A dual electromechanical braking device and its control method

Abstract

This invention discloses a dual electromechanical braking device and its control method for automotive braking. The braking device includes a drive motor, an external gear ring, a reduction and torque amplification device, an electromagnetic power supply, an electromagnet A, a permanent magnet A, a first braking execution module, a second braking execution module, a first clamping mechanism, a second clamping mechanism, a first friction pad, a second friction pad, a brake disc, a bearing, a parking device, a displacement detection device, and a brake wear detection device. This invention uses two sets of braking devices to apply double braking to the brake disc, resulting in shorter braking time, better braking effect, and effectively improved safety performance. This invention also provides a control method for the braking process, including control methods for normal mode, emergency braking mode, and parking mode. During braking, if the braking device fails due to power failure, the detection device will promptly issue a safety alarm to the driver and immediately activate the other braking device for emergency braking, achieving backup braking.

Description

Technical Field

[0001] This invention relates to the field of automotive braking technology, and more particularly to an automotive electromechanical braking device. Background Technology

[0002] With the development of automotive technology, people are paying increasing attention to the stability and safety of automotive braking systems. To ensure safety, traditional hydraulic braking systems have hydraulic backup brakes. This results in relatively high braking costs, and prolonged continuous braking can cause brake fluid vaporization, leading to leaks and environmental problems. Therefore, traditional hydraulic braking systems no longer meet modern development needs.

[0003] With the rapid development of electronic and network technologies, electromechanical braking systems utilize electronic components, eliminating the need for complex structures such as hydraulic lines and brake fluid. Electricity, as a clean energy source, aligns perfectly with contemporary environmental policies and offers advantages such as stable braking performance, light weight, and rapid response. However, current electromechanical braking devices generally suffer from insufficient braking force, resulting in longer braking distances and increasing the risk of traffic accidents. Therefore, designing a compact, high-power, safe, and reliable electromechanical device and its control method is of great significance.

[0004] Based on this, and in conjunction with existing electromechanical devices, this invention designs a dual electromechanical braking device with a backup system and its control method, which can effectively increase braking force, shorten braking distance, reduce manufacturing costs, and ensure that if one braking device fails, the other can still complete emergency braking, thereby improving the safety of vehicle control. Summary of the Invention

[0005] In view of the above-mentioned problems, the present invention provides a dual electromechanical braking device with a backup system and its control method. It uses two different braking devices for braking. When one braking device fails, the backup system can take emergency braking action, thereby improving the safety of the system and generating greater braking force, thus increasing the braking effect.

[0006] The technical solution provided by this invention is as follows: a dual electromechanical braking device and its control method. The dual electromechanical braking device includes a drive motor, a reduction and torque amplification device, an electromagnetic power supply, an electromagnet A, a permanent magnet A, a first braking execution module, a second braking execution module, a parking device, a first clamping mechanism, a second clamping mechanism, a first pair of friction pads, a second pair of friction pads, a brake disc, a slider, a connecting shaft, an electrical signal detection device A, an electrical signal detection device B, a displacement detection device, a rotary spring, a spring baffle, a sliding rail, a U-shaped groove, a brake wear detection device, and a bearing. The characteristic feature is that: the driving force generated by the drive motor is transmitted through the reduction and torque amplification device, the first braking execution module, and the first clamping mechanism to the first pair of friction pads, thereby applying friction braking to the brake disc; this braking device is a motor braking device. The repulsive force exerted by the electromagnet A on the permanent magnet A after being energized by the electromagnetic power supply is transmitted sequentially through the second braking execution module and the second clamping mechanism to the second pair of friction pads, thereby applying friction braking to the brake disc; this braking device is an electromagnetic braking device. The system comprises a drive mechanism; electrical signal detection devices A and B are respectively mounted on the drive motor and the electromagnetic power supply; the deceleration and torque amplification device includes an external gear ring, a sun gear, planetary gears, a planetary carrier, a lead screw, a mating guide rail A, balls, and a nut, used to decelerate and amplify the torque output by the drive motor; the sun gear meshes with the planetary gears, and the planetary gears mesh with the external gear ring; the drive motor is directly connected to the sun gear, and the external gear ring is fixed to the vehicle body; one end of the planetary carrier is connected to the center of the planetary gears, and the other end is connected to the lead screw; the nut is coaxially mounted on the lead screw via balls, and the thread direction of the lead screw is left-handed; the first braking execution module includes a cable pull rod, a mating guide rail B, a cable, a return spring, a mating guide rod, and a moving part, used to drive the clamping mechanism to complete the braking of the brake disc; the first clamping mechanism includes a gear, a T-shaped guide rail, a slider, a rotary clamping device, and a brake caliper, used to clamp the brake disc to complete the braking; the T-shaped guide rail is fixed to the vehicle body, and the slider is installed in the T-shaped guide rail and connected to the brake caliper to ensure braking accuracy.

[0007] Furthermore, the drive motor is a high-power, high-torque, and small-volume motor.

[0008] Furthermore, one end of the pull rod is directly connected to a rod welded to the nut, and the other end is connected to a cable; the pull rod is installed in the mating guide rail B; the through hole is located in the middle of the moving part, the cable is placed in the through hole, the right side of the cable has a T-shaped protrusion and the length of the cable is greater than the through hole, the right side of the through hole has a groove that mates with the cable, and the moving part and the cable are in a limiting fit; the mating guide rod is fixed to the vehicle body, the upper end of the moving part is fixed to the rail through the mating guide rod, and the lower end of the moving part is made into a rack and pinion that meshes with a gear, both of which are straight teeth; one end of the return spring abuts against one end of the mating guide rail B, and the other end abuts against the moving part.

[0009] Furthermore, the rotary clamping device includes a rotary key, a connecting rod A, a fixed sheath A, and a fixed sheath B; one end of the connecting rod is connected to the rotary key through the fixed sheath B, and the other end is connected to the brake caliper through the fixed sheath A; the rotary key is coaxially mounted on a bearing with a gear via a connecting shaft, and the bearing is a pair of rolling bearings; the moving part converts linear motion into rotary motion of the rotary key through the gear, and drives the brake caliper to move along the T-shaped guide rail track through the connecting rod.

[0010] Furthermore, the first pair of friction pads and the second pair of friction pads are installed on the side of the brake caliper close to the brake disc and are symmetrically distributed. During braking, the two pairs of friction pads can simultaneously generate clamping force on the brake caliper to complete braking. The dual braking ensures the stability of the braking process. The displacement detection device and the brake wear detection device are respectively installed in the middle of the T-shaped guide rails of the two sets of braking devices, directly opposite the brake disc.

[0011] Furthermore, the parking device includes a parking chuck, a spring clip, and a parking hole; the parking device has straight teeth at the bottom that engage with the rack above the pull rod; one end of the rotary spring abuts against the spring clip, and the other end abuts against the spring baffle, used to reset the second brake actuator module after the braking force is lost; the electromagnet B is fixed to the left end of the sliding rail, and the parking plug is fixedly connected to the permanent magnet B and limited in the U-shaped slot of the sliding rail that engages with it, and when the electromagnet B is energized, it can generate a magnetic force with the permanent magnet B, thereby driving the parking plug to move on the sliding rail; both the sliding rail and the U-shaped slot are fixed to the vehicle body.

[0012] Furthermore, the displacement detection device is a high-precision, fast-response laser displacement detection sensor.

[0013] Furthermore, the brake wear detection device is an optical signal detection sensor with calculated thickness.

[0014] Furthermore, there are nine parking holes arranged in a fan shape below the parking device. The nine holes correspond to parking points representing the wear levels of the friction lining at 0%, 10%, 20%, 30%, 40%, 50%, 60%, 70%, and 80%, respectively. The parking holes and parking plugs are cylindrical, and the radius of the parking holes is 1.2 times that of the parking plugs. The parking plugs can pass through the corresponding parking holes and abut against the U-shaped grooves during parking to achieve a parking effect.

[0015] Furthermore, the control method includes control of normal mode, emergency braking mode, and parking mode, and the braking control method includes the following sequential steps:

[0016] 1) During braking, acquire the brake pedal signal;

[0017] 2) Calculate the required braking force based on the brake pedal signal, and determine whether additional braking force is needed based on the brake wear signal; if so, proceed to the next step; otherwise, proceed to step 5).

[0018] 3) Calculate the required braking force based on the wear condition of the friction liner;

[0019] 4) Distribute the braking force signal to the dual electromechanical braking system;

[0020] 5) Control the dual electromechanical braking device to generate braking force and enter normal mode;

[0021] The normal mode is that two sets of electromechanical braking devices simultaneously drive two pairs of friction pads to move and brake, and the brake caliper displacement is calculated based on the wear state of the friction pads.

[0022] 6) Determine whether the expected displacement has been reached based on the two pairs of brake caliper displacement signals; if yes, proceed to step 11); otherwise, execute the subsequent steps.

[0023] 7) Determine whether there is a motor fault based on the electrical signal of the drive motor (1); if yes, proceed to step 10); otherwise, execute the subsequent steps.

[0024] 8) Determine whether the electromagnetic power supply is faulty based on the electrical signal of the electromagnetic power supply (27); if so, proceed to step 10); otherwise, execute the subsequent steps.

[0025] 9) Based on the missing braking displacement, supplement the braking force and return to step 6);

[0026] 10) Based on the fault diagnosis, control the braking device to enter emergency braking mode until the vehicle stops;

[0027] The emergency braking mode is that when one set of braking devices fails, another set of braking devices is immediately activated to increase its braking force and maintain braking pressure.

[0028] 11) Maintain braking pressure until the braking signal stops.

[0029] Furthermore, both the electrical signal detection device A and the electrical signal detection device B are sensitive voltage sensors.

[0030] Further, in step 2), the brake pedal signal is a displacement signal that is collected in real time from the travel of the brake pedal and converted in real time; the brake wear signal is a wear signal collected in real time by the brake wear detection device during the braking process and fed back to the central control unit, and the required additional braking force is calculated based on the magnitude of the wear signal. The standard for judging wear is that the wear state of the friction pad is greater than 5%, which is judged as wear; in step 6), the brake caliper displacement signal is a displacement signal collected in real time by the displacement detection device during the braking process, and the displacement signal is fed back to the central control unit for comparison with the expected displacement; both the displacement signal and the wear signal are converted into corresponding current magnitude signals and transmitted to the central control unit for processing, and then converted into the braking force required by the braking device based on the signal magnitude.

[0031] Furthermore, the parking mode is a mode in which the vehicle maintains braking force to keep it stable while it is stationary; the parking mode control method is divided into two types: initiating or releasing the parking state. Initiating the parking state includes the following sequential steps:

[0032] 12) The parking signal is transmitted to the central control unit;

[0033] 13) Calculate the degree of wear based on the brake wear signal;

[0034] 14) Select the parking hole position corresponding to the wear level in the parking device;

[0035] 15) When the electromagnetic braking device is activated separately, the second pair of friction pads abut against the brake disc;

[0036] 16) Activate the parking brake solenoid valve, and the parking brake will enter the designated parking hole position and abut against the U-shaped groove;

[0037] 17) Turn off the electromagnetic brake device, and make sure the parking brake plug is against the parking hole;

[0038] 18) Close the parking brake solenoid valve to complete parking.

[0039] The steps to close the parking position are as follows:

[0040] 19) The parking release signal is transmitted to the central control unit;

[0041] 20) Activate the electromagnetic braking device, and the parking device will tend to retract;

[0042] 21) Activate the parking brake solenoid valve, disengage the parking brake orifice from the parking brake, and return the parking brake to its original position;

[0043] 22) Turn off the electromagnetic brake device and complete the release command.

[0044] Furthermore, the wear levels of the parking holes correspond sequentially as follows: 0%-5% corresponds to 0% parking hole position, 5%-15% corresponds to 10% parking hole position, 15%-25% corresponds to 20% parking hole position, 25%-35% corresponds to 30% parking hole position, 35%-45% corresponds to 30% parking hole position, 45%-55% corresponds to 50% parking hole position, 55%-65% corresponds to 60% parking hole position, 65%-75% corresponds to 70% parking hole position, and 75%-85% corresponds to... The parking brake hole should be at 80% capacity; a wear alarm will be issued when the wear exceeds 85% to remind the driver to replace the friction pad; in step 16), activating the parking brake solenoid valve means that after the solenoid valve is energized in the forward direction, the electromagnet B generates a magnetic force that repels the permanent magnet B, driving the parking brake to move away from the electromagnet B; in step 21), activating the parking brake solenoid valve means that after the solenoid valve is energized in the reverse direction, the electromagnet B generates a magnetic force that attracts the permanent magnet B, driving the parking brake to move towards the electromagnet B.

[0045] The present invention has the following beneficial effects:

[0046] (1) The present invention provides a dual electromechanical braking device and its control method. The braking device is provided by a drive motor and an electromagnetic device. During braking, two pairs of friction pads clamp the brake disc simultaneously, which can provide double braking force, shorter braking time, better braking effect, and effectively improve safety performance.

[0047] (2) The present invention provides a dual electromechanical braking device and its control method. The drive motor device achieves the function of deceleration and torque increase through the combination of planetary gears and ball screw mechanism, thereby increasing the output braking force.

[0048] (3) The dual electromechanical braking device of the present invention uses two bidirectional clamping devices, which not only reduces the size in structure, but also improves the accuracy of braking and the stability of the system.

[0049] (4) The present invention provides a dual electromechanical braking device and its control method. One end of the electromagnetic device is powered by an electromagnet generating magnetic force to repel a permanent magnet. The braking force can be adjusted by controlling the magnitude of the current. In conjunction with the drive motor device at the other end, the braking response is fast and the control is accurate.

[0050] (5) The present invention provides a dual electromechanical braking device and its control method. When the braking device fails during vehicle operation, the detection device will promptly issue a safety alarm to the driver and immediately activate another braking device for emergency braking, thereby achieving backup braking.

[0051] (6) The present invention provides a vehicle braking control method, which has the function of providing braking force compensation under different wear conditions of friction pads, which is beneficial to maintaining the stability of braking force demand during vehicle braking.

[0052] (7) The present invention provides a dual electromechanical braking device and its control method. The parking device has the function of maintaining the braking force when parking by using the corresponding parking hole position under different wear conditions of the friction pad. The device has a simple structure and can be well adapted to the parking requirements under different conditions of the friction pad. The braking force is stable when parking, which improves the safety when parking. Attached Figure Description

[0053] The following is a brief description of the contents expressed in the various figures of this invention and the markings in the figures.

[0054] Figure 1 This is a schematic diagram of the structure of the present invention.

[0055] Figure 2 This is a schematic diagram of the T-shaped slide rail and brake caliper structure.

[0056] Figure 3 This is a front view of the rotary clamping structure.

[0057] Figure 4 This is a side view of the gear and rotary clamping structure.

[0058] Figure 5 This is a side view of the parking device structure.

[0059] Figure 6 This is a flowchart of the control method for the dual electromechanical braking device of the present invention.

[0060] Figure 7 This is a flowchart of the parking device control method of the present invention when parking.

[0061] Figure 8 This is a flowchart of the control method for releasing the parking device of the present invention.

[0062] Reference numerals: 1. Drive motor; 2. External gear ring; 3. Sun gear A; 4. Planetary gears; 5. Planetary carrier; 6. Lead screw; 7. Mating guide rail A; 8. Ball bearing; 9. Nut; 10. Speed ​​reduction and torque amplification device; 11. Tie rod; 12. Mating guide rail B; 13. First brake actuator module; 14. Cable; 15. Return spring B; 16. Mating guide rod; 17. Moving part; 18. Rotary clamping device; 18-1. Rotary key; 18-2. Connecting rod A; 18-3. Fixed sheath A; 18-4. Fixed sheath B; 19. Through hole; 20. Gear; 21. T-shaped guide rail; 22. Parking device; 22-1. Parking chuck; 22-2. Spring clip; 22 -3 Parking hole; 23. First clamping mechanism; 24. Second pair of friction pads; 25. First pair of friction pads; 26. Second clamping mechanism; 27. Electromagnetic power supply; 28. Electromagnet A; 29. ​​Permanent magnet A; 30. Brake disc; 31. Slider; 32. Coupling; 33. Second brake actuation module; 34. Brake caliper; 35. Electrical signal detection device A; 36. Electrical signal detection device B; 37. Displacement detection device; 38. Rotary spring; 39. Spring baffle; 40-1. Permanent magnet B; 40-2. Parking plug; 41. Electromagnet B; 42-1. Sliding rail; 42-2. U-shaped slot; 43. Brake wear detection device; 44. Bearing; Detailed Implementation

[0063] The technical solutions in the embodiments of this application will now be described with reference to the accompanying drawings.

[0064] In the description of this application, the terms “center,” “upper,” “lower,” “front,” “rear,” “left,” “right,” “vertical,” “horizontal,” “top,” “bottom,” “inner,” and “outer,” etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application.

[0065] In the description of this application, unless otherwise expressly specified and limited, the terms "installation", "fitting", "connection" and "joining" should be interpreted broadly, for example, they can be fixed connections, detachable connections, mating connections or integral connections; those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0066] Furthermore, in the description of this specification, specific features, structures, materials, or characteristics may be combined in any suitable manner in one or more embodiments.

[0067] The present invention will now be described in detail with reference to the accompanying drawings and embodiments. Please refer to... Figure 1 As shown, a dual electromechanical braking device and its control method include a drive motor 1, an external gear ring 2, a speed reduction and torque amplification device 10, an electromagnetic power supply 27, an electromagnet A28, a permanent magnet A29, a first braking execution module 13, a second braking execution module 33, a first clamping mechanism 23, a parking device 22, a second clamping mechanism 26, a first pair of friction pads 25, a second pair of friction pads 24, a brake disc 30, a slider 31, a connecting shaft 32, an electrical signal detection device A35, an electrical signal detection device B36, a displacement detection device 37, a rotary spring 38, a spring baffle 39, and a sliding track 42-1. The system includes a U-shaped slot 42-2, a brake wear detection device 43, and a bearing 44. The output torque of the drive motor 1 is coupled through a reduction and torque amplification device 10, a first brake execution module 22, a first clamping mechanism 23, and a first pair of friction pads 25. The drive motor 1 is a high-power, high-torque motor that can independently achieve the maximum power or torque required for torque amplification. The reduction and torque amplification device 10 includes a sun gear 3, planetary gears 4, a planet carrier 5, a lead screw 6, a guide rail A7, balls 8, and a nut 9, used to reduce and amplify the torque output by the drive motor 1. The sun gear 3 meshes with the planetary gears 4. The planetary gear 4 meshes with the external gear ring 2; the drive motor 1 is directly connected to the sun gear 3, and the external gear ring 2 is fixed to the vehicle body; one end of the planetary carrier 5 is connected to the center of the planetary gear 4, and the other end is connected to the lead screw 6; the nut 9 is coaxially mounted on the lead screw 6 through the ball bearing 8, and the thread direction of the lead screw 6 is left-handed; the first brake execution module 13 includes a cable pull rod 11, a mating guide rail B12, a cable 14, a return spring 15, a mating guide rod 16, and a moving part 17, which are used to drive the clamping mechanism to complete the braking of the brake disc 30; the first clamping mechanism 23 includes a gear 20, a T-shaped guide rail 21, and a rotary clamping device. The device 18 and brake caliper 34 are used to clamp the brake disc 30 to complete braking; after the electromagnet A28 is energized by the power supply 27, the repulsive force it exerts on the permanent magnet A29 is transmitted sequentially through the second brake execution module 33 and the second clamping mechanism 26 to the second pair of friction pads 24, which then exert friction braking on the brake disc 30; the permanent magnet A29 is fixedly connected to the end of the pull rod away from the second clamping mechanism 26; the power supply 27 and the electromagnet A28 are connected by wires, the power supply 27 can supply power to the electromagnet A28 to generate a magnetic field, and the magnitude of the current output by the power supply 27 determines the magnitude of the magnetic field generated by the electromagnet A28.

[0068] In this example, the first braking execution module and the second braking execution module, the first pair of friction pads and the second pair of friction pads, the first clamping mechanism and the second clamping mechanism have the same structure. The following description focuses only on the first braking execution module, the first pair of friction pads and the first clamping mechanism.

[0069] In this example, the end of the pull rod 11 away from the rotary clamping device 18 is connected to the rod by welding to the nut 9, and the other end is fixedly connected to the cable 14; the end of the lead screw 6 away from the rotary clamping device 18 is fixedly connected to the planetary carrier; the inner circumference of the nut 9 is provided with a ball guide groove, and the lead screw 6 is also provided with a corresponding ball guide groove to facilitate the installation of the ball 8. The nut 9 is coaxially mounted on the lead screw 6 through the ball 8, and the thread direction of the lead screw 6 is left-handed; when a braking signal is generated, the cooperating lead screw 6 and nut 9 convert the rotational motion of the planetary carrier into linear motion and output it to the pull rod 11.

[0070] like Figure 2 , 3 As shown in Figure 4, the slider 31 is installed in the T-shaped guide rail 21 and connected to the brake caliper 34 to limit the clamping direction of the brake caliper 34 and ensure braking accuracy. The rotary clamping device 18 includes a rotary key 18-1, a connecting rod A18-2, a fixed sheath A18-3, and a fixed sheath B18-4. One end of the connecting rod 18-2 is connected to the rotary key 18-1 through the fixed sheath B18-4, and the other end is connected to the brake caliper 34 through the fixed sheath A18-3. The rotary key 18-1 is coaxially mounted on the bearing 44 with the gear 20 through the connecting shaft 32. The bearing 44 is a pair of rolling bearings. The moving part 17 converts the linear motion into the rotational motion of the rotary key 18-1 through the gear 20, and drives the brake caliper 34 to move along the track of the T-shaped guide rail 21 through the connecting rod 18-2 to complete the clamping action.

[0071] like Figure 5As shown, the parking device 22 includes a parking chuck 22-1, a spring clip 22-2, and a parking hole 22-3; the parking device 22 has a fan-shaped structure with its lower part machined into a spur gear shape and cooperating with the rack above the pull rod; the rotary spring 38 is installed at the rotation center of the parking device 22, with one end abutting against the spring clip 22-2 and the other end abutting against the spring baffle 39, used to reset the second brake actuator 33 after the braking force is lost; the electromagnet B41 is fixedly installed at the left end of the sliding rail 42-1, and the parking plug 40-2 is fixedly connected to the permanent magnet B40-1 and limited in the U-shaped slot 42-2 of the sliding rail 42-1 that cooperates with it, and when the electromagnet B41 is energized, it can generate a magnetic force with the permanent magnet B40-1, thereby driving the parking plug 40-2. 2. The parking plug 40-2 moves along the sliding rail 42-1 without detaching from the sliding rail 42-1. Both the sliding rail 42-1 and the U-shaped groove 42-2 are fixed to the vehicle body. There are nine parking holes 22-3 arranged in a fan shape below the parking device 22. The nine holes correspond to parking points with wear levels of 0%, 10%, 20%, 30%, 40%, 50%, 60%, 70%, and 80% of the friction pad. The parking holes 22-3 and the parking plug 40-2 are cylindrical, and the radius of the parking hole 22-3 is 1.2 times that of the parking plug 40-2. The parking plug 40-2 can pass through the corresponding parking hole 22-3 and abut against the U-shaped groove 42-2 during parking. The parking plug 40-2 locks with the parking hole 22-3 to achieve the parking effect.

[0072] like Figure 6 As shown, the dual electromechanical braking device control method of the present invention includes the following steps:

[0073] 1) During braking, acquire the brake pedal signal;

[0074] 2) Calculate the required braking force based on the brake pedal signal, and determine whether additional braking force is needed based on the brake wear signal; if so, proceed to the next step; otherwise, proceed to step 5).

[0075] 3) Calculate the required braking force based on the wear condition of the friction liner;

[0076] The brake pedal signal is a displacement signal that is collected in real time and converted into a real-time measurement of the brake pedal travel. The displacement signal corresponds to different pedal travel sizes for different current sizes. The travel and braking force of different brake pedals are in one-to-one correspondence. The brake wear signal is determined by the wear signal collected in real time by the brake wear detection device during the braking process and fed back to the central control unit. The required additional braking force is calculated based on the wear signal size. The standard for judging wear is that the wear of the friction pad is greater than 5%.

[0077] 4) Distribute the braking force signal to the dual electromechanical braking system;

[0078] 5) Control the dual electromechanical braking device to generate braking force and enter normal mode;

[0079] 6) Determine whether the expected displacement has been reached using the two pairs of brake caliper displacement signals; if yes, proceed to step 11); otherwise, execute the subsequent steps.

[0080] The braking force distribution signal distributes the braking force achieved by the two braking devices, enabling both devices to reach their braking displacement and preparing for the normal mode. The normal mode involves the two braking devices simultaneously displacing two pairs of friction pads for braking, and the brake caliper displacement is calculated based on the wear state of the friction pads. The two pairs of brake caliper displacement signals are obtained from the displacement detection device 37, which detects the displacement during real-time braking and transmits it to the central control unit in real time. By comparing the displacement with the expected displacement, it is determined whether the expected displacement has been achieved.

[0081] 7) Determine if there is a motor fault based on the drive motor electrical signal; if yes, proceed to step 10); otherwise, execute the following steps.

[0082] 8) Determine whether there is an electromagnetic power supply fault based on the electromagnetic power supply signal; if yes, proceed to step 10); otherwise, execute the following steps.

[0083] 9) Based on the missing braking displacement, supplement the braking force; return to step 6);

[0084] 10) Based on the fault diagnosis, control the braking device to enter emergency braking mode until the vehicle stops;

[0085] Specifically, the judgment of the electrical signals of the drive motor and the electromagnetic power supply is achieved by the electrical signal detection devices A35 and B36 collecting electrical signals from the drive motor 1 and the electromagnetic power supply 27 in real time. The electrical signals are used to determine whether the drive device is operating normally. If not, the device enters an emergency braking state. The emergency braking mode is that when one of the braking devices fails, the central control unit immediately activates the other braking device to increase its braking force for emergency braking and issues an alarm to the driver, thus achieving the function of backup braking.

[0086] 11) Maintain braking pressure until the braking signal stops.

[0087] like Figure 7 , Figure 8 As shown, the parking mode control method is divided into two types: activating or deactivating the parking state. Activating the parking state includes the following steps in sequence:

[0088] 12) The parking signal is transmitted to the central control unit;

[0089] 13) Calculate the degree of wear based on the brake wear signal;

[0090] 14) Select the parking hole position corresponding to the wear level in the parking device 22;

[0091] 15) When the electromagnetic braking device is activated separately, the second pair of friction pads 24 abut against the brake disc 30;

[0092] 16) Activate the parking brake solenoid valve, and the parking brake 40-2 enters the designated parking hole position and abuts against the U-shaped groove 42-2;

[0093] 17) Turn off the electromagnetic brake device, and the parking plug 40-2 should abut against the parking hole 22-3;

[0094] 18) Close the parking brake solenoid valve to complete parking.

[0095] The steps to close the parking position are as follows:

[0096] 19) The parking release signal is transmitted to the central control unit;

[0097] 20) Activate the electromagnetic braking device, and the parking device will tend to retract;

[0098] 21) Activate the parking plug solenoid valve, the parking hole 22-3 is released from the abutment state with the parking plug 40-2, and the parking plug 40-2 returns to its original position;

[0099] 22) Turn off the electromagnetic brake device and complete the release command.

[0100] In step 16), activating the parking brake solenoid valve involves the electromagnet B41 generating a repulsive magnetic force against the permanent magnet B40-1 after the solenoid valve is energized in the forward direction, driving the parking brake to move away from the electromagnet B41. In step 21), activating the parking brake solenoid valve involves the electromagnet B41 generating an attractive magnetic force against the permanent magnet B40-1 after the solenoid valve is energized in the reverse direction, driving the parking brake 40-2 to move towards the electromagnet B41.

[0101] In this example, the cable 14 is machined into a T-shape on the side away from the drive motor 1 to limit the displacement of the moving part 17; the side of the moving part 17 near the brake disc 30 is machined into a rack that meshes with the gear 20, and the part of the moving part 17 near the brake disc 30 has a through hole 19 in the middle, and the through hole 19 has a groove on the right side of the moving part 17 that is the same as the T-shaped structure of the cable 14 to mesh with it; the mating guide rod 16 is fixed to the vehicle body, and the upper end of the moving part 17 is fixed to the rail through the mating guide rod 16, so that it can only move on the guide rail track; one end of the return spring 15 abuts against one end of the mating guide rail B16, and the other end abuts against the moving part 17. The return spring 15 will deform under the action of braking force and return to its original shape after the braking force is removed.

[0102] In this example, the first clamping mechanism 23 and the second clamping mechanism 26 are horizontally arranged on both sides of the brake disc 30; the first pair of friction pads 25 and the second pair of friction pads 24 are installed on the side of the brake caliper close to the brake disc 30, and the first pair of friction pads 25 and the second pair of friction pads 24 work simultaneously, which can improve the braking force, reduce the wear of the friction pads, and increase the service life of the braking mechanism; the displacement detection device 37 and the brake wear detection device 43 are respectively installed in the middle of the T-shaped guide rails of the two sets of braking devices, directly opposite the brake disc 30, to facilitate the detection of the wear and displacement of the braking devices.

[0103] The working principle of the dual electromechanical braking device and its control method proposed in this invention is as follows.

[0104] When the car receives a braking command, the central control unit transmits the displacement signal from the pedal displacement sensor to the drive motor 1 and the electromagnetic power supply 27 to initiate the braking action. After receiving the braking command from the central control unit, the drive motor 1 drives the sun gear 3 to rotate forward via the drive shaft. This, in turn, causes the planetary gears 4 to rotate around the sun gear 3 via the fixed external gear ring 2. The planetary carrier 5 then drives the lead screw 6 to rotate, achieving deceleration and torque increase. Finally, through the ball bearings, the rotational motion of the lead screw 6 is converted into linear motion of the nut 9 along the direction of the lead screw 6. The nut 9 is connected by a welded rod... The movable pull rod 11 moves towards the motor along the guide rail B12, and then drives the moving part 17 to move along the guide rod 16 against the return spring B15 via the cable 14. The rack structure below the moving part 17 drives the gear 20 to rotate counterclockwise, and drives the rotating clamping device 18 to rotate coaxially via the connecting shaft 32. The rotating key 18-1 rotates counterclockwise, and drives the brake calipers 34 at both ends to move linearly along the T-shaped guide rail 21 towards the brake disc 30 via the connecting rod 18-2. Finally, the first pair of friction pads 25 on the brake caliper move closer to the brake disc 30 and clamp, achieving the braking effect. The electromagnetic braking device is controlled by the central control unit, which outputs a certain current to the electromagnet A28 via the electromagnetic power supply 27. When the electromagnet A28 is forward-energized, it generates a magnetic field. Under the influence of this magnetic field, the end of the pull rod closest to the electromagnet A28, which is fixedly connected to the permanent magnet A29, is attracted. This causes the pull rod to rotate clockwise via a gear and rack mechanism, overcoming the rotational spring 38 and moving towards the electromagnetic power supply 27 along the guide rail. Subsequently, this causes the cable to pass through the second clamping mechanism 26, clamping the second pair of friction pads 24 towards the brake disc 30. With two pairs of friction pads simultaneously clamping the brake disc at both ends, the vehicle experiences twice the braking force, resulting in a faster speed reduction, shorter braking time, and a shorter braking distance. This significantly improves the braking effect and enhances vehicle control safety.

[0105] When the car receives a stop braking command, the drive motor braking device, controlled by the central control unit, starts to reverse the drive motor 1, causing the reduction and torque amplification device 10 to also reverse. The lever 11 moves away from the drive motor 1, the cable 14 relaxes, no longer restricting the displacement of the moving part 17, and the return spring B15 returns to its original position, pushing the moving part 17 away from the drive motor 1. The rack structure below the moving part 17 then drives the gear 20 to rotate clockwise, which, through the coupling 32, drives the rotary clamping device 18 to rotate coaxially. The rotary clamping device 18 then begins to rotate in the reverse direction. As the friction pads 25 move away from the brake disc 30, the braking force gradually decreases until it disappears. The electromagnetic braking device is controlled by the central control unit to stop the power supply 27 to the electromagnet A28. The electromagnet A28 stops generating a magnetic field, the force of the permanent magnet A29 disappears, the rotating spring 38 begins to reset and pushes the pull rod to move away from the electromagnet A28. The cable enters a relaxed state and no longer restricts the displacement of the moving part. Under the action of the return spring, the moving part begins to return to its original position. Then the rotating clamping device begins to rotate in the opposite direction, and the second pair of friction pads 24 moves away from the brake disc 30. Finally, the braking process ends.

[0106] When the car receives a parking command, it first reduces its speed to 0. Then, it calculates the degree of wear using a brake wear signal and transmits this information to the central control unit. The central control unit controls the electromagnetic power supply 27 of the electromagnetic braking device to output a certain positive current to the electromagnet A28 based on the degree of wear. Under the magnetic force of the electromagnet A28, the permanent magnet A29 moves accordingly, causing the electromagnetic braking device to clamp the brake disc 30. The lever, through a rack and pinion mechanism, drives the parking device 22 to overcome the clockwise rotation of the rotating spring 38 and stop at the appropriate position. The parking hole is aligned with the center of the parking plug 40-2. Then, the parking plug solenoid valve is activated. The electromagnet B41 is energized in the forward direction, generating a magnetic force that repels the permanent magnet B40-1, causing the parking plug 40-2 to move along the sliding track 42-1 into the designated parking hole and abut against the U-shaped slot 42-2. Finally, the electromagnetic power supply 27 is turned off, and the permanent magnet B40-1 loses its magnetic force and moves away from the electromagnetic power supply 27 under the action of the rotating spring 38 until the parking plug 40-2 abuts against the parking hole 22-3 and locks in place, completing the parking process.

[0107] When the vehicle receives the release command, the central control unit controls the electromagnetic power supply 27 of the electromagnetic braking device to output a certain positive current to the electromagnet A28. The permanent magnet A29 is displaced under the magnetic force of the electromagnet A28, which drives the parking device 22 to rotate clockwise through the pull rod. The parking hole 22-3 is released from its abutment with the parking plug 40-2 under the movement of the parking device 22. Then, the parking plug solenoid valve is activated, and the electromagnet B41 is energized in the reverse direction to generate a magnetic force that attracts the permanent magnet B40-1, causing the parking plug 40-2 to move along the sliding rail 42-1 toward the electromagnet B41. The parking plug 40-2 returns to its original position. Then, the electromagnetic power supply 27 is de-energized, and the electromagnetic braking device returns to its original position under the action of the rotating spring 38 and the return spring, releasing the braking state of the brake disc 30. The release command is completed.

[0108] The present invention has been described above by way of example with reference to the accompanying drawings. Obviously, the specific implementation of the present invention is not limited to the above-described manner. Any non-substantial improvements made using the concept and technical solution of the present invention, or the direct application of the concept and technical solution of the invention to other situations without modification, are all within the protection scope of the present invention.

Claims

1. A control method for a dual electromechanical braking device, the dual electromechanical braking device comprising a drive motor (1), a deceleration and torque amplification device (10), an electromagnetic power supply (27), an electromagnet A (28), a permanent magnet A (29), a first braking execution module (13), a second braking execution module (33), a parking device (22), a first clamping mechanism (23), a second clamping mechanism (26), a first pair of friction pads (25), a second pair of friction pads (24), a brake disc (30), a slider (31), a connecting shaft (32), an electrical signal detection device A (35), an electrical signal detection device B (36), a displacement detection device (37), a rotary spring (38), a spring baffle (39), a sliding rail (42-1), a U-shaped slot (42-2), a brake wear detection device (43), and a bearing (44); characterized in that: The driving motor (1) generates driving force, which is transmitted through the deceleration and torque amplification device (10), the first braking execution module (13), and the first clamping mechanism (23) to the first pair of friction pads (25) to perform friction braking on the brake disc (30). This braking device is a motor braking device. After the electromagnet A (28) is energized by the electromagnetic power supply (27), the repulsive force it exerts on the permanent magnet A (29) is transmitted sequentially through the second braking execution module (33) and the second clamping mechanism (26) to the second pair of friction pads (24) to perform friction braking on the brake disc (30). The moving disc (30) performs friction braking, and this braking device is an electromagnetic braking device; the electrical signal detection device A (35) and the electrical signal detection device B (36) are respectively installed on the drive motor (1) and the electromagnetic power supply (27); the speed reduction and torque amplification device (10) includes an external gear ring (2), a sun gear (3), planet gears (4), a planet carrier (5), a lead screw (6), a mating guide rail A (7), a ball (8), and a nut (9), which are used to reduce and amplify the torque output by the drive motor (1); the sun gear (3) The drive motor (1) meshes with the planetary gear (4), which in turn meshes with the external gear ring (2); the drive motor (1) is directly connected to the sun gear (3), and the external gear ring (2) is fixed to the vehicle body; one end of the planetary carrier (5) is connected to the center of the planetary gear (4), and the other end is connected to the lead screw (6); the nut (9) is coaxially mounted on the lead screw (6) through the ball bearings (8), and the thread direction of the lead screw (6) is left-handed; the first brake execution module (13) includes a pull rod (11), a guide rail B (12), and a cable (1... 4) The return spring (15), the guide rod (16), and the moving part (17) are used to drive the clamping mechanism to complete the braking of the brake disc (30); the first clamping mechanism (23) includes a gear (20), a T-shaped guide rail (21), a slider (31), a rotating clamping device (18), and a brake caliper (34), which are used to clamp the brake disc to complete the braking; the T-shaped guide rail (21) is fixed on the vehicle body, and the slider (31) is installed in the T-shaped guide rail (21) and connected to the brake caliper (34) to ensure braking accuracy; The control method includes control of normal mode, emergency braking mode and parking mode. The braking control method includes the following sequential steps: 1) During braking, acquire the brake pedal signal; 2) Calculate the required braking force based on the brake pedal signal, and determine whether additional braking force is needed based on the brake wear signal; if so, execute the subsequent steps; otherwise, proceed to step 5); 3) Calculate the required braking force based on the wear state of the friction pads; 4) Distribute the braking force signal to the dual electromechanical braking device. 5) Control the dual electromechanical braking device to generate braking force and enter the normal mode; wherein, the normal mode is that the two sets of electromechanical braking devices simultaneously drive the displacement of two pairs of friction pads to brake, and calculate the brake caliper displacement according to the wear state of the friction pads; 6) Determine whether the expected displacement has been reached according to the displacement signals of the two pairs of brake calipers; if yes, proceed to step 11); otherwise, execute the subsequent steps; 7) Determine whether the motor is faulty according to the electrical signal of the drive motor (1); if yes, proceed to step 10); otherwise, execute the subsequent steps; 8) Determine whether the electromagnetic power supply is faulty according to the electrical signal of the electromagnetic power supply (27); if yes, proceed to step 10); otherwise, execute the subsequent steps; 9) Supplement the braking force according to the missing braking displacement; return to step 6); 10) Control the braking device to enter the emergency braking mode according to the fault judgment until the vehicle stops; wherein, the emergency braking mode is that when one set of braking devices fails, the other set of braking devices is immediately activated to increase its braking force to brake and maintain the braking pressure; 11) Maintain the braking pressure until the braking signal stops.

2. The control method for the dual electromechanical braking device according to claim 1, characterized in that: One end of the pull rod (11) is directly connected to the rod welded to the nut (9), and the other end is connected to the cable (14); the pull rod (11) is installed in the guide rail B (12); the moving part (17) has a through hole (19) in the middle, the cable (14) is set in the through hole (19), the right side of the cable (14) has a T-shaped protrusion and the length of the cable (14) is greater than the through hole (19); the right side of the through hole (19) has a connection with the cable (14). 4) The groove of the mating part (17) and the cable (14) are limited to fit together; the mating guide rod (16) is fixed on the vehicle body, the upper end of the moving part (17) is fixed on the track through the mating guide rod (16), the lower end of the moving part (17) is made into a rack and meshes with the gear (20), the gear (20) and the rack are both straight teeth; one end of the return spring (15) abuts against one end of the mating guide rail B (16), and the other end abuts against the moving part (17).

3. The control method for the dual electromechanical braking device according to claim 1, characterized in that: The rotary clamping device (18) includes a rotary key (18-1), a connecting rod A (18-2), a fixed sheath A (18-3), and a fixed sheath B (18-4); one end of the connecting rod (18-2) is connected to the rotary key (18-1) through the fixed sheath B (18-4), and the other end is connected to the brake caliper (34) through the fixed sheath A (18-3); the rotary key (18-1) is coaxially mounted on the bearing (44) with the gear (20) through the connecting shaft (32), and the bearing (44) is a pair of rolling bearings; the moving part (17) converts the linear motion into the rotational motion of the rotary key (18-1) through the gear (20), and drives the brake caliper (34) to move along the T-shaped guide rail (21) through the connecting rod (18-2).

4. The control method for the dual electromechanical braking device according to claim 1, characterized in that: The first pair of friction pads (25) and the second pair of friction pads (24) are installed on the side of the brake caliper (34) near the brake disc (30) and are symmetrically distributed. During the braking process, the two pairs of friction pads can simultaneously generate clamping force on the brake caliper (34) to complete the braking. The dual braking ensures the stability of the braking process. The displacement detection device (37) and the brake wear detection device (43) are respectively installed in the middle of the T-shaped guide rails of the two sets of braking devices, facing the brake disc (30).

5. The control method for the dual electromechanical braking device according to claim 1, characterized in that: The parking device (22) includes a parking chuck (22-1), a spring clip (22-2), and a parking hole (22-3); the parking device (22) has straight teeth at the bottom that cooperate with the rack above the pull rod; one end of the rotary spring (38) abuts against the spring clip (22-2), and the other end abuts against the spring baffle (39), which is used to reset the second brake actuator module (33) after the braking force is lost; the electromagnet B (41) is fixed on the sliding rail. At the left end of (42-1), the parking plug (40-2) is fixedly connected to the permanent magnet B (40-1) and limited in the sliding rail (42-1) and its corresponding U-shaped slot (42-2). When the electromagnet B (41) is energized, it can generate a magnetic force with the permanent magnet B (40-1) to drive the parking plug (40-2) to move on the sliding rail (42-1). The sliding rail (42-1) and the U-shaped slot (42-2) are both fixed on the vehicle body.

6. The control method for the dual electromechanical braking device according to claim 5, characterized in that: Nine parking holes (22-3) are arranged in a fan shape below the parking device (22). The nine holes correspond to parking points with wear levels of 0%, 10%, 20%, 30%, 40%, 50%, 60%, 70%, and 80% of the friction lining. The parking holes (22-3) and the parking plug (40-2) are cylindrical, and the radius of the parking hole (22-3) is 1.2 times that of the parking plug (40-2). The parking plug (40-2) can pass through the corresponding parking hole (22-3) and abut against the U-shaped groove (42-2) during parking to generate a parking effect.

7. The control method for the dual electromechanical braking device according to claim 1, characterized in that: In step 2), the brake pedal signal is a displacement signal that is collected in real time and converted into a real-time travel of the brake pedal. The brake wear signal is determined by the wear signal collected in real time by the brake wear detection device (43) during the braking process and fed back to the central control unit. The required additional braking force is calculated based on the wear signal magnitude. The standard for determining wear is that the wear of the friction pad is greater than 5%. In step 6), the brake caliper displacement signal is determined by the displacement signal collected in real time by the displacement detection device (37) during the braking process and fed back to the central control unit for comparison with the expected displacement. Both the displacement signal and the wear signal are converted into corresponding current magnitude signals and transmitted to the central control unit for processing. The braking force required by the braking device is then calculated based on the signal magnitude.

8. The control method for the dual electromechanical braking device according to claim 6, characterized in that: The parking mode is a mode in which the vehicle maintains braking force to keep it stable while it is stationary. The parking mode control method is divided into two types: starting or releasing the parking state. Starting the parking state includes the following steps in sequence: 12) The parking start signal is transmitted to the central control unit; 13) The wear degree is calculated according to the brake wear signal; 14) The parking hole position corresponding to the wear degree is selected in the parking device (22); 15) The electromagnetic braking device is activated separately, and the second pair of friction pads (24) abut against the brake disc (30); 16) The parking plug solenoid valve is activated, and the parking plug (40-2) enters the designated parking hole. 17) Close the electromagnetic brake device, and the parking plug (40-2) abuts against the parking hole (22-3); 18) Close the parking plug solenoid valve, and parking is completed; Closing the parking state includes the following steps in sequence: 19) The parking release signal is transmitted to the central control unit; 20) The electromagnetic brake device is activated, and the parking device has a tendency to retract; 21) The parking plug solenoid valve is activated, and the parking hole (22-3) and the parking plug (40-2) are released from abutment, and the parking plug (40-2) returns to its original position; 22) The electromagnetic brake device is closed, and the parking release command is completed.

9. The control method for the dual electromechanical braking device according to claim 8, characterized in that: The parking holes (22-3) correspond to the following wear levels in sequence: 0%-5% corresponds to 0% parking hole position, 5%-15% corresponds to 10% parking hole position, 15%-25% corresponds to 20% parking hole position, 25%-35% corresponds to 30% parking hole position, 35%-45% corresponds to 30% parking hole position, 45%-55% corresponds to 50% parking hole position, 55%-65% corresponds to 60% parking hole position, 65%-75% corresponds to 70% parking hole position, and 75%-85% corresponds to 80% parking hole position; when the wear level exceeds... At 85%, a wear alarm will be issued to remind the driver to replace the friction pads; in step 16), the parking brake solenoid valve is activated when the solenoid valve is energized in the forward direction, and the electromagnet B (41) generates a magnetic force that repels the permanent magnet B (40-1), driving the parking brake to move away from the electromagnet B (41); in step 21), the parking brake solenoid valve is activated when the solenoid valve is energized in the reverse direction, and the electromagnet B (41) generates a magnetic force that attracts the permanent magnet B (40-1), driving the parking brake (40-2) to move towards the electromagnet B (41).

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