Mechanical actuator

Abstract

A mechanical execution device, the 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), the self-locking mechanism assembly (1) is used to control the brake power transmission of the power mechanism assembly (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) by the lever (12), the self-locking mechanism assembly (1) is simple in structure and low in manufacturing cost.

Description

Technical Field

[0001] This application relates to the field of vehicles, and more specifically, to a mechanical actuator. Background Technology

[0002] A vehicle's braking system is a system that applies a certain braking force to the vehicle's wheels, thereby forcibly braking it to a certain extent. The function of the braking system is to force a moving vehicle to decelerate or even stop it according to the driver's or controller's requirements, or to keep a stopped vehicle stable under various road conditions (e.g., on a slope), or to maintain a stable speed for a vehicle traveling downhill.

[0003] Currently, passenger vehicle braking systems mainly include electro-hydraulic brake (EHB), electro-mechanical brake, and hybrid EHB / EMB braking systems. For EHB systems, four-wheel braking is achieved primarily through hydraulic pressure between the brake pedal and actuator. For EMB systems, four-wheel braking is achieved entirely through electronic signal transmission between the brake pedal and actuator. In hybrid EHB / EMB braking systems, the two front wheels can be braked hydraulically, while the two rear wheels can be braked via electrical signals transmitted to the actuators.

[0004] Currently, mechanical actuators for EMB, especially disc brakes, suffer from drawbacks such as complex self-locking structures and high costs.

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

[0006] This application provides a mechanical actuator that has a simple structure, low manufacturing cost, and is easy to implement.

[0007] In a first aspect, a mechanical actuator is provided, comprising: a self-locking mechanism assembly 1, wherein the self-locking mechanism assembly 1 is configured to be connected to a power mechanism assembly 2, the self-locking mechanism assembly 1 being used to control the transmission of braking power of the power mechanism assembly 2; the self-locking mechanism assembly 1 including a solenoid valve 11, a lever 12 and a ratchet 13; the solenoid valve 11 being used to control the rotation of the ratchet 13 via the lever 12.

[0008] In this application, a self-locking mechanism assembly formed by a solenoid valve, lever, and ratchet allows for precise control of the self-locking function. Simultaneously, the clever use of the pawl as one end of the lever effectively reduces the force required for the pawl to disengage from the ratchet groove, thus enabling the solenoid valve to drive the first mechanical rod to extend with a smaller current. Furthermore, the self-locking mechanism assembly in this embodiment has a simple structure and low manufacturing cost.

[0009] In conjunction with the first aspect, in some implementations of the first aspect, the first connecting portion 122 of the lever 12 is configured to be connected to the first mechanical rod 111 of the solenoid valve 11, and the pawl 121 of the lever 12 is configured to be engaged with the ratchet 13.

[0010] In conjunction with the first aspect, in some 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. 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 cause the ball screw nut 422 to move linearly in the piston 421 along a first direction, which is parallel to the central axis of the ball screw 423.

[0011] In this application, the anti-rollover pin in the anti-rollover mechanism of the pressure building mechanism effectively ensures that the ball screw nut in the piston assembly moves back and forth in a direction parallel to the anti-rollover pin, while the structure is simple and the cost is lower.

[0012] In conjunction with the first aspect, in some implementations of the first aspect, the mechanical actuator further includes a caliper assembly 3, with a pressure-building mechanism assembly 4 configured to be connected to the caliper assembly 3, the pressure-building mechanism assembly 4 being used to apply or release the braking force to the caliper assembly 3.

[0013] In conjunction with the first aspect, in some implementations of the first aspect, the anti-rollover mechanism assembly 41 includes an anti-rollover pin 411 and an anti-rollover pin positioning member, the anti-rollover pin 411 being used to connect the caliper assembly 3 and the piston assembly 4, and the anti-rollover pin positioning member being used to position and fix the anti-rollover pin 411.

[0014] In conjunction with the first aspect, in some implementations of the first aspect, the anti-rollover pin positioning element is an anti-rollover pin positioning ring 412, the caliper assembly 3 includes a caliper housing 32, the anti-rollover pin positioning 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-rollover pin 411 is inserted into the caliper housing 32, and the second end 4112 of the anti-rollover pin 411 passes through the positioning groove 4121, the first mating groove 4212, and the second mating groove 4222.

[0015] In conjunction with the first aspect, in some implementations of the first aspect, when the ball screw nut moves to its maximum stroke, the first end 4221 of the ball screw nut 422 abuts against the inner wall surface of the piston 421.

[0016] In this application, when the ball screw nut moves to its maximum stroke, the ball screw nut in the piston assembly is configured to directly contact and connect with the piston, which effectively transmits braking power to the piston while having a simpler structure and lower cost.

[0017] In conjunction with the first aspect, in some implementations of the first aspect, the first end of the ball screw nut 422 has a chamfer, which forms a first contact surface 4221 at 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 its maximum stroke, the first contact surface 4221 is configured to directly contact and connect with the second contact surface 4211, and the first contact surface 4221 and the second contact surface 4211 are parallel.

[0018] In conjunction 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.

[0019] In this application, when the ball screw nut moves to its 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 build-up process, it helps the brake caliper to clamp the brake disc. During the decompression process, the exhaust groove can prevent the contact surface from forming a vacuum, which would cause excessive separation force, thereby helping the brake caliper to release the brake disc.

[0020] In conjunction with the first aspect, in some implementations of the first aspect, the power mechanism assembly 2 includes a transmission mechanism assembly 21, which includes a connecting shaft 212, wherein the self-locking mechanism assembly 1 and the power mechanism assembly 2 are centrally fixedly connected to the ratchet 13 via the connecting shaft 212.

[0021] In conjunction with the first aspect, in some implementations of the first aspect, the power mechanism assembly 2 is configured to be arranged and connected in parallel with the pressure building mechanism assembly 4, the power mechanism assembly 2 being used to transmit the braking power to the pressure building mechanism assembly 4.

[0022] In conjunction with the first aspect, in some 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.

[0023] In this application, the pressure-building motor and the pressure-building mechanism assembly are arranged in parallel through a transmission mechanism assembly, resulting in a small axial dimension, which is more conducive to interior layout and saves space. In addition, the gear-driven transmission mechanism assembly plays a role in reducing speed and increasing torque.

[0024] In conjunction with the first aspect, in some implementations of the first aspect, the transmission mechanism assembly 21 further includes a first gear 211, a second gear 213, a planetary disk 214, a planetary gear 215, a gear ring 216, a third gear 217, and a pressure-building motor 2. The gear ring 216, the planetary gear 215, the planetary disk 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 mesh parallel to the first gear 211, and the first gear 211 is configured to mesh parallel to 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. The power mechanism assembly 2 and the pressure-building mechanism assembly 4 are connected via the third gear 217 and the ball screw 423.

[0025] In a second aspect, a mechanical actuator is provided, comprising: a pressure building mechanism assembly 4, the pressure building mechanism assembly (4) including an anti-rollover mechanism assembly (41) and a piston assembly (42), the piston assembly (42) including 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 cause the ball screw nut (422) to move linearly in the piston (421) along a first direction, the first direction being parallel to the central axis of the ball screw (423).

[0026] In this application, the anti-rollover pin in the anti-rollover mechanism of the pressure building mechanism effectively ensures that the ball screw nut in the piston assembly moves back and forth in a direction parallel to the anti-rollover pin, while the structure is simple and the cost is lower.

[0027] In conjunction with the second aspect, in some implementations of the second aspect, the anti-rollover mechanism assembly 41 includes an anti-rollover pin 411 and an anti-rollover pin positioning member, the anti-rollover pin 411 connecting the caliper assembly 3 and the piston assembly 4, and the anti-rollover pin positioning member being used to position and fix the anti-rollover pin 411.

[0028] In conjunction with the second aspect, in some implementations of the second aspect, the anti-rollover pin positioning component is an anti-rollover pin positioning ring 412, the caliper assembly 3 includes a caliper housing 32, the anti-rollover pin positioning 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-rollover pin 411 is inserted into the caliper housing 32, and the second end 4112 of the anti-rollover pin 411 passes through the positioning groove 4121, the first mating groove 4212, and the second mating groove 4222.

[0029] In conjunction with the second aspect, in some 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 transmission of braking power 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.

[0030] Thirdly, a mechanical actuator is provided, comprising: a pressure building mechanism assembly 4, the pressure building mechanism assembly 4 including a piston assembly 42, the piston assembly 42 including 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 its maximum stroke, the first end 4221 of the ball screw nut 422 abuts against the inner wall surface of the piston 421.

[0031] In this application, when the ball screw nut moves to its maximum stroke, the ball screw nut in the piston assembly and the piston are directly connected in contact. This effectively transmits braking power to the piston while having a simpler structure and lower cost.

[0032] In conjunction with the third aspect, in some implementations of the third aspect, the first end of the ball screw nut 422 has a chamfer, which forms a first contact surface 4221 at 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 its maximum stroke, the first contact surface 4221 is configured to directly contact and connect with the second contact surface 4211, and the first contact surface 4221 and the second contact surface 4211 are parallel.

[0033] In conjunction 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.

[0034] In this application, when the ball screw nut moves to its 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 build-up 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, which would cause excessive separation force and facilitate the brake caliper to release the brake disc.

[0035] In conjunction with the third aspect, in some 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 transmission of braking power 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.

[0036] Fourthly, a braking system is provided, the braking system comprising an electronic control unit and a mechanical actuator in the first aspect or any possible implementation of the first aspect, or comprising an electronic control unit and a mechanical actuator in the second aspect or any possible implementation of the second aspect, or comprising an electronic control unit and a mechanical actuator in the third aspect or any possible implementation of the third aspect.

[0037] It should be understood that the mechanical actuator in this application can be applied to disc brakes, to purely electromechanical braking systems, or to the electromechanical braking portion of a hybrid EHB and EMB braking system.

[0038] Fifthly, a vehicle is provided that includes a braking system as described in the fourth aspect. Attached Figure Description

[0039] Figure 1This is a three-view drawing of a mechanical actuator provided in an embodiment of this application;

[0040] Figure 2 This is a planar schematic diagram of a self-locking mechanism component provided in an embodiment of this application;

[0041] Figure 3 This is an assembly three-dimensional view of a self-locking mechanism assembly, a power mechanism assembly, and a pressure-building mechanism assembly provided in an embodiment of this application;

[0042] Figure 4 An embodiment of this application provides a Figure 1 Cross-sectional view of the mid-bottom view AA;

[0043] Figure 5 This is a partial exploded schematic diagram of an anti-rollover mechanism assembly and a piston assembly provided in an embodiment of this application;

[0044] Figure 6 This is another embodiment provided in this application. Figure 1 Cross-sectional view of top view AA. Detailed Implementation

[0045] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this application, and should not be construed as limiting this application.

[0046] In the description of this application, it should be noted that, unless otherwise stated, "a plurality of" means two or more; the terms "upper," "lower," "left," "right," "inner," and "outer," etc., indicating orientation or positional relationships, are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation on this application. Furthermore, the terms "first," "second," and "third," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance. "Vertical" is not vertical in the strict sense, but within the allowable tolerance range. "Parallel" is not parallel in the strict sense, but within the allowable tolerance range.

[0047] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection, an electrical connection, or a connection that allows communication between them; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication between two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0048] In the description of this application, it should be understood that the terms "front", "rear", "inner", "outer", "lateral", etc., indicate the orientation or positional relationship based on the installation orientation or positional relationship, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0049] In the description of this application, it should be noted that the term "and / or" is merely a description of the relationship between related objects, indicating that there can be three relationships. For example, A and / or B can represent three situations: A exists alone, A and B exist simultaneously, and B exists alone.

[0050] Unless otherwise defined, all technical and scientific terms used in this application have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains; the terminology used in the description of this application is for the purpose of describing particular embodiments only and is not intended to limit the application; the terms "comprising" and "having," and any variations thereof, in the description, claims, and accompanying drawings of this application are intended to cover non-exclusive inclusion. The terms "first," "second," etc., in the description, claims, or accompanying drawings of this application are used to distinguish different objects, not to describe a specific order or hierarchy.

[0051] In this application, the reference to "embodiment" means that a specific feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a mutually exclusive, independent, or alternative embodiment. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described in this application can be combined with other embodiments.

[0052] Currently, EHB (Electronic Braking System) technology has matured significantly after a long period of development and is widely used in vehicles from major manufacturers. With increasingly stringent braking performance requirements, functions such as Anti-lock Braking System (ABS), Traction Control System (TCS), Electronic Stability Program (ESP), and Adaptive Cruise Control (ACC) are gradually being integrated into braking systems, requiring the installation of more and more additional mechanisms in the braking circuit. For EHB systems, the overall braking system structure is becoming increasingly complex, while also increasing the risk of hydraulic circuit leakage. Therefore, EHB (Electronic Braking System) is gradually becoming the development trend of braking systems due to its advantages such as simple structure, small size, rapid electrical signal transmission, and ease of implementing functions like ABS, TCS, ESP, and ACC.

[0053] Currently, the mechanical structure of the EMB system has the following problems: First, the spring self-locking mechanism has many components and a complex structure, and its self-locking function is achieved by automatically adjusting the spring clearance, resulting in low reliability. Second, the series arrangement of the motor and power mechanism, due to its large axial length, is not conducive to vehicle matching and installation. Third, the parking brake uses self-locking screws and nuts, resulting in low transmission efficiency. Fourth, although some EMB systems use solenoid valves and ratchet wheels for self-locking mechanisms, achieving this function currently requires other complex mechanical structures and a larger current.

[0054] Therefore, to solve the above problems, this application proposes a mechanical actuator. It should be understood that the mechanical actuator in this application can be applied to a disc brake in a braking system, to a purely electromechanical braking system, or to the electromechanical braking portion of a hybrid EHB and EMB braking system. This application does not impose any limitations on this.

[0055] The following will combine Figures 1 to 6 This application will specifically describe the mechanical actuators in the embodiments of this application.

[0056] Figure 1 This is a three-view drawing of a mechanical actuator provided in an embodiment of this application. Figure 1 (a) is a left view of the mechanical actuator. Figure 1 (b) is a front view of the mechanical actuator. Figure 1 (c) is a bottom view of the mechanical actuator.

[0057] like Figure 1As shown in (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, due to the pressure-building mechanism assembly 4... Figure 1 It is not visible in the three views, therefore, it is not in Figure 1 As shown in the image, please refer to the details. Figure 4 And the following description of pressure-building mechanism component 4.

[0058] The self-locking mechanism component 1 is configured to be connected to the power mechanism component 2; the power mechanism component 2 is configured to be arranged in parallel with the pressure building mechanism component 4; and the pressure building mechanism component 4 is configured to be connected to the caliper component 3.

[0059] 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 the vehicle is parked or when there is no braking during driving, the self-locking mechanism component 1 does not activate the self-locking function, meaning that the braking power of the power mechanism component 2 is transmitted to the pressure building mechanism component 4. When the vehicle is braking, the self-locking mechanism component 1 activates the self-locking function, meaning that the braking power of the power mechanism component 2 cannot be transmitted to the pressure building mechanism component 4.

[0060] It should be understood that the power mechanism assembly 2 is used to transmit braking power to the pressure building mechanism assembly 4, which is used to apply or release braking power to the caliper assembly 3.

[0061] Figure 2 This is a planar schematic diagram of a self-locking mechanism component provided in an embodiment of this application.

[0062] Among them, such as Figure 2 As shown, 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 via the lever 12. Specifically, the first connecting part 122 of the lever 12 is configured to be connected to the first mechanical rod 111 of the solenoid valve 11, and the pawl 121 of the lever 12 is configured to be engaged with the ratchet 13.

[0063] Specifically, the first connecting part 122 of the lever 12 can be configured to be connected to the solenoid valve via a nut and a screw, or in other ways. The connection method of the first connecting part 122 of the lever 12 is not limited in this application embodiment.

[0064] like Figure 2 As shown, 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 the 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.

[0065] When braking is applied during vehicle operation, the solenoid valve 11 is energized, and the first mechanical rod 111 of the solenoid valve 11 extends in a second direction, wherein the second direction is... Figure 2 In the direction A shown, the first connecting portion 122 of the lever 12, which is connected to the first mechanical rod 111, moves in the second direction. At the same time, under the action of the fulcrum 14, the pawl 121 of the lever 12 moves in the opposite direction to the extension direction of the first mechanical rod 111, thereby disengaging the pawl 121 from the groove of the ratchet 13, thereby transmitting the braking force to the power mechanism assembly 2.

[0066] In this embodiment, the self-locking mechanism assembly formed by the solenoid valve, lever, and ratchet allows for precise control of the self-locking function. Simultaneously, the clever use of the pawl as one end of the lever effectively reduces the force required for the pawl to disengage from the ratchet groove, thus enabling the solenoid valve to drive the first mechanical rod to extend with a smaller current. Furthermore, the self-locking mechanism assembly in this embodiment has a simple structure and low manufacturing cost.

[0067] It should be understood that the self-locking mechanism component provided in the embodiments of this application can be used alone in mechanical actuators to achieve the self-locking function when parking and driving without braking.

[0068] Figure 3 This is an assembly three-dimensional view of a self-locking mechanism assembly, a power mechanism assembly, and a pressure-building mechanism assembly provided in an embodiment of this application.

[0069] like Figure 3 As shown, 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.

[0070] The transmission mechanism assembly can be driven by gears, or other transmission methods, which are not limited in this application embodiment. Figure 3 This is a specific explanation of one form of gear transmission.

[0071] As one possible implementation, the transmission mechanism assembly 21 includes a first gear 211, a connecting shaft 212, a second gear 213, a planetary disk 214, a planetary gear 215, a gear ring 216, and a third gear 217.

[0072] The power mechanism assembly 2 also includes a pressure-building motor 22, which generates braking force. The transmission mechanism assembly 21 is configured to be 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 force 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.

[0073] Specifically, the gear ring 216, planetary gear 215, planetary disk 214, and second gear 213 of the transmission mechanism assembly 21 are nested on the pressure-building motor 22 via a connecting shaft 212, and rotate together with the pressure-building motor 22 along a third direction, wherein the third direction is... Figure 3 The direction shown is B.

[0074] Among them, the second gear 213 and the first gear 211 are arranged and connected to the third gear 217 in parallel. All three are located in a direction perpendicular to a first direction, which is parallel to the connecting shaft 212. Figure 3 The direction C is shown.

[0075] Specifically, the second gear 213 is configured to mesh parallel to the first gear 211, and the first gear 211 is configured to mesh parallel to 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 the second direction with the pressure-building motor 22, the second gear 213 transmits braking force to the third gear 217 in the direction perpendicular to the first direction, thereby transmitting the braking force to the pressure-building mechanism assembly 4, and thus applying or releasing braking force to the brake caliper.

[0076] In this embodiment, the pressure-building motor and the pressure-building mechanism assembly are arranged in parallel via a transmission mechanism assembly, resulting in a small axial dimension, which is more conducive to interior layout and saves space. Additionally, the gear-driven transmission mechanism assembly serves to reduce speed and increase torque.

[0077] In addition, the power mechanism assembly 2 and the self-locking mechanism assembly 1 are connected via a connecting shaft 212 and a ratchet 13. Specifically, the power mechanism assembly 2 and the self-locking mechanism assembly 1 are centrally fixedly connected via the connecting shaft 212 and the ratchet 13. When the vehicle is under braking, the pawl 121 disengages from the groove of the ratchet 13, and the braking force 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 applied or the vehicle is not under 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.

[0078] Figure 4 An embodiment of this application provides a Figure 1 Cross-sectional view of top view AA.

[0079] like Figure 4As shown, 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, which is parallel to the central axis of the ball screw 423.

[0080] The anti-rollover mechanism assembly 41 includes an anti-rollover pin 411 and an anti-rollover pin positioning element, such as an anti-rollover pin positioning ring 412. The anti-rollover pin 411 is used to connect the caliper assembly 3 and the piston assembly 4. The anti-rollover pin positioning ring 412 is used to position and fix the anti-rollover pin 411. This application embodiment does not limit the specific form of the anti-rollover pin positioning element.

[0081] Figure 5 This is a partially exploded schematic diagram of an anti-rollover mechanism assembly and a piston assembly provided in an embodiment of this application.

[0082] Specifically, the caliper assembly 3 includes a caliper housing 32, and the first end 4111 of the anti-rollover pin 411 is inserted into the caliper housing 32 (e.g., Figure 4 (As shown). The anti-rollover pin positioning 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. The second end 4112 of the anti-rollover pin 411 passes through the positioning groove 4121, the first mating groove 4212, and the second mating groove 4222 (as shown). Figure 5 (As shown).

[0083] It should be understood that Figure 5 The number of anti-rollover pins and the corresponding number of mating grooves shown are for illustrative purposes only and do not limit the number of anti-rollover pins in the embodiments of this application. The embodiments of this application do not limit the number of anti-rollover pins. For example, Figure 5 The number of anti-rollover pins in the anti-rollover mechanism assembly shown is 3.

[0084] In this embodiment, the anti-rollover pin in the anti-rollover mechanism of the pressure building mechanism effectively ensures that the ball screw nut in the piston assembly moves back and forth in a direction parallel to the anti-rollover pin, while the structure is simple and the cost is lower.

[0085] It should be understood that the anti-rollover mechanism component provided in the embodiments of this application can be applied independently to a mechanical actuator to achieve the function of constraining the linear motion of the ball screw nut in the piston assembly within the piston.

[0086] Figure 6 This is another embodiment provided in this application. Figure 1 Cross-sectional view of top view AA.

[0087] like Figure 6 As shown, 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 a whole, 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 towards the inner wall surface of the piston 421, the first end of the ball screw nut 422 abuts against the inner wall surface of the piston 421, that is, the first end of the ball screw nut 422 is configured to directly contact and connect with the inner wall surface of the piston 421.

[0088] Specifically, the first end of the ball screw nut 422 has a chamfer, and the first contact surface 4221 of the chamfered first end is parallel to the second contact surface 4211 of the piston 421. Furthermore, when the ball screw nut 422 moves to its maximum stroke, the first end of the ball screw nut 422 is directly connected to the second contact surface 4211 of the piston 421 through the first contact surface 4221 (e.g., ...). Figure 6 (As shown).

[0089] 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 Figure 6 As shown, there may be other specific forms, and the embodiments of this application do not limit this.

[0090] The power mechanism assembly 2 and the pressure building mechanism assembly 4 are connected by the third gear 217 and the ball screw 423 of the transmission mechanism assembly 21.

[0091] During vehicle braking, the pressure-building motor 22 of the power structure component 2 generates braking force, which is transmitted to the ball screw 423 through the third gear 217 of the transmission mechanism component 21. Under the constraint of the anti-rollover mechanism component 41, the ball screw 423 rotates, causing 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.

[0092] In this embodiment, when the ball screw nut moves to its maximum stroke, the ball screw nut in the piston assembly is configured to directly contact and connect with the piston, which effectively transmits braking power to the piston while having a simpler structure and lower cost.

[0093] It should be understood that the connection method provided in this application embodiment, in which the ball screw nut and the piston are directly connected when the ball screw nut moves to its maximum stroke, can be applied alone to mechanical actuators to achieve the function of effectively transmitting braking power to the piston.

[0094] 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. The exhaust groove is used to discharge air and avoid excessive separation force caused by the formation of a vacuum surface between the first contact surface 4221 and the second contact surface 4211.

[0095] As one possible implementation, the venting groove 4223 can be located on the first contact surface 4221 formed by the chamfer at the first end of the ball screw nut 422, such as... Figure 6 As shown.

[0096] As one possible implementation, the exhaust groove can also be located on the second contact surface 4211 of the piston 421.

[0097] As one possible implementation, the exhaust groove can also be on both the first contact surface 4221 formed by the chamfer at the first end of the ball screw nut 422 and the second contact surface 4211 of the piston 421.

[0098] It should be understood that the embodiments of this application do not limit the number of exhaust channels, the specific shape of the exhaust channels, or the distribution of the exhaust channels.

[0099] In this embodiment, when the ball screw nut moves to its maximum stroke, there is an exhaust groove between the contact surface of the ball screw nut and the piston in the piston assembly, which facilitates the discharge of air. During the pressure build-up process, it helps the brake caliper to clamp the brake disc. During the decompression process, the exhaust groove can prevent the contact surface from forming a vacuum, which would cause excessive separation force and help the brake caliper to release the brake disc.

[0100] For example, during the pressure build-up process, the ball screw nut moves to its maximum stroke position, thereby causing the brake caliper to apply braking force to the brake disc via 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.

[0101] The braking system includes the aforementioned mechanical actuators and an electronic control unit (ECU), which controls the mechanical actuators of the braking system. This application does not limit the number of ECUs in its embodiments.

[0102] Optionally, the electronic control unit can be another controller, which can perform compatible control of the mechanical actuators of the braking system. That is, other controllers have functional modules that control the mechanical actuators of the braking system.

[0103] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A mechanical actuator, characterized in that, Includes a self-locking mechanism assembly (1) and a pressure-building mechanism assembly (4): 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) via the lever (12); The pressure building mechanism assembly (4) includes an anti-rollover mechanism assembly (41) and a piston assembly (42). 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-rollover mechanism assembly (41) is used to make the ball screw nut (422) move linearly in the piston (421) along a first direction, which is parallel to the central axis of the ball screw (423). 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).

2. The mechanical actuator as described in claim 1, characterized in that, The first connecting part (122) of the lever (12) is configured to be connected to the first mechanical rod (111) of the solenoid valve (11), and the pawl (121) of the lever (12) is configured to be engaged with the ratchet (13).

3. The mechanical actuator as described in claim 1 or 2, characterized in that, The mechanical actuator further includes a caliper assembly (3), and a pressure-building mechanism assembly (4) is configured to be connected to the caliper assembly (3), the pressure-building mechanism assembly (4) being used to apply or release the braking force to the caliper assembly (3).

4. The mechanical actuator as described in claim 3, characterized in that, The anti-rollover mechanism assembly (41) includes an anti-rollover pin (411) and an anti-rollover pin positioning component. The anti-rollover pin (411) is used to connect the caliper assembly (3) and the piston assembly (4). The anti-rollover pin positioning component is used to position and fix the anti-rollover pin (411).

5. The mechanical actuator as described in claim 4, characterized in that, The anti-rollover pin positioning component is an anti-rollover pin positioning ring (412). The caliper assembly (3) includes a caliper housing (32). The anti-rollover pin positioning ring (412) is provided with a positioning groove (4121). The piston (421) is provided with a first mating groove (4212). The ball screw nut (422) is provided with a second mating groove (4222). The first end (4111) of the anti-rollover pin (411) is inserted into the caliper housing (32), and the second end (4112) of the anti-rollover pin (411) passes through the positioning groove (4121), the first mating groove (4212) and the second mating groove (4222).

6. The mechanical actuator as described in any one of claims 1 to 5, characterized in that, When the ball screw nut moves to its maximum stroke, the first end (4221) of the ball screw nut (422) abuts against the inner wall of the piston (421).

7. The mechanical actuator as described in claim 6, characterized in that, The first end of the ball screw nut (422) has a chamfer, which forms a first contact surface (4221) at 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 its maximum stroke, the first contact surface (4221) is configured to directly contact and connect with the second contact surface (4211), and the first contact surface (4221) and the second contact surface (4211) are parallel.

8. The mechanical actuator as described in claim 7, characterized in that, An exhaust groove is provided between the first contact surface (4221) and the second contact surface (4211).

9. The mechanical actuator according to any one of claims 1 to 8, characterized in that, The power mechanism assembly (2) includes a transmission mechanism assembly (21), which includes a connecting shaft (212). The self-locking mechanism assembly (1) and the power mechanism assembly (2) are fixedly connected at the center of the connecting shaft (212) and the ratchet (13).

10. The mechanical actuator as described in claim 9, characterized in that, 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.

11. The mechanical actuator as claimed in claim 10, characterized in that, The transmission mechanism assembly (21) also includes a first gear (211), a second gear (213), a planetary disk (214), a planetary gear (215), a gear ring (216), a third gear (217), and a pressure-building motor (2). The gear ring (216), the planetary gear (215), the planetary disk (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 mesh with the first gear (211) in parallel, and the first gear (211) is configured to mesh with the third gear (217) in parallel. 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 by the third gear (217) and the ball screw (423).

12. A braking system, characterized in that, The braking system includes a mechanical actuator and an electronic control unit as described in any one of claims 1 to 11, wherein the electronic control unit is used to control the mechanical actuator.

13. A vehicle, characterized in that, The vehicle includes the braking system as described in claim 12.

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