Electrically controlled brake pressure building module

Abstract

This invention discloses an electrically controlled brake pressure-building module, comprising a motor assembly, a piston, and a transmission assembly connected to the motor assembly and the piston. The motor assembly includes a motor rotor and a rotor shaft connected to the motor rotor. The rotor shaft is a hollow shaft, and the piston and the transmission assembly are located within the inner cavity of the rotor shaft. This electrically controlled brake pressure-building module uses a hollow shaft motor, integrating the transmission assembly within the hollow rotor shaft. The motor rotor directly drives the transmission assembly for pressure building, reducing the number of parts, improving structural compactness, reducing axial length, saving overall layout space, and improving the reliability of the pressure-building system.

Description

Technical Field

[0001] This invention belongs to the field of automotive braking system technology, specifically, this invention relates to an electronically controlled braking pressure build-up module. Background Technology

[0002] With the development of automotive electronics technology, intelligent driving technology has made rapid progress. Against this backdrop, the electrification of automobiles has accelerated, and mechatronics technology and products have been widely applied in vehicles, with electronically controlled braking products being a typical example. Currently, such products on the market can be roughly divided into two categories: ① products that replace traditional vacuum boosters with electronically controlled drive boosters; ② products that integrate other electronic control systems (such as ABS and ESC) on the basis of electronically controlled drive pressure build-up. Integrated products offer advantages such as lighter weight and more compact size.

[0003] The main drawbacks of existing integrated product solutions are the large number of parts, complex structure, and large axial length, which are not conducive to vehicle body layout. At the same time, the motor speed in the pressure-building module is too high, and the system noise is not easy to control. Summary of the Invention

[0004] This invention aims to solve one of the technical problems existing in the prior art. To this end, this invention provides an electrically controlled brake voltage-building module, the purpose of which is to improve structural compactness and reduce the space occupied.

[0005] To achieve the above objectives, the technical solution adopted by the present invention is as follows: an electrically controlled braking pressure building module, including a motor assembly, a piston, and a transmission component connected to the motor assembly and the piston. The motor assembly includes a motor rotor and a rotor shaft connected to the motor rotor. The rotor shaft is a hollow shaft, and the piston and the transmission component are located in the inner cavity of the rotor shaft.

[0006] The transmission assembly is connected to the first connecting member, the rotor shaft is connected to the second connecting member, and the first connecting member and the second connecting member are connected and rotate synchronously.

[0007] The first connector and the second connector are connected by a spline, with an external spline on the first connector and an internal spline on the second connector.

[0008] The first connector and the second connector are in axial spherical contact and are provided with a self-aligning structure.

[0009] The transmission assembly includes a power input component and a power output component. The power input component is connected to the first connecting member, and the power output component is connected to the piston. The power input component is provided with a damping element for applying axial preload to the first connecting member and the second connecting member.

[0010] The piston is connected to the transmission assembly via a third connector. An anti-rotation mechanism for guiding the piston is provided in the inner cavity of the rotor shaft. The anti-rotation mechanism cooperates with the third connector.

[0011] The anti-rotation mechanism includes a guide sleeve, which has a hollow internal structure. A guide groove is provided on the inner wall of the guide sleeve to allow the third connector to be embedded. The piston is located in the inner cavity of the guide sleeve.

[0012] The anti-rotation mechanism also includes a fixing plate connected to the guide sleeve.

[0013] The motor assembly also includes a motor housing and an end cover assembly connected to the motor housing. The rotor shaft is mounted on the end cover assembly via a first bearing, and the second connector is mounted inside the motor housing via a second bearing.

[0014] A sensor magnetic ring is provided on the rotor shaft, and a sensor assembly that cooperates with the sensor magnetic ring is provided on the end cover assembly. The sensor assembly is arranged on the side of the sensor magnetic ring and forms a certain angle with the sensor magnetic ring.

[0015] The electrically controlled brake pressure-building module of the present invention uses a hollow shaft motor, integrating the transmission components in the hollow rotor shaft. The motor rotor directly drives the transmission components to build pressure, reducing the number of parts in the transmission system, improving structural compactness, reducing axial length and space occupied, and improving the reliability of the pressure-building system. Attached Figure Description

[0016] This manual includes the following figures, which illustrate the following:

[0017] Figure 1 This is a cross-sectional view of the electrically controlled brake voltage-building module of the present invention;

[0018] Figure 2 This is an exploded view of the electrically controlled brake voltage-building module of the present invention;

[0019] Figure 3 This is a schematic diagram of the anti-rotation mechanism;

[0020] Figure 4 This is a schematic diagram of the internal and external spline mating structure;

[0021] Figure 5 This is a schematic diagram showing the connection between the piston and the transmission assembly;

[0022] Figure 6 yes Figure 5 A cross-sectional view of the structure shown;

[0023] Figure 7 This is a schematic diagram of sensor assembly and fixing;

[0024] The components in the diagram are labeled as follows: 1. Valve body; 2. Cylinder; 3. Anti-rotation mechanism; 301. Fixing plate; 302. Guide sleeve; 4. Sensor assembly; 5. Piston; 6. Power busbar; 7. Motor housing; 8. Transmission assembly; 9. First connector; 10. Vibration damping element; 11. Second connector; 12. Gasket; 13. First bearing; 14. Motor rotor; 15. Motor stator; 16. End cover assembly; 17. Second bearing; 18. Sensor magnetic ring; 19. Rotor shaft; 20. Third connector; 21. Power output component; 22. Power input component. Detailed Implementation

[0025] The specific embodiments of the present invention will be further described in detail below with reference to the accompanying drawings, in order to help those skilled in the art to have a more complete, accurate and in-depth understanding of the concept and technical solutions of the present invention, and to facilitate its implementation.

[0026] like Figures 1 to 7 As shown, the present invention provides an electrically controlled braking pressure-building module, including a cylinder 2, a motor assembly, a piston 5 movably disposed in the cylinder 2 along the axial direction, and a transmission assembly 8 connected to the motor assembly and the piston 5. The motor assembly includes a motor housing 7, a motor stator 15, a motor rotor 14, a rotor shaft 19 connected to the motor rotor 14, and an end cover assembly 16 connected to the motor housing 7. The rotor shaft 19 is a hollow shaft, and the piston 5 and the transmission assembly 8 are located in the inner cavity of the rotor shaft 19.

[0027] Specifically, such as Figure 1 and Figure 2 As shown, the motor stator 15 is fixedly installed in the inner cavity of the motor housing 7, and the motor rotor 14 is sleeved on the rotor shaft 19. The iron core of the motor rotor 14 is rigidly connected to the rotor shaft 19. The rotor shaft 19 is a hollow circular tube with open ends. The rotor shaft 19 and the piston 5 are coaxially arranged, and the outer diameter of the piston 5 is smaller than the inner diameter of the rotor shaft 19. The transmission assembly 8 is used to convert the rotational motion of the motor rotor 14 into the linear motion of the piston 5, so that the piston 5 reciprocates axially in the cylinder 2, realizing pressure building and depressurization in the cylinder 2. The cylinder 2 contains hydraulic oil and is installed on the valve body 1 of the automotive braking system. The motor housing 7 is located on one side of the valve body 1 and the two are fixedly connected. By adopting a hollow shaft motor design, the integrated transmission assembly 8 is integrated into the hollow rotor shaft 19. The motor rotor 14 directly drives the transmission assembly 8 to build pressure, which can achieve low noise, high reliability of pressurization and depressurization, reduce the number of system parts, effectively improve the reliability and stability of the lifting system, and also help control costs.

[0028] like Figure 1 , Figure 2 , Figures 4 to 6As shown, the transmission assembly 8 is connected to the first connecting member 9, and the rotor shaft 19 is connected to the second connecting member 11. The first connecting member 9 and the second connecting member 11 are connected and rotate synchronously. The first connecting member 9 and the second connecting member 11 are splined. During assembly, the second connecting member 11 is press-fitted onto one end of the rotor shaft 19, and the second connecting member 11 is welded to the rotor shaft 19. A self-aligning structure is provided between the first connecting member 9 and the second connecting member 11, which allows for self-alignment during pressure build-up and depressurization, reducing the requirements for part machining accuracy and assembly accuracy. Self-alignment also eliminates eccentricity introduced during assembly, reducing the impact on system durability and lowering system noise.

[0029] like Figure 1 , Figure 2 , Figures 4 to 6 As shown, the second connecting member 11 is fixedly connected to one end of the rotor shaft 19 and the two are coaxial. The rotor shaft 19 is mounted on the end cover assembly 16 via the first bearing 13, and the second connecting member 11 is mounted inside the motor housing 7 via the second bearing 17. The first bearing 13 is a deep groove ball bearing, and the second bearing 17 is a four-point contact bearing. The motor rotor 14 is located between the first bearing 13 and the second bearing 17. The hydraulic reaction force acting on the piston 5 is sequentially transmitted to the transmission assembly 8, the first connecting member 9, and the second connecting member 11, then to the second bearing 17, and finally to the motor housing 7. This pressure-building module uses a radial stacking design, which shortens the product length, reduces the space occupied, has a compact structure, fewer parts, and is lightweight, making it more conducive to vehicle space layout, component manufacturing, and cost control. At the same time, this solution adopts a direct drive structure, eliminating the gear mechanism, reducing the number of parts in the transmission system, improving the reliability of the pressure-building system, reducing system noise, and solving the problems mentioned in the background technology.

[0030] like Figure 1 , Figure 2 , Figures 4 to 6 As shown, in this embodiment, the transmission assembly 8 is a lead screw and nut mechanism. The transmission assembly 8 includes a power input component 22 and a power output component 21. The power input component 22 and the power output component 21 form a helical transmission. The power input component 22 is fixedly connected to the first connecting member 9 and the two are coaxial. The power output component 21 is connected to the piston 5 and the two are coaxial. The piston 5 has an internally hollow structure. The power input component 22 is inserted into the inner cavity of the piston 5 and the two are coaxially arranged. A vibration damping element 10 is provided on the power input component 22 for applying axial preload to the first connecting member 9 and the second connecting member 11. The vibration damping element 10 is a vibration damping pad made of an elastomer material. This arrangement firmly presses the transmission assembly 8 and the motor rotor 14 together, eliminating gaps during operation and preventing abnormal noises caused by collisions during high-speed startup.

[0031] like Figure 1 , Figure 2 , Figures 4 to 6 As shown, a shim 12 is provided on the power input component 22, and the shim 12 is riveted to the power input component 22. The damping element 10 is sandwiched between the first connecting member 9 and the shim 12.

[0032] like Figure 1 , Figure 2 , Figure 3 , Figure 5 and Figure 6 As shown, piston 5 is connected to transmission assembly 8 via third connector 20. An anti-rotation mechanism 3 for guiding piston 5 is provided in the inner cavity of rotor shaft 19, and the anti-rotation mechanism 3 cooperates with the third connector 20. One end of power output component 21 is pressed into the inner cavity of piston 5. The third connector 20 is an injection-molded part, located between the end of piston 5 and power output component 21, and is fixedly connected to both piston 5 and power output component 21. The anti-rotation mechanism 3 includes guide sleeve 302, which is open at both ends and hollow inside. Piston 5 passes through guide sleeve 302, and the two are coaxially arranged. One end of guide sleeve 302 is inserted into the inner cavity of rotor shaft 19, and the other end is inserted into the inner cavity of cylinder 2. A guide groove is provided on the inner wall of guide sleeve 302 to allow the protrusion on third connector 20 to be embedded. Piston 5 is located in the inner cavity of guide sleeve 302. The protrusions on the third connector 20 are fitted into the guide grooves, which prevent rotation and ensure that the piston 5 can only move linearly along the axial direction. The shape of the protrusions on the third connector 20 matches the shape of the guide grooves, which extend along the length of the guide sleeve 302. Multiple guide grooves are provided, and all guide grooves are evenly distributed circumferentially on the inner wall of the guide sleeve 302. The number of protrusions on the third connector 20 is the same as the number of guide grooves, resulting in higher reliability. By pressing the piston 5 together with the transmission mechanism, a secondary injection molding structure is used to prevent detachment, rotation, and guidance, simplifying the complex fixing and guiding structure, while increasing the reliability and lifespan of the components.

[0033] In this embodiment, as Figure 3 As shown, the guide sleeve 302 has a total of ≥1 guide groove.

[0034] like Figures 1 to 3 As shown, the anti-rotation mechanism 3 also includes a fixing plate 301 connected to the guide sleeve 302. The fixing plate 301 is sleeved on the guide sleeve 302 and fixedly connected to the guide sleeve 302. The fixing plate 301 is mounted on the valve body 1.

[0035] Preferably, the motor rotor 14 has a surface-mount structure, with the magnets embedded in a plastic frame and riveted with a steel sleeve, which improves the manufacturability of the product.

[0036] like Figure 1 , Figure 2 and Figure 7 As shown, a sensor magnetic ring 18 is mounted on the rotor shaft 19. An end cap assembly 16 is fixedly connected to one end of the motor housing 7. A sensor assembly 4, which mates with the sensor magnetic ring 18, is mounted on the end cap assembly 16. The sensor assembly 4 is used to detect the position of the motor rotor 14. The sensor assembly 4 is located inside the motor housing 7. The sensor magnetic ring 18 is arranged on its side, forming a certain angle with it. One end of the rotor shaft 19 is fixedly connected to the first connecting member 9, and the other end of the rotor shaft 19 is fixedly connected to the sensor magnetic ring 18. The sensor assembly 4 and the rotor shaft 19 are arranged radially. This design improves space utilization and shortens the length of the modular product.

[0037] As a preferred option, such as Figure 1 As shown, the sensor magnetic ring 18 is located between the end cap assembly 16 and the valve body 1. The sensor magnetic ring 18 is arranged outside the end cap assembly 16, which is made of metal. The metal provides insulation to prevent electromagnetic interference. The sensor assembly 4 is connected to the end cap assembly 16 by riveting, which reduces the number of parts and improves reliability.

[0038] like Figure 1 As shown, the motor housing 7 and valve body 1 are positioned by two pins on one side during assembly. The pins are integrated into the motor housing 7 by stamping and stretching, which reduces the number of parts, saves part costs, avoids cumulative assembly errors, and improves the assembly accuracy of the system.

[0039] 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 inventive concept and technical solution; or the direct application of the inventive concept and technical solution to other situations without modification, are all within the protection scope of the present invention.

Claims

1. An electrically controlled brake pressure-building module, comprising a motor assembly, a piston, and a transmission assembly connected to the motor assembly and the piston, wherein the motor assembly comprises a motor rotor and a rotor shaft connected to the motor rotor, characterized in that: The rotor shaft is a hollow shaft, and the piston and the transmission assembly are located in the inner cavity of the rotor shaft; The transmission assembly is a lead screw and nut mechanism. The transmission assembly includes a power input component and a power output component. The power input component and the power output component form a helical transmission. The power input component is fixedly connected to the first connecting member and the two are coaxial. The power output component is connected to the piston and the two are coaxial. The piston has an internally hollow structure. The power input component is inserted into the inner cavity of the piston and the two are coaxially arranged. The piston is connected to the transmission assembly via a third connector. An anti-rotation mechanism for guiding the piston is provided in the inner cavity of the rotor shaft. The anti-rotation mechanism cooperates with the third connector, which is an injection-molded part. One end of the power output component is pressed into the inner cavity of the piston. The third connector is located between the end of the piston and the power output component and is fixedly connected to the piston and the power output component. The anti-rotation mechanism includes a guide sleeve, which is open at both ends and hollow inside. The piston passes through the guide sleeve and the two are coaxially arranged. One end of the guide sleeve is inserted into the inner cavity of the rotor shaft, and the other end of the guide sleeve is inserted into the inner cavity of the cylinder. The inner wall of the guide sleeve is provided with a guide groove for the protrusion on the third connecting member to be embedded. The piston is located in the inner cavity of the guide sleeve. The protrusion on the third connecting member is inserted into the guide groove to play an anti-rotation role, so that the piston can only move linearly along the axial direction. The shape of the protrusion on the third connector matches the shape of the guide groove. The guide groove extends along the length of the guide sleeve. Multiple guide grooves are provided, and all guide grooves are evenly distributed circumferentially on the inner wall surface of the guide sleeve. The number of protrusions on the third connector is the same as the number of guide grooves. The anti-rotation mechanism also includes a fixing plate connected to the guide sleeve. The fixing plate is sleeved on the guide sleeve and fixedly connected to the guide sleeve. The fixing plate is mounted on the valve body.

2. The electrically controlled brake voltage-building module according to claim 1, characterized in that: The transmission assembly is connected to the first connecting member, the rotor shaft is connected to the second connecting member, and the first connecting member and the second connecting member are connected and rotate synchronously.

3. The electrically controlled brake voltage-building module according to claim 2, characterized in that: The first connector and the second connector are elastically connected.

4. The electrically controlled brake voltage-building module according to claim 3, characterized in that: The first connector and the second connector are provided with a self-aligning structure.

5. The electrically controlled brake voltage-building module according to any one of claims 1 to 4, characterized in that: The power input component is provided with a vibration damping element for applying axial preload to the first connector and the second connector.

6. The electrically controlled brake voltage-building module according to claim 5, characterized in that: The vibration damping element is a vibration damping pad made of elastomer material.

7. The electrically controlled brake voltage-building module according to any one of claims 1 to 4, characterized in that: The guide sleeve contains at least one guide groove.

8. The electrically controlled brake voltage-building module according to any one of claims 2 to 4, characterized in that: The motor assembly also includes a motor housing and an end cover assembly connected to the motor housing. The rotor shaft is mounted on the end cover assembly via a first bearing, and the second connector is mounted inside the motor housing via a second bearing.

9. The electrically controlled brake voltage-building module according to claim 8, characterized in that: A sensor magnetic ring is provided on the rotor shaft, and a sensor assembly that cooperates with the sensor magnetic ring is provided on the end cover assembly. The sensor assembly is arranged on the side of the sensor magnetic ring and forms a certain angle with the sensor magnetic ring.

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