A vehicle brake control system with a parking caliper

Abstract

The present invention relates to the field of vehicle braking technology, and specifically to a vehicle braking control system with a parking caliper, comprising a transmission mechanism and a hydraulic pipe, wherein the transmission mechanism comprises a rotating shaft, a first gear, a second gear, a third gear and a fourth gear, wherein the first gear and the fourth gear are meshingly connected, and the second gear and the third gear are meshingly connected, a first linkage mechanism for controlling the rotation of the first gear is installed on the surface of the rotating shaft, a second linkage mechanism for controlling the rotation of the second gear is installed on the surface of the rotating shaft, piston assemblies are installed on the surfaces of the third gear and the fourth gear, and there are two hydraulic pipes, which are respectively connected to two piston assemblies. The purpose of the present invention is to solve the problem that a single parking caliper will continuously rub against a brake disc during braking without getting a rest.

Description

Technical Field

[0001] The invention relates to the technical field of vehicle braking, in particular to a vehicle braking control system with a parking caliper. Background Art

[0002] The electronic braking system is used in automobiles. After the driver operates the electronic button of the electronic parking brake system, the electronic control unit will control the motor integrated in the parking caliper to start, and through a series of transmission mechanisms, it will eventually establish hydraulic pressure in the brake cylinder, which is transmitted to the wheel cylinder through pipes, squeezing the friction plate on the parking caliper to make it contact with the brake disc on the wheel. The friction between the friction plate and the brake disc generates friction to achieve the purpose of parking braking. Its core actuator is the power assist motor and mechanical transmission part.

[0003] Each existing wheel has a single parking caliper. When braking, the parking caliper will continue to rub against the brake disc without rest, which can easily cause the brake disc to wear out faster. If parking on a slope, due to the influence of the slope and the vehicle's own gravity, the friction between the friction plate and the brake disc will be greater and continuous. If it lasts for a long time, it will cause the parking caliper to heat up, further accelerating the wear of the parking caliper. Summary of the invention

[0004] The object of the present invention is to provide a vehicle brake control system with a parking caliper to solve the problem that a single parking caliper will continuously rub against a brake disc during braking without getting a rest.

[0005] To achieve the above object, the present invention provides the following technical solutions:

[0006] A vehicle brake control system with a parking caliper includes a transmission mechanism and a hydraulic pipe. The transmission mechanism includes a rotating shaft, a first gear, a second gear, a third gear and a fourth gear. The first gear and the fourth gear are meshed and connected, and the second gear and the third gear are meshed and connected. A first linkage mechanism for controlling the rotation of the first gear is installed on the surface of the rotating shaft, and a second linkage mechanism for controlling the rotation of the second gear is installed on the surface of the rotating shaft. Piston assemblies are installed on the surfaces of the third gear and the fourth gear. There are two hydraulic pipes, and the two hydraulic pipes are respectively connected to two piston assemblies.

[0007] Preferably, the first linkage mechanism includes a first limiting plate and a first linkage block, the second linkage mechanism includes a third limiting plate and a second linkage block, the first limiting plate and the rotating shaft are coaxially fixedly connected, the bottom end of the first limiting plate is coaxially fixedly connected with the second limiting plate, and the second limiting plate and the third limiting plate are coaxially fixedly connected.

[0008] Preferably, the first gear is located between the first limiting plate and the second limiting plate, and the first gear and the first limiting plate are coaxially connected for rotation, and the meshing position between the first gear and the fourth gear is between the first limiting plate and the second limiting plate.

[0009] Preferably, the second gear is located between the second limiting plate and the third limiting plate, and the second gear and the second limiting plate are coaxially rotatably connected, and the position where the second gear meshes with the third gear is between the second limiting plate and the third limiting plate.

[0010] Preferably, a second docking groove for the first linkage block to be embedded in is formed on the upper surface of the first gear, and a first docking groove for the first linkage block to be embedded in is formed on the upper surface of the first gear.

[0011] Preferably, a first electric push rod is fixedly connected to the surface of the rotating shaft, the telescopic end of the first electric push rod is fixedly connected to the first linkage block, the surface of the first limiting plate is cooperated to open a first receiving groove for the first linkage block to be embedded, and the surface of the first limiting plate is cooperated to open a first avoidance path for the first linkage block to move up and down.

[0012] Preferably, a third docking groove for the second linkage block to be embedded in is formed on the lower surface of the second gear, and a fourth docking groove for the second linkage block to be embedded in is formed on the lower surface of the second gear.

[0013] Preferably, a second electric push rod is fixedly connected to the surface of the second limit plate, and the telescopic end of the second electric push rod is fixedly connected to the second linkage block. The surface of the third limit plate is provided with a second receiving groove for the second linkage block to be embedded in, and the surface of the third limit plate is provided with a second avoidance path for the second linkage block to move up and down.

[0014] Preferably, the piston assembly includes a square rod, a threaded rod, and a piston block, the threaded rod is fixedly connected to the top of the piston block, the square rod is fixedly connected to the top of the threaded rod, one of the square rods coaxially moves through the surface of the third gear, and the other square rod coaxially moves through the surface of the fourth gear.

[0015] Preferably, the two hydraulic pipes are each provided with a liquid groove, the two piston blocks are respectively arranged in the two liquid grooves, and the top end of each hydraulic pipe is provided with a threaded hole for the threaded rod to pass through.

[0016] Compared with the prior art, the present invention has the following beneficial effects:

[0017] 1. The first control mechanism and the second control mechanism alternately control the rotation of the first gear and the second gear, so that the two hydraulic pipes alternately generate hydraulic pressure, so that the parking calipers respectively connected to the two hydraulic pipes alternately brake the wheels, which is helpful to prevent the single parking caliper from continuously rubbing against the brake disc when braking and not getting a rest;

[0018] 2. The first control mechanism and the second control mechanism can be controlled to simultaneously control the rotation of the first gear and the second gear, so that the two hydraulic pipes generate hydraulic pressure at the same time, so that the two parking calipers brake the wheels at the same time, which is conducive to increasing the strength of the braking force; BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 It is a structural schematic diagram of the transmission mechanism of the present invention;

[0020] Figure 2 It is a schematic structural diagram of a cutaway transmission mechanism of the present invention;

[0021] Figure 3 It is a schematic structural diagram of a hydraulic pipe cutaway according to the present invention;

[0022] Figure 4 It is a schematic structural diagram of the cutaway first limiting plate, the second limiting plate, and the third limiting plate of the present invention;

[0023] Figure 5 It is a schematic structural diagram of the first gear of the present invention.

[0024] In the figure: 1. rotating shaft; 2. first limit plate; 3. second limit plate; 4. third limit plate; 5. first receiving groove; 6. second receiving groove; 7. first avoidance path; 8. second avoidance path; 9. first linkage block; 10. second linkage block; 11. first electric push rod; 12. second electric push rod; 13. first gear; 14. first docking groove; 15. second docking groove; 16. second gear; 17. third gear; 18. fourth gear; 19. square rod; 20. threaded rod; 21. piston block; 22. hydraulic pipe; 23. threaded hole; 24. liquid tank. DETAILED DESCRIPTION

[0025] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0026] See also Figures 1 to 5 , the present invention provides a technical solution.

[0027] Example 1

[0028] A vehicle brake control system with a parking caliper includes a transmission mechanism and a hydraulic pipe 22. The transmission mechanism includes a rotating shaft 1, a first gear 13, a second gear 16, a third gear 17 and a fourth gear 18. The first gear 13 and the fourth gear 18 are meshed and connected, and the second gear 16 and the third gear 17 are meshed and connected. A first linkage mechanism for controlling the rotation of the first gear 13 is installed on the surface of the rotating shaft 1, and a second linkage mechanism for controlling the rotation of the second gear 16 is installed on the surface of the rotating shaft 1. The first control mechanism and the second control mechanism are used to alternately control the rotation of the first gear 13 and the second gear 16, so that the two hydraulic pipes 22 alternately generate hydraulic pressure, so that the parking calipers respectively connected to the two hydraulic pipes 22 alternately brake the wheels, which is beneficial to prevent a single parking caliper from interfering with the brake disc when braking. The third gear 17 and the fourth gear 18 are both equipped with piston assemblies. There are two hydraulic pipes 22, which are connected to the two piston assemblies respectively. The piston assemblies are moved by rotating the third gear 17 and the fourth gear 18, so that hydraulic pressure is generated in the hydraulic pipe 22, squeezing the friction plate of the parking caliper to contact the brake disc for friction braking. One end of the hydraulic pipe 22 is connected to the parking chuck, and the opening diameter of the end of the hydraulic pipe 22 connected to the parking chuck is larger than the diameter of the opening of the end connected to the piston assembly. Pascal's law knows that if there are two large and small pistons in a fluid system, a small thrust is applied to the small piston, and a larger thrust is generated on the large piston through the pressure transmission in the fluid. Existing automotive hydraulic brakes are designed with large and small pistons.

[0029] The first linkage mechanism includes a first limit plate 2 and a first linkage block 9, and the second linkage mechanism includes a third limit plate 4 and a second linkage block 10. The first limit plate 2 and the rotating shaft 1 are coaxially fixedly connected, and the bottom end of the first limit plate 2 is coaxially fixedly connected with the second limit plate 3, and the second limit plate 3 and the third limit plate 4 are coaxially fixedly connected. The rotating shaft 1 can be driven to rotate by a motor, and the first limit plate 2, the second limit plate 3, and the third limit plate 4 rotate at the same time. When the first linkage block 9 is controlled to connect the first gear 13 to the first limit plate 2, the first gear 13 can be driven to rotate together. Similarly, when the second linkage block 10 is controlled to connect the second gear 16 to the third limit plate 4, the second gear 16 can be driven to rotate together.

[0030] The first gear 13 is located between the first limiting plate 2 and the second limiting plate 3, and the first gear 13 and the first limiting plate 2 are coaxially connected for rotation. The second gear 16 is located between the second limiting plate 3 and the third limiting plate 4, and the second gear 16 and the second limiting plate 3 are coaxially connected for rotation. The meshing position between the first gear 13 and the fourth gear 18 is between the first limiting plate 2 and the second limiting plate 3. The limiting of the first limiting plate 2 and the second limiting plate 3 is conducive to limiting the up and down sliding of the fourth gear 18. The meshing position of the second gear 16 and the third gear 17 is between the second limiting plate 3 and the third limiting plate 4. The limiting of the second limiting plate 3 and the third limiting plate 4 is conducive to limiting the up and down sliding of the third gear 17.

[0031] A first electric push rod 11 is fixedly connected to the surface of the rotating shaft 1, and the telescopic end of the first electric push rod 11 is fixedly connected to the first linkage block 9. The surface of the first limit plate 2 is provided with a first receiving groove 5 for the first linkage block 9 to be embedded, and the surface of the first limit plate 2 is provided with a first avoidance path 7 for the first linkage block 9 to move up and down. The upper surface of the first gear 13 is provided with a second docking groove 15 for the first linkage block 9 to be embedded, and the upper surface of the first gear 13 is provided with a first docking groove 14 for the first linkage block 9 to be embedded. The angle between the first docking groove 14 and the second docking groove 15 is the angle at which the motor drives the rotating shaft 1 to rotate when the vehicle brakes. A limit plate 2 rotates together with the rotating shaft 1, that is, if the first receiving groove 5 is aligned with the second docking groove 15 before the rotating shaft 1 rotates, then the first receiving groove 5 will be aligned with the first docking groove 14 after the rotating shaft 1 rotates, that is, no matter whether the rotating shaft 1 is before or after rotation, the first linkage block 9 can be embedded in the first gear 13 for connection. The rotation refers to starting the motor to drive the rotating shaft 1 to rotate during braking, so that the parking caliper brakes, then only two fixed points of braking and releasing the brake are required, and the first linkage block 9 is driven to move by controlling the first electric push rod 11. When the first linkage block 9 moves into the first gear 13, the first gear 13 can be connected to the first limit plate 2.

[0032] A second electric push rod 12 is fixedly connected to the surface of the second limiting plate 3, and the telescopic end of the second electric push rod 12 is fixedly connected to the second linkage block 10. The surface of the third limiting plate 4 is provided with a second receiving groove 6 for the second linkage block 10 to be embedded, and the surface of the third limiting plate 4 is provided with a second avoidance path 8 for the second linkage block 10 to move up and down. The lower surface of the second gear 16 is provided with a third docking groove for the second linkage block 10 to be embedded, and the lower surface of the second gear 16 is provided with a fourth docking groove for the second linkage block 10 to be embedded. The principle of the third docking groove and the fourth docking groove is the same as that of the first docking groove 14 and the second docking groove 15. The second linkage block 10 is driven to move by controlling the telescopic movement of the second electric push rod 12. When the second linkage block 10 moves into the second gear 16, the second gear 16 can be connected to the third limiting plate 4.

[0033] The piston assembly includes a square rod 19, a threaded rod 20, and a piston block 21. Two hydraulic pipes 22 are provided with a liquid tank 24. The two piston blocks 21 are respectively arranged in the two liquid tanks 24. The liquid tanks 24 are filled with liquid. The liquid is compressed by moving the piston block 21 to generate hydraulic pressure. The threaded rod 20 is fixedly connected to the top of the piston block 21. The top of each hydraulic pipe 22 is provided with a threaded hole 23 for the threaded rod 20 to penetrate. The square rod 19 is fixedly connected to the top of the threaded rod 20. One of the square rods 19 coaxially moves through the surface of the third gear 17, and the other square rod 19 is coaxially movable to penetrate the surface of the third gear 17. The square rod 19 coaxially moves through the surface of the fourth gear 18. When the third gear 17 and the fourth gear 18 rotate, the square rod 19 will be driven to rotate, and the square rod 19 will drive the threaded rod 20 to rotate. Since the threaded rod 20 is threadedly connected with its corresponding hydraulic pipe 22, the threaded rod 20 rotates and moves downward, causing the square rod 19 and the piston block 21 to move downward. Since the third gear 17 and the fourth gear 18 are limited by the first limit plate 2, the second limit plate 3, and the liquid tank 24 and will not move, relative displacement will occur between the third gear 17, the fourth gear 18 and the square rod 19.

[0034] The hydraulic pipe 22, the first limiting plate 2, the second limiting plate 3, and the third limiting plate 4 can all be installed at appropriate positions on the vehicle. Just be careful not to restrict the rotation of the first limiting plate 2, the second limiting plate 3, and the third limiting plate 4 when installing them, so that the first limiting plate 2, the second limiting plate 3, and the third limiting plate 4 are rotationally connected to the vehicle.

[0035] The control system also includes a control unit responsible for controlling the release of the electric element. In the present application, the control unit is used to control the release of the motor, the first electric push rod 11, and the second electric push rod 12. It also includes an actuator that actually applies or releases power. The actuator of the present application has a motor, a first electric push rod 11, and a second electric push rod 12. The output end of the motor is coaxially fixedly connected to the rotating shaft 1. The control unit outputs a control instruction to control the motor to drive the rotating shaft 1 to rotate forward or reverse, so that the parking caliper is braked or released. It also includes a parking caliper that is directly in contact with the wheel.

[0036] Example 2

[0037] On the basis of Example 1, a control unit can be added to independently control the extension and retraction of the first electric push rod 11 and the second electric push rod 12. Then, when installing the transmission mechanism of the present application, there is no need to change the control program of the original brake system control unit for the motor. The original control unit can directly continue to control the rotation of the motor on the rotating shaft 1, which is beneficial to reducing the complexity of integrating the transmission mechanism of the present application into the existing brake system.

[0038] The specific scheme is as follows: when braking is required, the control unit first controls the first electric push rod 11 to extend, driving the first linkage block 9 to move out of the first storage groove 5, and move along the track of the first avoidance lane 7 until it is embedded in the second docking groove 15 of the first gear 13. At this time, the rotating shaft 1, the first limiting plate 2, and the first gear 13 are connected to each other, and then the control unit controls the starting motor to drive the rotating shaft 1 to rotate. The rotation of the rotating shaft 1 drives the first limiting plate 2 and the first gear 13 to rotate. The rotation of the first gear 13 drives the fourth gear 18 to rotate. The rotation of the fourth gear 18 drives the square rod 19 connected to the fourth gear 18 to rotate. The rotation of the square rod 19 causes the threaded rod 20 to rotate. When the hydraulic pipe 22 is fixed, since the threaded rod 20 is threadedly connected to the corresponding hydraulic pipe 22, the threaded rod 20 rotates and moves downward, causing the square rod 19 and the piston block 21 to move downward. The movement of the piston block 21 generates hydraulic pressure, which squeezes the friction plate on the parking caliper to make it contact with the brake disc on the wheel. The friction between the friction plate and the brake disc generates friction to achieve the purpose of parking braking.

[0039] Then release the brake and reverse the motor;

[0040] When replacing another parking caliper for braking, first start the first electric push rod 11 to shrink, drive the first linkage block 9 to move out of the second docking groove 15 and move it into the first receiving groove 5, release the connection between the first gear 13 and the first limiting plate 2, and then start the second electric push rod 12 to shrink, drive the second linkage block 10 to move from the second receiving groove 6 into the third docking groove in the second gear 16, so that the rotating shaft 1, the third limiting plate 4, and the second gear 16 are connected to each other. At this time, start the motor to drive the rotating shaft 1 to rotate, so that the second gear 16 can rotate, and the rotation of the second gear 16 drives the third gear 17 to rotate. The rotation of the third gear 17 is similar to the above, which can make the hydraulic pipe 22 connected to the third gear 17 generate hydraulic pressure, so that the other parking caliper is braked;

[0041] Then release the brake and reverse the motor. At this point, during the braking process, the two parking calipers can be used alternately for braking.

[0042] When the two parking calipers need to brake at the same time, the first linkage block 9 can be embedded in the second docking groove 15 on the first gear 13, and the second linkage block 10 can be embedded in the third docking groove on the second gear 16. At this time, the rotating shaft 1, the first limit plate 2, the third limit plate 4, the first gear 13, and the second gear 16 are connected to each other. At this time, the motor is started to drive the rotating shaft 1 to rotate, so that the first gear 13 and the second gear 16 rotate at the same time, so that the two hydraulic pipes 22 generate hydraulic pressure, so that both parking calipers are braked.

[0043] When parking, the specific steps of controlling the two parking calipers to be used alternately are as follows: first, the first linkage block 9 is embedded in the second docking groove 15 and connected to the first gear 13, and then the rotating shaft 1 is rotated to drive the rotating shaft 1, the first limiting plate 2, the second limiting plate 3, the third limiting plate 4, the first linkage block 9, the second linkage block 10, and the first gear 13 to rotate. The rotation of the first gear 13 drives the fourth gear 18 to rotate, so that the parking caliper connected to the fourth gear 18 is braked;

[0044] First, the second electric push rod 12 is started to contract, so that the second linkage block 10 moves toward the direction of the second gear 16. Since the third limit plate 4 and the second linkage block 10 rotate, while the second gear 16 does not rotate, the second linkage block 10 is embedded in the first docking groove 14 of the second gear 16, and the connection with the second gear 16 is completed;

[0045] Then, the first electric push rod 11 is started to contract, so that the first linkage block 9 moves into the first receiving groove 5 and separates from the first gear 13. Although the first linkage block 9 is separated from the first gear 13 at this time, the fourth gear 18 does not move due to the threaded connection of the threaded rod 20, and the first parking caliper still maintains a braking state. Then, the rotating shaft 1 is rotated to drive the rotating shaft 1, the first limiting plate 2, the second limiting plate 3, the third limiting plate 4, the first linkage block 9, the second linkage block 10, and the second gear 16 to rotate. At this time, since the first linkage block 9 is separated from the first gear 13, the first gear 13 will not rotate, and the fourth gear 18 will not move. The first parking caliper still maintains a braking state, and the rotation of the second gear 16 drives the third gear 17 to rotate, so that the parking caliper connected to the third gear 17 is braked. At this time, both parking calipers are in a braking state;

[0046] Then the first linkage block 9 is connected to the first gear 13, the second linkage block 10 is separated from the second gear 16, and the rotating shaft 1 is reversed to drive the rotating shaft 1, the first limit plate 2, the second limit plate 3, the third limit plate 4, the first linkage block 9, the second linkage block 10, and the first gear 13 to rotate in the opposite direction. The reverse rotation of the first gear 13 drives the fourth gear 18 to rotate in the opposite direction, so that the parking caliper connected to the fourth gear 18 is released from the braking state, and the two parking calipers work alternately when parking, which is conducive to allowing one of the parking calipers to rest after working for a period of time and reducing losses. This system is most effective on a slope and when parking for a long time, for example, when encountering a traffic jam, the road ahead is impassable, and a U-turn is impossible.

[0047] Although embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the appended claims and their equivalents.

Claims

1. A vehicle brake control system with a parking caliper, comprising a transmission mechanism and a hydraulic pipe (22), characterized in that: The transmission mechanism comprises a rotating shaft (1), a first gear (13), a second gear (16), a third gear (17) and a fourth gear (18); the first gear (13) and the fourth gear (18) are meshingly connected, the second gear (16) and the third gear (17) are meshingly connected, a first linkage mechanism for controlling the rotation of the first gear (13) is mounted on the surface of the rotating shaft (1), a second linkage mechanism for controlling the rotation of the second gear (16) is mounted on the surface of the rotating shaft (1), piston assemblies are mounted on the surfaces of the third gear (17) and the fourth gear (18), and there are two hydraulic pipes (22), and the two hydraulic pipes (22) are respectively connected to the two piston assemblies; The first linkage mechanism comprises a first limiting plate (2) and a first linkage block (9), the second linkage mechanism comprises a third limiting plate (4) and a second linkage block (10), the first limiting plate (2) and the rotating shaft (1) are coaxially fixedly connected, the bottom end of the first limiting plate (2) is coaxially fixedly connected to the second limiting plate (3), and the second limiting plate (3) and the third limiting plate (4) are coaxially fixedly connected; The first gear (13) is located between the first limiting plate (2) and the second limiting plate (3), and the first gear (13) and the first limiting plate (2) are coaxially connected for rotation, and the meshing position between the first gear (13) and the fourth gear (18) is located between the first limiting plate (2) and the second limiting plate (3); The second gear (16) is located between the second limiting plate (3) and the third limiting plate (4), and the second gear (16) and the second limiting plate (3) are coaxially connected for rotation, and the meshing position of the second gear (16) and the third gear (17) is between the second limiting plate (3) and the third limiting plate (4); The upper surface of the first gear (13) is provided with a second docking groove (15) for the first linkage block (9) to be embedded in, and the upper surface of the first gear (13) is provided with a first docking groove (14) for the first linkage block (9) to be embedded in. A first electric push rod (11) is fixedly connected to the surface of the rotating shaft (1); a telescopic end of the first electric push rod (11) is fixedly connected to a first linkage block (9); a first receiving groove (5) for the first linkage block (9) to be embedded is provided on the surface of the first limiting plate (2); and a first avoidance path (7) for the first linkage block (9) to move up and down is provided on the surface of the first limiting plate (2); The lower surface of the second gear (16) is provided with a third docking groove for the second linkage block (10) to be embedded, and the lower surface of the second gear (16) is provided with a fourth docking groove for the second linkage block (10) to be embedded; A second electric push rod (12) is fixedly connected to the surface of the second limit plate (3); a telescopic end of the second electric push rod (12) is fixedly connected to the second linkage block (10); a second receiving groove (6) for the second linkage block (10) to be embedded is provided on the surface of the third limit plate (4); and a second avoidance path (8) for the second linkage block (10) to move up and down is provided on the surface of the third limit plate (4).

2. A vehicle brake control system with a parking caliper according to claim 1, characterized in that: The piston assembly comprises a square rod (19), a threaded rod (20), and a piston block (21); the threaded rod (20) is fixedly connected to the top end of the piston block (21); the square rod (19) is fixedly connected to the top end of the threaded rod (20); one of the square rods (19) coaxially moves through the surface of the third gear (17); and the other square rod (19) coaxially moves through the surface of the fourth gear (18).

3. A vehicle brake control system with a parking caliper according to claim 2, characterized in that: The two hydraulic pipes (22) are each provided with a liquid groove (24), and the two piston blocks (21) are respectively arranged in the two liquid grooves (24). The top end of each hydraulic pipe (22) is provided with a threaded hole (23) for the threaded rod (20) to pass through.

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