Mechanical execution device

Abstract

A mechanical execution device comprises a self-locking mechanism assembly (1), the self-locking mechanism assembly (1) is configured to be connected with a power mechanism assembly (2), and the self-locking mechanism assembly (1) is used for controlling braking power transmission of the power mechanism assembly (2); the self-locking mechanism assembly (1) comprises an electromagnetic valve (11), a lever (12) and a ratchet wheel (13), the electromagnetic valve (11) is used for controlling rotation of the ratchet wheel (13) through the lever (12), and the self-locking mechanism assembly (1) is simple in structure and low in manufacturing cost.

Description

Mechanical actuators Technical Field

[0001] Embodiments of the present application relate to the field of vehicles, and more specifically, to a mechanical actuator. Background Art

[0002] A vehicle's braking system applies a certain degree of forced braking to the vehicle's wheels by applying a certain amount of braking force. The braking system's function is to decelerate or even stop a moving vehicle as directed by the driver or controller, to stabilize a stopped vehicle under various road conditions (for example, on a slope), or to maintain a steady speed when traveling downhill.

[0003] The main types of braking systems currently used in passenger cars include electro-hydraulic brakes (EHB), electro-mechanical brakes (EMB), and hybrid EHB and EMB brake systems. In the EHB system, four-wheel braking is achieved primarily through hydraulic pressure between the brake pedal and the actuator. In the EMB system, four-wheel braking is achieved entirely through electronic signal transmission between the brake pedal and the actuator. In the hybrid EHB and EMB brake system, the front wheels are braked hydraulically, while the rear wheels are braked via electrical signals transmitted to the actuator.

[0004] Currently, mechanical actuators for EMBs, especially disc brakes, have the disadvantages of complex self-locking structures and high costs.

[0005] Therefore, how to reduce the complexity and cost of the self-locking structure of the EMB mechanical brake is an urgent problem to be solved.

[0006] Summary of the Invention

[0007] The embodiment of the present application provides a mechanical actuator, which has a simple structure, low manufacturing cost and is easy to implement.

[0008] In the first aspect, a mechanical actuator is provided, which includes: a self-locking mechanism assembly 1, wherein the self-locking mechanism assembly 1 is configured to be connected to the power mechanism assembly 2, and the self-locking mechanism assembly 1 is used to control the braking power transmission of the power mechanism assembly 2; the self-locking mechanism assembly 1 includes a solenoid valve 11, a lever 12 and a ratchet 13; the solenoid valve 11 is used to control the rotation of the ratchet 13 through the lever 12.

[0009] In this application, the self-locking mechanism assembly formed by the solenoid valve, lever, and ratchet allows the solenoid valve to precisely control the self-locking function. Furthermore, the ratchet is cleverly used as one end of the lever, effectively reducing the force required to disengage the ratchet from the ratchet groove. This allows the solenoid valve to use a smaller current to drive the first mechanical lever to extend. Furthermore, the self-locking mechanism assembly in this embodiment of the application is simple in structure and low in manufacturing cost.

[0010] In combination with the first aspect, in some implementations of the first aspect, the first connecting portion 121 of the lever 12 is configured to be connected to the first mechanical lever 111 of the solenoid valve 11 , and the pawl 122 of the lever 12 is configured to be engaged with the ratchet 13 .

[0011] In combination with the first aspect, in certain implementations of the first aspect, the mechanical actuator further includes a pressure-building mechanism assembly 4, which includes an anti-rollover mechanism assembly 41 and a piston assembly 42, wherein the piston assembly 42 includes a piston 421, a ball screw nut 422 and a ball screw 423, wherein the ball screw nut 422 is nested on the ball screw 423, and the anti-rollover mechanism assembly 41 is used to make the ball screw nut 422 move linearly in the piston 421 along a first direction, and the first direction is parallel to the central axis of the ball screw 423.

[0012] In the present application, the anti-flip pin in the anti-flip mechanism assembly in the pressure building mechanism assembly effectively ensures that the ball screw nut in the piston assembly moves back and forth in a direction parallel to the anti-flip pin, while having a simple structure and lower cost.

[0013] In combination with the first aspect, in certain implementations of the first aspect, the mechanical actuator further includes a caliper assembly 3, the pressure-building mechanism assembly 4 is configured to be connected to the caliper assembly 3, and the pressure-building mechanism assembly 4 is used to apply or release the braking force to the caliper assembly 3.

[0014] In combination with the first aspect, in certain implementations of the first aspect, the anti-flip mechanism assembly 41 includes an anti-flip pin 411 and an anti-flip pin positioning member, the anti-flip pin 411 is used to connect the caliper assembly 3 and the piston assembly 4, and the anti-flip pin positioning member is used to position and fix the anti-flip pin 411.

[0015] In combination with the first aspect, in certain implementations of the first aspect, the anti-flip pin locating member is an anti-flip pin locating ring 412, the caliper assembly 3 includes a caliper housing 32, the anti-flip pin locating ring 412 is provided with a positioning groove 4121, the piston 421 is provided with a first mating groove 4212, and the ball screw nut 422 is provided with a second mating groove 4222, wherein the first end 4111 of the anti-flip pin 411 is inserted into the caliper housing 32, and the second end 4112 of the anti-flip pin 411 passes through the positioning groove 4121, the first mating groove 4212 and the second mating groove 4222.

[0016] In combination with the first aspect, in certain implementations of the first aspect, when the ball screw nut moves to a maximum stroke, the first end 4221 of the ball screw nut 422 presses against the inner wall surface of the piston 421 .

[0017] In the present application, when the ball screw nut moves to the maximum stroke, the ball screw nut in the piston assembly is configured to be in direct contact with the piston, which effectively transmits the braking power to the piston while having a simpler structure and lower cost.

[0018] In combination with the first aspect, in certain implementations of the first aspect, the first end of the ball screw nut 422 has a chamfer, which forms a first contact surface 4221 of the first end, and the inner wall surface of the piston 421 is a second contact surface 4211. When the ball screw nut moves to the maximum stroke, the first contact surface 4221 is configured to be in direct contact and connection with the second contact surface 4211, and the first contact surface 4221 and the second contact surface 4211 are parallel.

[0019] In combination with the first aspect, in some implementations of the first aspect, an exhaust groove is provided between the first contact surface 4221 and the second contact surface 4211 .

[0020] In the present application, when the ball screw nut moves to the maximum stroke, there is an exhaust groove between the contact surface of the ball screw nut and the piston in the piston assembly, which can facilitate the discharge of air. During the pressure building process, it is beneficial for the brake caliper to clamp the brake disc. During the decompression process, the exhaust groove can prevent the contact surface from forming a vacuum, causing excessive separation force, thereby facilitating the brake caliper to loosen the brake disc.

[0021] In combination with the first aspect, in certain implementations of the first aspect, the power mechanism assembly 2 includes a transmission mechanism assembly 21, and the transmission mechanism assembly 21 includes a connecting shaft 212, wherein the self-locking mechanism assembly 1 and the power mechanism assembly 2 are fixedly connected via the connecting shaft 212 and the center of the ratchet 13.

[0022] In combination with the first aspect, in certain implementations of the first aspect, the power mechanism assembly 2 is configured to be connected in parallel with the pressure building mechanism assembly 4 , and the power mechanism assembly 2 is used to transmit the braking power to the pressure building mechanism assembly 4 .

[0023] In combination with the first aspect, in certain implementations of the first aspect, the power mechanism assembly 2 includes a transmission mechanism assembly 21, the transmission mechanism assembly 21 includes a connecting shaft 212, and the pressure building mechanism assembly 4 includes a ball screw 423, wherein the ball screw 423 is connected to the transmission mechanism assembly 21, and the connecting shaft 212 and the ball screw 423 are arranged in parallel.

[0024] In this application, the pressure-building motor and the pressure-building mechanism assembly are arranged in parallel through the transmission mechanism assembly, with a small axial size, which is more conducive to the layout in the vehicle and saves space. In addition, the gear-driven transmission mechanism assembly plays the role of deceleration and torque increase.

[0025] In combination with the first aspect, in certain implementations of the first aspect, the transmission mechanism assembly 21 also includes a first gear 211, a second gear 213, a planetary plate 214, a planetary gear 215, a ring gear 216, a third gear 217 and a pressure building motor 2, wherein the ring gear 216, the planetary gear 215, the planetary plate 214, and the second gear 213 are sequentially nested on the pressure building motor 22 through the connecting shaft 212; the second gear 213 is configured to be meshed and connected in parallel with the first gear 211, and the first gear 211 is configured to be meshed and connected in parallel with the third gear 217, and the central axes of the second gear 213, the first gear 211 and the third gear 217 are parallel to each other; the power mechanism assembly 2 and the pressure building mechanism assembly 4 are connected to the ball screw 423 through the third gear 217.

[0026] In a second aspect, a mechanical actuator is provided, comprising: a pressure-building mechanism assembly 4, wherein the pressure-building mechanism assembly (4) comprises an anti-flip mechanism assembly (41) and a piston assembly (42), wherein the piston assembly (42) comprises a piston (421), a ball screw nut (422) and a ball screw (423), wherein the ball screw nut (422) is nested on the ball screw (423), and the anti-flip mechanism assembly (41) is used to make the ball screw nut (422) perform linear motion in the piston (421) along a first direction, wherein the first direction is parallel to the central axis of the ball screw (423).

[0027] In this application, the anti-flip pin in the anti-flip mechanism assembly in the pressure building mechanism assembly effectively ensures that the ball screw nut in the piston assembly moves back and forth in a direction parallel to the anti-flip pin, while having a simple structure and lower cost.

[0028] In combination with the second aspect, in certain implementations of the second aspect, the anti-flip mechanism assembly 41 includes an anti-flip pin 411 and an anti-flip pin positioning member, the anti-flip pin 411 connects the caliper assembly 3 and the piston assembly 4, and the anti-flip pin positioning member is used to position and fix the anti-flip pin 411.

[0029] In combination with the second aspect, in certain implementations of the second aspect, the anti-flip pin locating member is an anti-flip pin locating ring 412, the caliper assembly 3 includes a caliper housing 32, the anti-flip pin locating ring 412 is provided with a positioning groove 4121, the piston 421 is provided with a first mating groove 4212, and the ball screw nut 422 is provided with a second mating groove 4222, wherein the first end 4111 of the anti-flip pin 411 is inserted into the caliper housing 32, and the second end 4112 of the anti-flip pin 411 passes through the positioning groove 4121, the first mating groove 4212 and the second mating groove 4222.

[0030] In combination with the second aspect, in certain implementations of the second aspect, the mechanical actuator further includes: a self-locking mechanism assembly 1, a power mechanism assembly 2 and a caliper assembly 3; wherein the self-locking mechanism assembly 1 is configured to be connected to the power mechanism assembly 2, and the self-locking mechanism assembly 1 is used to control the braking power transmission of the power mechanism assembly 2; the power mechanism assembly 2 is configured to be arranged in parallel with the pressure building mechanism assembly 4, and the power mechanism assembly 2 is used to transmit the braking power to the pressure building mechanism assembly 4; the pressure building mechanism assembly 4 is configured to be connected to the caliper assembly 3, and the pressure building mechanism assembly 4 is used to apply or release the braking power to the caliper assembly 3.

[0031] On the third aspect, a mechanical actuator is provided, which includes: a pressure building mechanism assembly 4, the pressure building mechanism assembly 4 includes a piston assembly 42, the piston assembly 42 includes a piston 421, a ball screw nut 422 and a ball screw 423, wherein the ball screw nut 422 is nested on the ball screw 423, and when the ball screw nut moves to the maximum stroke, the first end 4221 of the ball screw nut 422 presses against the inner wall surface of the piston 421.

[0032] In the present application, when the ball screw nut moves to the maximum stroke, the ball screw nut and the piston in the piston assembly are directly contacted and connected, which effectively transmits the braking power to the piston while having a simpler structure and lower cost.

[0033] In combination with the third aspect, in certain implementations of the third aspect, the first end of the ball screw nut 422 has a chamfer, which forms a first contact surface 4221 of the first end, and the inner wall surface of the piston 421 is a second contact surface 4211. When the ball screw nut moves to the maximum stroke, the first contact surface 4221 is configured to be in direct contact and connection with the second contact surface 4211, and the first contact surface 4221 is parallel to the second contact surface 4211.

[0034] In combination with the third aspect, in some implementations of the third aspect, an exhaust groove is provided between the first contact surface 4221 and the second contact surface 4211 .

[0035] In the present application, when the ball screw nut moves to the maximum stroke, there is an exhaust groove between the contact surface of the ball screw nut and the piston in the piston assembly, which can facilitate the discharge of air. During the pressure building process, it is beneficial for the brake caliper to clamp the brake disc. During the decompression process, the exhaust groove can prevent the contact surface from forming a vacuum, causing excessive separation force, which is beneficial for the brake caliper to loosen the brake disc.

[0036] In combination with the third aspect, in certain implementations of the third aspect, the mechanical actuator further includes: a self-locking mechanism assembly 1, a power mechanism assembly 2 and a caliper assembly 3; wherein the self-locking mechanism assembly 1 is configured to be connected to the power mechanism assembly 2, and the self-locking mechanism assembly 1 is used to control the braking power transmission of the power mechanism assembly 2; the power mechanism assembly 2 is configured to be arranged in parallel with the pressure building mechanism assembly 4, and the power mechanism assembly 2 is used to transmit the braking power to the pressure building mechanism assembly 4; the pressure building mechanism assembly 4 is configured to be connected to the caliper assembly 3, and the pressure building mechanism assembly 4 is used to apply or release the braking power to the caliper assembly 3.

[0037] In a fourth aspect, a braking system is provided, which includes an electronic control unit and a mechanical actuator in the first aspect or any possible implementation of the first aspect, or includes an electronic control unit and a mechanical actuator in the second aspect or any possible implementation of the second aspect, or includes an electronic control unit and a mechanical actuator in the third aspect or any possible implementation of the third aspect.

[0038] It should be understood that the mechanical actuator in the present application can be applied to disc brakes, can be applied to pure electro-mechanical braking systems, and can also be applied to the electro-mechanical braking part of EHB and EMB hybrid braking systems.

[0039] In a fifth aspect, a vehicle is provided, comprising the braking system according to the fourth aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] FIG1 is a three-view diagram of a mechanical actuator provided in an embodiment of the present application;

[0041] FIG2 is a plan view of a self-locking mechanism assembly provided in an embodiment of the present application;

[0042] FIG3 is a three-dimensional assembly view of a self-locking mechanism assembly, a power mechanism assembly, and a pressure-building mechanism assembly provided in an embodiment of the present application;

[0043] FIG4 is a cross-sectional view of the bottom view AA in FIG1 provided in an embodiment of the present application;

[0044] FIG5 is a partial exploded schematic diagram of an anti-flip mechanism assembly and a piston assembly provided in an embodiment of the present application;

[0045] FIG6 is another cross-sectional view of the bottom view AA in FIG1 provided in an embodiment of the present application. DETAILED DESCRIPTION

[0046] The embodiments of the present application are described in detail below, and examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present application, and should not be understood as limiting the present application.

[0047] In the description of this application, it should be noted that, unless otherwise specified, "multiple" means more than two; the terms "upper", "lower", "left", "right", "inner", "outer", etc., indicating directions or positional relationships, are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the devices or elements referred to must have a specific direction, be constructed and operate in a specific direction, and therefore cannot be understood as limiting this application. In addition, the terms "first", "second", "third", etc. are used for descriptive purposes only and cannot be understood as indicating or implying relative importance. "Vertical" is not strictly perpendicular, but is within the allowable error range. "Parallel" is not strictly parallel, but is within the allowable error range.

[0048] In the description of this application, it should be noted that, unless otherwise expressly specified or limited, the terms "installed," "connected," and "connected" should be understood in a broad sense. For example, they can refer to fixed connections, detachable connections, or integral connections; they can refer to mechanical connections, electrical connections, or mutual communication; they can refer to direct connections or indirect connections through an intermediate medium; they can refer to internal communication between two components or the interaction between two components. Those skilled in the art will understand the specific meanings of the above terms in this application based on specific circumstances.

[0049] In the description of this application, it should be understood that the terms "front", "rear", "inside", "outside", "lateral", etc. indicate orientations or positional relationships based on the installation, and are only used to facilitate the description of this application and simplify the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on this application.

[0050] In the description of this application, it should be noted that the term "and / or" is merely a description of the association relationship of associated objects, indicating that three relationships may exist. For example, A and / or B can represent three situations: A exists alone, A and B exist at the same time, and B exists alone.

[0051] Unless otherwise defined, all technical and scientific terms used in this application have the same meanings as commonly understood by those skilled in the art to which this application belongs. The terms used in the specification of this application are for the purpose of describing specific embodiments only and are not intended to limit this application. The terms "including" and "having" and any variations thereof in the specification and claims of this application and the above-mentioned drawings are intended to cover non-exclusive inclusions. The terms "first" and "second" in the specification and claims of this application or the above-mentioned drawings are used to distinguish different objects, rather than to describe a specific order or a primary-secondary relationship.

[0052] References to "embodiments" in this application mean that a particular feature, structure, or characteristic described in connection with the embodiment may be included in at least one embodiment of the application. The appearance of this phrase in various places in the specification does not necessarily refer to the same embodiment, nor does it constitute an independent or alternative embodiment that is mutually exclusive of other embodiments. It is understood, both explicitly and implicitly, by those skilled in the art that the embodiments described in this application may be combined with other embodiments.

[0053] After years of development, EHB technology has matured and is widely used in vehicles from major manufacturers. With increasing demands for braking performance, functions such as the anti-lock braking system (ABS), traction control system (TCS), electronic stability program (ESP), and adaptive cruise control (ACC) are gradually being integrated into the braking system, requiring the installation of an increasing number of additional mechanisms in the braking circuit. For EHB systems, the overall braking system structure becomes increasingly complex, increasing the risk of hydraulic circuit leakage. Therefore, EMB, due to its advantages such as simple structure, small size, rapid electrical signal transmission, and ease of implementing functions such as ABS, TCS, ESP, and ACC, has gradually become a trend in the development of braking systems.

[0054] Currently, the EMB system's mechanical structure presents the following issues: First, the spring self-locking mechanism has numerous components and a complex structure, and the self-locking function is achieved through automatic spring adjustment, resulting in low reliability. Second, the motor and power mechanism are arranged in series, which, due to their large axial length, is not conducive to vehicle matching and installation. Third, the parking brake utilizes a self-locking screw nut, resulting in low transmission efficiency. Fourth, although the self-locking mechanism in the EMB system's mechanical actuator is implemented using a solenoid valve and ratchet, achieving this requires other complex mechanical structures and consumes a higher current.

[0055] Therefore, to address the aforementioned issues, the present invention proposes a mechanical actuator. It should be understood that the mechanical actuator in the present invention can be applied to disc brakes in braking systems, to purely electromechanical braking systems, or to the electromechanical braking portion of hybrid EHB and EMB braking systems. The present invention is not limited to this.

[0056] The mechanical execution device according to the embodiment of the present application will be described in detail below with reference to FIG. 1 to FIG. 6 .

[0057] Figure 1 is a three-view diagram of a mechanical actuator provided by an embodiment of the present application. Figure 1 (a) is a left side view of the mechanical actuator, Figure 1 (b) is a front view of the mechanical actuator, and Figure 1 (c) is a bottom view of the mechanical actuator.

[0058] As shown in FIG1(c), the mechanical actuator includes a self-locking mechanism assembly 1, a power mechanism assembly 2, a caliper assembly 3, and a pressure-building mechanism assembly 4. It should be understood that the pressure-building mechanism assembly 4 is not shown in FIG1 because it is not visible in the three views. For details, please refer to FIG4 and the description of the pressure-building mechanism assembly 4 below.

[0059] The self-locking mechanism assembly 1 is configured to be connected to the power mechanism assembly 2 ; the power mechanism assembly 2 is configured to be connected in parallel with the pressure-building mechanism assembly 4 ; and the pressure-building mechanism assembly 4 is configured to be connected to the caliper assembly 3 .

[0060] It should be understood that the self-locking mechanism component 1 is used to control the power transmission of the power mechanism component 2, that is, when parking or driving without braking, the self-locking mechanism component 1 does not activate the self-locking function, that is, the braking power of the power mechanism component 2 is transmitted to the pressure building mechanism component 4; when braking during driving, the self-locking mechanism component 1 activates the self-locking function, that is, the braking power of the power mechanism component 2 cannot be transmitted to the pressure building mechanism component 4.

[0061] It should be understood that the power mechanism assembly 2 is used to transmit braking power to the pressure building mechanism assembly 4 , and the pressure building mechanism assembly 4 is used to apply or release braking power to the caliper assembly 3 .

[0062] FIG2 is a plan view of a self-locking mechanism assembly provided in an embodiment of the present application.

[0063] As shown in FIG2 , the self-locking mechanism assembly 1 includes a solenoid valve 11, a lever 12, and a ratchet 13. The solenoid valve 11 is used to control the rotation of the ratchet 13 through the lever 12. Specifically, the first connecting portion 122 of the lever 12 is configured to be connected to the first mechanical lever 111 of the solenoid valve 11, and the pawl 121 of the lever 12 is configured to be engaged with the ratchet 13.

[0064] Specifically, the first connecting portion 122 of the lever 12 can be configured to be connected to the solenoid valve through a nut and a screw, or through other methods. The embodiment of the present application does not limit the connection method of the first connecting portion 122 of the lever 12.

[0065] As shown in FIG2 , when the vehicle is parked or when there is no service brake, the solenoid valve 11 is not energized, and the first mechanical rod 111 of the solenoid valve 11 is in a retracted state. At this time, the pawl 121 of the lever 12 is in the groove of the ratchet 13, realizing the self-locking function of the braking system.

[0066] During service braking, that is, when braking while the vehicle is in motion, solenoid valve 11 is energized, causing first mechanical rod 111 of solenoid valve 11 to extend in a second direction (direction A shown in FIG. 2 ). Consequently, first connecting portion 122 of lever 12, connected to first mechanical rod 111, moves in the second direction. Simultaneously, under the action of fulcrum 14, pawl 121 of lever 12 moves in a direction opposite to the direction in which first mechanical rod 111 extended, thereby disengaging pawl 121 from the groove of ratchet wheel 13, thereby transmitting braking force to power mechanism assembly 2.

[0067] In the embodiment of the present application, the self-locking mechanism assembly formed by the solenoid valve, lever, and ratchet allows the solenoid valve to precisely control the self-locking function. Furthermore, the ratchet, cleverly used as one end of the lever, effectively reduces the force required to disengage the ratchet from the ratchet groove, thereby allowing the solenoid valve to use a smaller current to drive the first mechanical lever to extend. Furthermore, the self-locking mechanism assembly in the embodiment of the present application is simple in structure and low in manufacturing cost.

[0068] It should be understood that the self-locking mechanism assembly provided in the embodiment of the present application can be used alone in a mechanical actuator to achieve the self-locking function when parking and driving without braking.

[0069] FIG3 is a three-dimensional assembly view of a self-locking mechanism assembly, a power mechanism assembly, and a pressure-building mechanism assembly provided in an embodiment of the present application.

[0070] As shown in Figure 3, the power mechanism assembly 2 includes a transmission mechanism assembly 21, which includes a connecting shaft 212. The pressure-building mechanism assembly 3 includes a ball screw 423. The ball screw 423 is connected to the transmission mechanism assembly 21, and the connecting shaft 212 and the ball screw 423 are arranged in parallel.

[0071] The transmission mechanism assembly can be driven by gears or other transmission methods, which are not limited in the present embodiment. FIG3 is a specific illustration of a form of gear transmission.

[0072] As a possible implementation, the transmission mechanism assembly 21 includes a first gear 211 , a connecting shaft 212 , a second gear 213 , a planetary plate 214 , planetary gears 215 , a ring gear 216 and a third gear 217 .

[0073] The power mechanism assembly 2 also includes a pressure-building motor 22 for generating braking power. The transmission mechanism assembly 21 is connected to the pressure-building motor 22. During the pressure-building process, the transmission mechanism assembly 21 is used to transmit the pressure-building braking power generated by the pressure-building motor 22 to the pressure-building mechanism assembly 4, thereby applying braking force to the brake caliper 31 to clamp the brake disc.

[0074] Specifically, the ring gear 216, planetary gear 215, planetary plate 214 and second gear 213 of the transmission mechanism assembly 21 are nested on the pressure building motor 22 through the connecting shaft 212, and rotate together with the pressure building motor 22 along the third direction, where the third direction is the direction B shown in Figure 3.

[0075] Among them, the second gear 213 and the first gear 211 are configured to be connected to each other in parallel with the third gear 217, and all three are perpendicular to the first direction, and the first direction is parallel to the connecting shaft 212, wherein the first direction is the C direction shown in Figure 3.

[0076] Specifically, the second gear 213 is configured to be meshed and connected in parallel with the first gear 211, and the first gear 211 is configured to be meshed and connected in parallel with the third gear 217. The central axes of the second gear 213, the first gear 211, and the third gear 217 are parallel to each other. When the second gear 213 rotates along with the pressure-building motor 22 in the second direction, the second gear 213 transmits the braking force to the third gear 217 in a direction perpendicular to the first direction, thereby transmitting the braking force to the pressure-building mechanism assembly 4, thereby applying or releasing the braking force to the brake caliper.

[0077] In the embodiment of the present application, the pressure-building motor and the pressure-building mechanism assembly are arranged in parallel through the transmission mechanism assembly, which has a small axial size, is more convenient for in-vehicle layout and saves space. In addition, the gear-driven transmission mechanism assembly plays the role of reducing speed and increasing torque.

[0078] In addition, the power mechanism assembly 2 and the self-locking mechanism assembly 1 are connected via the connecting shaft 212 and the ratchet 13. Specifically, the power mechanism assembly 2 and the self-locking mechanism assembly 1 are fixedly connected via the connecting shaft 212 and the center of the ratchet 13. When the vehicle is braking, the pawl 121 disengages from the groove of the ratchet 13, and the braking power generated by the pressure-building motor 22 can be transmitted to the pressure-building mechanism assembly 4 through the transmission mechanism assembly 21, thereby performing pressure-building braking. When the parking brake is engaged or the vehicle is not braking, the pawl 121 engages in the groove of the ratchet 13, realizing the self-locking function of the self-locking mechanism assembly 1 and not applying braking force to the brake caliper.

[0079] FIG4 is a cross-sectional view of the bottom view AA in FIG1 provided in an embodiment of the present application.

[0080] As shown in Figure 4, the pressure building mechanism assembly 4 includes an anti-rollover mechanism assembly 41 and a piston assembly 42. The piston assembly includes a piston 421, a ball screw nut 422 and a ball screw 423. The anti-rollover mechanism assembly 41 is used to make the ball screw nut 422 in the piston assembly 42 move linearly along a first direction, and the first direction is parallel to the central axis of the ball screw 423.

[0081] The anti-flip mechanism assembly 41 includes an anti-flip pin 411 and an anti-flip pin locating member, such as an anti-flip pin locating ring 412. The anti-flip pin 411 is used to connect the caliper assembly 3 and the piston assembly 4. The anti-flip pin locating ring 412 is used to position and secure the anti-flip pin 411. The specific form of the anti-flip pin locating member is not limited in this embodiment of the present application.

[0082] FIG5 is a partial exploded schematic diagram of an anti-flip mechanism assembly and a piston assembly provided in an embodiment of the present application.

[0083] Specifically, the caliper assembly 3 includes a caliper housing 32, into which the first end 4111 of the anti-flip pin 411 is inserted (as shown in FIG4 ). The anti-flip pin retaining ring 412 is provided with a retaining groove 4121, the piston 421 is provided with a first mating groove 4212, and the ball screw nut 422 is provided with a second mating groove 4222. The second end 4112 of the anti-flip pin 411 extends through the retaining groove 4121, the first mating groove 4212, and the second mating groove 4222 (as shown in FIG5 ).

[0084] It should be understood that the number of anti-flip pins and the corresponding number of matching grooves shown in Figure 5 are for illustrative purposes only and do not limit the number of anti-flip pins in the embodiment of the present application. The embodiment of the present application does not limit the number of anti-flip pins. For example, the number of anti-flip pins in the anti-flip mechanism assembly shown in Figure 5 is 3.

[0085] In an embodiment of the present application, the anti-flip pin in the anti-flip mechanism assembly in the pressure building mechanism assembly effectively ensures that the ball screw nut in the piston assembly moves back and forth in a direction parallel to the anti-flip pin, while having a simple structure and lower cost.

[0086] It should be understood that the anti-flip mechanism assembly provided in the embodiment of the present application can be used alone in a mechanical actuator to achieve the function of constraining the ball screw nut in the piston assembly to perform linear motion in the piston.

[0087] FIG6 is another cross-sectional view of the bottom view AA in FIG1 provided in an embodiment of the present application.

[0088] As shown in FIG6 , the piston assembly 42 includes a piston 421, a ball screw nut 422, and a ball screw 423. The ball screw nut is nested on the ball screw 423 to form an integral unit, and is nested in the inner cavity of the piston 421. When the ball screw nut 422 moves to its maximum stroke, that is, when the ball screw nut 422 rotates toward the piston 421 and reaches the inner wall surface of the piston, the first end of the ball screw nut 422 abuts the inner wall surface of the piston 421. In other words, the first end of the ball screw nut 422 is configured to be in direct contact with the inner wall surface of the piston 421.

[0089] Specifically, the first end of the ball screw nut 422 has a chamfer, and the first contact surface 4221 of the first end formed by the chamfer is parallel to the second contact surface 4211 of the piston 421, and when the ball screw nut 422 moves to the maximum stroke, the first end of the ball screw nut 422 is directly contacted and connected with the second contact surface 4211 of the piston 421 through the first contact surface 4221 (as shown in Figure 6).

[0090] It should be understood that the specific form of the first contact surface of the ball screw nut 422 and the second contact surface of the piston 421 depends on the shape of the inner wall of the piston 421. For example, as shown in Figure 6, there may be other specific forms, which are not limited in this embodiment of the present application.

[0091] The power mechanism assembly 2 and the pressure building mechanism assembly 4 are connected via the third gear 217 and the ball screw 423 of the transmission mechanism assembly 21 .

[0092] During service braking, the pressure-building motor 22 of the power structure assembly 2 generates braking power, which is transmitted to the ball screw 423 through the third gear 217 of the transmission mechanism assembly 21. Under the constraint of the anti-rollover mechanism assembly 41, the ball screw 423 rotates to drive the ball screw nut 422 to move linearly. The ball screw nut 422 directly applies pressure to the piston 421, and the piston 421 applies pressure to the brake caliper 31, causing the brake caliper 31 to clamp the brake disc.

[0093] In an embodiment of the present application, when the ball screw nut moves to the maximum stroke, the ball screw nut in the piston assembly is configured to be in direct contact with the piston, which effectively transmits the braking power to the piston while having a simpler structure and lower cost.

[0094] It should be understood that when the ball screw nut provided in the embodiment of the present application moves to the maximum stroke, the connection method of direct contact between the ball screw nut and the piston can be used alone in a mechanical actuator to achieve the function of effectively transmitting braking power to the piston.

[0095] Optionally, an exhaust groove is provided between the first contact surface 4221 of the first end of the ball screw nut 422 and the second contact surface 4211 of the piston 421, and the exhaust groove is used to exhaust air to avoid excessive separation force caused by the formation of a vacuum surface between the first contact surface 4221 and the second contact surface 4211.

[0096] As a possible implementation, the exhaust groove 4223 may be located on a first contact surface 4221 formed by the chamfer of the first end of the ball screw nut 422 , as shown in FIG6 .

[0097] As a possible implementation manner, the exhaust groove may also be located on the second contact surface 4211 of the piston 421 .

[0098] As a possible implementation manner, the exhaust groove may also be provided on both the first contact surface 4221 formed by the chamfer of the first end of the ball screw nut 422 and the second contact surface 4211 of the piston 421 .

[0099] It should be understood that the embodiments of the present application do not limit the number of exhaust grooves, the specific shape of the exhaust grooves, and the distribution of the exhaust grooves.

[0100] In an embodiment of the present application, when the ball screw nut moves to the maximum stroke, an exhaust groove exists between the contact surfaces of the ball screw nut and the piston in the piston assembly, which can facilitate the discharge of air. During the pressure building process, it is beneficial for the brake caliper to clamp the brake disc. During the pressure reduction process, the exhaust groove can prevent the contact surface from forming a vacuum, causing excessive separation force, which is beneficial for the brake caliper to loosen the brake disc.

[0101] For example, during the pressure building process, the ball screw nut moves to the maximum stroke position, thereby causing the brake caliper to apply braking force to the brake disc through the piston; during the pressure reduction process, the ball screw nut moves away from the inner wall of the piston, thereby causing the brake caliper to release the braking force on the brake disc.

[0102] The braking system includes the above-mentioned mechanical actuator and an electronic control unit (ECU), which is used to control the mechanical actuator of the braking system. The embodiment of the present application does not limit the number of the electronic control units.

[0103] Optionally, the electronic control unit may be another controller, and the mechanical actuator of the brake system may be compatibly controlled through the other controller, that is, the other controller may have a functional module for controlling the mechanical actuator of the brake system.

[0104] The above description is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included in the scope of protection of this application. Therefore, the scope of protection of this application should be based on the scope of protection of the claims.

Claims

1. A mechanical actuator, characterized in that: Includes self-locking mechanism assembly (1): The self-locking mechanism component (1) is configured to be connected to the power mechanism component (2), and the self-locking mechanism component (1) is used to control the braking power transmission of the power mechanism component (2); The self-locking mechanism assembly (1) comprises a solenoid valve (11), a lever (12) and a ratchet (13); The solenoid valve (11) is used to control the rotation of the ratchet (13) through the lever (12).

2. The mechanical actuator according to claim 1, wherein: The first connecting portion (121) of the lever (12) is configured to be connected to the first mechanical lever (111) of the solenoid valve (11), and the pawl (122) of the lever (12) is configured to be engaged with the ratchet (13).

3. The mechanical actuator according to claim 1 or 2, characterized in that: The mechanical actuator further includes a pressure-building mechanism component (4); The pressure building mechanism assembly (4) includes an anti-overturning mechanism assembly (41) and a piston assembly (42), wherein the piston assembly (42) includes a piston (421), a ball screw nut (422) and a ball screw (423). The ball screw nut (422) is nested on the ball screw (423), and the anti-flip mechanism assembly (41) is used to make the ball screw nut (422) move linearly in the piston (421) along a first direction, and the first direction is parallel to the central axis of the ball screw (423).

4. The mechanical actuator according to claim 3, wherein: The mechanical actuator further comprises a caliper assembly (3), the pressure-building mechanism assembly (4) being configured to be connected to the caliper assembly (3), and the pressure-building mechanism assembly (4) being used to apply or release the braking force to the caliper assembly (3).

5. The mechanical actuator according to claim 4, wherein: The anti-turnover mechanism assembly (41) includes an anti-turnover pin (411) and an anti-turnover pin positioning member. The anti-flip pin (411) is used to connect the caliper assembly (3) and the piston assembly (4). The anti-turnover pin positioning member is used to position and fix the anti-turnover pin (411).

6. The mechanical actuator according to claim 5, wherein: The anti-flip pin locating member is an anti-flip pin locating ring (412), the caliper assembly (3) includes a caliper housing (32), the anti-flip pin locating ring (412) is provided with a locating groove (4121), the piston (421) is provided with a first matching groove (4212), and the ball screw nut (422) is provided with a second matching groove (4222). The first end (4111) of the anti-flip pin (411) is inserted into the caliper housing (32), and the second end (4112) of the anti-flip pin (411) passes through the positioning groove (4121), the first mating groove (4212) and the second mating groove (4222).

7. The mechanical actuator according to any one of claims 3 to 6, characterized in that: When the ball screw nut moves to the maximum stroke, the first end (4221) of the ball screw nut (422) presses against the inner wall surface of the piston (421).

8. The mechanical actuator according to claim 7, wherein: The first end of the ball screw nut (422) has a chamfer, the chamfer forms a first contact surface (4221) of the first end, and the inner wall surface of the piston (421) is a second contact surface (4211). When the ball screw nut moves to the maximum stroke, the first contact surface (4221) is configured to be in direct contact with the second contact surface (4211), and the first contact surface (4221) and the second contact surface (4211) are parallel.

9. The mechanical actuator according to claim 8, wherein: An exhaust groove is provided between the first contact surface (4221) and the second contact surface (4211).

10. The mechanical actuator according to any one of claims 1 to 9, characterized in that: The power mechanism assembly (2) includes a transmission mechanism assembly (21), and the transmission mechanism assembly (21) includes a connecting shaft (212). The self-locking mechanism assembly (1) and the power mechanism assembly (2) are fixedly connected via the connecting shaft (212) and the center of the ratchet (13).

11. The mechanical actuator according to any one of claims 3 to 10, characterized in that: The power mechanism component (2) is configured to be arranged and connected in parallel with the pressure building mechanism component (4), and the power mechanism component (2) is used to transmit the braking power to the pressure building mechanism component (4).

12. The mechanical actuator according to claim 11, wherein: The power mechanism assembly (2) includes a transmission mechanism assembly (21), the transmission mechanism assembly (21) includes a connecting shaft (212), and the pressure building mechanism assembly (4) includes a ball screw (423). The ball screw (423) is connected to the transmission mechanism assembly (21), and the connecting shaft (212) and the ball screw (423) are arranged in parallel.

13. The mechanical actuator according to claim 12, wherein: The transmission mechanism assembly (21) further includes a first gear (211), a second gear (213), a planetary disc (214), a planetary gear (215), a ring gear (216), a third gear (217) and a pressure-building motor (2). The ring gear (216), the planetary gear (215), the planetary disc (214), and the second gear (213) are sequentially nested on the pressure-building motor (22) via the connecting shaft (212); The second gear (213) is configured to be meshed and connected in parallel with the first gear (211), the first gear (211) is configured to be meshed and connected in parallel with the third gear (217), and the central axes of the second gear (213), the first gear (211) and the third gear (217) are parallel to each other; The power mechanism assembly (2) and the pressure building mechanism assembly (4) are connected via the third gear (217) and the ball screw (423).

14. A braking system, characterized in that: The braking system comprises the mechanical actuator according to any one of claims 1 to 13 and an electronic control unit, wherein the electronic control unit is used to control the mechanical actuator.

15. A vehicle, characterized in that: The vehicle includes the braking system of claim 14 .

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