Patent Description:
With the development of the vehicle industry, consumers have increasingly higher requirements for the safety performance of vehicles, and the performance of a brake as an important safety device is particularly important.

In a vehicle braking process, friction between a friction disc and a brake disc generates noise. Existing brakes for a vehicle usually reduce the noise by means of adjusting material of a brake pad shim, adjusting material of the friction disc, slotting or chamfering the friction disc and improving pressure distribution of the friction disc.

However, the problem exists that the existing brakes for a vehicle usually cannot overcome low-frequency stubborn noise generated by a caliper structure in the brake in a braking process by reducing the noise using the foregoing methods.

In an existing brake for a vehicle, return springs are usually arranged at middle positions of friction discs, so the friction discs may rotate with respect to the contacting edge between the return springs and the friction discs, resulting in eccentric wear and a relatively low reduction in drag torque.

It is known from a German patent publication <CIT> that a disc brake includes two brake calipers, wherein the two brake calipers are provided a first friction disc and a second friction disc respectively, and wherein the first and second discs are each provided with a suspended body. By the suspended body, the resonance of the disc brake can be adjusted. However, this disc brake can't solve the problem of eccentric wear and a relatively low reduction in drag torque. Further, the published document <CIT> discloses a disk brake including a brake caliper which is provided with a restoring device so that the brake caliper can be returned after a displacement and release of the brakes caused by a braking action.

Accordingly, there is a need in the art for a new brake for a vehicle and a vehicle to solve the foregoing problem.

To solve the foregoing problems in the prior art, the invention is set out in the appended set of claims.

It can be understood by those skilled in the art that, in the technical solutions of the invention, the brake comprises a first caliper body and a second caliper body, wherein the first caliper body and the second caliper body are provided with a first friction disc and a second friction disc respectively, a brake disc is arranged between the first friction disc and the second friction disc, and the first friction disc and the second friction disc are each further provided with at least one mass block.

Through the foregoing arrangement, in the brake for a vehicle according to the invention, the first friction disc and the second friction disc are each provided with at least one mass block, and natural frequencies of the first friction disc and the second friction disc each provided with the at least one mass block are adjusted by tuning properties such as mass, density and volume of the at least one mass block <NUM>, so that there is a relatively large difference between the natural frequencies of the first friction disc and the second friction disc each provided with the mass blocks and a frequency of low-frequency noise, so as to quickly reduce low-frequency operating noise of the brake, thereby fundamentally eliminating braking noise, and then solving the problem that existing brakes for a vehicle usually cannot overcome low-frequency stubborn noise generated by a caliper structure in the brake in a braking process. In addition, the brake according to the disclosure further improves the comfort level of driving experience of a user, and solves the problem in the prior art that a development cycle is prolonged due to modification of a caliper structure and a mold during reduction of braking noise.

A brake for a vehicle and a vehicle according to the invention are described below with reference to accompanying drawings. In the accompanying drawings:.

Preferred implementations of the invention are described below with reference to the accompanying drawings. It should be understood by those skilled in the art that these implementations are only for explaining the technical principles of the invention and are not intended to limit the scope of protection of the invention.

Those skilled in the art can make adjustments according to requirements so as to adapt to specific application scenarios. For example, although in the specification, a connection relationship between a first mass block and a second mass block and a first friction disc and a connection relationship between a third mass block and a fourth mass block and a second friction disc are described by taking separate riveting of the first mass block and the second mass block to the first friction disc and separate riveting of the third mass block and the fourth mass block to the second friction disc, the connection relationship between the first mass block and the second mass block and the first friction disc and the connection relationship between the third mass block and the fourth mass block and the second friction disc according to the invention are not limited thereto, provided that the connection relationships can meet assembly requirements that the first mass block and the second mass block are fixedly installed on the first friction disc and that the third mass block and the fourth mass block are fixedly installed on the second friction disc. For example, the first mass block and the second mass block are separately bolted to the first friction disc, and the third mass block and the fourth mass block are separately bolted to the second friction disc. For another example, the first mass block and the second mass block are separately welded to the first friction disc, and the third mass block and the fourth mass block are separately welded to the second friction disc.

It should be noted that, in the description of the invention, the terms "first," "second," "third" and "fourth" are merely used for description but cannot be understood as indicating or implying relative importance.

In addition, it should also be noted that, in the description of the invention, the term "connect" should be interpreted in a broad sense unless explicitly defined and limited otherwise. For example, a connection may be a fixed connection, a detachable connection, or an integral connection; or may be a direct connection, or an indirect connection through an intermediate medium. For those skilled in the art, the specific meanings of the foregoing terms in the invention can be interpreted according to a specific situation.

Referring to <FIG>, a brake for a vehicle according to the invention is described first. <FIG> is a schematic diagram of a three-dimensional structure of a brake for a vehicle according to the invention.

As shown in <FIG>, to solve the problem that existing brakes for a vehicle usually cannot overcome low-frequency stubborn noise generated by a caliper structure in the brake in a braking process, a brake for a vehicle according to the disclosure comprises a first caliper body <NUM> and a second caliper body <NUM>, wherein the first caliper body <NUM> and the second caliper body <NUM> are provided with a first friction disc <NUM> and a second friction disc <NUM> respectively, a brake disc (not shown in the figure) is arranged between the first friction disc <NUM> and the second friction disc <NUM>, and the first friction disc <NUM> and the second friction disc <NUM> are each further provided with at least one mass block <NUM>.

Through the foregoing arrangement, in the brake for a vehicle according to the invention, the first friction disc <NUM> and the second friction disc <NUM> are each provided with the at least one mass block <NUM>, and natural frequencies of the first friction disc <NUM> and the second friction disc <NUM> each provided with the at least one mass block <NUM> are adjusted by tunning properties such as mass, density and volume of the at least one mass block <NUM>, so that there is a relatively large difference between the natural frequencies of the first friction disc <NUM> and the second friction disc <NUM> each provided with the at least one mass block <NUM> and a frequency of low-frequency noise, so as to quickly reduce low-frequency operating noise of the brake, thereby fundamentally eliminating braking noise, and then solving the problem that existing brakes for a vehicle usually cannot overcome low-frequency stubborn noise generated by a caliper structure in the brake in a braking process. In addition, the brake according to the disclosure further improves the comfort level of driving experience of a user, and solves the problem in the prior art that a development cycle is prolonged due to modification of a caliper structure and a mold during reduction of braking noise.

Further referring to <FIG>, a brake for a vehicle according to the invention is described in detail below.

As shown in <FIG>, in a possible implementation, a natural frequency corresponding to the at least one mass block <NUM> matches a frequency of noise generated by the first friction disc <NUM>, the second friction disc <NUM> and the brake disc in a braking process.

In this embodiment, to maximize the reduction of braking noise by arranging the at least one mass block <NUM> on the first friction disc <NUM> and the second friction disc <NUM>, the frequencies of the at least one mass block <NUM> arranged on the first friction disc <NUM> and the second friction disc <NUM> need to match the frequency of noise generated by the first friction disc <NUM>, the second friction disc <NUM> and the brake disc in the braking process. In other words, the at least one mass block <NUM> needs to have an appropriate mass determined based on the frequency of noise generated by the first friction disc <NUM>, the second friction disc <NUM> and the brake disc in the braking process. By changing the mass of the at least one mass block <NUM>, there is a relatively large difference between the natural frequencies of the first friction disc <NUM> and the second friction disc <NUM> each provided with the at least one mass block <NUM> and the frequency of low-frequency noise.

As shown in <FIG> and <FIG>, in this embodiment, to improve the reduction of the noise in the braking process by installing the at least one mass block <NUM> on the first friction disc <NUM> and the second friction disc <NUM>, the first friction disc <NUM> is provided with a first mass block <NUM> and a second mass block <NUM>, the second friction disc <NUM> is provided with a third mass block <NUM> and a fourth mass block <NUM>, the first mass block <NUM> and the second mass block <NUM> are respectively arranged at two ends of the first friction disc <NUM> in a first direction, and the third mass block <NUM> and the fourth mass block <NUM> are respectively arranged at two ends of the second friction disc <NUM> in the first direction.

Since natural frequency of an object is closely related to mass and mass distribution of the object, in this embodiment, the first mass block <NUM> and the second mass block <NUM> are arranged at two ends of the first friction disc <NUM>, while the third mass block <NUM> and the fourth mass block <NUM> are arranged at two ends of the second friction disc <NUM>, so that the first mass block <NUM> and the second mass block <NUM> are arranged symmetrically with the third mass block <NUM> and the fourth mass block <NUM> along a plane of connection between the first caliper body <NUM> and the second caliper body <NUM> respectively. Thus, it can be easier to adjust the mass of the at least one mass block <NUM> in the process of adjusting the mass of the at least one mass block <NUM> to adjust the natural frequencies of the first friction disc <NUM> and the second friction disc <NUM> each provided with the mass blocks <NUM>.

It should be noted that, in this embodiment, the first direction is a direction parallel to the bottom of the first friction disc <NUM> and parallel to a contact surface between the first friction disc <NUM> and the first caliper body <NUM>, and is a direction shown by the arrow in <FIG>.

As shown in <FIG>, in a possible implementation, the first mass block <NUM> and the second mass block <NUM> are separately riveted to the first friction disc <NUM>, and the third mass block <NUM> and the fourth mass block <NUM> are separately riveted to the second friction disc <NUM>, to meet a requirement that the first mass block <NUM> and the second mass block <NUM> are separately fixedly connected to the first friction disc <NUM>, and a requirement that the third mass block <NUM> and the fourth mass block <NUM> are separately fixedly connected to the second friction disc <NUM>.

It can be understood that, although in this embodiment, a connection relationship between the first mass block <NUM> and the second mass block <NUM> and the first friction disc <NUM> and a connection relationship between the third mass block <NUM> and the fourth mass block <NUM> and the second friction disc <NUM> are described by taking separate riveting of the first mass block <NUM> and the second mass block <NUM> to the first friction disc <NUM> and separate riveting of the third mass block <NUM> and the fourth mass block <NUM> to the second friction disc <NUM> as examples, the connection relationship between the first mass block <NUM> and the second mass block <NUM> and the first friction disc <NUM> and the connection relationship between the third mass block <NUM> and the fourth mass block <NUM> and the second friction disc <NUM> in this embodiment are not limited thereto, provided that the connection relationships can meet assembly requirements that the first mass block <NUM> and the second mass block <NUM> are fixedly installed on the first friction disc <NUM> and that the third mass block <NUM> and the fourth mass block <NUM> are fixedly installed on the second friction disc <NUM>. For example, the first mass block <NUM> and the second mass block <NUM> are separately bolted to the first friction disc <NUM>, and the third mass block <NUM> and the fourth mass block <NUM> are separately bolted to the second friction disc <NUM>. For another example, the first mass block <NUM> and the second mass block <NUM> are separately welded to the first friction disc <NUM>, and the third mass block <NUM> and the fourth mass block <NUM> are separately welded to the second friction disc <NUM>.

As shown in <FIG> and <FIG>, in a possible implementation, the brake further comprises an active return device <NUM>, wherein the active return device <NUM> comprises a fixedly-arranged active return device body <NUM> and two return springs <NUM> symmetrically attached on the active return device body <NUM>, and two ends of each return spring <NUM> abut against the first friction disc <NUM> and the second friction disc <NUM> respectively.

Through the foregoing arrangement, in the brake for a vehicle according to the invention, the structure of the active return device <NUM> arranged in the brake comprises the active return device body <NUM> and the two return springs <NUM> symmetrically attached on the active return device body <NUM>, so that the two return springs <NUM> are symmetrically arranged between the first friction disc <NUM> and the second friction disc <NUM>, so as to solve the problem that in an existing brake for a vehicle, return springs are usually arranged at middle positions of friction discs, so the friction discs may rotate with respect to the contacting edge between the return springs and the friction discs, resulting in eccentric wear and a relatively low reduction in drag torque.

As shown in <FIG> and <FIG>, for the active return device <NUM> to keep providing return spring force at the same level to the first friction disc <NUM> and the second friction disc <NUM> at any point during the service life of the first friction disc <NUM>, the second friction disc <NUM> and the brake disc, in this embodiment, each of the return springs <NUM> comprises a return beam <NUM> and two resilient pieces <NUM> symmetrically arranged on two sides of the return beam <NUM>, and the return beam <NUM> is fixedly connected to the active return device body <NUM>.

In this embodiment, the two resilient pieces <NUM> are symmetrically arranged on the two sides of the return beam <NUM>, so that in the braking process, the resilient piece <NUM> arranged on the either side of the return beam <NUM> is subjected to the same compressive force from the first friction disc <NUM> or the second friction disc <NUM>. Therefore, elastic deformation of the resilient piece <NUM> arranged on the either side of the return beam <NUM> is the same, so that the active return device <NUM> can provide return spring force at the same level to the first friction disc <NUM> and the second friction disc <NUM> at any point during the service life of the first friction disc <NUM>, the second friction disc <NUM> and the brake disc, thus a gap generated between the brake disc and the first friction disc <NUM> and a gap generated between the brake disc and the second friction disc <NUM> are also roughly the same, thereby reducing the drag torque in the braking process, improving mileage range of the vehicle, and prolonging lifespans of the brake disc, the first friction disc <NUM> and the second friction disc <NUM>.

As shown in <FIG>, to further improve the return effect of the active return device <NUM> and maintain a same feeling on a brake pedal for a user during the service life of the brake, in this embodiment, each of the two resilient pieces <NUM> comprises a first bent portion <NUM>, a second bent portion <NUM> and a third bent portion <NUM> which are connected in sequence, the first bent portion <NUM> is connected to the return beam <NUM>, and the third bent portion <NUM> abuts against the first friction disc <NUM> or the second friction disc <NUM>.

Through the foregoing arrangement, each resilient piece <NUM> abuts against the first friction disc <NUM> or the second friction disc <NUM> through the third bent portion <NUM>. This reduces a contact area between the return spring <NUM> and the first friction disc <NUM> or the second friction disc <NUM>, so as to improve the return effect of the active return device <NUM>.

Through the foregoing arrangement, in the braking process, the two resilient pieces <NUM> arranged on the two sides of the return beam <NUM> are compressed by the first friction disc <NUM> and the second friction disc <NUM> respectively, and with repeated braking, the two resilient pieces <NUM> arranged on the two sides of the return beam <NUM> are elastically deformed, so that after the braking is stopped, resilience force applied by each resilient piece <NUM> to the first friction disc <NUM> or the second friction disc <NUM> gradually decreases with the number of times of repeated braking, and thus the gap between the brake disc and the first friction disc <NUM> after being bounced back by the resilience force and the gap between the brake disc and the second friction disc <NUM> after being bounced back by the resilience force gradually become smaller. In addition, with repeated braking, the first friction disc <NUM> and the second friction disc <NUM> are constantly worn, and thus thicknesses of the first friction disc <NUM> and the second friction disc <NUM> are also reduced accordingly. Assuming that the same resilience force is always applied to the first friction disc <NUM> and the second friction disc <NUM> during the service life of the active return device <NUM>, positions of the first friction disc <NUM> and the second friction disc <NUM> after being bounced back by the resilience force will always remain unchanged, so that with the constant wear of the first friction disc <NUM> and the second friction disc <NUM> in the repeated braking process (that is, the thicknesses of the first friction disc <NUM> and the second friction disc <NUM> gradually decrease), the gap between the brake disc and the first friction disc <NUM> after being returned to its inoperative position and the gap between the brake disc and the second friction disc <NUM> after being returned to its inoperative position gradually become larger. Therefore, as the two resilient pieces <NUM> arranged on the two sides of the return beam <NUM> are elastically deformed with repeated braking, the gap between the brake disc and the first friction disc <NUM> and the gap between the brake disc and the second friction disc <NUM> gradually become smaller, which counteracts a situation in which the gap between the brake disc and the first friction disc <NUM> and the gap between the brake disc and the second friction disc <NUM> after being returned to their respective inoperative positions gradually become larger with the constant wear of the first friction disc <NUM> and the second friction disc <NUM> in the repeated braking process. Therefore, the gap between the brake disc and the first friction disc <NUM> and the gap between the brake disc and the second friction disc <NUM> after being respectively bounced back by the resilience force are kept consistent during the service life of the active return device <NUM>. This avoids a slow braking response caused when the gap between the brake disc and the first friction disc <NUM> and the gap between the brake disc and the second friction disc <NUM> become increasingly larger with the constant wear of the first friction disc <NUM> and the second friction disc <NUM> during repeated braking.

As shown in <FIG> and <FIG>, to further improve the return effect of the active return device <NUM> on the first friction disc <NUM> and the second friction disc <NUM>, in this embodiment, an arc-shaped bend <NUM> is further arranged between the return beam <NUM> and each resilient piece <NUM>.

In this embodiment, the arc-shaped bend <NUM> is arranged between the return beam <NUM> and each resilient piece <NUM>, so that after the braking is stopped, the arc-shaped bend <NUM> can provide greater resilience force to the first friction disc <NUM> and the second friction disc <NUM>, so as to improve the resilience effect of the active return device <NUM> on the first friction disc <NUM> and the second friction disc <NUM>.

As shown in <FIG> and <FIG>, in this embodiment, to further improve the universal applicability of the active return device <NUM> in this embodiment, the return spring <NUM> is detachably connected to the active return device body <NUM>, so that the universal applicability of the active return device <NUM> in this embodiment can be improved by independently designing the return spring <NUM> to match brake discs with different thicknesses.

In addition, as shown in <FIG> and <FIG>, to prevent the first friction disc <NUM> and the second friction disc <NUM> from jumping upwards in the braking and returning process, in this embodiment, the active return device body <NUM> is further provided with a bridge-shaped structure <NUM>, and the bridge-shaped structure <NUM> is fixedly connected to the active return device body <NUM>.

Through the foregoing arrangement, the bridge-shaped structure <NUM> arranged on the active return device body <NUM> can better limit the first friction disc <NUM> and the second friction disc <NUM>, so as to prevent the first friction disc <NUM> and the second friction disc <NUM> from jumping upwards in the braking and returning process.

Claim 1:
A brake for a vehicle, comprising a first caliper body (<NUM>) and a second caliper body (<NUM>), wherein the first caliper body (<NUM>) and the second caliper body (<NUM>) are provided with a first friction disc (<NUM>) and a second friction disc (<NUM>) respectively, a brake disc is arranged between the first friction disc (<NUM>) and the second friction disc (<NUM>), and the first friction disc (<NUM>) and the second friction disc (<NUM>) are each further provided with at least one mass block (<NUM>),
wherein the brake further comprises an active return device (<NUM>), wherein the active return device (<NUM>) comprises a fixedly-arranged active return device body (<NUM>) and two return springs (<NUM>) symmetrically attached on the active return device body (<NUM>), and two ends of each of the two return springs (<NUM>) abut against the first friction disc (<NUM>) and the second friction disc (<NUM>) respectively;
wherein the two return springs (<NUM>) each comprise a return beam (<NUM>) and two resilient pieces (<NUM>) symmetrically arranged on two sides of the return beam (<NUM>), and the return beam (<NUM>) is fixedly connected to the active return device body (<NUM>);
wherein the two resilient pieces (<NUM>) each comprise a first bent portion (<NUM>), a second bent portion (<NUM>) and a third bent portion (<NUM>) which are connected in sequence, the first bent portion (<NUM>) is connected to the return beam (<NUM>), and the third bent portion (<NUM>) abuts against the first friction disc (<NUM>) or the second friction disc (<NUM>); and
wherein an arc-shaped bend (<NUM>) is further arranged between the return beam (<NUM>) and each resilient piece (<NUM>); and that the return spring (<NUM>) is detachably connected to the active return device body (<NUM>),
characterized in that the active return device body (<NUM>) is further provided with a bridge-shaped structure (<NUM>) for preventing the first friction disc (<NUM>) and the second friction disc (<NUM>) from jumping upwards in a braking and returning process, and the bridge-shaped structure (<NUM>) is fixedly connected to the active return device body (<NUM>).