Electronic brake device based on worm gear and worm

Abstract

According to the electronic brake device based on the worm gear and the worm, a motor is adopted to drive the worm to rotate, the worm drives the worm gear to rotate, transmission is conducted through a first gear to a third gear, a thread sleeve is driven to rotate, the thread sleeve drives a screw to axially move, and therefore a brake base is driven to move relative to a brake disc; therefore, the brake pad and the brake disc press tightly for braking or move away from the brake disc for releasing braking. The worm gear and the worm have the characteristic of one-way transmission, so that a parking brake structure does not need to be additionally arranged, as the brake pad and the brake disc cannot be loosened after being compressed and braked, the brake reliability is high, and the brake requirement can be met. Meanwhile, the pressure sensor is adopted to detect the pressure between the brake pad and the brake disc in the braking process, the traditional mode of controlling the movement displacement of the brake pad to achieve braking is abandoned through the design, the braking force can be effectively monitored, the brake force can be controlled in cooperation with the motor, and therefore the braking precision is improved; and the requirement of automatic driving is better met.

Description

Technical Field

[0001] The invention relates to a braking technology, in particular to an electronic braking device based on a worm gear. Background Art

[0002] At present, wheel braking is mainly achieved by using a hydraulic piston to drive the brake pads to be pressed against the brake disc. This structure is relatively simple, has strong braking force and high safety, but is costly and requires a hydraulic system to provide hydraulic pressure. Therefore, it is mainly used in passenger cars and commercial vehicles with relatively high requirements. It cannot be used for some vehicles with lower safety requirements and where it is inconvenient to install a hydraulic system, such as electric vehicles for factory transfer and warehouse transfer.

[0003] For small cars that are inconvenient to install hydraulic systems, motors are generally used as power to drive the brake pads and brake discs to press the brakes. At the same time, these small cars also have automatic driving functions, so the requirements for braking force, effect, and precision are relatively high. Although the current design of using motors as power to drive brake pads can meet the above design, the brake pads and brake discs will wear. Therefore, after long-term use, if the motor drives the brake pads to move according to the original stroke, it may cause insufficient pressure or even no contact, thereby affecting the braking performance.

[0004] Therefore, how to ensure the effective compression of the brake pads and brake discs during use, and effectively control the braking force of the brake pads and brake discs (the pressure between the brake pads and the brake discs) are technical problems that urgently need to be solved. Summary of the invention

[0005] In view of the above-mentioned defects in the prior art, the technical problem to be solved by the present invention is to provide an electronic brake device based on a worm gear, which can automatically compensate for the gap between the brake pads and the worn brake pads, and effectively monitor the braking force.

[0006] To achieve the above-mentioned purpose, the present invention provides an electronic brake device based on a worm gear, comprising a brake disc and two brake parts, wherein the brake part comprises a first brake housing, a second brake housing and a brake slide, wherein the first brake housing and the brake slide are respectively assembled and fixed with the second brake housing, and the second brake housing is respectively installed with a first baffle and a second baffle, and the brake slide is provided with a brake slide groove, in which a brake seat and a brake pad are engaged and slidably installed, the brake pad is installed and fixed on one end face of the brake seat, and the other end face of the brake pad is assembled and fixed with the housing of a pressure sensor, and the pressure input end of the pressure sensor is directly or indirectly assembled with a screw; one end of the screw is installed in a screw sleeve and assembled with it by threaded engagement, and the screw sleeve can rotate circumferentially and is installed on the first baffle and the second baffle so as to be non-axially movable; the screw sleeve is directly or indirectly driven to rotate by a motor.

[0007] As a further improvement of the present invention, a third gear is also fixed on the screw sleeve, the third gear is meshing with the second gear for transmission, the second gear is meshing with the first gear for transmission, the second gear is mounted on the gear shaft, and the gear shaft is rotatably mounted on the first partition and the second partition; the first gear is fixed on the worm gear shaft, the worm gear shaft is rotatable with the first partition and the second partition and cannot be axially moved, a worm wheel is fixed on the worm gear shaft, the worm wheel is meshing with the worm, the worm is arranged on the motor shaft, the motor shaft is inserted into the motor, and the motor is installed in the second brake housing.

[0008] As a further improvement of the present invention, the pressure input end of the pressure sensor is assembled and fixed to one end of the brake cylinder, and the other end of the brake cylinder is assembled and fixed to the screw rod; The brake cylinder comprises a brake cylinder sleeve, a first brake end cover, a brake piston shaft, and a second brake end cover. The first brake end cover and the second brake end cover are respectively mounted on both ends of the brake cylinder sleeve, and the first brake end cover is assembled and fixed with a screw rod. The interior of the brake cylinder sleeve is a hollow brake cavity, and the first limit sleeve and the second limit sleeve are respectively installed and fixed at the openings at both ends of the brake cavity, and the openings at both ends of the brake cavity are respectively sealed by the first brake end cover and the second brake end cover; the part of the brake cavity located between the first limit sleeve and the second limit sleeve is sealed and slidably assembled with the brake piston, the brake piston is assembled and fixed to one end of the brake piston shaft, and the other end of the brake piston shaft is covered with a brake spring, passes through the second brake end cover, and is assembled and fixed to the flange, and the flange is assembled and fixed to the pressure input end of the pressure sensor; The two ends of the brake spring are respectively pressed against the second limit sleeve and the brake piston, so that the brake piston is pressed against the first limit sleeve in the initial state; the first limit sleeve and the second limit sleeve are also respectively provided with a first brake pipe head and a second brake pipe head connected to the brake inner cavity, and the end of the second brake pipe head away from the brake inner cavity is connected to the atmosphere, and the first brake pipe head can be connected to the pressurized airflow.

[0009] As a further improvement of the present invention, a connecting rod is provided on the first brake end cover, and the connecting rod passes through the screw rod and is screwed and assembled with the nut.

[0010] As a further improvement of the present invention, it also includes a pedal module and an accumulator, wherein the accumulator includes an accumulator shell, an accumulator airbag, an inflating head, and an exhausting head, wherein the inflating head and the exhausting head are both installed at two ends of the accumulator shell, the interior of the accumulator shell is a hollow accumulator cavity, the accumulator airbag is installed in the accumulator cavity and is sealed and fixed with the inflating head, the accumulator airbag is elastic, and the interior of the accumulator airbag is a hollow airbag cavity, and the airbag cavity is connected to the inflating head; The interior of the exhaust head is a hollow exhaust chamber, in which an exhaust ring is fixedly installed, and the exhaust rod passes through the exhaust ring and is axially slidably assembled with the exhaust ring. One end of the exhaust rod close to the energy storage chamber is assembled and fixed to the sealing plug, and the other end is assembled and fixed to the push ring. The exhaust rod is located between the exhaust ring and the push ring. An exhaust spring is mounted on the part of the exhaust rod between the exhaust ring and the push ring. The exhaust spring applies a thrust to the push ring away from the exhaust ring, so that in the initial state, the sealing plug and the exhaust head are pressed and sealed.

[0011] As a further improvement of the present invention, the exhaust cavity is communicated with one end of an exhaust pipe head, and the exhaust pipe head is sealed and communicated with the first brake pipe head through an air pipe.

[0012] As a further improvement of the present invention, the sealing plug and the exhaust head are respectively provided with a sealing plug inclined surface and an exhaust head inclined surface, and the sealing plug inclined surface and the exhaust head inclined surface are pressed and sealed.

[0013] As a further improvement of the present invention, the push ring is directly opposite to the top plug, and there is a distance between the push ring and the top plug, the top plug is assembled and fixed with one end of the switch shaft, the other end of the switch shaft passes through the exhaust head, is inserted into the switch cavity and is assembled and fixed with the switch piston, the switch shaft is sealed and slidably assembled with the exhaust head; the switch piston and the switch cavity can be axially slidable and sealed, the switch cavity is arranged in the switch housing, the switch shaft is located between the switch piston and the closed end of the switch cavity and is sleeved with a switch spring, the two ends of the switch spring are respectively pressed against the switch piston and the closed end of the switch cavity to apply an elastic force to the switch piston to press the switch inner sleeve, and the switch inner sleeve is fixed in the switch cavity; The switch chamber is located at one end of the switch inner sleeve and is connected to one end of the air intake pipe. The other end of the air intake pipe is sealed and connected to the air supply pipe head of the pedal module. A one-way air valve is installed on the air intake pipe, and the opening direction of the one-way air valve is to supply air to the switch chamber.

[0014] As a further improvement of the present invention, the part of the switch chamber located in the switch inner sleeve is also connected with the exhaust hole and one end of the pressure relief pipe respectively. The exhaust hole passes through the switch inner sleeve and the switch cylinder. The other end of the pressure relief pipe passes through the switch cylinder and is sealed and fixed with a sealing cap. The switch shell is located on the side of the switch piston away from the switch inner sleeve and is also provided with a penetrating connecting hole, which connects the atmosphere with the switch chamber.

[0015] As a further improvement of the present invention, the pedal module includes a pedal seat, a pedal rod, and an air supply cylinder. The pedal seat is installed on the car, one end of the pedal rod is hinged to the pedal seat plate of the pedal seat through a rotating shaft, and the rotating shaft is assembled and fixed to the pedal rod; a torsion spring is sleeved on the rotating shaft, and the two ends of the torsion spring are respectively pressed or assembled with the pedal rod and the pedal seat plate to apply an elastic force to the pedal rod to prevent it from rotating toward the pedal seat; a pedal is installed on the other end of the pedal rod, the rotating shaft is connected to the input shaft of the encoder, and the housing of the encoder is installed on the pedal seat plate; The air supply cylinder is installed and fixed on the pedal seat, and the interior of the air supply cylinder is a hollow air supply chamber. The air supply chamber and the air supply piston can slide axially and are sealed. The air supply piston is fixed to one end of the piston rod, and the other end of the piston rod passes through the air supply cylinder and is rotatably assembled with the roller. A through air outlet is provided on the end of the air supply cylinder away from the piston rod, and an air supply spring is installed between the inner end surface of the air supply chamber and the air supply piston. The air supply spring applies an elastic force to the air supply piston to hinder its movement toward the air outlet, and the air supply chamber is also connected to one end of the air supply pipe head.

[0016] The beneficial effects of the present invention are: The present invention uses a motor to drive the worm to rotate, and the worm drives the worm wheel to rotate, thereby transmitting to the third gear through the first gear, driving the screw sleeve to rotate, and the screw sleeve drives the screw to move axially to drive the brake seat to move relative to the brake disc, so as to achieve the brake pad and the brake disc to press the brake or move away from the brake disc to release the brake. The worm gear has the characteristic of one-way transmission, so there is no need to set up an additional parking brake structure, because once the brake pad and the brake disc are pressed and braked, they will not be released. At this time, the braking reliability is high and can meet the braking requirements. At the same time, a pressure sensor is used to detect the pressure between the brake pad and the brake disc during the braking process. This design abandons the traditional way of controlling the movement and displacement of the brake pad to achieve braking. It can not only effectively monitor the braking force, but also cooperate with the motor to control the braking force, thereby improving the braking accuracy to better meet the needs of automatic driving.

[0017] The present invention also adds a brake cylinder, which stores pressurized airflow through an accumulator installed on the car, and uses high-frequency deep pedaling to open the accumulator so that the high-pressure airflow in the energy storage chamber is connected to the brake inner chamber, thereby using the air pressure in the energy storage chamber to push the brake piston to move to achieve emergency braking. This method can effectively prevent the motor and the structure where the motor is transmitted to the brake pad from failing, causing safety hazards, and retaining this mechanical brake method is obviously safer. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Figure 1-Figure 2 It is a schematic diagram of the structure of the present invention; Figure 3 It is a cross-sectional view of the present invention at the center plane where the axis of the brake disc 100 is located; Figure 4 It is a cross-sectional view of the present invention at the center plane where the axis of the screw sleeve 410 is located; Figure 5 yes Figure 4 Enlarged view of point A in the middle; Figure 6 It is a schematic diagram of the structure of two brake parts 200; Figure 7-Figure 8 It is a partial structural schematic diagram of two brake parts 200; Figure 9-11 is a schematic structural diagram of one of the brake parts 200; Fig.12 It is a structural schematic diagram of the screw sleeve 410, the brake cylinder 700, the brake seat 510, the brake pad 520, and the pressure sensor 610; Figure 13-Figure 14 This is a schematic diagram of the structure at the pedal module; Fig.15 is a cross-sectional view of the pedal module located at the center plane where the axis of the air supply cylinder 660 is located; Fig.16 is a schematic diagram of the structure of the pedal module installing the potentiometer 602; Fig.17 It is a cross-sectional view of the accumulator and the switch cylinder 910 located at the center plane where the axis of the switch shaft 920 is located. DETAILED DESCRIPTION

[0019] The technical solutions in the embodiments of the present invention will be described clearly and completely below in conjunction with the accompanying drawings in the embodiments of the present invention.

[0020] See also Figure 1-Figure 5 The electronic brake device of this embodiment includes a brake disc 100 and two brake parts 200. The brake disc 100 and the two brake parts 200 are respectively directly or indirectly mounted on the vehicle frame. The specific mounting method can directly adopt the existing vehicle brake mounting structure, that is, the two brake parts are equivalent to brake calipers and are thus mounted on the vehicle frame, and the brake disc is mounted on the wheel hub to achieve braking of the tire.

[0021] See also Figure 1-Figure 12The brake part 200 includes a first brake housing 210, a second brake housing 220, and a brake slide 230. The first brake housing 210 and the brake slide 230 are respectively assembled and fixed with the second brake housing 220. The second brake housing 220 is respectively installed with a first baffle 221 and a second baffle 222. The brake slide 230 is provided with a brake slide groove 231. The brake seat 510 and the brake pad 520 are engaged and slidably installed in the brake slide groove 231. The brake pad 520 is fixedly installed. The brake pad 520 is fixed on one end face of the brake seat 510, and the other end face of the brake pad 520 is assembled and fixed with the housing of the pressure sensor 610. The pressure input end of the pressure sensor 610 is assembled and fixed with one end of the brake cylinder 700, and the other end of the brake cylinder 700 is assembled and fixed with the screw 420. One end of the screw 420 is installed in the screw sleeve 410 and assembled with it through a thread. The screw sleeve 410 can rotate in a circular manner and cannot be axially moved on the first partition 221 and the second partition 222. Specifically, the screw sleeve 410 is respectively installed with a first shaft clamp 411 and a second shaft clamp 412, and the screw sleeve 410 cannot be axially moved relative to the first partition 221 and the second partition 222 through the first shaft clamp 411 and the second shaft clamp 412, and the screw sleeve 410 can be assembled with the first partition 221 and the second partition 222 through a bearing. The first brake housing 210 is provided with a receiving chamber 211 inside, and the receiving chamber 211 is used for more than one line and pipeline.

[0022] The screw sleeve 410 is also fitted with a third gear 350, which is meshed with the second gear 340 for transmission, and the second gear 340 is meshed with the first gear 330 for transmission. The second gear 340 is fitted on the gear shaft 341, and the gear shaft 341 is rotatably mounted on the first partition 221 and the second partition 222; the first gear 330 is fitted on the worm gear shaft 311, and the worm gear shaft 311 is rotatably assembled with the first partition 221 and the second partition 222 but cannot be axially moved. A worm wheel 310 is fitted on the worm gear shaft 311, and the worm wheel 310 is meshed with the worm 320 for transmission. The worm 320 is arranged on the motor shaft 621, and the motor shaft 621 is installed in the motor 620, and the motor 620 is installed in the second brake housing 220.

[0023] When in use, the motor 620 is started, driving the worm 320 to rotate, the worm 320 drives the worm wheel 310 to rotate, thereby driving the first gear 330 to rotate through the worm wheel shaft 311, the first gear 330 drives the third gear 350 to rotate through the second gear 340, thereby driving the screw sleeve 410 to rotate, the screw sleeve 410 drives the screw 420 to move axially, and the screw 420 drives the brake pad 520 to slide in the brake slide groove 231, so that the brake pad moves toward the brake disc to press the brake, and the brake pad moves away from the brake pad to release the brake. In this process, the pressure sensor 610 detects the pressure between the screw 420 and the brake seat 510, that is, the pressure between the brake disc and the brake pad, so that the effective monitoring of the braking force can be achieved, and the braking force can be monitored as a reference for controlling the braking force, so as to achieve precise control of the braking force to achieve precise braking. This design is more in line with the needs of autonomous driving.

[0024] See also Figure 3-Figure 5 The brake cylinder 700 includes a brake cylinder sleeve 710, a first brake end cover 720, a brake piston shaft 730, and a second brake end cover 760. The first brake end cover 720 and the second brake end cover 760 are respectively installed at both ends of the brake cylinder sleeve 710. A connecting rod 721 is provided on the first brake end cover 720. The connecting rod 721 passes through the screw rod 420 and is tightened with a nut to fix the first brake end cover 720 on the screw rod 420.

[0025] The interior of the brake cylinder sleeve 710 is a hollow brake cavity 713, and the first limit sleeve 711 and the second limit sleeve 712 are respectively installed and fixed at the openings at both ends of the brake cavity 713, and the openings at both ends of the brake cavity 713 are respectively sealed by the first brake end cover 720 and the second brake end cover 760; the part of the brake cavity 713 located between the first limit sleeve 711 and the second limit sleeve 712 is sealed and slidably assembled with the brake piston 731, the brake piston 731 is assembled and fixed to one end of the brake piston shaft 730, and the other end of the brake piston shaft 730 is mounted with a brake spring 740, passes through the second brake end cover 760, and is assembled and fixed to the flange 770, and the flange 770 is assembled and fixed to the pressure input end of the pressure sensor 610. The two ends of the brake spring 740 are respectively pressed against the second limiting sleeve 712 and the brake piston 731, so that in the initial state, the brake piston 731 is pressed against the first limiting sleeve 711, and at this time, the flange 770 is closest to the second brake end cover 760. The first limiting sleeve 711 and the second limiting sleeve 712 are also respectively provided with a first brake pipe head 751 and a second brake pipe head 752 connected to the brake inner cavity 713, and the end of the second brake pipe head 752 away from the brake inner cavity 713 is connected to the atmosphere.

[0026] During use, once the motor 620 or the transmission structure of the motor 620 to the screw 420 fails, the pressurized airflow can be connected to the first brake pipe head 751. The airflow enters the brake cavity 713 and pushes the brake piston 731 to squeeze the brake spring to move, thereby pushing the brake pad 520 toward the brake disc 100 through the brake piston shaft 730 until the brake pad is pressed against the brake disc to complete emergency braking.

[0027] See also Figure 13-Figure 17 , this embodiment also includes a pedal module and an accumulator, the accumulator includes an accumulator housing 810, an accumulator airbag 820, an inflating head 830, and an exhaust head 840, the inflating head 830 and the exhaust head 840 are both installed at both ends of the accumulator housing 810, the interior of the accumulator housing 810 is a hollow energy storage chamber 811, the accumulator airbag 820 is installed in the energy storage chamber 811 and is sealed and assembled and fixed with the inflating head 830, the accumulator airbag 820 is elastic, and the interior of the accumulator airbag 820 is a hollow airbag chamber 821, and the airbag chamber 821 is connected with the inflating head 830. When in use, the inflating rod 831 can be pushed downward to separate the sealing cover 832 from the end of the inflating head 830, so that the inflating head 830 is connected with the airbag chamber 821, and the airbag chamber 821 can be inflated at this time. In the initial state, the airbag cavity 821 is filled with high-pressure gas, and the energy storage cavity 811 is also filled with high-pressure gas. The gas pressure in the energy storage cavity 811 is higher, thereby squeezing the accumulator airbag 820 to make it smaller. Once the energy storage cavity 811 is connected to the outside, the high-pressure gas inside it will be quickly discharged, and the accumulator airbag 820 will expand by its internal gas pressure to maximize the gas pressure in the energy storage cavity 811.

[0028] The exhaust head 840 has a hollow exhaust cavity 841 inside, and an exhaust ring 842 is fixedly installed in the exhaust cavity 842. The exhaust rod 860 passes through the exhaust ring 842 and can be axially slidably assembled with the exhaust rod 860. One end of the exhaust rod 860 close to the energy storage cavity 811 is assembled and fixed with the sealing plug 850, and the other end is assembled and fixed with the push ring 861. The exhaust rod 860 is provided with an exhaust spring 801 on the part between the exhaust ring 842 and the push ring 861. The exhaust spring 801 applies a thrust to the push ring 861 away from the exhaust ring 842, so that in the initial state, the sealing plug 850 and the exhaust head 840 are pressed and sealed, so that the exhaust cavity 841 is sealed and separated from the energy storage cavity 811. Specifically, the sealing plug 850 and the exhaust head 840 are respectively provided with a sealing plug inclined surface 851 and an exhaust head inclined surface 843, and the sealing plug inclined surface 851 and the exhaust head inclined surface 843 are pressed and sealed.

[0029] The exhaust cavity 841 is communicated with one end of the exhaust pipe head 803 , and the exhaust pipe head 803 is sealedly communicated with the first brake pipe head 751 through an air pipe. The push ring 861 is directly opposite to the top plug 921, and there is a spacing of at least 1-2 mm between the push ring 861 and the top plug 921. The top plug 921 is assembled and fixed to one end of the switch shaft 920. The other end of the switch shaft 920 passes through the exhaust head 840, is inserted into the switch cavity 911 and is assembled and fixed to the switch piston 950. The switch shaft 920 and the exhaust head 840 are sealed and slidably assembled; the switch piston 950 and the switch cavity 911 can be axially slidable and sealed. The switch cavity 911 is arranged in the switch housing 910. The switch shaft 920 is located between the switch piston 950 and the closed end of the switch cavity 911, and a switch spring 802 is sleeved thereon. The two ends of the switch spring 802 are respectively pressed against the switch piston 950 and the closed end of the switch cavity 911 to apply an elastic force to the switch piston 950 to press against the switch inner sleeve 914, and the switch inner sleeve 914 is fixed in the switch cavity 911. This design allows the switch spring 802 to drive the switch piston 950 to be pressed against the switch inner sleeve 914 in the initial state, and the sealing plug 850 to be pressed against the exhaust head 840 to form a seal.

[0030] The switch chamber 911 is located at one end of the switch inner sleeve 914 and is connected to one end of the air intake pipe 930. The other end of the air intake pipe 930 is sealed and connected to the air supply pipe head 690 of the pedal module. A one-way air valve 940 is installed on the air intake pipe 930. The opening direction of the one-way air valve 940 is to supply air to the switch chamber 911.

[0031] The switch chamber 911 is located at the switch inner sleeve 914 and is also connected to the exhaust hole 913 and one end of the pressure relief pipe 960. The exhaust hole 913 passes through the switch inner sleeve 914 and the switch cylinder 910. The other end of the pressure relief pipe 960 passes through the switch cylinder 910 and is sealed and fixed to the sealing cap 961. The switch housing 910 is also provided with a through communication hole 912 on the side of the switch piston 950 away from the switch inner sleeve 914. The communication hole 912 connects the atmosphere with the switch chamber 911.

[0032] When in use, the pedal module inputs air flow to the switch chamber 911 through the air inlet pipe 930, and the gas in the switch chamber 911 will be slowly discharged through the exhaust hole 913. Once the air inlet pipe 930 continuously delivers air flow, the exhaust hole 913 cannot be discharged together, causing the air pressure in the switch chamber 911 to rise, and the air pressure pushes the switch piston 950 to squeeze the switch spring 802 to move upward until the top plug 921 pushes the push ring 861 upward, causing the sealing plug 850 to move upward, and the high-pressure airflow in the energy storage chamber 811 enters the exhaust chamber 841, and then is input into the brake inner chamber 713 from the air pipe, thereby pushing the brake piston 731 to move so that the brake pad 520 moves toward the brake disc 100 to achieve emergency braking.

[0033] See also Figure 13-Figure 16 The pedal module includes a pedal seat 630, a pedal rod 640, and an air supply cylinder 660. The pedal seat 630 is installed on the car. One end of the pedal rod 640 is hinged to the pedal seat plate 631 of the pedal seat 630 through a rotating shaft 650, and the rotating shaft 650 is assembled and fixed to the pedal rod 640; a torsion spring 603 is mounted on the rotating shaft 650, and the two ends of the torsion spring 603 are respectively pressed or assembled with the pedal rod 640 and the pedal seat plate 631 to apply an elastic force to the pedal rod 640 to hinder its rotation toward the pedal seat 630; a pedal 641 is installed on the other end of the pedal rod 640, the rotating shaft 650 is connected to the input shaft 602 of the encoder 601, and the housing of the encoder 601 is installed on the pedal seat plate 631. When in use, the operator steps on the pedal 641, thereby driving the pedal rod 640 to drive the rotating shaft 650 to rotate. The rotation angle of the rotating shaft 650 is detected by the encoder 601, and then converted into braking force according to the rotation angle of the rotating shaft 650. For example, the greater the rotation angle, the greater the braking force. The specific relationship between the rotation angle and the braking force needs to be manually calibrated, mainly based on a limited number of experiments, combined with the driving comfort. Of course, the existing electronic braking solution of electric vehicles can also be used. In theory, as long as the angle of rotation of the pedal can be converted into a brake signal to control the braking force, it can be used.

[0034] The air supply cylinder 660 is fixedly mounted on the pedal seat 630, and the interior of the air supply cylinder 660 is a hollow air supply chamber 661, the air supply chamber 661 and the air supply piston 672 can slide axially and are sealed, the air supply piston 672 is fixedly assembled with one end of the piston rod 670, and the other end of the piston rod 670 passes through the air supply cylinder 660 and is assembled with the roller 671 to be rotatable in a circle; a through air outlet 662 is provided on the end of the air supply cylinder 660 away from the piston rod 670, and an air supply spring 680 is installed between the inner end surface of the air supply chamber 661 and the air supply piston 672, and the air supply spring 680 applies an elastic force to the air supply piston 672 to prevent it from moving toward the air outlet 662. The air supply chamber 661 is also connected to one end of the air supply pipe head 690.

[0035] See also Fig.15When in use, only when the brake is deeply stepped on (when the pedal rod 640 rotates at a large angle, the pedal rod 640 can be selected to rotate to 2 / 3 or more of its maximum rotation angle as deep stepping) will the pedal rod 640 be pressed against the roller, and the roller 671 is squeezed with the rotation of the pedal rod 640, thereby pushing the piston rod 670 and the air supply piston 672 to move to the left, thereby squeezing the air supply spring 680, and the air supply piston 672 squeezes the gas in the air supply chamber 661 to one end of the air outlet 662, and part of the air flow is discharged from the air outlet 662, and part of the air flow enters the switch chamber 911 through the air supply pipe 930. In this embodiment, the purpose of setting the air outlet 662 and the exhaust hole 913 is mainly to prevent accidental touch, that is, under the premise of normal driving and not frequently stepping on the pedal deeply, only a small part of the air flow enters the switch chamber 911, and this part of the air flow cannot push the switch piston 950, so the air flow in the switch chamber 911 will be discharged from the exhaust hole 913, thereby avoiding the sudden opening of the accumulator during normal use to affect the use. Once the brake fails, such as motor failure or motor-driven brake pad movement structural failure, the operator can quickly and deeply step on the pedal with high frequency, so that the air supply chamber 661 quickly inputs airflow to the air supply pipe 930, and the airflow enters the switch chamber 911 and cannot be quickly discharged by the exhaust hole 913, so that the air pressure increases until the switch piston 950 is pushed to move and open the sealing plug 850. After the sealing plug 850 is opened, the high-pressure airflow in the energy storage chamber quickly enters the brake inner chamber 713, thereby pushing the brake piston 731 to move to drive the brake pad to quickly press the brake disc, and the pipeline from the energy storage chamber 811 to the brake inner chamber 713 is sealed, so the air pressure of the energy storage chamber 811 can be used to maintain the brake for a period of time, so as to facilitate the operator's emergency treatment. After use, it is only necessary to relieve the pressure of the air pipe, the brake inner chamber 713, and the switch chamber 911, so that the sealing plug and the brake piston 731 can be reset under the action of their respective springs, which greatly facilitates use. In this embodiment, a reversing valve can be connected in series to the air pipe. In the initial state, the reversing valve connects the air pipes on both sides. When the air pressure in the brake cavity 713 needs to be discharged, the air pipe connected to the brake cavity 713 is connected to the atmosphere to discharge the gas in the brake cavity 713. Of course, the specific technical solution is not limited to the above solution. In theory, as long as the brake cavity 713 can be exhausted, it can be used.

[0036] During normal use, the motor starts and drives the third gear to rotate. The third gear drives the first gear to rotate through the second gear, thereby driving the screw sleeve to rotate. The screw sleeve drives the corresponding screw to move axially, thereby driving the corresponding brake pad to move toward the brake disc until it is pressed tightly. The pressure sensor corresponding to each brake pad detects the clamping force respectively, so that the braking force can be monitored and controlled. After the brake is completed, the motor reverses to drive the two brake pads to move away from the brake disc and reset.

[0037] During the braking process, the displacement of the corresponding brake pad can be calculated by the number of revolutions of each motor, the transmission ratio of the third gear to the first gear, the size parameters of the screw sleeve and the corresponding screw, and the worm gear transmission ratio. By comparing this displacement with the displacement of the brake pad when it is not worn, the wear loss between the brake pad and the brake disc can be calculated, thereby realizing the monitoring of the wear loss of the brake pad. Of course, for greater accuracy, you can choose to monitor the displacement under the braking force within the error range (detected by the pressure sensor, the range can be within ±10N). Although the accuracy of this method is not very high, it can meet the needs of the approximate wear and tear of the brake pads and the need for replacement during use.

[0038] When the motor or the transmission from the motor to the screw fails and electronic braking cannot be achieved, the pedal can be pressed deeply at a high frequency (such as 10 times or more in one minute) to supply air to the switch chamber (similar to inflating with an air gun), causing the switch piston to move upward to connect the energy storage chamber with the brake inner chamber. The air pressure drives the brake piston to move, driving the brake pad to move toward the brake disc to achieve emergency braking. This design can perform emergency braking when the transmission structure from the motor to the brake pad fails, thereby greatly improving safety. At the same time, when using the motor for braking, the pressure between the brake pad and the brake disc can be detected by the pressure sensor. This pressure can ensure that the brake pad and the brake disc are pressed tightly to maintain effective braking. Even if the wear between the brake pad and the brake disc causes the brake pad to move according to the original displacement and there is a gap between the brake pad and the brake disc, the feedback pressure is used as the basis during braking, so this gap can be automatically compensated; on the other hand, this pressure can be precisely controlled, and the force required for each braking can be calculated based on the vehicle's speed, load, the relationship between the clamping force of the brake pad and the brake disc and the braking distance, so that the braking force can be detected by the pressure sensor for feedback to achieve precise control. Compared with the traditional hydraulic piston control method, this control method has higher braking accuracy and controllability, and is more in line with the requirements of autonomous driving. Of course, the specific control force can adopt the existing passenger car autonomous driving related solutions. Although the braking solution of this embodiment cannot be used on passenger cars and commercial vehicles based on the provisions of existing laws and regulations, it can be used for testing in closed spaces, cargo transfer in parks, express delivery automatic transfer vehicles and other vehicles with low safety requirements. The technical solution of this embodiment does not require a hydraulic system, has a relatively simple structure, is relatively low in cost, and has high braking accuracy, which is very suitable for these vehicles. At the same time, the technical solution of this embodiment is also a technical reserve for improving the braking safety of autonomous driving in the future.

[0039] In this embodiment, the worm gear and the third gear transmission to the first gear can be designed with corresponding transmission ratios as needed, and are not limited to transmission through the second gear only. Because different braking requirements and different motor parameters have different requirements for the torque and speed that need to be transmitted to the first gear later, the number of gears and transmission ratios of the intermediate transmission can be set as needed. Of course, these can be obtained through limited tests and reasonable improvements of existing technologies.

[0040] In this embodiment, the input end of the pressure sensor and the brake piston shaft cannot rotate in a circular motion, thereby preventing the screw from rotating in a circular motion and causing a fault. Specifically, the input end of the pressure sensor can be matched with the housing of the pressure sensor by a spline and a spline groove so that the input end of the pressure sensor cannot rotate in a circular motion, and the brake piston shaft and the brake inner cavity 713 can also be matched by a spline and a spline groove so that the brake piston shaft cannot rotate in a circular motion relative to the brake inner cavity 713.

[0041] It should be noted that, unless otherwise specified, the technical terms or scientific terms used in this application should have the common meanings understood by technicians in the field to which this application belongs.

[0042] In the description of the present application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present application.

[0043] In addition, the terms "first", "second", etc. are used for descriptive purposes only and cannot be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. In the description of this application, the meaning of "plurality" is more than two, unless otherwise clearly and specifically defined.

[0044] In the present application, a circularly rotatable assembly is a connection assembly that can rotate relatively, such as an assembly through a bearing; a circularly rotatable and non-axially movable assembly is an assembly that can rotate relatively but cannot move axially, such as installing shaft clamps on both sides of the shaft and the mounting device so that the shaft cannot move axially; a circularly rotatable and axially movable assembly is a movable assembly, such as an assembly in which the shaft passes through an shaft hole; an non-circularly rotatable and axially movable assembly can be an assembly using a spline groove or a spline fit.

[0045] In this application, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", "fixed" and the like should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0046] In the present application, unless otherwise clearly specified and limited, a first feature being “above” or “below” a second feature may mean that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium. Moreover, a first feature being “above”, “above”, and “above” a second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the first feature is higher in level than the second feature. A first feature being “below”, “below”, and “below” a second feature may mean that the first feature is directly below or obliquely below the second feature, or simply means that the first feature is lower in level than the second feature.

[0047] The above is only a preferred specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any changes or substitutions that can be easily thought of by a person skilled in the art within the technical scope disclosed in the present application should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. An electronic brake device based on a worm gear, characterized in that: It includes a brake disc and two brake parts. The brake part includes a first brake housing, a second brake housing and a brake slide. The first brake housing and the brake slide are respectively assembled and fixed with the second brake housing. The second brake housing is respectively installed with a first baffle and a second baffle. The brake slide is provided with a brake slide groove. The brake seat and the brake pad are engaged and slidably installed in the brake slide groove. The brake pad is installed and fixed on one end face of the brake seat. The other end face of the brake pad is assembled and fixed with the housing of the pressure sensor. The pressure input end of the pressure sensor is directly or indirectly assembled with the screw; one end of the screw is installed in the screw sleeve and assembled with it by threaded engagement. The screw sleeve can rotate circumferentially and cannot be axially moved and is installed on the first baffle and the second baffle; the screw sleeve is directly or indirectly driven to rotate by a motor.

2. The electronic brake device according to claim 1, characterized in that: A third gear is also fixed on the screw sleeve, and the third gear is meshing with the second gear for transmission, and the second gear is meshing with the first gear for transmission. The second gear is mounted on the gear shaft, and the gear shaft is rotatably mounted on the first partition and the second partition; the first gear is fixed on the worm gear shaft, and the worm gear shaft is rotatable with the first partition and the second partition but cannot be axially moved. A worm wheel is fixed on the worm gear shaft, and the worm wheel is meshing with the worm gear for transmission. The worm gear is arranged on the motor shaft, the motor shaft is installed in the motor, and the motor is installed in the second brake housing.

3. The electronic brake device according to claim 1 or 2, characterized in that: The pressure input end of the pressure sensor is assembled and fixed to one end of the brake cylinder, and the other end of the brake cylinder is assembled and fixed to the screw rod; The brake cylinder comprises a brake cylinder sleeve, a first brake end cover, a brake piston shaft, and a second brake end cover. The first brake end cover and the second brake end cover are respectively mounted on both ends of the brake cylinder sleeve, and the first brake end cover is assembled and fixed with a screw rod. The interior of the brake cylinder sleeve is a hollow brake cavity, and the first limit sleeve and the second limit sleeve are respectively installed and fixed at the openings at both ends of the brake cavity, and the openings at both ends of the brake cavity are respectively sealed by the first brake end cover and the second brake end cover; the part of the brake cavity located between the first limit sleeve and the second limit sleeve is sealed and slidably assembled with the brake piston, the brake piston is assembled and fixed to one end of the brake piston shaft, and the other end of the brake piston shaft is covered with a brake spring, passes through the second brake end cover, and is assembled and fixed to the flange, and the flange is assembled and fixed to the pressure input end of the pressure sensor; The two ends of the brake spring are respectively pressed against the second limit sleeve and the brake piston, so that the brake piston is pressed against the first limit sleeve in the initial state; the first limit sleeve and the second limit sleeve are also respectively provided with a first brake pipe head and a second brake pipe head connected to the brake inner cavity, and the end of the second brake pipe head away from the brake inner cavity is connected to the atmosphere, and the first brake pipe head can be connected to the pressurized airflow.

4. The electronic brake device according to claim 3, characterized in that: The first brake end cover is provided with a connecting rod, which passes through the screw rod and is screwed and assembled with a nut.

5. The electronic brake device according to claim 3, characterized in that: It also includes a pedal module and an accumulator, wherein the accumulator includes an accumulator shell, an accumulator airbag, an inflating head, and an exhausting head, wherein the inflating head and the exhausting head are both installed at two ends of the accumulator shell, the interior of the accumulator shell is a hollow accumulator cavity, the accumulator airbag is installed in the accumulator cavity and is sealed and fixed with the inflating head, the accumulator airbag is elastic, and the interior of the accumulator airbag is a hollow airbag cavity, which is connected to the inflating head; The interior of the exhaust head is a hollow exhaust chamber, in which an exhaust ring is fixedly installed, and the exhaust rod passes through the exhaust ring and is axially slidably assembled with the exhaust ring. One end of the exhaust rod close to the energy storage chamber is assembled and fixed to the sealing plug, and the other end is assembled and fixed to the push ring. The exhaust rod is located between the exhaust ring and the push ring. An exhaust spring is mounted on the part of the exhaust rod between the exhaust ring and the push ring. The exhaust spring applies a thrust to the push ring away from the exhaust ring, so that in the initial state, the sealing plug and the exhaust head are pressed and sealed.

6. The electronic brake device according to claim 5, characterized in that: The exhaust cavity is communicated with one end of the exhaust pipe head, and the exhaust pipe head is sealed and communicated with the first brake pipe head through an air pipe.

7. The electronic brake device according to claim 5, characterized in that: The sealing plug and the exhaust head are respectively provided with a sealing plug inclined surface and an exhaust head inclined surface, and the sealing plug inclined surface and the exhaust head inclined surface are pressed and sealed.

8. The electronic brake device according to claim 5, characterized in that: The push ring is directly opposite to the top plug, and there is a distance between the push ring and the top plug. The top plug is fixedly assembled with one end of the switch shaft, and the other end of the switch shaft passes through the exhaust head, is inserted into the switch cavity and is fixedly assembled with the switch piston. The switch shaft is sealed and slidably assembled with the exhaust head; the switch piston and the switch cavity can be axially slidable and sealed. The switch cavity is arranged in the switch housing, and the switch shaft is located between the switch piston and the closed end of the switch cavity and is sleeved with a switch spring. The two ends of the switch spring are respectively pressed against the switch piston and the closed end of the switch cavity to apply an elastic force to the switch piston to press the switch inner sleeve, and the switch inner sleeve is fixed in the switch cavity; The switch chamber is located at one end of the switch inner sleeve and is connected to one end of the air intake pipe. The other end of the air intake pipe is sealed and connected to the air supply pipe head of the pedal module. A one-way air valve is installed on the air intake pipe, and the opening direction of the one-way air valve is to supply air to the switch chamber.

9. The electronic brake device according to claim 8, characterized in that: The part of the switch chamber located in the switch inner sleeve is also connected with the exhaust hole and one end of the pressure relief pipe respectively. The exhaust hole passes through the switch inner sleeve and the switch cylinder. The other end of the pressure relief pipe passes through the switch cylinder and is sealed and fixed with a sealing cap. The switch shell is located on the side of the switch piston away from the switch inner sleeve and is also provided with a penetrating communication hole. The communication hole connects the atmosphere with the switch chamber.

10. The electronic brake device according to any one of claims 5 to 9, characterized in that: The pedal module comprises a pedal seat, a pedal rod, and an air supply cylinder. The pedal seat is installed on the vehicle. One end of the pedal rod is hinged to the pedal seat plate of the pedal seat through a rotating shaft, and the rotating shaft is assembled and fixed to the pedal rod. A torsion spring is mounted on the rotating shaft, and the two ends of the torsion spring are respectively pressed or assembled with the pedal rod and the pedal seat plate to apply an elastic force to the pedal rod to prevent it from rotating toward the pedal seat. A pedal is installed on the other end of the pedal rod, and the rotating shaft is connected to the input shaft of the encoder, and the housing of the encoder is installed on the pedal seat plate. The air supply cylinder is installed and fixed on the pedal seat, and the interior of the air supply cylinder is a hollow air supply chamber. The air supply chamber and the air supply piston can slide axially and are sealed. The air supply piston is fixed to one end of the piston rod, and the other end of the piston rod passes through the air supply cylinder and is rotatably assembled with the roller. A through air outlet is provided on the end of the air supply cylinder away from the piston rod, and an air supply spring is installed between the inner end surface of the air supply chamber and the air supply piston. The air supply spring applies an elastic force to the air supply piston to hinder its movement toward the air outlet, and the air supply chamber is also connected to one end of the air supply pipe head.

Images