High-clamping-force electric control mechanical brake and transmission mechanism thereof

Abstract

The invention relates to the technical field of brake-by-wire systems, in particular to a transmission mechanism of a high-clamping-force electric control mechanical brake, which comprises a transmission assembly, the transmission assembly comprises a driving mechanism, a driven mechanism, a lower shell, a reduction gear component meshed with an output shaft of the driving mechanism, and a first retainer arranged on the reduction gear component, the fixed end of the driving mechanism is arranged in the caliper body, the driven mechanism is fixed to the caliper body and arranged on one side of the driving mechanism, the driven mechanism is connected with the reduction gear assembly and transmits torque, a driving shaft of the driven mechanism is in simple support connection with the first retainer, and when the driving shaft rotates freely, the first retainer can only move in the axial direction of the driving shaft, and the first retainer can only move in the axial direction of the driving shaft. According to the invention, the first retainer and the driving shaft form simple support connection, so that the axial displacement of the first retainer is reduced, the transmission stability is improved, and meanwhile, the noise generated in the operation process is reduced.

Description

Technical Field

[0001] The invention relates to the technical field of wire-controlled brake systems, and in particular to a high-clamping-force electrically-controlled mechanical brake and a transmission mechanism thereof. Background Art

[0002] The clamping force of the existing electronically controlled mechanical brake is relatively low (generally 25KN), the braking noise requirement is not high, the brake is only used for parking, and the application conditions are relatively simple.

[0003] Solutions of the existing technology: Patent CN216424376U achieves a parking clamping force of 25KN by adopting a combination of a gear set and a screw, and the serrated thread of the screw makes it self-locking; Patent CN215720405U adopts two-stage parallel shafts and a first-stage planetary gearbox to achieve EMB deceleration and torque increase, but the parking clamping force is still low and the applicable vehicle models are limited.

[0004] The transmission mechanism of traditional electronically controlled mechanical brakes uses materials with low rigidity such as plastic, and generally achieves the braking effect through the movement of the cantilever. However, when the brake outputs high clamping force, it vibrates greatly, has poor stability, low transmission efficiency, and poor reliability.

[0005] Therefore, the present application has developed a high clamping force electrically controlled mechanical brake and its transmission mechanism to solve the problems existing in the prior art. Summary of the invention

[0006] The purpose of the present invention is to provide a high clamping force electrically controlled mechanical brake and its transmission mechanism to solve the problems of low clamping force, large vibration and low transmission efficiency of the electrically controlled mechanical brake in the prior art.

[0007] The technical solution of the present invention is: a transmission mechanism of a high clamping force electrically controlled mechanical brake, comprising:

[0008] A transmission assembly, the transmission assembly includes a driving mechanism, a driven mechanism, a reduction gear assembly meshing with the output shaft of the driving mechanism, and a first retaining frame arranged on the reduction gear assembly, the driving mechanism is connected to the lower housing, the reduction gear assembly is fixed on the lower housing, the driven mechanism is arranged on one side of the driving mechanism, the driven mechanism is connected to the reduction gear assembly and transmits torque, the driving shaft of the driven mechanism forms a simply supported connection with the first retaining frame, when the driving shaft rotates freely, the first retaining frame can only move along the axial direction of the driving shaft, and the guide pin of the first retaining frame is always inserted in the end face of the driving shaft.

[0009] Preferably, the reduction gear assembly includes a driving wheel, an idler wheel, a driven wheel, a planetary gear, and a second retaining frame; the driving wheel is sleeved on the output shaft of the driving mechanism, the idler wheel is respectively meshed with the driving wheel and the driven wheel, and transmits the power of the driving wheel to the driven wheel, the planetary gear is correspondingly provided with a second retaining frame, and the planetary gear is mechanically connected to the driven mechanism.

[0010] Preferably, the second retaining frame is connected to the driving shaft via a spline and transmits torque.

[0011] Preferably, the sun gear of the planetary gear and the driven gear form an integral body, and when the driven gear rotates driven by the idler gear, the sun gear rotates together with the driven gear.

[0012] Preferably, the driving wheel, the idler wheel, the driven wheel and the planetary gear are meshed with each other, the meshing gears have matching meshing angles and pressure angles, and the tooth profiles of the gears are all circular arc tooth profiles.

[0013] Preferably, a gasket and an elastic element are provided at the contact position between the drive shaft and the transmission assembly.

[0014] Preferably, the elastic element is a butterfly spring.

[0015] Preferably, when the sun gear in the planetary gear is connected to the guide pin for transmission, the guide pin has the largest possible diameter to enhance its structural strength and stability.

[0016] Preferably, the second retaining frame abuts against the top of the sun gear in the planetary gear.

[0017] Preferably, it further comprises a bracket and a caliper body, wherein the caliper body is connected to the bracket, and the transmission assembly is arranged on the caliper body.

[0018] Compared with the prior art, the advantages of the present invention are:

[0019] (1) The first retainer and the drive shaft form a simply supported connection, which reduces the axial displacement of the first retainer, improves the stability of the transmission, and reduces the noise generated during operation;

[0020] (2) Increase the diameter of the guide pin to improve the mechanical properties and stability during assembly and increase transmission efficiency;

[0021] (3) The output shaft of the driven mechanism is provided with an elastic member and a gasket to keep the position of the output shaft constant, and the first retainer moves slightly in the axial direction of the output shaft to reduce the shaking of the planetary gear and increase the stability of the transmission assembly;

[0022] (4) The second retainer abuts against the sun gear of the planetary gear, which limits the movement of the first retainer and reduces the contact friction surface, effectively reducing efficiency loss;

[0023] (5) By changing the meshing angle and pressure angle of the gears and adjusting the tooth profile of the gears, the overlap of the gears can be increased, thereby improving the smoothness of the transmission;

[0024] (6) The planetary gears mesh with the drive mechanism to reduce speed and increase torque, making the transmission lighter and more efficient. The gears can also withstand static torque conditions that are many times the input torque, thus ensuring the reliability of the entire transmission system. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] The present invention will be further described below in conjunction with the accompanying drawings and embodiments:

[0026] Figure 1 It is a structural schematic diagram of the transmission assembly of the present invention;

[0027] Figure 2 It is a structural schematic diagram of the reduction gear assembly of the present invention;

[0028] Figure 3 It is a structural schematic diagram of a transmission mechanism of a high clamping force electrically controlled mechanical brake according to the present invention;

[0029] Figure 4 is a cross-sectional view of the transmission assembly of the present invention;

[0030] Figure 5 for Figure 4 A is an enlarged cross-sectional view of the middle part;

[0031] Figure 6 This is a CAE simulation comparison diagram of the simply supported design and the cantilever design of the present invention.

[0032] Among them: 1. bracket; 2. caliper body; 3. transmission assembly; 31. driving mechanism; 311. driving shaft; 32. driven mechanism; 33. reduction gear assembly; 34. first retaining frame; 341. guide pin; 331. driving wheel; 332. idler wheel; 333. driven wheel; 334. planetary gear; 335. second retaining frame; 35. lower shell; 4. gasket; 5. elastic element. DETAILED DESCRIPTION

[0033] The present invention is further described in detail below in conjunction with specific embodiments:

[0034] like Figure 1-Figure 3As shown, a transmission mechanism of a high clamping force electrically controlled mechanical brake includes a transmission assembly 3, which includes a driving mechanism 31, a driven mechanism 32, a reduction gear assembly 33, a first retaining frame 34, and a lower shell 35. The driving mechanism 31 is fixed in the caliper body 2. The driving mechanism 31 is a motor for generating torque. The driving mechanism 31 and the reduction gear assembly 33 are both arranged on the lower shell 35. The driving mechanism 31 and the reduction gear assembly 33 are positioned by the lower shell 35. The driven mechanism 32 is placed in the caliper body 2 and is arranged on one side of the driving mechanism 31. The reduction gear assembly 33 is meshed with the output shaft of the driving mechanism 31 and is connected to the driven mechanism 32 at the same time, so that the torque output by the driving mechanism 31 is transmitted to the driven mechanism 32, thereby increasing the output torque through the deceleration effect, so that the brake can use a larger torque to achieve a faster braking effect during the braking process, and the brake can To more easily overcome the inertia of the load and achieve faster deceleration and stopping; the first retaining frame 34 forms a simply supported connection with the drive shaft 311 of the driven mechanism 32, the drive shaft 311 can rotate freely without deviation, and the first retaining frame 34 can only move along the axial direction of the drive shaft 311, and is constrained to remain stable in other directions, so that the first retaining frame 34 has a small axial movement when subjected to driving force and load to adapt to changes in working conditions while maintaining the stability and accuracy of the drive shaft 311. Specifically, the driven mechanism 32 is a ball screw, which can convert rotational motion into linear motion, and has high axial stiffness, and can withstand large axial loads without obvious deformation, thereby ensuring the stability and reliability of the braking process. The ball screw has a high transmission efficiency. Under the same power input, the ball screw can obtain greater thrust or more precise displacement, thereby improving the braking effect.

[0035] In this embodiment, Figure 6 As shown, the simply supported connection has high rigidity and strength, can withstand large loads and torques, helps to maintain the stability of the entire transmission system, prevents loosening or failure due to vibration or impact, and helps to reduce friction between the first retaining frame 34 and the drive shaft 311, thereby reducing energy loss and improving transmission efficiency. The simply supported connection has high stability and precision, and can ensure that the relative position between the first retaining frame 34 and the drive shaft 311 remains unchanged, thereby improving the accuracy and reliability of the transmission. In addition, in certain circumstances, the relative position between the first retaining frame 34 and the drive shaft 311 needs to be adjusted, and the design of the simply supported connection makes such adjustment more flexible and easy.

[0036] Furthermore, the guide pin 341 of the first retaining frame 34 is always inserted in the driving shaft 311 during the movement of the driving shaft 311. The guide pin 341 serves as a connecting element, which can ensure that the relative position between the first retaining frame 34 and the driving shaft 311 is fixed to prevent deviation or shaking during operation, thereby improving the stability and reliability of the entire transmission system. The guide pin 341 can withstand large radial loads and axial loads, which helps to share the force on the driving shaft 311 and extend the service life of the driving shaft 311 and the transmission system. At the same time, the precise alignment of the first retaining frame 34 and the driving shaft 311 can also reduce friction and energy loss caused by position deviation, thereby improving the operation efficiency of the transmission system. The guide pin 341 is inserted in the driving shaft 311 to accurately position the first retaining frame 34, ensuring that the first retaining frame 34 always remains in the correct position during operation.

[0037] like Figure 2-Figure 3 As shown, the reduction gear assembly 33 includes a driving wheel 331, an idler wheel 332, a driven wheel 333, a planetary gear 334, and a second retaining frame 335. The driving wheel 331 is sleeved on the output shaft of the driving mechanism 31 and rotates together with the driving wheel. The idler wheel 332 is respectively engaged with the driving wheel 331 and the driven wheel 333 to transmit the power of the driving mechanism 31 to the driven wheel 333 and make the driven wheel 333 rotate. By setting the idler wheel 332, the transmission distance between the driving wheel 331 and the driven wheel 333 can be extended. By changing The driven wheel 333 is turned and the transmission distance is increased, and the idler wheel 332 can make the transmission system more compact and efficient, so that the transmission system can adapt to more complex layouts or space limitations. The idler wheel 332 can also be used to adjust the pressure angle between gears to increase the overlap of gear meshing and improve transmission efficiency. The second retaining frame 335 is correspondingly arranged on the planetary gear 334. The second retaining frame 335 can evenly separate the rolling elements and reduce the friction and wear between them, which helps to reduce the vibration and noise generated by the transmission system during operation.

[0038] In order to improve the stability of the meshing between the driving wheel 331, the idler wheel 332, the driven wheel 333, and the planetary gear 334, the supporting parts between the gears are made of high-rigidity materials. High-rigidity materials can withstand greater loads and are not easily deformed, thereby reducing vibration and noise during the transmission process, which not only improves the smoothness of the transmission, but also extends the service life of the gears. Under high loads, the gears made of high-rigidity materials have less deformation, which can prevent the increase of transmission errors and ensure the stability and safety of the transmission.

[0039] Furthermore, the second retaining frame 335 is connected to the drive shaft 311 via a spline connection. The spline connection achieves a precise connection between the second retaining frame 335 and the drive shaft 311 through precise spline grooves and spline matching, which helps to reduce energy loss in the transmission process and improve transmission efficiency. The spline connection can evenly transfer the torque from the drive shaft 311 to the second retaining frame 335, and further transfer it to the planetary gear 334, thereby avoiding additional friction and loss caused by uneven torque transmission. The spline connection has a high load-bearing capacity and can withstand large axial and radial loads. In the planetary gear 334 transmission system, the stability and reliability of the transmission system can be ensured.

[0040] In order to improve the transmission efficiency and stability of the brake and the compactness of the structure, the sun gear of the planetary gear 334 and the driven wheel 333 form a whole, which can reduce the number of components in the transmission system, thereby simplifying the structure and making the overall design more compact. Since the joint surfaces between the components are reduced, the energy loss caused by the friction of the joint surfaces is reduced, thereby improving the transmission efficiency. The integrated design helps to ensure the precise fit and synchronous movement between the sun gear and the driven wheel 333, reduce the vibration and noise caused by loose or misaligned components, improve the transmission stability, better disperse the load generated during the transmission process, reduce the stress of a single component, and thus enhance the carrying capacity of the entire transmission system.

[0041] In order to improve the stability of transmission between gears, the overlap between the driving wheel 331, the idler wheel 332, the driven wheel 333 and the planetary gear 334 is increased, and the gears are modified. After the overlap between the gears is increased, the deviation between the meshing tooth profile and the ideal tooth profile is reduced when the gear pair is working, thereby reducing the error excitation of the gear meshing transmission. In addition, since multiple pairs of gears are meshed at the same time, the transmission error of a single pair of gears is weakened and reduced, thereby reducing the dynamic excitation of the gears; after gear modification, the gear error can be reduced, the gear meshing accuracy can be improved, thereby improving the transmission accuracy, and the modification can improve the force condition of the gear, reduce stress concentration, thereby improving the strength of the gear. The gear modification can also improve the dynamic characteristics of the gear and reduce the noise and vibration of the gear during operation.

[0042] like Figure 4-Figure 5As shown, in order to keep the position of the drive shaft 311 stable and reduce the shaking of the second retaining frame 335, a gasket 4 and an elastic element 5 are provided at the contact position between the drive shaft 311 and the transmission assembly 3. The gasket 4 is used to adjust the gap between the drive shaft 311 and the transmission assembly 3 to prevent the gap from being too small, which will increase the friction between the components and cause unnecessary wear and heat accumulation. The gap is too large, which will reduce the braking efficiency and extend the braking distance. The gasket 4 can also serve as a protective barrier to prevent the drive shaft 311 from directly contacting other components, thereby reducing wear and friction; the elastic element 5 can absorb and alleviate the impact and vibration generated during the braking process, and protect the various components of the braking system from damage. The elastic element 5 is not limited to wave springs, butterfly springs and other forms of elastic elements 5. Preferably, a butterfly spring is used, which has a more compact structure. The butterfly spring can withstand large loads with small deformation, is more suitable for occasions with small axial space requirements, can provide the required elastic force in a limited space, and can provide relatively uniform force feedback characteristics.

[0043] Furthermore, when the sun gear in the planetary gear 334 is connected to the guide pin 341 for transmission, the guide pin 341 has the largest possible diameter. The increase in the diameter of the guide pin 341 means an increase in its cross-sectional area and moment of inertia, which helps to improve the stability and rigidity of the entire connection structure. Under dynamic load or vibration conditions, the larger guide pin 341 can better resist deformation and displacement and can withstand greater radial and axial forces. Increasing the diameter of the guide pin 341 can significantly improve its load-bearing capacity and reduce the risk of damage due to overload. At the same time, the increase in the diameter of the guide pin 341 means an increase in its material volume, which helps to disperse stress and reduce local wear.

[0044] Furthermore, the second retaining frame 335 abuts against the top of the sun gear in the planetary gear 334. The abutment between the second retaining frame 335 and the top of the sun gear ensures force transmission and rotation efficiency. During the transmission process, the second retaining frame 335 is provided with stable support to ensure that the planetary gear 334 frame will not deviate or lose axial stability during movement.

[0045] like Figure 3 As shown, a high clamping force electrically controlled mechanical brake includes a bracket 1, a caliper body 2 and a transmission assembly 3. The caliper body 2 is arranged on the bracket 1, and the transmission assembly 3 is arranged on the caliper body 2. The supporting connection parts between the bracket 1, the caliper body 2 and the transmission assembly 3 are all made of high elastic modulus metal materials. When the brake is applied, the brake is less deformed by force and can better resist the vibration and impact generated during the braking process, thereby maintaining the stability of the braking system and reducing the noise caused by vibration. The high elastic modulus metal material can transmit the braking force faster and reduce the response delay caused by material deformation, thereby improving the response speed of the braking system.

[0046] The implementation principle of this embodiment:

[0047] When the brake is applied, the drive mechanism 31 starts to provide torque, and the output shaft of the drive mechanism 31 rotates to drive the driving wheel 331 to rotate. The driving wheel 331 transmits power to the driven wheel 333 through the idler wheel 332. The driven wheel 333 and the sun gear of the planetary gear 334 form a whole. The sun gear rotates together with the driven wheel 333 and drives the driving shaft 311 of the driving mechanism to rotate. The driving shaft 311 of the driven mechanism 32 forms a simply supported connection with the first retaining frame 34, which improves the stability and reliability of the transmission and enables the first retaining frame 34 to move only along the axial direction of the driving shaft 311. The driving shaft 311 is connected to the planetary gear 334 and is connected to the second retaining frame 335 through a spline to transmit the torque to the second retaining frame 335. The contact position between the driving shaft 311 and the transmission assembly 3 is also provided with a gasket 4 and an elastic element 5. When the driving shaft 311 rotates, the impact and vibration during braking are reduced.

[0048] The above embodiments are only for illustrating the technical concept and features of the present invention, and their purpose is to enable people familiar with this technology to understand the content of the present invention and implement it accordingly, and they cannot be used to limit the scope of protection of the present invention. For those skilled in the art, it is obvious that the present invention is not limited to the details of the above exemplary embodiments, and the present invention can be implemented in other specific forms without departing from the spirit or basic features of the present invention. Therefore, no matter from which point of view, the embodiments should be regarded as exemplary and non-restrictive. The scope of the present invention is limited by the attached claims rather than the above description, and it is intended to include all changes within the meaning and scope of the equivalent elements of the claims in the present invention.

Claims

1. A transmission mechanism of a high clamping force electrically controlled mechanical brake, characterized in that: include: A transmission assembly (3), the transmission assembly (3) comprising a driving mechanism (31), a driven mechanism (32), a lower housing (35), a reduction gear assembly (33) meshed with an output shaft of the driving mechanism (31), and a first retaining frame (34) arranged on the reduction gear assembly (33), the driving mechanism (31) being connected to the lower housing (35), the reduction gear assembly (33) being fixed to the lower housing (35), the driven mechanism (32) being arranged on one side of the driving mechanism (31), the driven mechanism (32) being connected to the reduction gear assembly (33) and transmitting torque, the driving shaft (311) of the driven mechanism (32) and the first retaining frame (34) forming a simply supported connection, when the driving shaft (311) is freely rotating, the first retaining frame (34) can only move along the axial direction of the driving shaft (311), and the guide pin (341) of the first retaining frame (34) is always inserted into the end surface of the driving shaft (311).

2. The transmission mechanism of a high clamping force electrically controlled mechanical brake according to claim 1, characterized in that: The reduction gear assembly (33) comprises a driving wheel (331), an idler wheel (332), a driven wheel (333), a planetary gear (334), and a second retaining frame (335); the driving wheel (331) is sleeved on the output shaft of the driving mechanism (31); the idler wheel (332) is respectively meshed with the driving wheel (331) and the driven wheel (333) and transmits the power of the driving wheel (331) to the driven wheel (333); the planetary gear (334) is correspondingly provided with a second retaining frame (335); and the planetary gear (334) is mechanically connected to the driven mechanism (32).

3. The transmission mechanism of a high clamping force electrically controlled mechanical brake according to claim 2, characterized in that: The second retaining frame (335) is connected to the driving shaft (311) via a spline and transmits torque.

4. The transmission mechanism of a high clamping force electrically controlled mechanical brake according to claim 2, characterized in that: The sun gear of the planetary gear (334) and the driven gear (333) form a whole. When the driven gear (333) rotates driven by the idler gear (332), the sun gear rotates together with the driven gear (333).

5. The transmission mechanism of a high clamping force electrically controlled mechanical brake according to claim 2, characterized in that: The driving wheel (331), the idler wheel (332), the driven wheel (333) and the planetary gear (334) are meshed with each other, the meshing gears have matching meshing angles and pressure angles, and the tooth profiles of the gears are all arc-shaped tooth profiles.

6. The transmission mechanism of a high clamping force electrically controlled mechanical brake according to claim 1, characterized in that: A gasket (4) and an elastic element (5) are provided at the contact position between the drive shaft (311) and the transmission assembly (3).

7. The transmission mechanism of a high clamping force electrically controlled mechanical brake according to claim 6, characterized in that: The elastic element (5) is a butterfly spring.

8. The transmission mechanism of a high clamping force electrically controlled mechanical brake according to claim 2, characterized in that: When the sun gear in the planetary gear (334) is connected to the guide pin (341) for transmission, the guide pin (341) has the largest possible diameter to enhance its structural strength and stability.

9. The transmission mechanism of a high clamping force electrically controlled mechanical brake according to claim 2, characterized in that: The second retaining frame (335) abuts against the top of the sun gear in the planetary gear (334).

10. A high clamping force electrically controlled mechanical brake, characterized in that: include: Bracket (1); Caliper body (2); And a transmission mechanism of a high clamping force electrically controlled mechanical brake as described in any one of claims 1 to 9, wherein the caliper body (2) is connected to the bracket (1), and the transmission assembly (3) is arranged on the caliper body (2).

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