A new energy electronic parking brake

Abstract

The present invention relates to a new energy electronic parking brake, comprising a frame with a positioning tube fixedly connected on the right side, a piston tube fixedly connected on the right side of the positioning tube, and a piston arranged inside the piston tube. The piston moves left and right in a straight line in the piston tube through a driving mechanism arranged on the right side. The movement can change the air pressure value, thereby changing the relative position of the follower block inside the positioning tube. Therefore, the device can make the follower block in close contact with the inner wall of the positioning tube through high pressure, thereby clamping and fixing the vehicle brake disc. In addition, an exhaust hole is provided on the positioning tube, and a driven gear is rotatably connected to the outer side of the positioning tube. The inner side of the driven gear is sealed and connected to the positioning tube through a sealing ring. In conjunction with the notch grooves on the driven gear and the sealing ring that are provided through the left and right sides, the high-pressure gas inside the piston tube can be quickly discharged by changing the relative position between the notch groove and the exhaust hole, thereby releasing the brake on the vehicle brake disc and avoiding the movement of the vehicle during driving.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle braking equipment, and in particular to a new energy electronic parking brake. Background Art

[0002] Compared with traditional fuel vehicles, new energy vehicles tend to pursue luxury in configuration. They are generally equipped with electronic handbrakes and automatic parking functions. This function replaces human power with motor drive, limits the movement of the car's brake disc, and generates braking force to keep the vehicle stationary or release it from a stationary state.

[0003] In the electronic handbrake system, torque motors are widely used as driving sources. This motor can not only drive the piston through the screw to clamp the brake disc, but also resist the reaction force of the brake pad when the vehicle is powered off, preventing the reversal caused by the torsion force of the screw, thereby avoiding the loss of braking effect.

[0004] Chinese patent authorization publication number CN116080616B discloses a design of a parking brake for new energy vehicles. The device includes a drive frame driven by a screw, and an energy storage cylinder fixedly connected to the brake pad. Compared with the prior art, when braking, the device pumps the pressure medium into the energy storage cylinder through the drive frame, pushing the push rod to extend the brake pad. When the brake pad reaches the predetermined position, the flow channel of the pressure medium is closed, and the screw drives the drive frame to retreat. At this time, the compression spring in the energy storage cylinder is compressed. When the brake needs to be released, the flow channel of the pressure medium is opened, and the compression spring releases the elastic potential energy to pump the pressure medium out of the energy storage cylinder. Compared with the prior art, the device can provide greater braking force during the braking process, avoiding the phenomenon of movement caused by insufficient braking force when the car starts.

[0005] In practical applications, we found that the existing technology devices mainly rely on compression springs to pump out the pressure medium, so the requirements for compression springs are extremely high. Compression springs must work for a long time under limited size conditions without additional irreversible deformation. Based on this, we believe it is necessary to develop a new energy electronic parking brake with a simpler structure, higher reliability, and stable performance of each component under long-term working conditions. Summary of the invention

[0006] In view of the defects existing in the prior art, the present invention proposes a new energy electronic parking brake. The brake has the characteristics of high cost-effectiveness, strong long-term use stability, simple structure and high reliability, and effectively overcomes the problem of irreversible deformation of the compression spring in the process of long-term accumulation of elastic potential energy in the prior art.

[0007] In order to achieve the above object, the present invention adopts the following technical solutions:

[0008] A new energy electronic parking brake comprises a frame, a mounting groove is formed through the front and rear middle section of the frame, a left and right axial positioning tube is fixedly connected to the right side of the frame, and a through hole is formed through the right side of the frame for the positioning tube, a follower block is inserted into the inner cavity of the positioning tube and the through hole, and also comprises a piston tube fixedly connected to the positioning tube, the piston tube is located on the side of the positioning tube away from the frame, and the piston tube is sealed and connected to the positioning tube, a piston is embedded in the piston tube, the piston is sealed and connected to the piston tube, and a driving mechanism is provided at the end of the piston away from the positioning tube, and the piston is driven by the driving mechanism The structure makes left and right linear motion in the piston tube, and an upper and lower axial exhaust hole is opened through the upper end of the positioning tube, and a driven gear is rotatably connected to the outer side of the positioning tube, and the driven gear and the exhaust hole are in the same vertical plane, and a sealing ring is fixedly connected to the inner side of the driven gear, and the driven gear is sealed with the positioning tube through the sealing ring, and a notch groove is opened on the left and right sides of the driven gear and the sealing ring, and the driven gear is transmission-connected to the driving mechanism, and when the piston moves from the rightmost end of its expected stroke to the left end of its expected stroke, the driven gear rotates 360°.

[0009] Preferably, the driving mechanism includes a driven tube arranged at an end of the piston away from the positioning tube and fixedly connected to the piston, an internal threaded hole I is opened at the end of the driven tube away from the piston, a lead screw is threaded in the internal threaded hole I, a driving motor is coaxially arranged at the end of the lead screw away from the driven tube, the output shaft of the driving motor is keyed to the lead screw, and an outer shell is arranged on the side of the piston tube away from the frame, the outer shell is fixedly connected to the driving motor, the outer shell is slidably connected to the piston tube and the frame, the projection of the inner cavity of the piston tube on the vertical plane is not circular, and the outer wall of the driven tube abuts against the inner wall of the piston tube.

[0010] Preferably, a left-right axial driving ring is arranged between the piston and the driven tube, and a plurality of driving grooves are opened on the left and right sides of the driving ring, and the plurality of driving grooves are arranged equidistantly along the central axis of the driving ring, and the distances between the two ends of each driving groove and the central axis of the driving ring are unequal, and the inner wall of each driving groove has a smooth transition, and the piston and the near end of the driven tube are respectively opened with a plurality of positioning grooves, and the plurality of positioning grooves correspond to the driving grooves one by one, and the center line of each positioning groove coincides with the radius line of the driving ring, and the inner wall of each positioning groove has a smooth transition, and the piston and the driving ring are connected. A plurality of limit blocks are provided, and the plurality of limit blocks correspond to the plurality of driving grooves one by one, and each of the limit blocks is fixedly connected to a left-right axial follower shaft at one end close to the central axis of the driving ring, and the two axial ends of the follower shaft are respectively inserted into the corresponding positioning groove and the driving groove, and each of the limit blocks is fixedly connected to a damping pad at one end away from the central axis of the driving ring. When the follower shaft is located at the end of the driving groove close to the central axis of the driving ring, the damping pad does not contact the inner wall of the piston tube, and when the follower shaft is located at the end of the driving groove away from the central axis of the driving ring, the damping pad abuts against the inner wall of the piston tube.

[0011] Preferably, a driven shaft is fixedly connected to the outer end of the driving ring, and a limiting groove is provided on the inner wall of the piston tube for the driven shaft, and the driven shaft is inserted into the limiting groove. The left and right ends of each limiting groove are not in the same vertical plane, and when the piston moves from the rightmost end of its predetermined stroke to the left end of its predetermined stroke, the driven shaft moves from the corresponding driving groove at one end close to the central axis of the driving ring to the corresponding driving groove at one end away from the central axis of the driving ring.

[0012] Preferably, each of the drive limit grooves includes a spiral section and a parallel section. When the driven shaft is located inside the parallel section, the drive ring follows the driven tube to make linear motion. When the driven shaft is located inside the spiral section, as the driven tube continues to make linear motion, the drive ring follows the horizontal movement of the driven tube while rotating relative to the driven tube.

[0013] Preferably, the inner end of the driving ring is rotatably connected to a bearing, the inner ring of the bearing is coaxially fixedly connected to a screw, and the piston is provided with an internal threaded hole II for the screw at one end close to the driven tube, the screw tail is inserted into the internal threaded hole II and threadedly connected to the piston, the driven tube is provided with a mounting hole for the screw, the screw rod part of the screw is inserted into the mounting hole, and the screw head of the screw is located in the inner cavity of the driven tube.

[0014] Preferably, the lead screw is a bidirectional lead screw, and a driving gear is keyed to the outer side of the output shaft of the driving motor, and the driving gear is transmission-connected to the driven gear via a reduction gear set.

[0015] Preferably, the product of the expected movement stroke length of the piston inside the piston tube and the cross-sectional area of ​​the inner cavity of the piston tube is greater than the product of the movement stroke length of the follower block inside the positioning tube and the cross-sectional area of ​​the inner cavity of the positioning tube. When the piston is located at the leftmost end of its expected stroke, the projection of the notch groove on the vertical plane abuts the projection of the exhaust hole on the vertical plane.

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

[0017] The present invention adopts a matching design of a piston tube and a piston, and realizes the adjustment of the air pressure difference between the piston and the follower block by the movement of the piston, thereby controlling the relative position of the follower block. This design allows the device to make the left end of the follower block in close contact with the inner wall of the positioning tube under high pressure to achieve the clamping and fixing of the vehicle brake disc; at the same time, under negative pressure, the follower block can be completely immersed in the positioning tube, thereby achieving the effect of brake release. In addition, the device is provided with an exhaust hole on the positioning tube, and cooperates with the driven gear rotatably connected to the positioning tube. By rotating the driven gear, the relative position of the notch groove and the exhaust hole can be changed. When the user needs to release the brake, the exhaust hole can quickly discharge the high-pressure gas inside the positioning tube, effectively avoiding the movement of the vehicle during actual driving.

[0018] The present invention adjusts the shielding area of ​​the exhaust hole by a sealing ring to achieve precise control of the gas outflow rate in the positioning tube. This mechanism ensures that when the user activates the electronic handbrake switch in the initial state, the high-pressure gas in the positioning tube can only be released slowly. In this process, the pressure value is mainly reduced by increasing the distance between the piston and the follower block. As time goes by, the user steps on the accelerator, and the sealing ring gradually moves to the top of the exhaust hole. At this time, the air pressure in the positioning tube drops rapidly to the ambient atmospheric pressure. The device then releases the braking effect on the brake disc. At this time, the increase in the distance between the piston and the follower block and the exhaust effect of the exhaust hole jointly promote the rapid reduction of the air pressure inside the positioning tube.

[0019] In practical applications, the present invention realizes effective clamping and fixing of the vehicle brake disc by increasing the gas pressure between the piston and the follower block. The device mainly relies on the positioning tube integrally formed with the frame to carry the high-pressure gas. Compared with the prior art, the present device exhibits superior overall stability and more stable performance. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 It is a schematic diagram of the overall structure of the present invention.

[0021] Figure 2 It is a schematic diagram of the connection between the frame and the positioning tube of the present invention.

[0022] Figure 3 It is a schematic diagram of the cooperation between the follower block and the positioning tube of the present invention.

[0023] Figure 4 It is a schematic diagram of the internal structure of the piston tube of the present invention.

[0024] Figure 5 It is a schematic diagram of the position relationship between the piston and the driven pipe of the present invention.

[0025] Figure 6 It is a schematic diagram of the position relationship between the piston tube and the limiting groove of the present invention.

[0026] Figure 7 It is a schematic diagram of the matching relationship between the driving gear and the reduction gear set of the present invention.

[0027] In the figure: 1, frame; 2, piston tube; 3, outer shell; 4, positioning tube; 5, exhaust hole; 6, follower block; 7, driven gear; 8, reduction gear set; 9, piston; 10, damping pad; 11, driving ring; 12, driven tube; 13, driving mechanism; 1301, lead screw; 1302, driving gear; 1303, driving motor; 14, positioning groove; 15, internal threaded hole II; 16, driving groove; 17, screw; 18, follower shaft; 19, limit block; 20, driven shaft; 21, limit groove; 2101, spiral section; 2102, parallel section; 22, notch groove; 23, sealing ring; 24, through hole; 25, internal threaded hole I. DETAILED DESCRIPTION

[0028] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0029] In the description of the present invention, it is necessary to understand that the terms "upper", "lower", "front", "back", "left", "right", "top", "bottom", "inside", "outside", etc., indicating the orientation or position relationship are based on the orientation or position relationship shown in the drawings, and are only for the convenience of describing the present invention and simplifying 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 cannot be understood as a limitation on the present invention.

[0030] Please refer to Figure 1 , Figure 2 , Figure 3As shown, a new energy electronic parking brake, whose structure is consistent with the prior art device, mainly includes a frame 1, and the frame 1 is provided with a mounting groove through the front and back. In actual application, the frame 1 is sleeved on the outside of the brake disc of the vehicle, and the brake disc is located in the mounting groove. At the same time, brake pads are respectively provided at the left and right ends of the mounting groove, wherein the brake pad located on the left side of the mounting groove is fixedly connected to the frame 1. By adjusting the distance between the near ends of the two brake pads, the brake disc can be clamped and fixed to ensure that the relative position of the vehicle will not move during parking.

[0031] Therefore, a left-right axial positioning tube 4 is fixedly connected on the right side of the frame 1. At the same time, a through hole 24 is opened on the right side of the frame 1 for the positioning tube 4. A follower block 6 is inserted into the inner cavity of the positioning tube 4 and the through hole 24, and one end of the follower block 6 close to the installation slot protrudes out of the through hole 24. At this time, by constraining the other brake pad to be fixedly connected with the end of the follower block 6 close to the installation slot, the distance between the close ends of the two brake pads can be effectively controlled by sliding the follower block 6.

[0032] Please refer to Figure 3 , Figure 4 Compared with the prior art device, the positioning tube 4 is coaxially fixedly connected to a piston tube 2 at one end away from the frame 1, and a sealed connection is achieved between the piston tube 2 and the positioning tube 4. A piston 9 is embedded in the inner wall of the piston tube 2. At this time, it is only necessary to ensure that the follower block 6 is sealed with the inner wall of the positioning tube 4, and the piston 9 is also sealed with the inner wall of the piston tube 2. In this way, the position of the follower block 6 can be synchronously adjusted by using the change of air pressure during the left and right movement of the piston 9.

[0033] At the same time, by precisely controlling the ratio between the inner volume of the piston tube 2 and the inner volume of the positioning tube 4, specifically, the ratio between the product of the piston 9 moving stroke length and the inner cross-sectional area of ​​the piston tube 2 in the expected state and the product of the moving stroke length of the follower block 6 and the inner cross-sectional area of ​​the positioning tube 4, it can be ensured that when the piston 9 moves to the expected position and the follower block 6 abuts against the inner wall on the left side of the positioning tube 4, the gas pressure between the piston 9 and the follower block 6 can exceed the standard atmospheric pressure. At this time, the position of the follower block 6 will be firmly locked and cannot be moved at will, thereby achieving stable clamping of the brake pad on the brake disc.

[0034] Therefore, in the device, a driving mechanism 13 is provided at the end of the piston 9 away from the positioning tube 4 , through which the piston 9 can achieve left-right movement inside the piston tube 2 .

[0035] Furthermore, as shown in the figure, the design feature of the device is that the inner cross-sectional area of ​​the piston tube 2 is set to be smaller than the inner cross-sectional area of ​​the positioning tube 4. This design enables the movement stroke length of the piston tube 2 to exceed the movement stroke length of the follower block 6, thereby effectively reducing the load that the drive mechanism 13 needs to bear when driving the piston 9 to move to the left under high pressure, thereby reducing the performance requirements of the drive mechanism 13.

[0036] At the same time, this design also ensures that the inner cross-sectional area of ​​the piston tube 2 is smaller than the inner cross-sectional area of ​​the positioning tube 4, and matches the inner diameter of the through hole 24 being smaller than the inner diameter of the positioning tube 4. In addition, the projection of the follower block 6 in the vertical direction presents a T-shaped structure, and the smaller diameter portion thereof is inserted into the through hole 24. This design can effectively restrict the movement trajectory of the follower block 6, ensuring that the follower block 6 can only perform left and right linear motion in the positioning tube 4.

[0037] Specifically, if Figure 4 As shown, the driving mechanism 13 is mainly composed of a driving motor 1303 , whose output shaft is connected to a lead screw 1301 via a key connection, and the lead screw 1301 is arranged inside the piston tube 2 .

[0038] It should be particularly noted that one end of the piston tube 2 (away from the positioning tube 4) is equipped with an outer shell 3, the drive motor 1303 is fixedly installed inside the outer shell 3, and a sliding connection is adopted between the outer shell 3 and the frame 1 and the piston tube 2. This connection method is the same as the connection method of the motor housing in the prior art, so it will not be repeated here.

[0039] In order to drive the piston 9 through the driving mechanism 13 and ensure that the lead screw 1301 does not affect the sealing connection between the piston 9 and the inner wall of the piston tube 2, the device adds a driven tube 12 between the lead screw 1301 and the piston 9. The driven tube 12 has a through mounting hole at one end close to the piston 9, and a screw 17 is inserted into the mounting hole. At the same time, the piston 9 has an internal threaded hole II 15 at one end close to the driven tube 12, and the screw tail of the screw 17 is inserted into the internal threaded hole II 15 and is threadedly connected with the piston 9. At this time, by limiting the screw head of the screw 17 to be located in the inner cavity of the driven tube 12, the screw 17 can be used to achieve a follow-up connection between the piston 9 and the driven tube 12.

[0040] In addition, the device has an internal threaded hole Ⅰ25 at the end of the driven tube 12 away from the piston 9, and the lead screw 1301 is threadedly connected to the driven tube 12 through the internal threaded hole Ⅰ25. By limiting the projection of the inner cavity of the piston tube 2 on the vertical plane to be non-circular, the outer wall of the driven tube 12 is in close contact with the inner wall of the piston tube 2, so that the piston tube 2 is used to constrain the rotation of the driven tube 12. In this way, the device can drive the driven tube 12 by rotating the lead screw 1301, thereby driving the piston 9 to make left and right linear motion in the piston tube 2. In this process, when the driven tube 12 drives the piston 9 to move to the rightmost side of its stroke, the lead screw 1301 will be located inside the driven tube 12, thereby effectively avoiding a stroke conflict with the piston 9.

[0041] It should be emphasized that in the actual application scenario, we set the initial position of the piston 9 to the rightmost end of its movement stroke. At this time, as the screw 1301 rotates, the piston 9 will gradually move to the left. In this process, the air pressure value between the piston 9 and the follower block 6 will continue to rise, causing the air pressure reaction force to the left on the follower block 6 to gradually increase. When this reaction force exceeds the frictional resistance between the follower block 6 and the inner wall of the positioning tube 4, the follower block 6 will begin to move to the left until its left end face is in close contact with the inner wall of the positioning tube 4. At the same time, the piston 9 will continue to move to the left until it reaches the leftmost end of its preset stroke, and the air pressure value between the piston 9 and the follower block 6 continues to rise, effectively preventing the follower block 6 from changing position.

[0042] Therefore, in actual operation, if the follower block 6 needs to be moved to the right, that is, the actual distance between the two brake pads near the ends is increased, thereby releasing the braking effect of the brake pads on the brake disc, the lead screw 1301 needs to be continuously rotated to drive the piston 9 to move to the right. During this process, the air pressure between the piston 9 and the follower block 6 will gradually decrease until it is lower than the standard atmospheric pressure, so that the rightward pulling force generated by the air pressure on the follower block 6 is greater than the friction resistance between it and the inner wall of the positioning tube 4, thereby allowing the follower block 6 to move to the right along with the piston 9.

[0043] It should be made clear that in actual applications, given the functional limitations of the screw 1301 and the large fluctuation range of the air pressure between the piston 9 and the follower block 6, and the fact that the movement stroke of the follower block 6 exceeds the movement stroke of the piston 9, it takes a relatively long time to rely on the movement of the piston 9 to drive the movement of the follower block 6.

[0044] Specifically, if Figure 2As shown, in order to reduce the response time of releasing the braking effect of the brake pad on the brake disc and prevent the user from moving during operation, the device is designed with a through exhaust hole 5 at the upper end of the positioning tube 4. When the follower block 6 moves to the leftmost end of its stroke, the exhaust hole 5 is just located on the right side of the follower block 6. Therefore, under normal working conditions, the device can close the exhaust hole 5 through special equipment to ensure the sealing between the follower block 6 and the piston 9. When the handbrake state is released, that is, the braking effect of the brake pad on the brake disc is released, the device will release the sealing of the exhaust hole 5, so that the high-pressure gas between the piston 9 and the follower block 6 can be quickly discharged through the exhaust hole 5.

[0045] Specifically, if Figure 2 , Figure 3 and Figure 7 As shown, the device is provided with a driven gear 7 on the outside of the positioning tube 4. The driven gear 7 is fixed in position by a corresponding baffle, thereby ensuring a rotational connection between the driven gear 7 and the positioning tube 4. At the same time, a sealing ring 23 is fixedly connected to the inner side of the driven gear 7, and a corresponding sealing groove is provided on the outer side of the positioning tube 4 for the sealing ring 23, and the sealing ring 23 is embedded in the sealing groove to achieve a sealed connection between the driven gear 7 and the positioning tube 4. In this state, by fixing the position of the sealing ring 23, that is, the driven gear 7 and the exhaust hole 5 are in the same vertical plane, when the sealing ring 23 contacts the exhaust hole 5, the sealing ring 23 can be used to block the exhaust hole 5.

[0046] Therefore, the device has a notch groove 22 extending through the sealing ring 23 and the driven gear 7. In practical applications, as the driven gear 7 rotates, the notch groove 22 gradually moves above the exhaust hole 5, at which time the upper side of the exhaust hole 5 is no longer blocked, and the high-pressure gas between the follower block 6 and the piston 9 can be discharged through the exhaust hole 5.

[0047] Furthermore, if Figure 7 As shown, the device is fixed with a driving gear 1302 by key connection on the outside of the output shaft of the driving motor 1303. The driving gear 1302 is meshed and connected with the driven gear 7 via the reduction gear set 8, so that the rotation process of the driven gear 7 and the movement process of the piston 9, that is, the change process of the air pressure between the piston 9 and the follower block 6, are closely related.

[0048] Therefore, the lead screw 1301 in the present device is designed as a bidirectional lead screw, which ensures that the output shaft of the drive motor 1303 can continuously rotate in one direction. When the piston 9 reaches the turning point of the external thread of the lead screw 1301 in the driven tube 12, it will automatically change the direction of movement to achieve left-right reciprocating linear motion. At the same time, the driven gear 7 can continuously follow the output shaft of the drive motor 1303 to rotate in one direction.

[0049] Therefore, when the piston 9 moves from the rightmost end to the leftmost end of its expected stroke, the driven gear 7 rotates 360°, which constitutes a complete operation cycle. This design not only increases the rotation speed of the driven gear 7, but also enables the notch groove 22 to move to the top of the exhaust hole 5 faster.

[0050] Furthermore, the present device sets the following constraint condition: when the piston 9 is at the leftmost position of its expected stroke, the projection of the notch groove 22 on the vertical plane will contact the projection of the exhaust hole 5 on the vertical plane. This design is intended to ensure that when the user needs to release the brake pad from the brake disc, only the drive motor 1303 needs to be started. Driven by the output shaft of the drive motor 1303, the driven gear 7 will rotate, thereby making the projection of the notch groove 22 on the vertical plane completely coincide with the projection of the exhaust hole 5 on the vertical plane. At this time, the high-pressure gas between the follower block 6 and the piston 9 will be released.

[0051] It should be emphasized that in actual application scenarios, as the overlapping area of ​​the vertical projection of the notch groove 22 and the vertical projection of the exhaust hole 5 gradually increases, the gas flow discharged outward through the exhaust hole 5 also increases, that is, the pressure relief rate is accelerated. This mechanism ensures that when the user sends a command to the drive motor 1303 through the electronic handbrake button, in the initial stage, the piston 9 moves to the right, thereby increasing the distance between the piston 9 and the follower block 6. In view of the relatively narrow gas channel connecting the exhaust hole 5 to the outside world, a relatively high air pressure value is still maintained between the piston 9 and the follower rod at this time, so that the brake pad can continue to apply a significant clamping force to the brake disc. This design is intended to meet actual operating needs and effectively prevent the occurrence of vehicle sliding.

[0052] Furthermore, in actual operation, there is a certain time interval between when the user presses the electronic parking brake button and then presses the accelerator pedal.

[0053] In addition, it is necessary to clarify that in the prior art devices, the position adjustment of the brake pads is mostly achieved by screws. The side ends of the screws are designed with spiral patterns, and the spiral patterns themselves have a certain inclination angle. When the brake pads apply a large clamping force to the brake disc, and the brake disc generates a corresponding reaction force on the brake pads, the brake disc may drive the screw to rotate in the opposite direction. Therefore, in the prior art devices, torque motors are mostly used to deal with this situation.

[0054] In this device, if Figure 4As shown, by setting the lead screw 1301 as a bidirectional lead screw, and ensuring that when the piston 9 moves to the leftmost end of its stroke, the driven tube 12 is synchronously located at the end point of the bidirectional lead screw, that is, at this time, the driven tube 12 is screwed to the two external threaded connections on the outside of the bidirectional lead screw with opposite spiral directions. In this state, the smoother change range provided by the transition curve of the two external threaded connections can effectively reduce the feedback of the reaction force transmitted from the piston 9 to the driven tube 12 on the lead screw 1301, that is, the torsional force borne by the lead screw 1301 at this time is reduced compared with the prior art device. Therefore, the performance requirements of the drive motor 1303 are lower in this device.

[0055] Furthermore, if Figure 4 , Figure 5 As shown, in order to reduce the dependence on the torque motor and further reduce the performance requirements for the drive motor 1303, the device sets a drive ring 11 between the driven tube 12 and the piston 9, and the drive ring 11 is penetrated by a plurality of drive grooves 16 arranged equidistantly and distributed along its central axis.

[0056] At the same time, the device has a plurality of positioning grooves 14 respectively formed at the piston 9 and the near end of the driven tube 12, and these positioning grooves 14 correspond to the driving grooves 16 one by one. By ensuring that the distances between the two ends of each driving groove 16 and the central axis of the driving ring 11 are not equal and the inner wall has a smooth transition, and that the center line of each positioning groove 14 coincides with the radius line of the driving ring 11 and the inner wall has a smooth transition, the follower shaft 18 inserted into the corresponding driving groove 16 and the positioning groove 14 can be adjusted during the rotation of the driving ring 11 by changing the contact position of the follower shaft 18 with the driving groove 16, thereby adjusting the distance between the central axis of the follower shaft 18 and the central axis of the driving ring 11.

[0057] In addition, the device has a stopper 19 fixedly connected to one end of each follower shaft 18 away from the central axis of the driving ring 11, and each stopper 19 is fixedly connected to a damping pad 10 at one end away from the central axis of the driving ring 11. Therefore, the device can constrain the position of the stopper 19 by moving the stopper 19 and utilizing the interference fit between the damping pad 10 and the inner wall of the piston tube 2 to form a large friction resistance. At this time, the position of the stopper 19 can accurately reflect the position of the piston 9.

[0058] Therefore, the device provides that when the follower shaft 18 is located at the end of the driving groove 16 away from the central axis of the driving ring 11, the damping pad 10 is in contact with the inner wall of the piston tube 2.

[0059] Furthermore, in order to ensure that the damping pad 10 can synchronously contact the inner wall of the piston tube 2 when the piston 9 is at the leftmost end of its stroke, the device is fixedly connected to the driven shaft 20 at the outer end of the driving ring 11.

[0060] At the same time, if Figure 4 , Figure 6 As shown, the inner wall of the piston tube 2 is designed with a limit groove 21 for the driven shaft 20, and the driven shaft 20 is inserted and fixed in the limit groove 21. At this time, by ensuring that the left and right ends of the limit groove 21 are not in the same vertical plane, the driven shaft 20 moving left and right in the limit groove 21 can be adjusted according to the offset angle of the limit groove 21. This design allows the driven shaft 20 to drive the driving ring 11 to rotate.

[0061] Furthermore, the constraint drive limit groove 21 of the device is composed of a spiral section 2101 and a parallel section 2102. When the driven shaft 20 is inside the parallel section 2102, the drive ring 11 will follow the driven tube 12 to perform linear motion. At this time, the distance between the driven shaft 18 and the drive ring 11 is minimized, and the damping pad 10 does not contact the inner wall of the piston tube 2, so that the resistance of the piston 9 during the leftward movement is relatively small. This design is intended to prevent the drive motor 1303 from operating under heavy load for a long time.

[0062] Accordingly, when the driven shaft 20 is located in the spiral section 2101, as the driven tube 12 continues to move linearly, the driving ring 11 moves horizontally with the driven tube 12 and rotates relative to the driven tube 12. The main function of the spiral section 2101 is to realize the rotation of the driving ring 11.

[0063] Furthermore, in order to avoid the extra friction resistance generated by the driving ring 11 during the rotation process, thereby increasing the load of the driving motor 1303, the present device adopts the following design: a bearing is coaxially fixedly connected to the inner end of the driving ring 11, and the inner ring of the bearing is fixedly connected to the screw 17. This design utilizes the characteristics of the bearing to ensure that the driving ring 11 can rotate freely, while achieving a stable fixation of the position of the driving ring 11.

[0064] It should be noted that, in practical applications, since the inner wall of the piston tube 2 is designed with a limiting groove 21, a rubber ring made of elastic material must be sleeved on the outer side of the piston 9 to achieve a sealed connection between the piston 9 and the piston tube 2. In specific operations, a rubber ring with a large elastic deformation coefficient can be selected so that when the piston 9 moves, the rubber ring on the outer side can automatically embed into the limiting groove 21, thereby achieving a tight seal between the piston 9 and the piston tube 2. In addition, the rubber ring can be embedded in the piston 9 and form a movable connection with the piston 9 by opening a corresponding T-slot. This design ensures that the rubber ring can be rotatably connected to the piston 9 and that the rubber ring will not separate from the piston 9 by adjusting the shape of the piston 9. Therefore, the rubber ring can be provided with a corresponding protrusion for the limiting groove 21 to ensure that the rubber ring can always keep a close fit with the inner wall of the piston tube 2.

[0065] In actual application, the present invention follows the following operation process:

[0066] First, the user brakes the vehicle from a driving state to a stop, and operates the electronic handbrake switch to put it in a pulled state. At this time, the drive motor 1303 receives a start signal and starts working. The driven pipe 12 drives the piston 9 to move to the left under the driving action, causing the air pressure between the piston 9 and the follower block 6 to gradually increase.

[0067] Subsequently, the reduction gear set 8 drives the driven gear 7 to rotate synchronously, and the notch groove 22 gradually moves to the position directly above the exhaust hole 5 and keeps rotating continuously.

[0068] Then, as the driven tube 12 continues to move to the left, the follower block 6 moves to the left synchronously driven by the piston 9 until it contacts the inner wall of the positioning tube 4. At this time, the vertical projection of the notch groove 22 no longer overlaps with the exhaust hole 5. At the same time, when the driven shaft 20 enters the interior of the spiral section 2101, the driving ring 11 starts to rotate.

[0069] After that, the driven tube 12 continues to move to the left until it reaches the leftmost end of the expected stroke. At this time, the air pressure between the follower block 6 and the piston 9 reaches the maximum value, and the damping pad 10 contacts the inner wall of the piston tube 2. At the same time, the projection of the notch groove 22 in the vertical direction coincides with the projection of the exhaust hole 5, and returns to the initial state. At this time, the driving motor 1303 stops working.

[0070] Then, the user is ready to drive the vehicle away and operates the electronic handbrake switch to release it. At this time, the drive motor 1303 receives the start signal again and starts working. The driven tube 12 drives the piston tube 2 to move to the right under the driving action. At the same time, the driven gear 7 continues to rotate synchronously, and the notch groove 22 gradually moves to the top of the exhaust hole 5. In this process, the air pressure between the piston 9 and the follower block 6 gradually decreases.

[0071] Finally, the user steps on the accelerator pedal, the notch 22 completely moves to the top of the exhaust hole 5, the air pressure between the piston 9 and the follower block 6 quickly drops to the standard atmospheric pressure, and the vehicle resumes normal driving. During this process, the drive motor 1303 continues to work, the driven tube 12 continues to move to the rightmost end of the expected stroke, and the piston 9 and the follower block 6 always maintain a negative pressure state.

[0072] Although embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the appended claims and their equivalents.

Claims

1. A new energy electronic parking brake, comprising a frame (1), a mounting groove is formed through the middle section of the frame (1) at the front and rear, a positioning tube (4) is fixedly connected to the right side of the frame (1) in a left and right axial direction, and a through hole (24) is formed through the right side of the frame (1) for the positioning tube (4), a follower block (6) is inserted into the inner cavity of the positioning tube (4) and the through hole (24), and the characteristics are: It also comprises a piston tube (2) fixedly connected to the positioning tube (4), the piston tube (2) being located on a side of the positioning tube (4) away from the frame (1), and the piston tube (2) being sealedly connected to the positioning tube (4); A piston (9) is embedded in the piston tube (2), the piston (9) is sealedly connected to the piston tube (2), and a driving mechanism (13) is provided at one end of the piston (9) away from the positioning tube (4), and the piston (9) performs left-right linear motion in the piston tube (2) through the driving mechanism (13); The upper end of the positioning tube (4) is provided with an exhaust hole (5) extending in an up-and-down axial direction, and the outer side of the positioning tube (4) is rotatably connected to a driven gear (7), and the driven gear (7) and the exhaust hole (5) are located in the same vertical plane; A sealing ring (23) is fixedly connected to the inner side of the driven gear (7), and the driven gear (7) is sealedly connected to the positioning tube (4) through the sealing ring (23). In addition, a notch groove (22) is formed on both the driven gear (7) and the sealing ring (23) to penetrate the left and right sides. The driven gear (7) is in transmission connection with the driving mechanism (13), and when the piston (9) moves from the rightmost end of its expected stroke to the left end of its expected stroke, the driven gear (7) rotates 360°.

2. The new energy electronic parking brake according to claim 1, characterized in that: The driving mechanism (13) comprises a driven tube (12) which is arranged at one end of the piston (9) away from the positioning tube (4) and is fixedly connected to the piston (9); an internal threaded hole I (25) is formed at the end of the driven tube (12) away from the piston (9); a screw rod (1301) is threadedly connected to the internal threaded hole I (25); A drive motor (1303) is coaxially arranged at one end of the screw rod (1301) away from the driven tube (12), and the output shaft of the drive motor (1303) is key-connected to the screw rod (1301). In addition, an outer shell (3) is arranged at one side of the piston tube (2) away from the frame (1), and the outer shell (3) is fixedly connected to the drive motor (1303), and the outer shell (3) is slidably connected to the piston tube (2) and the frame (1); The projection of the inner cavity of the piston tube (2) on the vertical plane is not circular, and the outer wall of the driven tube (12) abuts against the inner wall of the piston tube (2).

3. The new energy electronic parking brake according to claim 2 is characterized in that: A left-right axial driving ring (11) is arranged between the piston (9) and the driven tube (12), and a plurality of driving grooves (16) are provided on the left and right sides of the driving ring (11), and the plurality of driving grooves (16) are arranged equidistantly along the central axis of the driving ring (11), and the distances between the two ends of each driving groove (16) and the central axis of the driving ring (11) are unequal, and the inner wall of each driving groove (16) has a smooth transition; The piston (9) and the driven tube (12) are respectively provided with a plurality of positioning grooves (14) at their proximal ends, the plurality of positioning grooves (14) correspond to the driving grooves (16) one by one, and the center line of each positioning groove (14) coincides with the radius line of the driving ring (11), and the inner wall of each positioning groove (14) has a smooth transition; A plurality of limit blocks (19) are arranged between the piston (9) and the driving ring (11), and the plurality of limit blocks (19) correspond to the plurality of driving grooves (16) one by one. In addition, one end of each limit block (19) close to the central axis of the driving ring (11) is fixedly connected to a left-right axial follower shaft (18), and the two axial ends of the follower shaft (18) are respectively inserted into the corresponding positioning groove (14) and the driving groove (16); A damping pad (10) is fixedly connected to one end of each of the limit blocks (19) that is away from the central axis of the drive ring (11); when the follower shaft (18) is located at the end of the drive groove (16) close to the central axis of the drive ring (11), the damping pad (10) does not contact the inner wall of the piston tube (2); when the follower shaft (18) is located at the end of the drive groove (16) that is away from the central axis of the drive ring (11), the damping pad (10) abuts against the inner wall of the piston tube (2).

4. The new energy electronic parking brake according to claim 3 is characterized in that: The outer end of the driving ring (11) is fixedly connected to a driven shaft (20), and the inner wall of the piston tube (2) is provided with a limiting groove (21) for the driven shaft (20), and the driven shaft (20) is inserted into the limiting groove (21); The left and right ends of each of the limit grooves (21) are not located in the same vertical plane, and when the piston (9) moves from the rightmost end of its predetermined stroke to the left end of its predetermined stroke, the follower shaft (18) moves from the end of the corresponding drive groove (16) close to the central axis of the drive ring (11) to the end of the corresponding drive groove (16) away from the central axis of the drive ring (11).

5. The new energy electronic parking brake according to claim 4 is characterized in that: Each of the limiting grooves (21) comprises a spiral section (2101) and a parallel section (2102). When the driven shaft (20) is located inside the parallel section (2102), the driving ring (11) follows the driven tube (12) to make linear motion. When the driven shaft (20) is located inside the spiral section (2101), as the driven tube (12) continues to make linear motion, the driving ring (11) follows the horizontal motion of the driven tube (12) and rotates relative to the driven tube (12).

6. The new energy electronic parking brake according to claim 3 is characterized in that: The inner end of the driving ring (11) is rotatably connected to a bearing, and the inner ring of the bearing is coaxially fixedly connected to a screw (17). In addition, an inner threaded hole II (15) is provided at one end of the piston (9) close to the driven tube (12) for the screw (17), and the screw tail of the screw (17) is inserted into the inner threaded hole II (15) and is threadedly connected to the piston (9); The driven tube (12) is provided with a mounting hole for the screw (17), the screw rod portion of the screw (17) is inserted into the mounting hole, and the screw head of the screw (17) is located in the inner cavity of the driven tube (12).

7. The new energy electronic parking brake according to claim 2, characterized in that: The lead screw (1301) is a bidirectional lead screw, and a driving gear (1302) is keyed to the outside of the output shaft of the driving motor (1303), and the driving gear (1302) is transmission-connected to the driven gear (7) via a reduction gear set (8).

8. The new energy electronic parking brake according to claim 1, characterized in that: The product of the expected movement stroke length of the piston (9) inside the piston tube (2) and the cross-sectional area of ​​the inner cavity of the piston tube (2) is greater than the product of the movement stroke length of the follower block (6) inside the positioning tube (4) and the cross-sectional area of ​​the inner cavity of the positioning tube (4); When the piston (9) is located at the leftmost end of its expected stroke, the projection of the notch groove (22) on the vertical plane abuts against the projection of the exhaust hole (5) on the vertical plane.

Images