacturing cost; The friction pair uses forced oil cooling, which adds additional supporting hydraulic system and cost, and is often used only on high-end construction vehicles that require high maintenance-free brakes.

It should also be noted that in the reducer and brake system used in existing automobiles and engineering vehicles, the reducer and the brake are separately arranged. Therefore, each requires independent installation space, the axial dimension is large, and the transmission chain is long. The overall weight of the system is large, and the layout of the system becomes more complicated.

In this way, especially when designing a compact vehicle, directly referring to the brakes and reducers of the prior art mentioned above inevitably leads to the difficulty in realizing the distribution of the vehicle in the design space, and the cost is also high.

Summary of the invention

One of the objects of the present invention is to reduce the volume of the vehicle brake device and provide a vehicle brake device that occupies less space.

Still another object of the present invention is to improve the structural compactness of a vehicle transmission brake system and to provide a vehicle transmission brake system that is compact in structure and small in space.

To achieve the above object or other objects, the present invention provides the following technical solutions.

According to an aspect of the present invention, a brake device for a vehicle includes a full disc multi-plate friction pair, a cylinder axially disposed at one side of the friction pair, and an axial arrangement in the cylinder The service piston and the parking piston; wherein the parking piston is at least partially nested in a piston bore of the service piston, the parking piston being a sleeve structure having an axial bore.

According to still another aspect of the present invention, a driving brake integrated device for a vehicle includes:

The above-described vehicle brake device;

a reducer that passes through an axial bore of the parking piston of the vehicular brake and is at least partially disposed in an axial bore of the parking piston;

The output shaft of the speed reducer is disposed coaxially with the vehicle brake device.

According to still another aspect of the present invention, a vehicle is provided which uses the above-described vehicle brake device.

According to still another aspect of the present invention, a vehicle is provided that uses the above-described vehicle drive brake integrated device.

The above features and operations of the present invention will become more apparent from the following description and drawings.

DRAWINGS

The above and other objects and advantages of the present invention will be more fully understood from the aspects of the appended claims.

BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a cross-sectional structural view showing a brake device for a vehicle according to an embodiment of the present invention, and a cross section taken along the line XA-XA in Fig. 3.

Fig. 2 is a left side view of the vehicle brake device of the embodiment shown in Fig. 1.

Fig. 3 is a right side view of the vehicle brake device of the embodiment shown in Fig. 1.

Fig. 4 is a partially enlarged view showing the oil intake structure of the parking cylinder of the XC-XC section of Fig. 3;

Fig. 5 is a partially enlarged view showing the oil intake structure of the driving cylinder of the XB-XB section of Fig. 3;

Fig. 6 is a partial enlarged view of a return mechanism of the vehicle brake device of the embodiment shown in Fig. 1.

Fig. 7 is a partial enlarged view of a gap adjusting mechanism of the vehicle brake device of the embodiment shown in Fig. 1.

FIG. 8 is a schematic view showing the mounting structure of a driving brake integrated device for a vehicle according to an embodiment of the present invention.

9 is a schematic structural view of the vehicle transmission brake integrated device of FIG. 8 and its speed reducer.

Fig. 10 is a schematic view showing the mounting structure of a transmission braking integrated device for a vehicle according to still another embodiment of the present invention. Schematic diagram of the vehicle transmission brake integrated device and the reducer of the input shaft and the output shaft of the reducer.

11 is a schematic structural view of the vehicle transmission brake integrated device of FIG. 10 and a speed reducer thereof.

detailed description

The following is a description of some of the various possible embodiments of the invention, which are intended to provide a basic understanding of the invention and are not intended to identify key or critical elements of the invention or the scope of the invention. It is to be understood that, in accordance with the technical aspects of the present invention, those skilled in the art can suggest other alternatives that are interchangeable without departing from the spirit of the invention. Therefore, the following detailed description and the accompanying drawings are merely illustrative of the embodiments of the invention, and are not intended to

Herein, the orientation terms "upper", "lower", "left", "right", and the like used are defined based on the orientation in which the vehicle brake device is placed in the drawings, and it should be understood that these Directional terms are relative concepts that are used for relative description and clarification, which may vary accordingly depending on the orientation of the vehicle brake device arrangement. Also, in the present context, "axial direction" means a direction in which the center axis of the vehicle brake device according to the embodiment of the present invention is parallel, which is substantially parallel to the axial direction of the wheel, and "radial direction" is perpendicular to the "axis". In the direction of "the direction", the direction of the "axial direction" is the direction around the "axial direction".

In the present invention, among the components arranged in the axial direction, one end thereof is positioned closer to the "near friction secondary end" relative to the end of the multi-plate friction pair, and the opposite end is defined as the "distal friction pair" end.

Hereinafter, a vehicle brake device 5 according to an embodiment of the present invention will be described first with reference to Figs. 1 to 7 .

Referring to the vehicular brake device 5 shown in FIGS. 1 to 3, the housing mainly includes a piston end cover 5-1, a cylinder block 5-2, and a circular friction sub-case disposed in order from right to left. The body 5-3 and the friction secondary end cap 5-4 may be fastened to each other by, for example, a bolt. The cylinder 5-2 may be, but not limited to, an annular cylinder, and the cylinder 5-2 and the friction sub-housing 5-3 are disposed in the same axial direction, which together have a central axis S1. The friction pair is disposed inside the friction sub-housing 5-3, and its main package A plurality of friction plates 5-7 and 5-9 and brake disks 5-8 are included. The brake discs 5-8 can be specifically, but not limited to, a ring-shaped structure, and each of the friction plates can also be arranged in a ring-shaped structure corresponding to the brake discs 5-8. Under the braking condition, the friction plates 5-7 and The 5-9 and the brake discs 5-8 come into contact with each other and generate friction, so that a braking effect can be produced.

In this example, the brake discs 5-8 may be provided in two, and the friction plates are correspondingly arranged in three pieces, but the number of them is not limited to the embodiment of the present invention, and they may be specifically set according to the braking torque requirement. The greater the number of them, the greater the braking torque, which also helps to ensure the braking effect. Wherein, the brake disc 5-8 is disposed between two adjacent friction plates, wherein the two friction plates 5-7 are single-sided friction plates, and one friction plate 5-9 is a double-sided friction plate; The surface friction plates 5-7 are respectively disposed on the outer sides (left and right sides) of the friction pair and their friction faces are disposed toward the brake discs 5-8, and the double-sided friction plates 5-9 are disposed on the adjacent two brake discs 5- Between 8.

In this embodiment, the plurality of friction plates are axially spaced apart, the outer circumference of which is splined to the inner bore of the circular friction sub-housing 5-3 so as to be circumferentially constrained and axially opposed to the friction sub-housing 5-3. Forming a moving pair; in one embodiment, the inner bore of the brake disc 5-8 can be splined with the power take-off shaft through the internal spline and the power take-off shaft, and is circumferentially constrained relative to the power output shaft and axially constitutes the moving pair . In this embodiment, the friction pair formed by the plurality of friction plates and the brake disc is a multi-disc friction pair, which has a large friction area and a large friction surface, and the braking effect can be ensured, and the larger the area, the same energy is absorbed. The lower the temperature rise (heat generated by braking); therefore, it is advantageous to increase the heat load capacity of the friction lining, significantly prolong its service life, and in particular, to reduce the radial direction of the friction lining and the brake disc. The size (e.g., the outer diameter dimension), i.e., the radial dimension of the friction pair, is reduced, and the radial dimension of the vehicular brake device 5 can be set smaller.

In an embodiment, since the friction area of the friction pair is large and the temperature rise is low, dry cooling can be used, that is, the vehicle brake device 5 of the embodiment of the present invention is a full disk multi-plate dry brake, thus, hydraulic cooling The system can be omitted, making the structure of the brake device simpler and the cost greatly reduced. Specifically, a plurality of heat dissipation holes 5-30 (shown in FIGS. 2 and 5) may be radially disposed on the friction sub-housing 5-3, on the friction pair end cover 5-4 on the left side of the friction pair. A plurality of heat dissipation holes 5-33 are also opened, thereby performing air cooling and heat dissipation on the friction pair inside the friction sub-housing 5-3, thereby improving the cooling effect on the friction pair. In still another embodiment, the above-mentioned heat dissipation holes 5-30 and/or the heat dissipation holes 5-33 may not be provided.

Continuing with the cylinder 5-2 provided on one side (for example, the right side) of the friction pair as shown in FIG. An axial cylinder bore is provided, the cylinder bore having a large diameter section 5-2-1 adjacent to the friction pair, a second reduction section 5-2-3 in the middle portion, and an enlarged diameter section 5-2 away from the friction pair. -4. The first diameter reducing section 5-2-2 is between the large diameter section 5-2-1 and the second diameter reducing section 5-2-3, that is, the cylinder hole is from the near friction secondary end to the far side of the friction secondary end. The large diameter section 5-2-1, the first reduction diameter section 5-2-2, the second reduction diameter section 5-2-3, and the diameter expansion section 5-2-4 are arranged in this order. The large diameter section 5-2-1, the first reduced diameter section 5-2-2, the second reduced diameter section of the middle section 5-2-3, and the expanded diameter section 5-2-4 reflect the inner diameter of the cylinder bore in the axial direction. a change trend of the direction; wherein the first reduced diameter section 5-2-2 is smaller than the inner diameter of the large diameter section 5-2-1, and the large diameter section 5-2-1 is opposite to the adjacent first reduced diameter section 5-2- 2 is a section with a larger inner diameter; the second reduced diameter section 5-2-3 can be further reduced relative to the inner diameter of the first reduced diameter section 5-2-2; the expanded diameter section 5-2-4 is opposite to the second reduced diameter section 5-2-3 inner diameter is enlarged. The setting of each of the above sections can be achieved by setting the inner diameter of the cylinder bore or by providing a stepped structure on the inner diameter surface.

The large diameter section 5-2-1, the first reduced diameter section 5-2-2, the second reduced diameter section 5-2-3, and the expanded diameter section 5-2-4 are adjacent to each other at the transition joint, one set Or a plurality of steps to achieve a change in inner diameter between them, for example, there is a step between the large diameter section 5-2-1 and the first reduction section 5-2-2, and the first reduction section 5-2-2 A step is disposed between the second reduced diameter section 5-2-3, and a step is disposed between the second reduced diameter section 5-2-3 and the expanded diameter section 5-2-4. In an embodiment, the step surface of any one of the steps is optionally substantially perpendicular to the axial direction, that is, the vertical step surface, such that the large diameter section 5-2-1 and the first reduced diameter section 5-2 - 2, the second reduced diameter section 5-2-3 and the expanded diameter section 5-2-4, the transitional joints adjacent to each other can achieve a vertical transition. In still another implementation, the step surface of any of the steps may be set as an arc step surface or an inclined step surface, and the plurality of step surfaces may also be any combination of a vertical step surface, an arc step surface, or an inclined step surface.

Continuing with Figure 1, the hollow travel piston 5-5 and the hollow parking piston 5-6 of the brake device are each provided with one side of the friction pair. In this embodiment, the service piston 5-5 is a sleeve with a piston hole. The cylinder structure, the parking piston 5-6 is a sleeve structure with axial holes (ie, axial inner holes), which are both axially disposed in the cylinder bore of the cylinder 5-2, and the parking piston 5 The -6 is at least partially nested in the piston bore of the service piston 5-5, and the parking piston 5-6 is capable of piston movement relative to the service piston 5-5 in the piston bore of the parking piston 5-6.

Specifically, the length of the service piston 5-5 in the axial direction is smaller than the axial depth of the cylinder bore of the cylinder 5-2, for example, the length of the service piston 5-5 in the axial direction is less than or equal to that of the cylinder 5-2. The length of the large diameter section 5-2-1 of the cylinder bore and the length of the first reduction section 5-2-2, so that the service piston 5-5 corresponds to the large diameter section 5-2-1 of the cylinder bore and the first reduction diameter Section 5-2-2 is installed. The outer surface shape of the service piston 5-5 corresponds to the inner ring table of the large diameter section 5-2-1 of the cylinder bore and the first reduction section 5-2-2 Designed in the shape of a face, specifically, at a step corresponding to the step between the large diameter section 5-2-1 and the first reduction section 5-2-2, the outer surface of the service piston 5-5 forms a stepped surface. Thus, an annular stepped boss 5-5-1 (shown in Fig. 5) is formed on the outer surface of the sleeve of the sleeve-like traveling piston 5-5 at the near-friction secondary end.

Specifically, as shown in FIG. 4, the outer diameter of the annular stepped boss 5-5-1 of the service piston 5-5 is set, so that the annular stepped boss of the service piston 5-5 can be, but is not limited to, embedded with dustproof Sliding fit between the large diameter segments 5-2-1 of the ring 5-14, the guiding ring 5-15, and the sealing ring 5-16; setting the outer diameter of the sleeve of the driving piston 5-5 away from the friction secondary end to make the driving piston 5- 5 The sleeve portion remote from the friction secondary end can be, but is not limited to, a sliding fit between the first reduced diameter section 5-2-2 in which the sealing ring 5-17 and the guide ring 5-18 are fitted.

The axial gap between the annular stepped boss 5-5-1 of the service piston 5-5 and the first reduced diameter section 5-2-2 of the cylinder bore may form a first annular cavity for forming a driving system The oil chamber 5-22 of the moving oil cylinder; further, in order to increase the flow of the brake fluid, the transition joint between the large diameter section 5-2-1 and the first diameter reducing section 5-2-2 is provided with an axial direction A second annular cavity communicating with the gap is located between the service piston 5-5 and the large diameter section 5-2-1. In an embodiment, the length of the annular stepped boss 5-5-1 by providing the service piston 5-5 is smaller than the length of the large diameter section 5-2-1 (for example, compared to the large diameter section 5-2-1) The length is smaller than 0.4 mm), so that a gap of a certain length can be formed between the step surface between the large diameter section 5-2-1 and the first reduction diameter section 5-2-2 and the step surface of the service piston 5-5. That is, the oil chamber 5-22 for forming the service brake cylinder, the oil chamber 5-22 is located between the service piston 5-5 and the first reduced diameter portion 5-2-2 from the axial direction. The larger the gap, the easier it is to prime the oil chamber 5-22 to drive the service piston 5-5. In still another embodiment, the inner surface of the cylinder bore of the cylinder 5-2 is formed at a step between the large diameter section 5-2-1 and the first reduction section 5-2-2, that is, at the transition joint. A cavity, which is also used together to form the oil chamber 5-22 of the service brake cylinder. The cavity also facilitates oiling the oil chambers 5-22 and pushing the service piston 5-5 to the left.

As shown in FIG. 5, the oil chamber 5-22 of the service brake cylinder is provided with an oil inlet passage 5-27 and an oil inlet joint 5-25, and is externally connected through the oil inlet passage 5-27 and the oil inlet joint 5-25. Oil supply pipe. When the service brake is required, the brake oil with pressure can enter the oil chamber 5-22 of the service brake cylinder through the oil inlet joint 5-25 and the oil inlet passage 5-27, so that the brake oil with pressure acts on The annular step boss of the service piston 5-5 generates a thrust toward the friction pair, and the driving piston 5-5 is axially moved toward the friction pair, thereby pressing the friction pair through the friction plate and the brake disk 5. The friction between -8 can achieve the service brake.

Continuing with FIG. 4 to FIG. 6 , an axial piston hole is disposed in the substantially sleeve-shaped service piston 5-5 and opens in a direction away from the friction pair, and the near-friction secondary end is a piston hole bottom; the parking piston 5- 6 is substantially sleeve-shaped, axially disposed along the central axis S1, one end of which is axially inserted into the cylinder bore of the cylinder 5-2 and simultaneously inserted into the axially disposed piston bore of the service piston 5-5, Thereby partially nesting in the piston bore of the service piston 5-5; the other end (ie, the portion not nested in the piston bore of the service piston 5-5) corresponds to the second of the cylinder bore of the cylinder 5-2 The reduced diameter section 5-2-3 and the expanded diameter section 5-2-4 are installed. In this embodiment, the outer surface of the sleeve of the parking piston 5-6 is at a step corresponding to the step between the second reduced diameter section 5-2-3 and the enlarged diameter section 5-2-4, that is, the transitional connection At the end, the outer surface of the parking piston 5-6 forms a stepped surface, so that an annular stepped boss 5-6-1 is provided at an end remote from the moving pair. The outer diameter of the annular step boss of the parking piston 5-6 is set to be slidably engaged with the enlarged diameter section 5-2-4 in which the sealing ring 5-20 is fitted, and further, the parking piston 5-6 is disposed. The outer diameter of the sleeve makes the sleeve portion of the parking piston 5-6 and the inner surface of the piston hole of the service piston 5-5 fitted with the guide ring 5-21, and the second shrinkage of the sealing ring 5-19 The diameter segments 5-2-3 are all sliding fit. In one embodiment, the length of the annular stepped boss 5-6-1 of the parking piston 5-6 and the length of the expanded diameter section 5-2-4 are set such that the second reduced diameter section 5-2- A gap of a certain length may be formed between the step surface between the step 3 and the stepped portion 5-2-4 and the stepped surface of the parking piston 5-6, and the gap is located between the parking piston 5-6 and the second reduction section 5 Between -2-3, which is used to form the oil chamber 5-23 of the parking piston 5-6, the oil chamber 5-23 is located in the second part of the parking piston 5-6 from the axial direction. Between the expansion path segments 5-2-4. It should be understood that the larger the above clearance, the easier it is to inject oil into the oil chambers 5-22 to push the parking pistons 5-6.

Continuing with FIG. 4, the gap between the annular stepped boss 5-6-1 of the parking piston 5-6 and the second reduced diameter section 5-2-3 of the cylinder bore of the cylinder 5-2 forms a ring. a cavity for forming an oil chamber 5-23 of the parking brake cylinder; the oil chamber 5-23 of the parking brake cylinder is located substantially in the second reduced diameter section 5-2-3 and the expanded diameter section 5-2- At the stepped surface between 4, that is, the transition joint. The oil chamber 5-23 of the parking brake cylinder is provided with an oil inlet passage 5-26 and an oil inlet joint 5-25, and an oil supply line is externally connected through the oil inlet passage 5-26 and the oil inlet joint 5-25. During driving, the external high-pressure oil enters the oil chamber 5-23 of the parking brake cylinder through the oil inlet joint 5-25 and the oil inlet passage 5-26, so that the brake oil with pressure acts on the parking piston 5- The stepped surface of the annular stepped boss 5-6-1 of 6 pushes the parking piston 5-6 in a direction away from the friction pair and presses the cylinder end cover 5-1.

It should be noted that, in another embodiment, the second reduced diameter section 5-2-3 may be omitted, or the second reduced diameter section 5-2-3 may be set to be opposite to the first reduced diameter section 5-2- 2 having the same inner diameter, or setting the second reduced diameter section 5-2-3 to have a larger inner diameter than the first reduced diameter section 5-2-2, In this embodiment, the outer surface of the parking piston 5-6 may be provided with a further annular stepped boss at a position corresponding to the second reduced diameter section 5-2-3, and the outer diameter of the annular stepped boss is set such that Sliding engagement with the second reduced diameter section 5-2-3. At this time, the annular stepped boss 5-6-1 on the outer surface of the parking piston 5-6 corresponding to the enlarged diameter section 5-2-4 is compared with the corresponding second reduced diameter section 5-2-3. The outer diameter of the annular step boss is larger, and the oil chamber between the annular stepped boss 5-6-1 and the second reduced diameter section 5-2-3 of the cylinder bore of the cylinder 5-2 can also be used.

In an embodiment, in order to facilitate heat dissipation of the friction pair, the friction sub-housing 5-3 is provided with radially disposed heat dissipation holes 5-30 (shown in FIGS. 5 and 2) distributed in the circumferential direction, thereby , greatly improve the heat dissipation effect of the friction pair during work. In order to prevent heat generated by the friction pair from being transmitted to the dust seal 5-14 and the seal ring 5-16, an insulating ring 5-29 is installed between the friction sub-housing 5-3 and the cylinder 5-2, and A heat insulating sheet 5-28 (shown in FIG. 5) is disposed between the running piston 5-5 and the friction pair, thereby preventing damage of the heat generated by the friction of the dust seal 5-14 and the seal ring 5-16.

Continuing with the brake gap S between the friction pair and the service piston 5-5, which is the distance between the service piston 5-5 and the friction pair under normal driving conditions, specifically approximately The distance between the heat sheets 5-28 and the friction plates of the friction pair. In this embodiment, the brake gap S can be dynamically adjusted according to the wear condition of the friction lining, and will be specifically described in the subsequent lash adjustment structure 5-13.

In the above embodiment, the service piston 5-5 and the parking piston 5-6 are both disposed in the same cylinder 5-2 on the same side of the friction pair, and are disposed in a sleeve-like structure, and the parking piston 5-6 is at least Partially nested in the piston bore of the service piston 5-5, the space occupied by the service piston 5-5 and the parking piston 5-6 in the axial direction can be greatly reduced. At the same time, in the radial direction, since the friction pair adopts a structure of a plurality of friction plates and a brake disc, the friction pair can provide sufficient braking torque in a small radial dimension, which is advantageous for reducing the radial dimension of the friction pair. . Therefore, the braking device of the embodiment of the present invention can have a small size in both the axial direction and the radial direction, and the overall volume can be greatly reduced, and the occupied space is small.

In the above embodiment, the guide ring 5-15 and the guide ring 5-18 are respectively fitted on the inner surfaces of the large diameter section 5-2-1 of the cylinder 5-2 and the first reduction section 5-2-2. They are used to guide the driving piston 5-5 to accurately move the piston in the axial direction in the cylinder 5-2, preventing the steering piston 5-5 having a smaller diameter/shaft size from being deflected on the smaller axial piston stroke. Causes a stuck phenomenon. Similarly, the guide ring 5-21 is fitted to the inner surface of the piston bore of the service piston 5-5 for guiding the parking piston 5-6 to accurately axially move the piston in the piston bore of the service piston 5-5. Exercise, Preventing the parking piston 5-6 with a small diameter/shaft size from being deflected on a small axial piston stroke causes a stuck phenomenon. Alternatively, the guide ring 5-15, the guide ring 5-18, and the guide ring 5-21 may be made of a wear resistant material, and also function as a wear ring. It should be noted that the number of the guide rings to be mounted is not limited to the embodiment of the present invention, and the number of the guide rings may be set according to the axial movement accuracy requirements and the like, corresponding to the parking piston 5-6 or the service piston 5-5. .

Continuing as shown in FIG. 1, a plurality of parking springs 5-11 are disposed inside the axial bores of the plurality of parking pistons 5-6, and a plurality of parking springs 5-11 are circumferentially spaced so as to be evenly aligned in the circumferential direction. A number of parking pistons 5-6 exert a force. The proximal friction end of each axially disposed parking spring 5-11 and the remote friction end abut against the axial bore bottom of the sleeve of the parking piston 5-6 and the piston end cap 5-1, respectively. In this embodiment, the parking mechanism 5-11 is provided with a return mechanism 5-12. The specific structure of the return mechanism 5-12 of this embodiment is as shown in FIG. 6, which includes a return bolt 51-2- 1. The return retaining ring 5-12-2 and the return spring 5-12-3, the near friction secondary end of the return bolt 5-12-1 passes through the sleeve bottom of the parking piston 5-6 and the driving piston 5 The bottom of the sleeve of -5 is fixedly connected (for example, screwed), the return spring 5-12-3 is placed on the return bolt 5-12-1 and it is moved away from the friction secondary end by the return retaining ring 5-12-2 Pressed on the return bolt 5-12-1. The return mechanism 5-12 allows the service piston 5-5 to return to the original position after the shift brake.

The basic operation principle of the vehicle brake device of the embodiment shown in Fig. 1 is as follows.

When driving, the brake oil with pressure enters the oil chamber 5-23 of the parking brake cylinder through the oil inlet joint 5-25 and the oil inlet passage 5-26, and pushes the parking piston 5-6 to press the cylinder to the right. The end cap 5-1, the parking spring 5-11 inside the parking piston 5-6 is also compressed; the driving piston 5-5 is moved to the right along the axis S1 by the return mechanism 5-12 and the parking piston 5 -6 is pressed, so that the friction pairs are separated from each other, and the braking gap S is basically maintained between the driving piston 5-5 and the friction pair, so that the vehicle can be freely exercised.

During the service brake, the high pressure oil passes through the oil inlet 5-25 and the oil chamber 5-22 of the oil supply passage 5-27, and pushes the driving piston 5-5 to move axially in the direction of the friction pair. By the frictional force between the single-sided friction plates 5-7, the double-sided friction plates 5-9 and the brake disks 5-8, the service brake is realized.

When parking, the oil inlet passage 5-27 of the oil chamber 5-22 of the service brake cylinder and the oil inlet passage 5-26 of the oil chamber 5-23 of the parking brake cylinder are not connected to the high pressure oil, and the parking spring 5 -11 sequentially pushes the parking piston 5-6 and the driving piston 5-5 to move to the left in the axial direction, and presses the friction pair to realize the parking brake.

Continuing as shown in Figure 1, a plurality of axial displacements of the parking pistons 5-6 are axially provided with clearances. The adjusting mechanism 5-13, in this embodiment, the plurality of gap adjusting mechanisms 5-13 and the plurality of parking springs 5-11 are distributed on the same circumference with the axis S1 as a center, in the cylinder 5-2 of the present embodiment. There are 8 blind holes in the circumferential direction, and 4 gap adjusting mechanisms 5-13 and 4 parking springs 5-11 are circumferentially spaced in the 8 blind holes, that is, 8 of the parking piston 5-6 Of the blind holes, four are used to set the gap adjusting mechanisms 5-13, four for setting the parking springs 5-11 and the returning mechanisms 5-12, and they are spaced apart.

In an embodiment, the specific structure of the gap adjusting mechanism 5-13 is as shown in FIG. 7, which mainly includes a gap sleeve 5-1-5, a compensation spring 5-13-6, and a return bolt 5-13- 1 and a member such as a slotted bolt 5-13-4 which are axially disposed coaxially along the axis S3 in the sleeve of the parking piston 5-6, wherein the axis S3 is the central axis of the parking piston 5-6 .

Specifically, the nip bolt 5-13-4 that is screwed in from the piston end cap 5-1, the screw-in end of the grooving bolt 5-13-4 and the nip having a center hole in the parking piston 5-6 The sleeve 5-13-5 is threaded at one end, so that the manual adjustment of the supplementary clearance D can be realized by adjusting the gap bolt 5-13-4; the other end of the gap sleeve 5-13-5 (near one end of the friction pair) ) equipped with a compensation spring 5-13-6 in its central hole, the compensation spring 5-13-6 is axially restrained by the sleeve collar 5-13-8 and is tightly fitted with the return bolt 5-13-1 , wherein the compensation spring 5-13-6 and the sleeve collar 5-13-8 are provided with a washer 5-13-7; the return bolt 5-13-1 is from the vicinity of the gap sleeve 5-13-5 One end of the friction pair is inserted into the center hole of the gap sleeve 5-13-5, and the end of the near friction secondary end of the return bolt 5-13-1 is in close contact or against the bottom of the sleeve of the parking piston 5-6 The axial hole of the parking piston 5-6 is embedded with a screw circlip 5-13-3, which forms an axial compensation gap D through the screw washer 5-13-2 relative to the gap sleeve 5-13-5. Wherein the supplemental gap D corresponds to the brake gap S setting as shown in FIG.

The following example illustrates the principle that the gap adjusting mechanism 5-13 dynamically adjusts the supplementary gap D in accordance with the wear condition of the friction lining to keep the brake gap S substantially constant.

When the friction lining wears, referring to Fig. 7, the braking gap S between the friction pair and the service piston 5-5 is increased from the original D (i.e., the supplementary clearance) to D1 (not shown). During parking brake, the parking piston 5-6 pushes the service piston 5-5 to the left by a distance D1 along the axis S3 under the action of the parking spring 5-11, and the parking piston 5-6 itself also moves to the left along the axis S3. Moving distance D1; at this time, the screw retaining spring 5-13-3 located in the parking piston 5-6 will continue to push the screw washer 5-13 after moving the D distance synchronously to the left with the parking piston 5-6. 2. Further, the return bolt 5-13-1 is moved to the left (D1-D) distance relative to the parking piston 5-6 along the S3 axis. As a result, the parking piston 5-6 is moved to the left by a (D1-D) distance.

When driving, the oil chamber 5-23 of the parking brake cylinder enters the hydraulic pressure F1 to the right along the axis S3, thereby pushing the parking piston 5-6 against the elastic force F2 of the parking spring 5-11 (the direction thereof) Left, at this time F2 < F1) moves to the right along the axis S3; after moving the distance D to the right, the parking piston 5-6 will contact the end of the near friction pair of the return bolt 5-13-1 and generate it The force F1 to the right along the axis S3, at this time, the compensation spring (the rectangular spring in this embodiment) 5-13-6 is matched with the return bolt 5-13-1, and the return bolt 5-13-1 A frictional force F3 (which is directed to the left) that hinders its movement to the right in the axial direction S3 is generated, and F1 ≤ F2 + F3, so the parking piston 5-6 cannot continue to move to the right and substantially stays after moving the distance D to the right. The location of the location is the dynamic equilibrium position of its post-work process. Also, the return bolt 5-13-1 is actually extended to the left by a distance (D1-D). At this time, the replenishment gap continues to be D, and the brake gap S between the friction pair and the service piston 5-5 is also reduced to D, thereby realizing a gap compensation function due to wear of the friction pair.

Therefore, the brake device for a vehicle according to the embodiment of the present invention can still achieve a better and relatively uniform braking effect in the case where the friction plate is worn out; the replacement period of the friction plate is longer, and the brake device for the vehicle is maintained. It's easier.

It can be seen that the vehicular brake device of the present embodiment can achieve the required braking function, and since the parking piston and the traveling piston, the parking spring and the return spring are both ingeniously nested, it is sufficient The space is utilized to make the structure very compact, and the structure allows the friction pair to increase the number of brake discs and friction linings as needed in the axial direction, and the amount of braking torque and the number of friction pairs formed by the friction lining and the brake disc contact surface It is proportional (in the case where the brake pressure is constant), so the present invention is easy to ensure the braking effect. Moreover, the friction area is large, and the larger the area, the lower the temperature rise for absorbing the same energy, and the larger the volume that can withstand the consumption. Therefore, the present invention is advantageous for improving the heat load capacity of the friction plate and significantly prolonging the service life, which is very suitable. Flexible configuration for a variety of vehicles with a small design space.

FIG. 8 is a schematic view showing the installation structure of the vehicle drive brake integrated device according to an embodiment of the present invention; FIG. 9 is a schematic structural view of the vehicle drive brake integrated device and the reducer thereof in FIG. Hereinafter, a vehicle drive brake integrated device according to an embodiment of the present invention will be described with reference to FIGS. 8 to 9.

In this embodiment, the vehicle transmission brake integrated device belongs to the transmission brake system of the vehicle, which mainly integrates the vehicle brake device 5 and the speed reducer 6 of the embodiment shown in Figs. 1 to 7 above.

As shown in FIG. 8, the transmission brake integrated device can be mounted to the rim 3 of the wheel 4. Internally, the rim 3 may have a C-shaped cross section. One side of the rim 3 has an open end disc 3-1 fixedly connected to the output flange 7. The inner side of the output flange 7 extends axially out of the flange flange 7-1, and the output flange 7 is fixedly coupled to the output shaft 8 and is rotatable coaxially.

As shown in FIGS. 8 and 9, the speed reducer 6 and the vehicle brake device 5 can be mounted coaxially based on the axial direction S1, wherein the speed reducer passes through the axial direction of the parking piston 5-6 of the vehicle brake device 5. The holes are arranged and at least partially disposed in the axial bore of the parking piston 5-6. In this embodiment, the speed reducer 6 projects from the open end of the rim 3 into the cavity in the middle of the cylinder 5-2 (i.e., the piston hole of the service piston 5-5, the middle hole of the friction pair), and the service piston 5-5 The parking piston 5-6 is enclosed in the portion of the speed reducer 6, and the output shaft 8 of the speed reducer 6 passes through both the service piston 5-5 and the parking piston 5-6.

Specifically, the output shaft 8 of the speed reducer 6 is disposed on the axis S1 and is fixedly coupled to the output flange 7, and the output flange 7 is further spline-connected to the inner hole of the brake disk 5-8 of the friction pair, thereby braking the disk 5 The -8 output shaft 8 is circumferentially constrained relative to the output shaft 8; thus, the friction pair can brake the output shaft 8.

The structure of the reducer can be, but is not limited to, a planetary structure. For example, it can also be a single-stage or multi-stage parallel shaft structure or a combination of a parallel shaft and a planetary gear train. Similarly, the output shaft 8 and the brake device 5 are related to the axis S1. Coaxial settings. In this embodiment, as shown in FIG. 8, it includes a planetary gear train, an input shaft 9, an output shaft 8, an output flange 7, housings 6-15, 6-16, 6-17, 6-18, and 6 - 21, sealing devices 6-3 and 6-13. The housing 6-16 of the retarder 6 is fixed to the wheel carrier 2 together with the housing of the vehicle brake device 5, and the input shaft 9 of the speed reducer 6 is drivingly coupled to the motor 1. The planetary gear train may be, but is not limited to, a planetary gear set of two stages (eg, one or more stages may be provided as desired), the planetary gear set having sun gears 6-6 and 6-10, planet wheels 6-9 and 6 -12, ring gears 6-19 and 6-20, brackets 6-4 and 6-11, and bearings 6-2, 6-5, 6-8 and 6-14.

Continuing with Figures 8 and 9, the motor 1 can be selectively coupled to the sun gear 6-6 of the planetary gear set, the planet gears 6-9, the ring gear 6-19 or the bracket 6-4 via the input shaft 9 and input for rotation. power. The input shaft 9 to which the motor 1 and the speed reducer 6 are connected is provided with an input end seal device 6-3 for isolating the liquid (for example, a lubricating medium of the oil or grease type) in the speed reducer from the outside of the speed reducer 6. The brackets 6-4, 6-11 of the secondary planetary gear set are supported by the bearings 6-5 and 6-14 and fixedly connected to the reducer housings 6-15, 6-16, 6-17, 6-18, 6 respectively. At -21, it is rotatable along the central axis S1 of the speed reducer 6. The planetary gears 6-9, 6-12 of the secondary planetary gear set are fixedly connected to the brackets 6-4, 6-11 through the bearings 6-2, 6-8 and the planetary axles 6-7, 6-12, respectively. It can be rotated about the secondary planetary axles 6-7, 6-12 axis S2, respectively. The output shaft 8 of the reducer can be selected from the second stage (for the next stage, the last stage) of the planetary gear set of the sun gear 6-10, the planetary gear 6-12, the ring gear 6-20 or the bracket 6-11 Drive connection. The output of the speed reducer 6 and the output shaft 8 are provided with output end seals 6-13 for isolating the liquid in the retarder from the outside of the speed reducer 6. The housings 6-15, 6-16, 6-17, 6-18, 6-21 of the reducer are fixedly supported on the wheel carrier 2. The output flange 7 of the reducer is fixedly coupled to the output shaft 8 and is fixedly coupled to the rim 3.

In an embodiment, the vehicle transmission brake integrated device is further provided with a dustproof bellows 5-10 (see FIG. 1), and the end of the dustproof bellows 5-10 is closely rubbed with the driving piston 5-5. The secondary end is connected, and the other end is connected to a corresponding portion of the speed reducer 6 (for example, the end cover), and the function is to prevent external dust and friction debris on the side of the friction pair from falling into the axial hole of the parking piston 5-6. In the cavity, thereby avoiding the action and life of the return mechanism or the like inside the parking piston 5-6.

FIG. 10 is a schematic view showing the installation structure of the vehicle transmission brake integrated device according to another embodiment of the present invention; FIG. 11 is a schematic structural view of the vehicle transmission brake integrated device and the reducer thereof in FIG. Hereinafter, a vehicle drive brake integrated device according to an embodiment of the present invention will be further described with reference to FIGS. 10 to 11.

The main difference between the vehicle drive brake integrated device of FIG. 10 and the drive brake integrated device of the embodiment shown in FIG. 8 is that the reducer b-6 adopts a parallel shaft structure or a parallel shaft and planetary gear train combination structure. The output shaft b-8 is coaxially disposed on the vehicular brake device 5, and the input shaft b-9 can be disposed parallel to or perpendicular to the axis S1 of the vehicular brake device 5; The vehicle brake device 5 used is substantially identical, the speed reducer b-6 is disposed through the axial bore of the parking piston 5-6 of the vehicle brake device 5 and is at least partially disposed in the parking piston 5-6 In the axial hole.

Specifically, the output shaft b-8 of the speed reducer b-6 is disposed on the axis S1 and is fixedly coupled to the output flange b-7, and the output flange b-7 is further disposed inside the brake disk 5-8 of the friction pair The hole splines are connected such that the brake discs 5-8 are circumferentially constrained relative to the output shaft b-8; thus, the friction pair can brake the output shaft b-8.

The specific structure of the reducer b-6 is as shown in FIG. 10, which includes a parallel shaft structure, a planetary gear train, an input shaft b-9, an output shaft b-8, an output flange b-7, and a housing b-6-15. , b-6-16, b-6-17, b-6-18 and b-6-21, sealing devices b-6-3 and b-6-13. The housing b-6-16 of the speed reducer b-6 is fixed to the wheel carrier b-2 together with the vehicle brake housing, and the speed reducer b-6 The input shaft b-9 is drivingly connected to the motor 1. The parallel shaft structure may be, but not limited to, a first stage (for example, one or more stages may be set as needed), and the parallel shaft structure has a pinion b-6-7, a large gear b-6-6, a bearing b- 6-4 and b-6-5. The planetary gear train may be, but not limited to, a planetary gear set of one stage (for example, may be set to one or more stages as needed), the planetary gear set having a sun gear b-6-10, a planetary gear b-6-12, a ring gear B-6-19, bracket b-6-11 and bearings b-6-2 and b-6-14.

Continuing with FIG. 10 and FIG. 11, the motor 1 can be selectively connected to the pinion gears b-6-7 and the large gears b-6-6 of the parallel shaft structure through the input shaft b-9 and input the rotational power about the axis S4. The pinion gear b-6-7 of the parallel shaft structure, the large gear b-6-6 can be selected by the sun gear shaft b-6-22 with the sun gear b-6-6 of the planetary gear set, the planetary gear b-6-9, The ring gear b-6-19 or bracket b-6-11 is connected and input to the rotary power. The input shaft b-9 to which the motor b-1 and the speed reducer b-6 are connected is provided with an input end sealing device b-6-3 for isolating the lubricating medium in the speed reducer from the outside of the speed reducer b-6. The bracket b-6-11 of the planetary gear set is supported by the bearing b-6-14 and fixedly connected to the reducer housings b-6-15, b-6-16, b-6-17, along the reducer b The center axis S1 of -6 is rotated. The planetary gear b-6-1 of the planetary gear set is fixedly coupled to the bracket b-6-11 through the bearing b-6-2 and the planetary axle b-6-17, which is rotatable around the planet axle b-6-12 axis S5 Rotate. The output shaft b-8 of the reducer can be selected from the sun gear b-6-10, the planetary gear b-6-1, the ring gear b- of the planetary gear set of the second stage (the last stage for more stages) 6-19 or bracket b-6-11 drive connection. The output end seal b-6-13 for isolating the lubricating medium in the reducer from the outside of the speed reducer b-6 is provided at the connection of the speed reducer b-6 and the output shaft b-8. The housings b-6-15, b-6-16, b-6-17, b-6-18, b-6-21 of the reducer are fixedly supported on the wheel frame b-2. The output flange b-7 of the reducer is fixedly connected to the output shaft b-8 and fixedly connected to the rim b-3. .

The braking mode of the vehicle transmission brake integrated device of the embodiment shown in Figs. 8 and 10 of the present invention is to brake the output end of the speed reducer 6, that is, a so-called external structure. Specifically, one or more brake discs 5-8 can be rotated with the output shaft 8 or b-8 and the output flange 7 or b-7, and the brake discs 5-8 can be on the splines of the output flange It moves axially along the central axis S1. The friction plates 5-7 and 5-9 and the housing of the vehicular brake device 5 are restricted from rotating, but are also axially movable along the central axis S1.

When driving, the power output of the motor 1 is decelerated by the speed reducer 6, and the output flange 7 or b-7 on the output shaft 8 drives the rim 3 to output torque. The braking principle of the vehicle transmission brake integrated device of the embodiment of the present invention is the same as that of the above-described vehicle brake device 5 when the vehicle is braked and parked.

In the vehicle transmission brake integrated device according to the embodiment of the present invention, not only the vehicle brake device 5 is small in size, but also a large part of the speed reducer can be installed in the cavity in the middle portion of the vehicle brake device 5, thereby realizing The main body of the reducer is nested in the brake, making full use of the axial and radial space, the volume is very small, and the structure is very compact (as shown in Figure 9), thereby significantly reducing the size of the transmission brake system.

Moreover, the vehicle transmission brake integrated device of the embodiment of the present invention can also be placed inside the rim 3 and connected to the frame through the wheel frame 2 (as shown in FIG. 8), which is easy to independently hang the wheel, eliminating the tradition. The structure of the axle, therefore, the structure of the wheel can also be very compact, which greatly saves the space of the frame; and, by connecting with the respective motor 1, an independent driving unit can be formed, which constitutes a dispersed power drive of the whole vehicle, and is flexible. Reliable, can be freely combined and applied to vehicles with different driving modes such as 4×2, 4×4, 6×2, 6×4, 6×6, 8×2, 8×4, 8×6, 8×8, etc. Especially in vehicles with narrow design space, it can realize flexible configuration of its vehicle driving mode.

The above examples mainly illustrate the vehicle brake device of the present invention and the vehicle drive brake integrated device using the same. Although only a few of the embodiments of the present invention have been described, it will be understood by those skilled in the art that the invention may be practiced in many other forms without departing from the spirit and scope of the invention. Accordingly, the present invention is to be construed as illustrative and not restrictive, and the invention may cover various modifications without departing from the spirit and scope of the invention as defined by the appended claims With replacement.

Claims

A vehicle brake device comprising a full disc multi-plate friction pair, a cylinder body (5-2) axially disposed on one side of the friction pair, and an axial direction in the cylinder block (5-2) a service piston (5-5) and a parking piston (5-6); wherein the parking piston (5-6) is at least partially nested in a piston hole of the traveling piston (5-5) The parking piston (5-6) is a sleeve structure having an axial hole.
The vehicular brake device according to claim 1, wherein the cylinder bore of the cylinder block (5-2) is disposed with a large diameter section in the axial direction from the near friction secondary end to the distal friction end. -2-1), reduced diameter section (5-2-2, 5-2-3) and expanded diameter section (5-2-4);

Arranging the driving piston (5-5) corresponding to at least a portion of the large diameter section (5-2-1) and the reducing diameter section (5-2-2, 5-2-3), and the driving An axial sliding fit between the piston (5-5) and at least a portion of the large diameter section (5-2-1) and the reduced diameter section (5-2-2, 5-2-3) a transition joint between the large diameter section (5-2-1) and the reduced diameter section (5-2-2, 5-2-3), the driving piston (5-5) and the large diameter section (5-2-1), the reduced diameter section (5-2-2, 5-2-3) surrounds the first oil chamber (5-22) forming the service brake cylinder;

A first portion of the near friction pair of the parking piston (5-6) is sleeved in an axial piston bore of the service piston (5-5), and the parking piston (5-6) is away from friction The second portion of the pair is arranged corresponding to the enlarged diameter section (5-2-4) and a part of the reduced diameter section (5-2-2, 5-2-3), and the parking piston (5-6) At least axially between the piston bore of the service piston (5-5), the reduced diameter section (5-2-2, 5-2-3), and the expanded diameter section (5-2-4) a sliding fit, the second portion of the parking piston (5-6) and the enlarged diameter section (5-2-4), the reduced diameter section (5-2-2, 5-2-3) A second oil chamber (5-23) in which the parking brake cylinder is formed is surrounded.
The vehicular brake device according to claim 2, wherein said reduced diameter section (5-2-2, 5-2-3) comprises an axial direction from a near friction secondary end to a distal friction end Arranging a first reduced diameter section (5-2-2) and a second necked section (5-2-3), the second necked section (5-2-3) being opposite to the first reduced diameter section (5-2-2) has the same or smaller inner diameter.
A vehicle brake device according to claim 1, wherein said full disc multi-plate friction pair comprises a plurality of friction plates (5-7, 5-9) and is disposed adjacent to the friction plates (5- Brake disc (5-8) between 7,5-9).
A brake device for a vehicle according to claim 4, wherein said plurality of brakes are provided A blade friction pair is disposed in the friction sub-housing (5-3) of the vehicular brake device, and the friction plates (5-7, 5-9) and the friction sub-housing (5-3) The inner bore is circumferentially constrained and axially constitutes a moving pair.
The vehicular brake device according to claim 5, wherein a plurality of the plurality of air-cooling heat radiating portions of the friction pair are radially disposed on the friction sub-housing (5-3) A cooling hole (5-30).
A vehicle brake device according to claim 5, wherein said cylinder (5-2) is fixed to said friction sub-housing (5-3) at said cylinder (5-2) An insulating ring (5-29) is disposed between the friction sub-housing (5-3).
The vehicular brake device according to claim 1 or 7, wherein a heat insulating sheet (5-28) is provided between the friction pair and the traveling piston (5-5).
A vehicle brake device according to claim 4, wherein said friction plates (5-7, 5-9) comprise a single-sided friction plate (5-7) and a double-sided friction plate (5-9) Wherein the one-sided friction plate (5-7) is disposed outside the friction pair and its friction surface is disposed toward the brake disk (5-8), the double-sided friction plate (5-9) It is disposed between two adjacent brake discs (5-8).
The vehicular brake device according to claim 1, wherein a parking spring (5-11) is disposed in an axial hole of the parking piston (5-6), and the parking spring (5) -11) the proximal friction secondary end acts on the bottom of the axial bore of the parking piston (5-6), and the piston of the parking spring (5-11) acts on the piston of the vehicle brake device away from the friction secondary end The end cover (5-1) is disposed, and a return mechanism (5-12) is disposed in the parking spring (5-11).
The vehicular brake device according to claim 10, wherein said return mechanism (5-12) includes a return bolt (5-12-1) and a return spring (5-12-3), The near-friction secondary end of the return bolt (5-13-1) is threadedly connected to the bottom of the piston hole of the traveling piston (5-5) through the bottom of the axial hole of the parking piston (5-6) The return spring (5-12-3) is sleeved on the return bolt (5-13-1) and acts on the return bolt (5-12-1) away from the friction secondary end .
The vehicular brake device according to claim 1, wherein a gap adjusting mechanism (5-13) is provided in an axial hole of the parking piston (5-6).
A vehicle brake device according to claim 12, wherein said gap adjusting mechanism (5-13) comprises coaxially axially disposed in an axial bore of said parking piston (5-6) Width sleeve (5-13-5), compensation spring (5-13-6), screw circlip (5-13-3), Return bolt (5-13-1) and clearance bolt (5-13-4), the clearance bolt (5-13-4) passes through the piston end cover of the vehicle brake (5- 1) threadedly connected to the frictional auxiliary end of the gap sleeve (5-13-5), one end of the return bolt (5-13-1) is from the gap sleeve (5-13- The proximal friction secondary end of 5) is inserted into the central bore of the shirring sleeve (5-13-5) and passes through the compensating spring (5-13-6), the other end thereof and the parking piston ( 5-6) the bottom of the axial hole abuts, the compensating spring (5-13-6) is axially restrained by the sleeve collar (5-13-8) and with the return bolt (5-13) -1) tight fit, the screw retaining spring (5-13-3) is fitted in the axial bore of the parking piston (5-6) and opposite to the trimming sleeve (5-13-5) ) forming an axial compensation gap (D).
The vehicular brake device according to claim 3, wherein at a transitional connection between the large diameter section (5-2-1) and the first diameter reducing section (5-2-2), a step is formed between the large diameter section (5-2-1) and the first reduced diameter section (5-2-2), and an outer surface of the traveling piston (5-5) forms a first stepped surface, An axial gap between the first stepped surface and the first reduced diameter section (5-2-2) is used to form the first oil chamber (5-22).
The vehicular brake device according to claim 14, wherein a step between the large diameter section (5-2-1) and the first diameter reduction section (5-2-2) is The inner surface of the cylinder bore of the cylinder (5-2) is vertically axially upwardly formed with a cavity for forming the first oil chamber (5-22).
The vehicular brake device according to claim 3, wherein at the transition connection between the enlarged diameter section (5-2-4) and the second reduced diameter section (5-2-3), a step is formed between the second reduced diameter section (5-2-3) and the enlarged diameter section (5-2-4), and a surface of the parking piston (5-6) forms a second stepped surface. An axial gap between the second stepped surface and the enlarged diameter section (5-2-4) is used to form the second oil chamber (5-23).
The vehicular brake device according to claim 3, wherein said large diameter section (5-2-1) of said cylinder bore of said cylinder block (5-2) and said first reduced diameter section (5) -2-2) The first guide ring (5-15) and the second guide ring (5-18) are respectively fitted.
The vehicular brake device according to claim 2, characterized in that the inner surface of the piston hole of the service piston (5-5) is fitted with a guide ring (5-21).
The vehicular brake device according to claim 3, characterized in that the large diameter section (5-2-1) of the cylinder bore of the cylinder block (5-2) is fitted with a dust seal (5) -14) and a first sealing ring (5-16), the first reduced diameter section (5-2-2) of the cylinder bore of the cylinder block (5-2) is fitted with a second sealing ring (5 -17) a second reduced diameter section of the cylinder bore of the cylinder block (5-2) (5-2-3) and the enlarged diameter section (5-2-4) are respectively fitted with a third sealing ring (5-19) and a fourth sealing ring (5-20).
A brake device for a vehicle according to claim 2, wherein a sliding fit between said proximal end of said service piston (5-5) and said large diameter section (5-2-1) a first annular stepped boss (5-5-1), which is disposed in sliding engagement with the enlarged diameter section (5-2-1) at a distance from the friction secondary end of the parking piston (5-6) The second annular stepped boss (5-6-1).
A brake device for a vehicle according to claim 1, wherein a friction pair end cover (5-4) is provided corresponding to said friction pair, and said friction pair end cover (5-4) is provided for A second heat dissipation hole (5-33) for performing air cooling on the friction pair is realized.
A vehicle drive brake integrated device, comprising:

A vehicle brake device (5) according to any one of claims 1 to 21;

a reducer (6, b) passing through an axial bore of the parking piston (5-6) of the vehicular brake and at least partially disposed in an axial bore of the parking piston (5-6) -6);

The output shafts (8, b-8) of the speed reducer (6, b-6) are disposed coaxially with the vehicle brake device (5).
The vehicular transmission brake integrated device according to claim 22, wherein the brake disc (5-8) of the multi-plate friction pair and the output shaft (8) of the speed reducer (6) are circumferentially restrained .
A vehicle drive brake integrated device according to claim 22, wherein an input shaft (9, b-9) of the speed reducer (6, b-6) of each of said vehicle drive brake integrated devices Connected to the corresponding motor (1) to form a relatively independent drive unit.
A vehicle transmission brake integrated device according to claim 22, wherein said transmission brake integrated device is mounted inside a rim (3) in the wheel (4).
A vehicle drive brake integrated device according to claim 25, wherein one side of said rim (3) has an open end disc (3-1) fixedly coupled to the output flange (7). The inner side of the output flange (7) extends axially out of the flange flange (7-1), and the output flange (7) is fixedly coupled to the output shaft (8) and is rotatable coaxially.
A vehicle drive brake integrated device according to claim 22, wherein an input shaft (9) of said speed reducer (6, b-6) and a center axis of said vehicle brake device (5) (S1) is disposed coaxially, or parallel to the central axis (S1) of the vehicular brake device (5), or perpendicular to the central axis (S1) of the vehicular brake device (5).
The vehicle transmission brake integrated device according to claim 27, wherein said speed reducer (6, b-6) comprises a planetary gear train, an input shaft (9), and an output shaft (8, b-8) And an output flange (7, b-7), the input shaft (9) is drivingly connected to an external power unit, and the output shaft (8, b-8) and the output flange (7, b-7) are fixedly connected .
A vehicle drive brake integrated device according to claim 22, further comprising dust provided for preventing dust from entering the axial hole of said parking piston 5-6 from the side of said friction pair Bellows (5-10).
A vehicle characterized by using the vehicle brake device (5) according to any one of claims 1 to 21.
A vehicle characterized by using the vehicle drive brake integrated device according to any one of claims 22 to 29.