Electronic brake device based on harmonic reducer

Abstract

According to the electronic brake device based on the harmonic reducer, a pressure sensor is installed on a brake seat, the brake force can be detected and controlled through the pressure sensor, meanwhile, gaps caused by abrasion of a brake pad and a brake disc are automatically compensated by controlling the brake force, and effective braking and accurate braking are ensured. In addition, a piston cylinder is installed between the pressure sensor and the screw, a piston shaft is used for being assembled with the pressure sensor and the screw, a piston is fixedly arranged on the portion, located in the piston cylinder, of the piston shaft in a sleeved mode, the portion, located in the piston cylinder and close to the screw, of the piston cylinder is further communicated with a main air pipe, and the main air pipe is connected into an energy accumulator. The energy accumulator controls connection and disconnection of the energy storage cavity and the main air pipe through the inhaul cable, and the inhaul cable can be led into a cab so as to facilitate operation of a driver. Meanwhile, the thread sleeve is driven by the motor, the motor can drive the thread sleeve to rotate during normal use, and the brake pad is driven by the screw to move relative to the brake disc so as to realize braking and release braking.

Description

Technical Field

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

[0002] In electronic brake technology, most of them use motors to provide braking power. The main technical route is that the motor drives the brake seat to move through the transmission structure, and the brake seat drives the brake pad to move relative to the brake disc, thereby achieving braking and releasing the brake. On the one hand, this design can accurately control the braking force, and on the other hand, it can be deeply integrated with the autonomous driving system to achieve fast and accurate braking. At present, this type of technology has been partially applied to the vehicle's braking system.

[0003] However, this type of braking technology mainly controls the displacement of the brake pad to brake. During actual use, there will be wear between the brake pad and the brake disc. Therefore, the initial displacement of the brake pad is obviously different from the required displacement of the brake pad after a period of use. Although the power feedback from the motor can be used to determine whether the brake pad is pressed against the brake disc to achieve gap compensation, this method will greatly reduce the control accuracy of the braking force (brake pad and brake disc pressure), affecting the implementation of autonomous driving. At the same time, this pure electronic signal braking method is different from the transmission mechanical braking method. Once the motor or the structure that drives the brake pad to move fails, it will lead to the inability to brake, so the brakes may fail. Therefore, based on safety needs, it is also necessary to add a set of auxiliary power braking technology, but there is currently no such technology.

[0004] Therefore, how to design an electronic brake device that can detect and control the braking force and has an emergency braking function when a motor or a structure that drives the brake pad to move fails is a technical problem that urgently needs 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 harmonic reducer, whose braking force is controllable and has auxiliary braking power.

[0006] To achieve the above-mentioned purpose, the present invention provides an electronic brake device based on a harmonic reducer, comprising a brake disc and two brake parts, wherein a fourth brake housing, a motor, a harmonic reducer, a screw sleeve, a screw, a piston cylinder, a pressure sensor, a brake seat and a brake pad are installed in the brake part, the power output by the motor is input into the harmonic reducer for deceleration and then directly or indirectly drives the screw sleeve to rotate in a circular manner; the screw sleeve is installed on the fourth brake housing so as to be rotatable in a circular manner and not axially movable, one end of the screw rod is installed in the screw sleeve and assembled with the screw sleeve by threaded engagement, the other end of the screw sleeve is directly or indirectly assembled with the piston shaft, the piston shaft passes through the piston cavity of the piston cylinder and is assembled and fixed with the input end of the pressure sensor, the pressure sensor is installed on the brake seat, the brake pad is installed on the brake seat, and the brake pad can be pressed against the brake disc for braking; The piston shaft is provided with a piston on the part located in the piston cavity, the piston is sealed and slidably assembled with the piston cavity, and the piston shaft is provided with a piston spring on the part located between the piston and the end surface of the piston cavity close to the pressure sensor, and the piston spring is used to apply elastic force to the piston to push the screw; The piston cavity is located between the piston and one end of the screw rod and is connected to the accumulator through a main air pipe, and the accumulator is connected and disconnected with the main air pipe through a cable.

[0007] As a further improvement of the present invention, the brake part also includes a first brake housing, a second brake housing, and a third brake housing, and the first brake housing, the second brake housing, and the third brake housing are all installed on a fourth brake housing; a wiring cavity is formed between the first brake housing and the second brake housing, and the wiring cavity is used to arrange pipelines between the two brake parts; the first brake housings of the two brake parts are assembled and fixed by bolts, or the first brake housings of the two brake parts are assembled and fixed on the frame of the vehicle by bolts.

[0008] As a further improvement of the present invention, the brake part further comprises a mounting seat, the mounting seat is mounted on the fourth brake housing, and the fourth brake housing is further mounted with a first partition plate and a second partition plate; The mounting seat is provided with a slide groove, in which a brake seat and a brake pad are engaged and slidably installed. The end face of the brake seat away from the brake pad is assembled and fixed to the housing of the pressure sensor, and the input shaft of the pressure sensor is assembled and fixed to the flange. The flange is fixed to one end of the piston shaft, and the other end of the piston shaft is assembled and fixed to the connecting sleeve after passing through the piston cylinder. The interior of the piston cylinder is a hollow piston cavity, and a mounting plate is provided on the outer wall, and the mounting plate is fixed to the mounting seat; one end of the threaded sleeve is installed in the connecting sleeve and is assembled with it so as not to rotate relative to the circumference.

[0009] As a further improvement of the present invention, the piston chamber is located at the two insertion parts and is respectively connected to one end of the exhaust pipe and the intake pipe, the other end of the exhaust pipe is connected to the atmosphere, and the other end of the intake pipe is connected to the main air pipe.

[0010] As a further improvement of the present invention, the connecting sleeve is provided with a connecting hole and a mounting groove, the connecting hole is plug-fitted with one end of the screw, an annular groove is provided on the end of the screw inserted into the connecting hole, and the annular groove is engaged with the clamping block so that the screw cannot move axially or rotate circumferentially relative to the connecting sleeve; The clamping block is arranged on the clamping rod, the clamping rod is hinged to the connecting sleeve through the clamping rod shaft, the clamping rod is also pressed tightly against one end of the spring sheet, the other end of the spring sheet is fixed on the connecting sleeve, and the spring sheet is elastic; The connecting seat is also provided with a top opening, in which a push rod and a push rod airbag are installed; one end of the push rod is pressed tightly with the clamping rod, and the other end is pressed tightly or assembled and fixed with one end of the push rod airbag, and the other end of the push rod airbag is assembled and fixed with the top opening or assembled and fixed with the end of another push rod; The interior of the push rod airbag is also communicated with one end of the airbag tube, the other end of the airbag tube is communicated with the side tube, and the side tube is communicated with the main air pipe.

[0011] As a further improvement of the present invention, an airbag spring is installed inside the push rod airbag, and the two ends of the airbag spring are respectively assembled and fixed to the two ends inside the push rod airbag, and the push rod airbag has telescopic elasticity.

[0012] As a further improvement of the present invention, the screw rod is installed in the screw sleeve and assembled with it by threaded engagement. The screw sleeve can rotate in a circular motion but cannot be axially moved and is installed on the first partition plate and the second partition plate. A first gear is fixedly mounted on the screw sleeve, and the first gear is meshed with the second gear for transmission. The second gear is fixedly mounted on the gear shaft, and the gear shaft is respectively rotatably mounted on the first partition plate and the second partition plate, and a second bevel gear is also installed on the gear shaft, and the second bevel gear is meshed with the first bevel gear for transmission. The first bevel gear is fixedly mounted on the output shaft, and the output shaft is installed in a harmonic reducer. The harmonic reducer is used to reduce the speed of the motor and then output the power through the output shaft.

[0013] As a further improvement of the present invention, a groove is provided on the screw sleeve, and the first shaft clamp and the second shaft clamp are respectively clamped into the groove so that the screw sleeve cannot move axially, and the screw sleeve can be assembled with the first partition plate and the second partition plate for circular rotation through the bearing.

[0014] As a further improvement of the present invention, the accumulator comprises an outer shell, an inner plug, an air supply plug, and an end plug. The interior of the outer shell is a hollow energy storage chamber, and the two ends of the energy storage chamber are respectively closed by the inner plug and the end plug. The inner plug and the end plug are both fixed on the outer shell and sealed with the outer shell. The air supply plug is installed on the inner plug, and the air supply plug and the inner plug are respectively provided with an air supply plug hole and an inner plug hole, and the air supply plug hole and the inner plug hole are sealed and connected; an energy storage airbag is installed in the energy storage chamber, the interior of the energy storage airbag is a hollow airbag chamber, and the energy storage airbag is fixedly assembled with the inner plug, and the airbag chamber is sealed and connected with the inner plug hole; the energy storage airbag is elastic, and the airbag chamber is filled with pressurized gas; the air supply plug hole is also connected with one end of the exhaust pipe, and the exhaust pipe is connected with the main air pipe; A first sleeve ring and a second sleeve ring are fixedly installed in the inner plug hole, a sealing ring is installed between the first sleeve ring and the second sleeve ring, a sealing gasket is installed on the first sleeve ring, and sleeve ring grooves and sealing gasket grooves are arranged on the outer walls of the first sleeve ring and the sealing gasket, and the sleeve ring grooves and the sealing gasket grooves connect the inner plug holes on both sides of the first sleeve ring and the sealing gasket; The sealing ring is provided with a through sealing ring hole, the second sleeve ring is provided with a through sleeve ring hole, the sealing ring is installed and fixed on one end of the pull rod, the other end of the pull rod passes through the second sleeve ring, the sleeve sealing spring, and the air supply plug, and then is assembled and fixed with one end of the cable; the other end of the cable passes around the guide wheel and then is connected to the driving cabin, and the guide wheel is rotatably installed in the fourth brake housing through the guide wheel shaft; The two ends of the sealing spring are respectively pressed against the second sleeve ring and the sealing ring to apply elastic force to the sealing ring to press the sealing gasket for sealing. At this time, the sealing ring hole is pressed against the end surface of the sealing gasket to achieve sealing of the sealing ring.

[0015] As a further improvement of the present invention, an energy storage spring and a pressure plug are installed in the energy storage chamber, and the end of the energy storage airbag away from the inner plug hole is pressed against the pressure plug. An energy storage spring is installed on the part of the energy storage chamber located between the pressure plug and the end plug, and the energy storage spring applies elastic force to the pressure plug to press the energy storage airbag.

[0016] The beneficial effects of the present invention are: The present invention is provided with a pressure sensor on the brake seat, and the braking force can be detected and controlled by the pressure sensor, and the gap between the brake pad and the brake disc caused by wear can be automatically compensated by controlling the braking force, so as to ensure effective braking and accurate braking. In addition, the present invention also adopts a piston cylinder to be installed between the pressure sensor and the screw rod, and the piston shaft is respectively assembled with the pressure sensor and the screw rod, and the piston shaft is fixed on the part of the piston shaft located in the piston cylinder, and the part located in the piston cylinder near the screw rod is also connected with the main air pipe, and the main air pipe is connected to the accumulator, and the accumulator controls the connection and disconnection of its energy storage chamber and the main air pipe through the cable, and the cable can be introduced into the cockpit for the convenience of the driver to operate. At the same time, the screw sleeve is connected to the output shaft of the harmonic reducer through the first gear, the second gear, the second bevel gear, and the first bevel gear, and the harmonic reducer is used to reduce the speed of the motor. During normal use, the screw sleeve can be driven to rotate by the motor, the screw sleeve drives the screw rod to move axially, and the screw rod drives the brake pad to move relative to the brake disc to achieve braking and release the brake. When the motor or the structure that transmits the motor to the brake pad fails, the cable can be pulled to connect the energy storage chamber to the main air pipe, and the screw rod and piston rod can be separated by air pressure, driving the piston to move toward the brake disc so that the brake pad is pressed against the brake disc to achieve emergency braking. This design has high safety and simple structure, does not require additional hydraulic systems, compressed air systems, etc., and has low cost. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] 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 center plane where the axis of the screw sleeve 410 is located; Figure 4 yes Figure 3 Enlarged view of point A in the middle; Figure 5 It is a schematic diagram of the structure of two brake parts 200; Figure 6-Figure 9 It is a partial structural schematic diagram of two brake parts 200; Figure 10-11 is a schematic diagram of a portion of the internal structure of the brake portion 200; Figure 12-14 It is a schematic diagram of the structure of the motor 720 and the harmonic reducer 730; Fig.15 is a cross-sectional view of the accumulator 800 located at two mutually perpendicular center planes where its axis is located; Figure 16-Figure 17 It is a schematic diagram of the structure of the pull rod 880, the sealing ring 870, the first ring 821, and the second ring 822; Fig.18 It is a schematic diagram of the structure of the brake pad 620, the brake seat 610, the pressure sensor 710, the piston cylinder 630, the screw sleeve 410, and the screw rod 420; Fig.19 It is a schematic diagram of the structure of the pressure sensor 710, the piston cylinder 630, the screw sleeve 410, the screw rod 420, and the connecting sleeve 430; Fig. 20 It is a cross-sectional view of the piston cylinder 630, the screw sleeve 410, the screw rod 420, and the connecting sleeve 430 located at two mutually perpendicular center planes where the axis of the screw rod 420 is located. DETAILED DESCRIPTION

[0018] 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.

[0019] See also Figure 1-Figure 9 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.

[0020] See also Figure 1-Figure 20 The brake part 200 includes a first brake housing 210, a second brake housing 220, a third brake housing 230, a fourth brake housing 240, and a mounting seat 250. The first brake housing 210, the second brake housing 220, the third brake housing 230, and the mounting seat 250 are all mounted on the fourth brake housing 240. The fourth brake housing 240 is also mounted with a first partition 241 and a second partition 242. A wiring cavity 201 is formed between the first brake housing 210 and the second brake housing 220. The wiring cavity 201 is used to arrange the pipelines between the two brake parts 200. The first brake housings 210 of the two brake parts 200 are assembled and fixed by bolts, or the first brake housings 210 of the two brake parts 200 are assembled and fixed on the frame by bolts.

[0021] The mounting seat 250 is provided with a slide groove 251, and a brake seat 610 and a brake pad 620 are mounted in the slide groove 251 in a slidable manner. The brake pad 620 can be pressed against the brake disc 100 to achieve braking of the brake disc 100, thereby achieving braking of the corresponding wheel hub and tire. The brake pad 620 is fixedly mounted on the brake seat 610, and the specific mounting method can adopt the mounting structure of the existing automobile brake seat and brake pad.

[0022] The end face of the brake seat 610 away from the brake pad 620 is assembled and fixed to the housing of the pressure sensor 710, and the input shaft of the pressure sensor 710 is assembled and fixed to the flange 441. The flange 441 is fixed on one end of the piston shaft 440. The other end of the piston shaft 440 passes through the piston cylinder 630 and is assembled and fixed to the connecting sleeve 430. The interior of the piston cylinder 630 is a hollow piston cavity 631, and a mounting plate 632 is provided on the outer wall. The mounting plate 632 is installed and fixed on the mounting seat 250. Cylinder covers 640 are respectively installed and fixed at both ends of the piston cylinder 630. An insert part 641 is provided on the cylinder cover 640. The insert part 641 is inserted into the piston cavity 631 and sealed therewith.

[0023] The portion of the piston shaft 440 located in the piston cavity 631 is assembled and fixed with the piston 660. The piston 660 and the piston cavity 631 are engaged, slidably and sealed. The portion of the piston shaft 440 located between the piston 660 and the cylinder cover 640 on the side close to the pressure sensor 710 is provided with a piston spring 650. The piston spring 650 applies an elastic force to the piston 660 to move away from the pressure sensor, so that when the brake is not applied, the piston 660 is in close contact with the cylinder cover 640 on the side away from the pressure sensor 710 ( Fig. 20 state); when braking, the piston shaft 440 drives the piston 660 to squeeze the piston spring 650 and move to the side of the pressure sensor, thereby pushing the brake pad 620 and the brake disc 100 to press the brake. In this process, the pressure sensor can detect the braking force and feedback to the main control chip. The main control chip can control the forward and reverse rotation of the motor according to the set braking force to adjust the braking force, thereby realizing adjustable braking force. In this embodiment, the main control chip is used to send and receive parsed control instructions, and perform program operation and parameter calculation. MCU, CPU, PLC, ECU, etc. can be selected. The specific control method can directly adopt the existing motor control technology.

[0024] The connecting sleeve 430 is provided with a connecting hole 431 and a mounting groove 432. The connecting hole 431 is plugged and assembled with one end of the screw rod 420. The end of the screw rod 420 inserted into the connecting hole 431 is provided with an annular groove 421 and a screw rod inclined surface 422. The annular groove 421 is engaged and assembled with a clamping block 451, so that the screw rod 420 cannot move axially or rotate circumferentially relative to the connecting sleeve 430. In some embodiments, the annular groove may not be provided but may be provided as a clamping groove engaged with the clamping block, so that the screw rod 420 can be further prevented from rotating. In this embodiment, the clamping block is pressed against the side wall of the annular groove, and the screw rod cannot rotate through friction.

[0025] The clamping block 451 is arranged on the clamping rod 450, and the clamping rod 450 is hinged to the connecting sleeve 430 through the clamping rod shaft 452. The clamping rod 450 is also pressed against one end of the spring sheet 530, and the other end of the spring sheet 530 is fixed on the connecting sleeve 430. The spring sheet 530 is elastic, thereby applying a thrust to the clamping rod 450 to rotate toward the connecting hole 431, so that the clamping block remains clamped in the annular groove.

[0026] The piston chamber 631 is located at the two insertion parts 641 and is also connected to one end of the exhaust pipe 672 and the intake pipe 671 respectively. The other end of the exhaust pipe 672 is connected to the atmosphere, and the other end of the intake pipe 671 is connected to the main air pipe 910. The main air pipe 910 is connected to the accumulator 800, so that the compressed air flow in the accumulator 800 can be introduced into the intake pipe 671.

[0027] The connecting seat 430 is also provided with a top opening hole 433, in which a top rod 540 and a top rod airbag 550 are installed; there are two clamping rods 450, and the two clamping rods 450 are respectively pressed against one end of the top rod 540, and the other ends of the two top rods 540 are respectively pressed against or assembled and fixed against the two ends of the top rod airbag 550. When there is only one clamping rod 450, one end of the top rod 540 is pressed against the clamping rod 450, and the other end is pressed against or assembled and fixed against one end of the top rod airbag 550, and the other end of the top rod airbag 550 is assembled and fixed against the top opening hole 433. The top rod airbag 550 has telescopic elasticity.

[0028] The push rod airbag 550 is internally installed with an airbag spring 520, and the two ends of the airbag spring 520 are respectively assembled and fixed to the two ends of the push rod airbag 550, so that in the initial state, the airbag spring 520 pulls the push rod airbag 550 to keep the shortest in the axial direction through its own elastic force. The interior of the push rod airbag 550 is also connected to one end of the airbag tube 673, and the other end of the airbag tube 673 is connected to the side tube 920, and the side tube 920 is connected to the main air pipe 910. When in use, the main air pipe 910 is connected to the compressed air flow, and the air flow will enter the intake pipe 671 and the side pipe 920 at the same time, and then enter the piston chamber 631 and the push rod airbag 550 respectively to form air pressure, and the air pressure drives the push rod airbag 550 to expand, thereby pushing the corresponding push rod 540 to extend and thus push open the clamping rod 450, and the push rod drives the clamping rod 450 to rotate around the clamping rod shaft 452 to overcome the elastic force of the spring 530 and rotate until the clamping block 451 exits the annular groove 421. At this time, the air pressure in the piston chamber 631 pushes the piston 660 to squeeze or the piston spring 650 to move toward the brake disc 100 until the brake pad and the brake disc 100 are pressed tightly together to brake. This is an emergency braking mechanism, which is used for emergency braking when the motor or the structure that drives the brake pad to move fails. During the subsequent maintenance process, the air pressure in the piston chamber 631 and the push rod airbag 550 can be discharged by connecting the air intake pipe 671 and the side pipe 920 to the atmosphere. The piston spring and the airbag spring will drive the piston and the push rod airbag to reset, and the spring will drive the block 451 to reset. Then the connecting sleeve 430 is moved toward the screw 420. The screw is guided by the inclined surface 422 of the screw to squeeze the block 451 and then installed into the connecting hole until the block and the ring groove are restored.

[0029] The screw rod 420 is inserted into the screw sleeve 410 and assembled with the screw sleeve 410 by screw thread, and the screw sleeve 410 is installed on the first partition plate 241 and the second partition plate 242 so as to be rotatable in the circumference and immovable in the axial direction. Specifically, a groove is provided on the screw sleeve 410, and the first shaft clamp 511 and the second shaft clamp 512 are respectively clamped in the groove so that the screw sleeve 410 cannot move axially, and the screw sleeve can be assembled with the first partition plate 241 and the second partition plate 242 in the circumference through the bearing.

[0030] The first gear 310 is fixedly mounted on the screw sleeve 410, and the first gear 310 is meshed with the second gear 320 for transmission. The second gear 320 is fixedly mounted on the gear shaft 321, and the gear shaft 321 is respectively assembled with the first partition plate 241 and the second partition plate 242 for circumferential rotation, and the second bevel gear 332 is also mounted on the gear shaft 321, and the second bevel gear 332 is meshed with the first bevel gear 331 for transmission, and the first bevel gear 331 is fixedly mounted on the output shaft 733, and the output shaft 733 is installed in the harmonic reducer 730, and the harmonic reducer 730 is used to reduce the speed of the motor 720, and then output the power through the output shaft. Specifically, the output shaft 733 is installed on the flexible wheel 732, the flexible wheel 732 is installed in the rigid wheel 731, the flexible wheel 732 is installed on the harmonic generator, the harmonic generator is installed on the motor shaft, and the motor shaft is installed in the motor 720. When in use, the motor drives the harmonic generator to rotate, thereby driving the flexible wheel 732, and the flexible wheel 732 cooperates with the rigid wheel 731 to achieve harmonic deceleration, and finally outputs the power to the output shaft 733. Of course, this is only a structure provided by this embodiment. In actual use, the existing harmonic reducer can be directly used, or a reducer with a deceleration function can be used. In theory, as long as the motor power can be decelerated and then output, it can be used. The harmonic reducer 730 is installed on the motor 720, and the motor 720 or / and the harmonic reducer 730 are installed and fixed on the fourth brake housing 240.

[0031] The harmonic reducer has the characteristics of large transmission ratio, large bearing capacity, high transmission accuracy, smooth transmission, high efficiency, compact structure and strong adaptability. It is very suitable for installation in the fourth brake housing with compact space.

[0032] When the brake is not applied, the brake pad 620 does not contact the brake disc 100, and the piston is in close contact with the cylinder head 640 farthest from the pressure sensor ( Fig. 20 When braking is required, the motor 720 is started, and the power is decelerated by the harmonic reducer 730 and then outputted through the output shaft 730. The output shaft 730 drives the gear shaft 321 to rotate through the first bevel gear 331 and the second bevel gear 332. The gear shaft 321 drives the first gear 310 to rotate through the second gear 320. The first gear 310 drives the screw sleeve 410 to rotate. The screw sleeve 410 drives the screw rod 420 to move axially through the thread, thereby squeezing the piston spring 650 to drive the brake pad 620 to move toward the brake disc 100 until it is pressed against the brake disc 100 to achieve braking ( Figure 3 state).

[0033] See also Figure 6-Figure 11 , Figure 15-17The accumulator 800 includes an outer shell 810, an inner plug 820, an air supply plug 830, and an end plug 840. The interior of the outer shell 810 is a hollow energy storage chamber 811. The two ends of the energy storage chamber 811 are respectively closed by the inner plug 820 and the end plug 840. The inner plug 820 and the end plug 840 are both installed and fixed on the outer shell 810 and sealed with the outer shell 810.

[0034] The air supply plug 830 is installed on the inner plug 820, and the air supply plug 830 and the inner plug 820 are respectively provided with an air supply plug hole 831 and an inner plug hole 823, and the air supply plug hole 831 and the inner plug hole 823 are sealed and connected. The energy storage chamber 811 is installed with an energy storage spring 801 and an energy storage airbag 860, and the interior of the energy storage airbag 860 is a hollow airbag cavity 861, and the energy storage airbag 860 is fixedly assembled with the inner plug 820, and the airbag cavity 861 is sealed and connected with the inner plug hole 823. The energy storage airbag 860 is elastic, and the airbag cavity 861 is filled with pressurized gas. The end of the energy storage airbag 860 away from the inner plug hole 823 is pressed against the pressure plug 850. The energy storage cavity 811 is located between the pressure plug 850 and the end plug 840. An energy storage spring 801 is installed on the part. The energy storage spring 801 applies elastic force to the pressure plug 850 to press the energy storage airbag 860, so that the air pressure in the energy storage airbag 860 is always within a preset air pressure range.

[0035] The air supply plug hole 831 is also connected to one end of the exhaust pipe 804 , and the exhaust pipe 804 is connected to the main air pipe 910 , so that the pressurized air flow in the energy storage chamber 861 can be input into the main air pipe 910 .

[0036] The first sleeve 821 and the second sleeve 822 are fixedly installed in the inner plug hole 823, and a sealing ring 870 is installed between the first sleeve 821 and the second sleeve 822. The sealing gasket 803 is installed on the first sleeve 821, and the outer walls of the first sleeve 821 and the sealing gasket 803 are provided with sleeve grooves 8211 and sealing gasket grooves 8031, and the sleeve grooves 8211 and sealing gasket grooves 8031 ​​connect the inner plug hole 823 on both sides of the first sleeve 821 and the sealing gasket 803. The sealing ring 870 is provided with a through sealing ring hole 871, and the second sleeve 822 is provided with a through sleeve hole 8221. The sealing ring 870 is fixedly installed at one end of the pull rod 880, and the other end of the pull rod 880 passes through the second sleeve 822, the sealing spring 802, and the air supply plug 830, and then is assembled and fixed with one end of the cable 890. The two ends of the sealing spring 802 are respectively pressed against the second sleeve ring 822 and the sealing ring 870 to apply elastic force to the sealing ring 870 to press and seal the sealing gasket 803. At this time, the sealing ring hole 871 is pressed against the end surface of the sealing gasket 803, thereby achieving sealing of the sealing ring 870.

[0037] The cable 890 is connected to the driving cabin after passing the guide wheel 891. The guide wheel 891 is rotatably mounted in the fourth brake housing 240 through the guide wheel shaft. In some embodiments, an emergency brake button can be set in the cockpit. Once the electronic brake fails, the button can be pulled. The button pulls the cable 890, and the cable pulls the pull shaft 880 to overcome the elastic force of the sealing spring 802 and move away from the energy storage airbag 860, thereby driving the sealing ring 870 to move synchronously until the sealing ring 870 is separated from the sealing gasket 803. At this time, the airflow in the energy storage chamber 861 passes through the collar groove 8211, the sealing gasket groove 8031, the sealing ring hole 871, and the collar hole 8221, and then enters the air supply plug hole 831, and then enters the main air pipe 910 to drive the piston to move to achieve emergency braking. Of course, the energy storage chamber can also be filled with hydraulic oil, so that the piston is driven to move by the hydraulic oil to achieve braking.

[0038] The biggest advantage of this design is that it does not require additional air pumps and hydraulic oil pumps, but only uses accumulators to store energy, and the overall structure is simple and the cost is low. When emergency braking is required, it is only necessary to pull the cable 890 to output the gas or hydraulic oil in the energy storage chamber to the main air pipe 910, which is also very convenient to use.

[0039] The operation process of this embodiment is roughly as follows: S1. See Fig. 20 , Figure 3 When the brake is not applied, the brake pad 620 is away from the brake disc 100, and the piston 660 is pressed against the cylinder cover 640 on the side farthest from the pressure sensor 710.

[0040] S2, see see Fig. 20 , Figure 3 , Fig.10 When braking is needed, the motor 720 is started, and the gear shaft 321 is driven to rotate through the output shaft 733. The gear shaft 321 drives the screw sleeve 410 to rotate, and the screw sleeve drives the screw 420 to move axially, so as to drive the brake pad to move toward the brake disc, and finally the brake pad and the brake disc are gradually pressed against each other. The pressure sensor detects the braking force and can accurately control the braking force through the motor. 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 braking is completed, the motor reverses to drive the two brake pads to move away from the brake disc and reset.

[0041] S3. When the motor or the structure driving the brake pad to move fails, the cable 890 can be pulled, and the cable drives the sealing ring 870 to move, so that the energy storage chamber 861 is connected to the air supply plug hole 831, and the pressurized airflow enters the main air pipe 910, and then enters the side pipe 920 (air bag tube 673) and the piston chamber 631 respectively. After the air pressure enters the push rod air bag 550, it drives the push rod air bag 550 to extend axially, thereby driving the clamping rod 450 to rotate through the push rod 540 so that the clamping block 451 exits the ring groove 421. At this time, the air pressure in the piston chamber pushes the piston to squeeze the piston spring to move, thereby driving the brake pad to move toward the brake disc until the brake pad is pressed against the brake disc to complete the emergency braking. After the braking is completed, the two ends of the main air pipe, the piston chamber, and the push rod air bag are all in a sealed state, so the air pressure can be maintained for a period of time to ensure that it can be maintained until the subsequent maintenance. After the maintenance is completed, it is only necessary to connect the piston chamber and the air bag tube 673 to the atmosphere to discharge the pressurized gas in the push rod air bag and the piston chamber. In this embodiment, it is possible to consider connecting a reversing valve in series on the main air pipe 910. In the initial state, the reversing valve connects the main air pipe 910. When the pressurized gas in the push rod airbag and the piston chamber needs to be discharged, the main air pipe 910 connected to the pressurized gas in the push rod airbag and the piston chamber is connected to the atmosphere.

[0042] 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.

[0043] 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 hydraulic systems or air pressure systems, has a relatively simple structure, is relatively low in cost, and has high braking accuracy, making it 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.

[0044] 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 motor to the screw sleeve, and the thread parameters of the screw sleeve and the screw. 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 pad and the need for replacement during use.

[0045] In this embodiment, the motor can be a servo motor with a brake function. In the handbrake mode, the motor starts the brake function, and the two brake pads and the brake disc clamp the brake. In normal use, the brake of the motor is not started, so that flexible and fast braking can be achieved.

[0046] In order to ensure that the screw sleeve effectively drives the screw to move axially, in this embodiment, the piston can be arranged to be assembled with the piston cavity so as not to rotate relative to the piston cavity, thereby avoiding malfunctions caused by the circumferential rotation of the piston shaft and the screw. Specifically, splines and spline grooves can be arranged on the piston cavity and the piston, respectively. The input end of the pressure sensor can also be arranged to be not able to rotate in a circle. Specifically, the input end of the pressure sensor can be matched with the housing of the pressure sensor using splines and spline grooves so that the input end of the pressure sensor cannot rotate in a circle.

[0047] 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.

[0048] 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.

[0049] 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.

[0050] 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.

[0051] 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.

[0052] 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.

[0053] 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 harmonic reducer, characterized in that: It comprises a brake disc and two brake parts, wherein a fourth brake housing, a motor, a harmonic reducer, a screw sleeve, a screw rod, a piston cylinder, a pressure sensor, a brake seat and a brake pad are installed in the brake part, the power output by the motor is input into the harmonic reducer for deceleration and then directly or indirectly drives the screw sleeve to rotate in a circular manner; the screw sleeve is installed on the fourth brake housing so as to be rotatable in a circular manner and not axially movable, one end of the screw rod is installed in the screw sleeve and assembled with the screw sleeve by threaded engagement, the other end of the screw sleeve is directly or indirectly assembled with the piston shaft, the piston shaft passes through the piston cavity of the piston cylinder and is assembled and fixed with the input end of the pressure sensor, the pressure sensor is installed on the brake seat, the brake pad is installed on the brake seat, and the brake pad can be pressed against the brake disc for braking; The piston shaft is provided with a piston on the part located in the piston cavity, the piston is sealed and slidably assembled with the piston cavity, and the piston shaft is provided with a piston spring on the part located between the piston and the end surface of the piston cavity close to the pressure sensor, and the piston spring is used to apply elastic force to the piston to push the screw; The piston cavity is located between the piston and one end of the screw rod and is connected to the accumulator through a main air pipe, and the accumulator is connected and disconnected with the main air pipe through a cable.

2. The electronic brake device according to claim 1, characterized in that: The brake part also includes a first brake housing, a second brake housing, and a third brake housing, and the first brake housing, the second brake housing, and the third brake housing are all installed on a fourth brake housing; a wiring cavity is formed between the first brake housing and the second brake housing, and the wiring cavity is used to arrange pipelines between the two brake parts; the first brake housings of the two brake parts are assembled and fixed by bolts, or the first brake housings of the two brake parts are assembled and fixed on the vehicle frame by bolts.

3. The electronic brake device according to claim 1, characterized in that: The brake part also includes a mounting seat, which is mounted on a fourth brake housing, and a first partition plate and a second partition plate are also mounted on the fourth brake housing; The mounting seat is provided with a slide groove, in which a brake seat and a brake pad are engaged and slidably installed. The end face of the brake seat away from the brake pad is assembled and fixed to the housing of the pressure sensor, and the input shaft of the pressure sensor is assembled and fixed to the flange. The flange is fixed to one end of the piston shaft, and the other end of the piston shaft is assembled and fixed to the connecting sleeve after passing through the piston cylinder. The interior of the piston cylinder is a hollow piston cavity, and a mounting plate is provided on the outer wall, and the mounting plate is fixed to the mounting seat; one end of the threaded sleeve is installed in the connecting sleeve and is assembled with it so as not to rotate relative to the circumference.

4. The electronic brake device according to claim 3, characterized in that: The piston chamber is located at the two insertion parts and is also connected with one end of the exhaust pipe and the intake pipe respectively, the other end of the exhaust pipe is connected with the atmosphere, and the other end of the intake pipe is connected with the main air pipe.

5. The electronic brake device according to claim 3, characterized in that: The connecting sleeve is provided with a connecting hole and a mounting groove, the connecting hole is plugged and assembled with one end of the screw, and an annular groove is provided on the end of the screw inserted into the connecting hole, and the annular groove is engaged with the clamping block so that the screw cannot move axially or rotate circumferentially relative to the connecting sleeve; The clamping block is arranged on the clamping rod, the clamping rod is hinged to the connecting sleeve through the clamping rod shaft, the clamping rod is also pressed tightly against one end of the spring sheet, the other end of the spring sheet is fixed on the connecting sleeve, and the spring sheet is elastic; The connecting seat is also provided with a top opening, in which a push rod and a push rod airbag are installed; one end of the push rod is pressed tightly with the clamping rod, and the other end is pressed tightly or assembled and fixed with one end of the push rod airbag, and the other end of the push rod airbag is assembled and fixed with the top opening or assembled and fixed with the end of another push rod; The interior of the push rod airbag is also communicated with one end of the airbag tube, the other end of the airbag tube is communicated with the side tube, and the side tube is communicated with the main air pipe.

6. The electronic brake device according to claim 5, characterized in that: An airbag spring is installed inside the push rod airbag, and two ends of the airbag spring are respectively assembled and fixed to two ends inside the push rod airbag, and the push rod airbag has telescopic elasticity.

7. The electronic brake device according to claim 3, characterized in that: The screw is installed in the screw sleeve and assembled with it through a thread. The screw sleeve can rotate in a circular manner but cannot be axially moved and is installed on the first partition and the second partition. A first gear is fixed on the screw sleeve, and the first gear is meshed with the second gear for transmission. The second gear is fixed on the gear shaft, and the gear shaft is respectively assembled with the first partition and the second partition so that they can rotate in a circular manner. A second bevel gear is also installed on the gear shaft, and the second bevel gear is meshed with the first bevel gear for transmission. The first bevel gear is fixed on the output shaft, and the output shaft is installed in a harmonic reducer. The harmonic reducer is used to reduce the speed of the motor and then output the power through the output shaft.

8. The electronic brake device according to claim 7, characterized in that: The screw sleeve is provided with a groove, and the first shaft clamp and the second shaft clamp are respectively clamped into the groove so that the screw sleeve cannot move axially, while the screw sleeve can be assembled with the first partition plate and the second partition plate in a circular rotation through the bearing.

9. The electronic brake device according to any one of claims 1 to 8, characterized in that: The accumulator comprises an outer shell, an inner plug, an air supply plug and an end plug. The inner part of the outer shell is a hollow energy storage chamber. The two ends of the energy storage chamber are respectively closed by the inner plug and the end plug. The inner plug and the end plug are both fixed on the outer shell and sealed with the outer shell. The air supply plug is installed on the inner plug, and the air supply plug and the inner plug are respectively provided with an air supply plug hole and an inner plug hole, and the air supply plug hole and the inner plug hole are sealed and connected; an energy storage airbag is installed in the energy storage chamber, the interior of the energy storage airbag is a hollow airbag chamber, and the energy storage airbag is fixedly assembled with the inner plug, and the airbag chamber is sealed and connected with the inner plug hole; the energy storage airbag is elastic, and the airbag chamber is filled with pressurized gas; the air supply plug hole is also connected with one end of the exhaust pipe, and the exhaust pipe is connected with the main air pipe; A first sleeve ring and a second sleeve ring are fixedly installed in the inner plug hole, a sealing ring is installed between the first sleeve ring and the second sleeve ring, a sealing gasket is installed on the first sleeve ring, and sleeve ring grooves and sealing gasket grooves are arranged on the outer walls of the first sleeve ring and the sealing gasket, and the sleeve ring grooves and the sealing gasket grooves connect the inner plug holes on both sides of the first sleeve ring and the sealing gasket; The sealing ring is provided with a through sealing ring hole, the second sleeve ring is provided with a through sleeve ring hole, the sealing ring is installed and fixed on one end of the pull rod, the other end of the pull rod passes through the second sleeve ring, the sleeve sealing spring, and the air supply plug, and then is assembled and fixed with one end of the cable; the other end of the cable passes around the guide wheel and then is connected to the driving cabin, and the guide wheel is rotatably installed in the fourth brake housing through the guide wheel shaft; The two ends of the sealing spring are respectively pressed against the second sleeve ring and the sealing ring to apply elastic force to the sealing ring to press the sealing gasket for sealing. At this time, the sealing ring hole is pressed against the end surface of the sealing gasket to achieve sealing of the sealing ring.

10. The electronic brake device according to claim 9, characterized in that: An energy storage spring and a pressure plug are also installed in the energy storage chamber. The end of the energy storage airbag away from the inner plug hole is pressed against the pressure plug. An energy storage spring is installed on the part of the energy storage chamber located between the pressure plug and the end plug. The energy storage spring applies elastic force to the pressure plug to press the energy storage airbag.

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