A transmission structure for an anti-stall electric control booster

Abstract

The present invention relates to a transmission structure for an anti-stall electronically controlled booster, belonging to the field of automotive braking. It includes a master cylinder push rod, a push rod seat, a transmission push rod, a valve body, a screw, a stop block, a lead screw, a limit pin, a nut, steel balls, a hollow motor, a nut, a locking piece, a snap ring, a spring, a gasket, an anti-rotation guide rail, and a rotor. The advantages are novel structure. The transmission structure converts rotational motion into axial linear motion through a ball screw to form a thrust. At the same time, this structure has an anti-stall function to prevent the nut from jamming with the hollow motor after the transmission structure returns. The transmission structure for the electronically controlled booster of the present invention can be applied to conventional braking, wire-controlled braking, active collision avoidance, adaptive cruise control, intelligent driving, and braking energy recovery systems.

Description

Technical Field

[0001] The present invention belongs to the field of automotive braking, and particularly relates to a transmission structure for an anti-stall electronic control booster. Background Art

[0002] Since the 21st century, electrification and autonomous driving have advanced by leaps and bounds, posing higher requirements for chassis electronic control systems. Against this backdrop, the electronic control assist system has emerged. With the advancement of the electrification process, more and more hybrid or electric vehicles have emerged. In hybrid vehicles, the engine does not continuously operate, and electric vehicles do not have an engine. As a result, the engine cannot be used as a vacuum source. At the same time, the vacuum pump consumes a large amount of electricity during operation and has a relatively large volume, occupying the engine compartment space. For this reason, the electronic control booster has emerged.

[0003] The principle of the electronic control booster is that after the brake pedal is depressed, the input rod generates a displacement. The system calculates the torque that the motor should provide based on the displacement amount, and then the transmission system converts the torque into a servo braking force to build up hydraulic pressure in the brake master cylinder, ultimately achieving braking.

[0004] The electronic control booster does not rely on a vacuum source, does not require a vacuum pump and vacuum hoses, is small in size, light in weight, and convenient to arrange. At the same time, the working mechanism of the electronic control booster ensures that the booster effect is not affected by the external air pressure, avoiding a reduction in the braking effect in a low-pressure environment and providing a stable auxiliary effect. At the same time, after adding a control system, the booster device can achieve active start-up, autonomous driving, etc., providing a thrust for the brake master cylinder to form a braking force, which is the development trend of future vehicle braking systems.

[0005] In the conventional transmission mechanism for an electronic control booster, during the retraction process of the ball screw, if there is a control problem, the ball screw is very likely to be blocked and jammed with the transmission system, affecting the normal operation of the entire electronic control booster assembly. In the existing electronic control booster transmission mechanism, most do not have an anti-stall device, which easily leads to the jamming of the transmission system and affects the normal operation of the electronic control booster.

[0006] The transmission structure for an anti-stall electronic control booster of the present invention is a transmission mechanism applied to an electronic control booster. The feature of this mechanism is the use of a ball screw structure to convert the rotational motion of the motor into a linear motion, convert the torque into a servo braking force, and at the same time prevent the transmission system from being blocked during the retraction of the ball screw, affecting the normal operation of the transmission system. After adding a control system, the rotating mechanism can achieve active start-up, provide a thrust for the brake master cylinder to form a braking force, which is the development trend of future vehicle braking systems.

[0007] The feature of the present invention lies in using an electric motor as the power source, converting the rotary motion into a linear motion through a ball screw, thereby generating an axial thrust to assist the driver's stepping force. At the same time, when the ball screw returns, it prevents the transmission mechanism from jamming and locking. The transmission mechanism of the electronic control booster of the present invention can be applied to conventional braking, wire control braking, active collision avoidance, adaptive cruise control, intelligent driving, and braking energy recovery systems. Summary of the Invention

[0008] The present invention provides a transmission structure for an anti-blocking electronic control booster, aiming to use a hollow motor as the power source, and through a ball screw, convert the rotary motion into an axial linear motion, thereby generating an axial thrust to provide hydraulic pressure for the master cylinder assembly.

[0009] The technical solution adopted by the present invention is as follows: It includes a master cylinder push rod, a push rod seat, a transmission push rod, a valve body, a screw, a stop block, a lead screw, a limit pin, a nut, steel balls, a hollow motor, a nut, a locking piece, a snap ring, a spring, a gasket, an anti-rotation guide rail, and a rotor. Among them, the lead screw, the nut, and the steel balls form a ball screw. The transmission push rod and the nut are fixedly connected by riveting. The limit pin is riveted in the riveting grooves on both sides of the nut by interference fit. The transmission push rod is riveted to the push rod seat groove at six points, and the two are fixed as a whole. The screw fixedly connects the stop block and the lead screw. The push rod seat is riveted to the master cylinder push rod at six points to form a whole. At the same time, the master cylinder push rod can swing relative to the push rod seat. The anti-rotation guide rail is placed in the valve body, and it is ensured that the anti-rotation platform of the anti-rotation guide rail is placed in the anti-rotation groove of the valve body. Then, a gasket, a spring, and a snap ring are sequentially placed, and the anti-rotation guide rail, the gasket, and the spring are fixed on the valve body by the snap ring. The snap ring is placed in the snap ring groove of the valve body. The ball screw is placed in the anti-rotation guide rail. The limit pin can slide on the guide rail groove of the anti-rotation guide rail. The lead screw is in interference fit with the rotor on the hollow motor, and at the same time, the nut and the locking piece fix it on the hollow motor. The hollow motor is fixed on the valve body by the nut.

[0010] The master cylinder push rod and the push rod seat of the present invention have a relative swing angle, which can ensure that when the master cylinder push rod cooperates with the master cylinder assembly, the ball head of the master cylinder push rod is in full contact with the piston groove.

[0011] The anti-rotation groove of the valve body of the present invention has a bevel, and this structure can move along the axis when the anti-rotation guide rail rotates.

[0012] The outer diameter of the stop block of the present invention is larger than the low neck of the lead screw thread, which has the function of preventing the nut from separating from the lead screw.

[0013] When the transmission mechanism of the present invention works again, the anti-rotation platform of the anti-rotation guide rail can enter the anti-rotation groove of the valve body again, so that the anti-rotation guide rail plays a limiting role.

[0014] The present invention adjusts the number of anti-blocking turns by adjusting the resistance of the spring.

[0015] The advantages of the present invention are novel structure. The transmission structure converts the rotational motion into an axial linear motion through a ball screw to form a thrust. At the same time, this structure has an anti-stall function to prevent the nut from jamming with the hollow motor after the transmission structure returns. The transmission structure of the electronic control booster of the present invention can be applied to conventional braking, wire control braking, active collision avoidance, adaptive cruise, intelligent driving, and braking energy recovery systems. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 is a schematic structural diagram of the present invention;

[0017] Figure 2 is a perspective view of the anti-rotation guide rail of the present invention;

[0018] Figure 3 is a schematic structural diagram of the anti-rotation guide rail of the present invention;

[0019] Figure 4 is Figure 3 the A-A cross-sectional view of

[0020] Figure 5 is a perspective view of the valve body of the present invention;

[0021] Figure 6 is a schematic structural diagram of the valve body of the present invention;

[0022] Figure 7 is Figure 6 the D-D cross-sectional view of

[0023] Figure 8 is Figure 1 the enlarged view of part C of

[0024] Figure 9 is Figure 1 the enlarged view of part B of

[0025] Figure 10 is a schematic structural diagram of the nut of the present invention;

[0026] Figure 11 is a schematic diagram of the working state of the present invention;

[0027] Figure 12 is a schematic diagram of the return of the transmission mechanism and the opening of the anti-stall mechanism of the present invention;

[0028] Figure 13 is a non-working state diagram of the anti-rotation mechanism of the present invention. It is default that the working direction is when the anti-rotation guide rail moves to the left;

[0029] Figure 14 is a working state diagram of the anti-rotation mechanism of the present invention, with the limiting device disengaged;

[0030] Figure 15This is the working state diagram of the anti-rotation mechanism of the present invention, and the anti-rotation guide rail rotates. Detailed implementation manners

[0031] As Figure 1 shown, the master cylinder push rod 1, push rod seat 2, transmission push rod 3, valve body 4, screw 5, stop block 6, lead screw 7, limit pin 8, nut 9, steel ball 10, hollow motor 11, nut 12, locking piece 13, snap ring 14, spring 15, gasket 16, anti-rotation guide rail 17, rotor 18. Among them, the lead screw 7, nut 9, and steel ball 10 form a ball screw. The transmission push rod 3 is fixedly connected to the nut 9 by riveting. The limit pin 8 is riveted in the riveting grooves 901 on both sides of the nut 9 by interference fit. As Figure 10 , the transmission push rod 3 is riveted to the groove of the push rod seat 2 at six points, and the two are fixed as a whole. The transmission push rod 3 and the push rod seat 2 cannot move relative to each other; the push rod seat 2 is riveted to the master cylinder push rod 1 at six points to form a whole (as Figure 8 ), and at the same time, the master cylinder push rod 1 can swing relative to the push rod seat 2. The anti-rotation guide rail 17 is placed in the valve body 4, and it is ensured that the anti-rotation platform 1701 of the anti-rotation guide rail 17 is placed in the anti-rotation groove 401 of the valve body 4. Then, the gasket 16, spring 15, and snap ring 14 are placed in sequence, and the anti-rotation guide rail 17, gasket 16, and spring 15 are fixed on the valve body 4 through the snap ring 14. The snap ring 14 is placed in the snap ring groove 403 of the valve body 4. The ball screw is placed in the anti-rotation guide rail 17. The limit pin 8 can slide on the guide rail groove 1702 on the anti-rotation guide rail 17. The lead screw 7 is in interference fit with the rotor 18 on the hollow motor 11, and at the same time, the nut 12 and the locking piece 13 fix it on the hollow motor 11. The hollow motor 11 is fixed on the valve body 4 through the nut 12.

[0032] The outer diameter of the stop block 6 is larger than the low neck of the thread of the lead screw 7, which has the function of preventing the nut 9 from separating from the lead screw 7.

[0033] As Figure 5 , 6 , 7 shown, the valve body 4 has a bevel 402 on the anti-rotation groove. This structure can move along the axis when the anti-rotation guide rail 17 rotates.

[0034] When the transmission mechanism works again, the anti-rotation platform 1701 of the anti-rotation guide rail 17 can enter the anti-rotation groove 401 of the valve body 4 again, so that the anti-rotation guide rail 17 plays a limiting role.

[0035] As Figure 8 shown, the master cylinder push rod 1 and the push rod seat 2 have a relative swing angle, which can ensure that when the master cylinder push rod 1 cooperates with the brake master cylinder assembly, the ball head of the master cylinder push rod 1 is in full contact with the piston groove.

[0036] By adjusting the resistance of the spring 15, the number of anti-blocking turns is adjusted.

[0037] Working principle:

[0038] When the hollow motor 11 rotates, the rotor on the hollow motor 11 drives the lead screw 7 to rotate, and the lead screw 7 drives the nut 9 to move. Since the anti-rotation platform on the anti-rotation guide rail 17 cooperates with the anti-rotation groove 401 on the valve body 4, the anti-rotation guide rail 17 cannot rotate axially. Due to the limiting effect of the guide groove on the anti-rotation guide rail 17 on the limit pin 8 on the nut 9, the nut 9 cannot rotate axially, thus converting the rotational motion of the lead screw 7 into the axial motion of the nut 9. When the nut 9 moves axially, it sequentially pushes the transmission push rod 3, the push rod seat 2, and the master cylinder push rod 1 forward. The master cylinder push rod 1 pushes the piston in the brake master cylinder assembly to move, thereby establishing hydraulic pressure in the brake master cylinder assembly.

[0039] When the boosting ends, the motor rotates in the reverse direction, and the entire transmission mechanism returns to the initial position.

[0040] When the transmission mechanism returns, if the motor cannot stop rotating at the initial position, the nut 9 will contact the limiting device 1703 on the anti-rotation guide rail 17 and drive the anti-rotation guide rail 17 to overcome the resistance of the spring 15 and then move to the left. When the anti-rotation guide rail 17 disengages from the limit groove 401 of the valve body 4 (as Figure 14 ), the nut 9 drives the anti-rotation guide rail 17 to rotate together through the limit pin 8. At this time, the nut 9 no longer moves axially, but the anti-rotation guide rail 17 (as Figure 2 、 3 、4) moves on the inclined platform 402 of the valve body 4 (as Figure 5 、 6 、7), causing the anti-rotation guide rail 17 to move to the left (as Figure 15 ), and disengaging from the limit pin 8 of the nut 9. When the anti-rotation platform on the anti-rotation guide rail 17 coincides with the next anti-rotation groove in the valve body 4, due to the resistance of the spring 15, the anti-rotation platform on the anti-rotation guide rail 17 falls into the anti-rotation groove 401 of the valve body 4, and the limiting device of the anti-rotation guide rail 17 contacts the limit pin 8 on the nut 9 again and repeats the above motion until the motor stops rotating. The above structure is used to prevent the nut 9 from being blocked and jammed after contacting the rotor.

[0041] When the hollow motor 11 works again, the anti-rotation guide rail 17 may rotate idly by a certain angle (this angle ≤ 90°), so that the anti-rotation platform on the anti-rotation guide rail 17 is in direct contact with the limit of the anti-rotation groove in the valve body 4 again, and the subsequent working state is exactly the same as the normal working state.

Claims

1. A transmission structure for an anti-stall electronic control booster, characterized in that: It includes a master cylinder push rod, a push rod seat, a transmission push rod, a valve body, a screw, a stop block, a lead screw, a limit pin, a nut, steel balls, a hollow motor, a nut, a locking piece, a snap ring, a spring, a gasket, an anti-rotation guide rail, and a rotor. Among them, the lead screw, the nut, and the steel balls form a ball screw. The transmission push rod is fixedly connected to the nut by riveting. The limit pin is riveted in the riveting grooves on both sides of the nut by interference fit. The transmission push rod is riveted to the push rod seat groove at six points, and the two are fixed as a whole. The screw fixedly connects the stop block and the lead screw. The push rod seat is riveted to the master cylinder push rod at six points to form a whole. At the same time, the master cylinder push rod can swing relatively on the push rod seat. The anti-rotation guide rail is placed in the valve body, and it is ensured that the anti-rotation platform of the anti-rotation guide rail is placed in the anti-rotation groove of the valve body. Then, the gasket, the spring, and the snap ring are placed in sequence, and the anti-rotation guide rail, the gasket, and the spring are fixed on the valve body by the snap ring. The snap ring is placed in the snap ring groove of the valve body. The ball screw is placed in the anti-rotation guide rail. The limit pin can slide on the guide rail groove of the anti-rotation guide rail. The lead screw is in interference fit with the rotor on the hollow motor, and at the same time, the nut and the locking piece fix it on the hollow motor. The hollow motor is fixed on the valve body by the nut.

2. The transmission structure for an anti-stall electronic control booster according to claim 1, characterized in that: The master cylinder push rod and the push rod seat have a relative swing angle, which can ensure that when the master cylinder push rod cooperates with the brake master cylinder assembly, the ball head of the master cylinder push rod is in full contact with the piston groove.

3. The transmission structure for an anti-stall electronic control booster according to claim 1, characterized in that: The anti-rotation groove of the valve body has a bevel, and this structure moves along the axis when the anti-rotation guide rail rotates.

4. The transmission structure for an anti-stall electronic control booster according to claim 1, characterized in that: The outer diameter of the stop block is larger than the low neck of the lead screw thread, which has the function of preventing the nut from separating from the lead screw.

5. The transmission structure for an anti-stall electronic control booster according to claim 1, characterized in that: When the transmission mechanism works again, the anti-rotation platform of the anti-rotation guide rail can enter the anti-rotation groove of the valve body again, so that the anti-rotation guide rail plays a limiting role.

6. The transmission structure for an anti-stall electronic control booster according to claim 1, characterized in that: By adjusting the resistance of the spring, the number of anti-stall turns is adjusted.

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