Double-motor-driven electronic mechanical brake device driver

Abstract

The invention discloses an electronic mechanical brake device driver driven by double motors. The driver comprises driving motors and a transmission assembly. The two driving motors are used for inputting torque, and each driving motor comprises a motor boss, a driving motor main body and a driving motor intermediate shaft; the transmission assembly comprises a transmission assembly shell, an ECU control module, a holder, a transmission mechanism and a parking mechanism. The torque input by the driving motor can be output to the brake again; the driving motors are symmetrically arranged on the two sides of the bottom of the driver in the length direction of the whole driver. The driving motor and a torque output shaft of the transmission assembly are arranged in a parallel shaft mode, namely the axis of the driving motor is parallel to the axis of the torque output shaft.

Description

Technical Field

[0001] The invention belongs to the technical field of automobile braking, and relates to an electronic mechanical braking device driver driven by dual motors. Background Art

[0002] The electromechanical brake drive mechanism is used in the vehicle braking system and is the core part of the vehicle braking system. With the discovery of new technologies such as vehicle electrification and autonomous driving, new demands have been put forward for the electrification of vehicle braking systems.

[0003] The traditional vehicle braking system adopts a hydraulic braking system. During the braking process, the driver needs to use the brake pedal and pressurize the braking system to achieve the braking function. This traditional braking system is not very conducive to the realization of functions such as vehicle automatic driving. Electromechanical brakes can realize the electronic control of the braking system. The vehicle braking is transmitted to the braking system controller in the form of an electrical signal, and the vehicle braking function is achieved through an electronically controlled motor-driven braking system. At the same time, the application of electromechanical brakes also makes the braking structure of the entire vehicle relatively simple.

[0004] In addition, braking for heavy vehicles requires large torque output from the motor, so the size of a single motor needs to be very large, which is not conducive to the overall space layout. At the same time, a single motor has no redundant design. Summary of the invention

[0005] In order to solve the deficiencies in the prior art, the purpose of the present invention is to provide an electromechanical brake device driver driven by dual motors, which provides large torque output and realizes full electronic control of the vehicle.

[0006] The electromechanical brake device driver simplifies the traditional brake hydraulic system into a transmission system driven by a DC motor. The braking function is achieved through a DC motor driving a gearbox, which amplifies the motor torque and transmits it to the ball screw mechanism; the ball screw converts the motor torque into linear thrust and pushes the brake friction plate to fit the traditional brake disc to achieve the vehicle braking function.

[0007] The present invention can meet the following requirements by using a dual-motor electronic mechanical brake device driver:

[0008] 1. The dual motors provide high torque output, and the motors are placed in parallel, which is conducive to the overall space layout;

[0009] 2. The two motors can back up each other, with good reliability;

[0010] 3. For the same performance requirements, each motor of the dual-motor solution can be smaller, which can adapt to certain special space layout requirements. Compared with the existing single-motor solution, the volume of the single-side motor of the dual-motor solution in the present invention can typically be reduced by more than 30%.

[0011] The present invention proposes an electronic mechanical brake driver driven by dual motors, the driver comprising a driving motor and a transmission assembly;

[0012] There are two drive motors for inputting torque;

[0013] The transmission assembly includes a transmission structure capable of re-outputting the torque input by the drive motor to the brake-related structure;

[0014] The drive motor is symmetrically arranged at both sides of the bottom of the drive along the entire length direction of the drive; the drive motor and the torque output shaft of the transmission assembly are arranged in a parallel axis manner, that is, the axis of the drive motor is parallel to the axis of the torque output shaft;

[0015] The transmission assembly further includes a transmission assembly housing, an ECU control module, a retaining frame, a transmission mechanism, and a parking mechanism; the ECU control module, the retaining frame, the transmission mechanism, and the parking mechanism are all installed inside the transmission assembly housing, and from top to bottom they are the ECU control module, the retaining frame, the transmission mechanism, and the parking mechanism, respectively, and the transmission mechanism and the parking mechanism are used in conjunction with each other in the driver;

[0016] The transmission assembly housing further includes a housing upper cover and a housing body; the housing upper cover is made of a typical metal aluminum alloy material, and one or more heat dissipation ribs are designed on the top to enhance the heat dissipation capability; the four corners of the housing upper cover are provided with upper cover through holes, and the upper cover bolts are passed through the upper cover through holes to fix the housing upper cover to the housing body;

[0017] A rubber feature may be arranged on the shell body between the shell body and the shell upper cover, the rubber is arranged along the contour of the shell body, and is interference-fitted with the shell upper cover to achieve sealing; a sealant may also be applied around the connection between the shell body and the shell upper cover to achieve a sealing effect;

[0018] The shell body is made of injection molding material, and is also provided with a motor interface, a circuit board and other signal interfaces, as well as a circular brake interface installed in conjunction with a subsequent brake; the orientation of each interface is arranged in a form parallel or perpendicular to the axis of the drive motor.

[0019] The drive motor is externally mounted and made of typical metal aluminum alloy material. The typical feature is that one end of the drive motor is isolated from the internal features of the drive motor by means of an aluminum shell sealed cavity; the drive motor includes a motor boss, and the motor interface matches the shape of the motor boss of the drive motor. A motor sealing ring is also provided between the drive motor and the motor interface to improve the sealing between the two; the drive motor is connected to the motor boss on the drive motor and the shell body with motor bolts in conjunction with the motor protrusion to achieve precise positioning of the drive motor.

[0020] The ECU control module is installed inside the transmission assembly housing, specifically, between the housing upper cover and the retaining frame, and is used to drive the drive motor to rotate and can detect and read the rotation position of the drive motor; the ECU control module is in contact with the housing upper cover, and the metal material of the housing upper cover helps to dissipate heat;

[0021] The holder is installed inside the transmission assembly housing, specifically, below the ECU control module and above the transmission mechanism; the holder can be made of the same material as the transmission assembly housing, and in order to achieve rapid assembly, the same material can be meshed by welding or other material welding forms; the holder is provided with an installation feature of the ECU control module, and is provided with a reserved feature for designing an avoidance feature, thereby adapting to the placement requirements of components of different heights on the ECU control module, such as capacitors; the holder can isolate the interior of the transmission assembly into two parts: the ECU control module and the transmission mechanism;

[0022] The transmission mechanism includes a multi-stage transmission gear set and a planetary gear set;

[0023] The multi-stage transmission gear set further includes a motor gear, an intermediate gear, and a disc input gear; the disc input gear further includes a disc input meshing gear and a planetary input sun gear;

[0024] The number of the planetary gears on the planetary gear set is at least 3, which are evenly distributed in the circumferential direction, and the space formed between the plurality of planetary gears is matched and meshed with the planetary input sun gear of the disc input gear;

[0025] The axis of the planetary gear set is parallel to the axis of the drive motor;

[0026] The parking mechanism includes an electromagnet, a lever mechanism, and a stop spline;

[0027] The lever mechanism includes a parking lever and a middle positioning hole of the lever;

[0028] The drive motor also includes a drive motor body and a drive motor intermediate shaft; a stop spline, a motor gear, and a magnetic ring are sequentially installed on the drive motor intermediate shaft, which are arranged at the same end of the drive motor for a tight fit; the stop spline rotates together with the drive motor intermediate shaft during operation without relative displacement; wherein the stop spline is used to prevent the drive motor from rotating during parking, so that the torque is no longer output outward, and the motor gear is part of a multi-stage transmission gear set, which is used to output the motor torque and amplify the torque through the multi-stage transmission gear set; the magnetic ring is used for the ECU control module to sense the rotation position of the drive motor; a cable is provided on the drive motor, and the cable is one or more cables, which are used to power the drive motor.

[0029] For each driving motor, the multi-stage transmission gear set in the transmission mechanism includes a motor gear, an intermediate gear, and a disc input gear, which can be regarded as a three-stage transmission gear set respectively.

[0030] In the multi-stage transmission gear set, the intermediate gear is installed on the intermediate gear positioning shaft fixed to the shell body, the intermediate gear positioning shaft is fixedly installed on the shell body and remains fixed to the shell body, and the intermediate gear has no relative displacement relative to the shell body during the torque transmission process; the intermediate gear can rotate freely on the intermediate gear positioning shaft; and transmits the motor torque output by the motor gear to the disc input gear.

[0031] In the disc input gear, the disc input meshing gear is meshed with the intermediate gear to facilitate torque transmission; the planetary input sun gear is meshed with the planetary gear set, and serves as the input sun gear of the planetary gear set to amplify the motor torque and transmit it to the planetary gear set;

[0032] The planetary gear set includes planetary gears, planetary gear positioning pins and gear torque output shafts; the planetary gears mesh with the outer teeth of the planetary input sun gear, wherein the number of planetary gears is at least 3 or more, and they are evenly distributed on the end face of the gear torque output shaft in the circumferential direction; a planetary gear positioning hole is arranged in the middle of the planetary gear, and the planetary gear positioning hole is used to install the planetary gear positioning pin, and the planetary gear can rotate freely around the planetary gear positioning pin. The gear torque output interface of the gear torque output shaft is used to cooperate with the brake torque installation interface to output the torque of the driver, and the gear torque output interface adopts a hollow inner hole spline form, which has the advantage of increasing the output torque by increasing the meshing area of ​​the output shaft to improve the fatigue capacity of the driver.

[0033] The retaining frame includes a disc input gear locating pin, which is installed on the retaining frame in a tight fit. The disc input gear is installed through the locating hole and the disc input gear locating pin, and can rotate freely around the disc input gear locating pin. A limiting feature is arranged at the bottom of the retaining frame, and a limiting concave is arranged on the disc input gear. During the gear transmission process, the disc input gear is driven by the motor gear to rotate clockwise or counterclockwise, which may potentially cause axial displacement. In order to maintain the stability of the system, the limiting feature on the retaining frame and the limiting concave on the disc input gear are clearance-matched. When displacement occurs, the limiting concave on the disc input gear contacts the limiting feature on the retaining frame, thereby ensuring that the disc input gear is displaced within a limited space to ensure the effectiveness of gear meshing. A boss feature is also arranged on the retaining frame, which is mainly used to prevent the parking lever from axial movement.

[0034] The driver includes the transmission function required for vehicle driving braking and the static torque holding function required for vehicle parking, wherein the torque required for driving and parking is realized by a multi-stage transmission gear set and a planetary gear set driven by a driving motor, and the torque is transmitted to the braking system through a gear torque output shaft; different from conventional torque output, the torque generated by the driving motor when the vehicle is parked needs to be statically held by the system. Because the transmission mechanism does not have a self-locking function, the present invention adds a set of parking mechanisms driven by electromagnets, which mainly include electromagnets, lever mechanisms, and anti-rotation splines.

[0035] The electromagnet is a bidirectional holding electromagnet, and is provided with an intermediate shaft, which can be extended and retracted; one end of the intermediate shaft is arranged on the outside of the electromagnet, and a semi-open structure is arranged on the intermediate shaft, and one end of the parking lever is installed inside the semi-open structure. During operation, the semi-open structure contacts the two side surfaces of the tail of the parking lever respectively to meet the load applied by the parking lever to realize the lever movement.

[0036] The electromagnet is installed in the shell body, and the shell body is provided with an electromagnet installation groove and kept relatively fixed; the electromagnet includes an electromagnet body and an integrated intermediate shaft. The electromagnet is a bidirectional holding electromagnet, which is controlled by a V DC power supply. When a forward current is passed, the intermediate shaft of the electromagnet extends and maintains the extended position, and when a reverse current is passed, the intermediate shaft retracts and maintains the retracted position. The parking mechanism adopts the lever principle to realize the engagement of the lever mechanism and the anti-rotation spline; the bidirectional holding force of the electromagnet is amplified by the lever ratio of the lever mechanism, and satisfies the parking and anti-rotation function of the anti-rotation spline. The lever mechanism also includes a lever middle positioning hole, and the parking lever is installed on the lever positioning pin of the shell body through the lever middle positioning hole; the parking lever rotates around the lever positioning pin and serves as the fulcrum of the parking lever.

[0037] When the intermediate shaft is extended, the semi-open structure pushes the tail of the parking lever, and the parking lever rotates around the lever locating pin. The locking tooth on the parking lever is inserted into the stop spline. Because the stop spline will rotate with the intermediate shaft of the drive motor under the action of torque, when the stop spline contacts the locking tooth of the parking lever, the stop spline stops rotating, thereby playing a role in stopping the intermediate shaft of the drive motor to meet the parking function; when the intermediate shaft is retracted, the semi-open structure pulls the tail of the parking lever, and the parking lever rotates around the lever locating pin, the locking tooth on the parking lever disengages from the stop spline, and the stop spline starts to rotate again; when the electromagnet is passed through a reverse current, the stop spline that is not restricted by the locking tooth rotates in the opposite direction with the intermediate shaft of the drive motor, thereby realizing the release of the driver torque.

[0038] The anti-rotation spline is designed with a special shape. One side of each tooth is a large arc surface and the other side is a flat surface. When parking, the gear rotates counterclockwise and the parking lever can be pushed out by the large arc surface, which makes it easier for the control end to define the logic strategy and prevent jamming.

[0039] In the present invention, the concave-convex structures provided on the top of the retaining frame, the inside of the shell body, etc. are used to reserve a safety gap and enhance the structural strength.

[0040] In the present invention, the intermediate shaft of the driving motor rotates, driving the motor gear to rotate. The motor gear transmits the torque to the disc input gear through the intermediate gear via the multi-stage transmission gear set. The disc input gear meshes with the planetary gear set, and transmits the torque to the subsequent brake part through the planetary gear set.

[0041] The beneficial effects that can be achieved by the present invention are:

[0042] 1. Simplify the vehicle braking system architecture;

[0043] 2. Electronic control of brakes, providing a basis for autonomous driving, etc.;

[0044] 3. Improve braking efficiency;

[0045] 4. Reduce the energy loss caused by vehicle drag and improve vehicle endurance;

[0046] 5. Conducive to the overall space layout;

[0047] 6.Dual motor redundant design. BRIEF DESCRIPTION OF THE DRAWINGS

[0048] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without paying any creative work.

[0049] Figure 1 It is one of the three-dimensional views of the electronic mechanical brake device driver driven by dual motors of the present invention.

[0050] Figure 2 It is another stereoscopic view of the electronic mechanical brake device driver driven by dual motors of the present invention.

[0051] Figure 3 It is a cross-sectional view of the driver of the electronic mechanical brake device driven by dual motors of the present invention.

[0052] Figure 4 It is an exploded structural diagram of the driver of the electronic mechanical brake device driven by dual motors of the present invention.

[0053] Figure 5 The present invention is a schematic diagram of the top structure of the housing upper cover of the electronic mechanical brake device driver driven by dual motors.

[0054] Figure 6 The present invention is a schematic diagram of the bottom structure of the shell upper cover of the electronic mechanical brake device driver driven by dual motors.

[0055] Figure 7 It is a schematic diagram of the top structure of the retaining frame of the electronic mechanical brake device driver driven by dual motors of the present invention.

[0056] Figure 8 It is a schematic diagram of the bottom structure of the retaining frame of the electronic mechanical brake device driver driven by dual motors of the present invention.

[0057] Fig. 9 The present invention is a schematic diagram of the internal structure of the shell body of the electronic mechanical brake device driver driven by dual motors.

[0058] Fig.10 The present invention is a schematic diagram of the bottom structure of the shell body of the electronic mechanical brake device driver driven by dual motors.

[0059] Fig.11 It is a schematic structural diagram of a driving motor, a transmission mechanism and a parking mechanism of an electronic mechanical brake device driver driven by dual motors of the present invention.

[0060] Fig.12 It is a schematic diagram of the structure of a disc input gear and a planetary gear set of an electronic mechanical brake device driver driven by dual motors of the present invention.

[0061] Fig.13 It is a structural schematic diagram of a planetary gear set of an electronic mechanical brake device driver driven by dual motors of the present invention from a certain perspective.

[0062] Fig.14It is a schematic structural diagram from another perspective of the planetary gear set of the dual-motor driven electromechanical brake device driver of the present invention.

[0063] Fig.15 The present invention is a schematic diagram of the driving mechanism structure of the electronic mechanical brake device driver driven by dual motors.

[0064] Fig.16 It is a schematic diagram showing that the driving mechanism of the dual-motor driven electromechanical brake device driver of the present invention is in a parking state.

[0065] Fig.17 It is a schematic diagram of the driving mechanism of the dual-motor driven electromechanical brake device driver of the present invention in the parking release state. DETAILED DESCRIPTION

[0066] The present invention is further described in detail with reference to the following specific examples and drawings. The process, conditions, experimental methods, etc. for implementing the present invention, except for the contents specifically mentioned below, are all common knowledge and common common sense in the art and are not particularly limited by the present invention.

[0067] The present invention proposes an electronic mechanical brake driver driven by dual motors, the driver comprising a driving motor 1 and a transmission assembly 2;

[0068] There are two drive motors 1 for inputting torque;

[0069] The transmission assembly 2 includes a transmission structure that can re-output the torque input by the drive motor 1 to the brake-related structure;

[0070] The drive motor 1 is symmetrically arranged at both sides of the bottom of the drive along the entire length direction of the drive; the drive motor 1 and the torque output shaft of the transmission assembly 2 are arranged in a parallel axis manner, that is, the axis of the drive motor 1 is parallel to the axis of the torque output shaft;

[0071] The transmission assembly 2 further includes a transmission assembly housing 21, an ECU control module 22, a retaining frame 23, a transmission mechanism 24, and a parking mechanism 25; the ECU control module 22, the retaining frame 23, the transmission mechanism 24, and the parking mechanism 25 are all installed inside the transmission assembly housing 21, and from top to bottom they are the ECU control module 22, the retaining frame 23, the transmission mechanism 24, and the parking mechanism 25, respectively, and the transmission mechanism 24 and the parking mechanism 25 are used in conjunction with each other in the driver;

[0072] The transmission assembly housing 21 further includes a housing upper cover 211 and a housing body 212; the housing upper cover 211 is made of a typical metal aluminum alloy material, and one or more heat dissipation ribs 2111 are designed on the top to enhance the heat dissipation capability; the four corners of the housing upper cover 211 are provided with upper cover through holes 2112, and upper cover bolts 2113 are passed through the upper cover through holes 2112 to fix the housing upper cover 211 to the housing body 212;

[0073] A rubber feature may be arranged on the shell body 212 between the shell body 212 and the shell upper cover 211. The rubber is arranged along the contour of the shell body 212 and is interference-fitted with the shell upper cover 211 to achieve sealing. A sealant may also be applied around the connection between the shell body 212 and the shell upper cover 211 to achieve a sealing effect.

[0074] The shell body 212 is made of injection molding material, and is also provided with a motor interface 2121, a signal interface 2122 of the circuit board 22, etc., and a circular brake interface 2123 installed in conjunction with the subsequent brake; the orientation of various interfaces is arranged in a form parallel or perpendicular to the motor axis.

[0075] The drive motor 1 is externally mounted and made of typical metal aluminum alloy material. The typical feature is that one end of the drive motor 1 is isolated from the internal features of the drive motor 1 by means of an aluminum shell sealed cavity; the motor interface 2121 matches the shape of the motor boss 13 of the drive motor 1, and a motor sealing ring 14 is also provided between the drive motor 1 and the motor interface 2121 to improve the sealing between the two; the drive motor 1 is connected through the motor boss 13 on the drive motor and the shell body 212 with a motor bolt 11 in conjunction with the motor protrusion 12 to achieve precise positioning of the drive motor 1.

[0076] The ECU control module 22 is installed inside the transmission assembly housing 21, specifically, between the housing upper cover 211 and the retaining frame 23, and is used to drive the drive motor 1 to rotate and read the real-time position of the drive motor 1; the ECU control module 22 is in contact with the housing upper cover 211, and the metal material of the housing upper cover 211 helps to dissipate heat;

[0077] The retaining frame 23 is installed inside the transmission assembly housing 21, specifically, below the ECU control module 22 and above the transmission mechanism 24; the retaining frame 23 can be made of the same material as the transmission assembly housing 21, and in order to achieve rapid assembly, the same material can be meshed by welding or other material welding forms; the retaining frame 23 is provided with the installation features of the ECU control module 22, and is provided with a reserved space for designing avoidance features, thereby adapting to the placement requirements of components of different heights such as capacitors on the ECU control module 22; the retaining frame 23 can isolate the interior of the transmission assembly 2 into two parts: the ECU control module 22 and the transmission mechanism 24;

[0078] The transmission mechanism 24 includes a multi-stage transmission gear set 241 and a planetary gear set 242;

[0079] The multi-stage transmission gear set 241 further includes a motor gear 2411, an intermediate gear 2412, and a disc input gear 2413; the disc input gear 2413 further includes a disc input meshing gear 24131 and a planetary input sun gear 24132;

[0080] The number of the planetary gears on the planetary gear set 242 is at least 3, which are evenly distributed in the circumferential direction, and the space formed between the plurality of primary planetary gears is matched and meshed with the planetary input sun gear 24132 of the disc input gear 2413;

[0081] The axis of the planetary gear set 242 is parallel to the axis of the drive motor 1;

[0082] The parking mechanism 25 includes an electromagnet 251, a lever mechanism 252, and a stop spline 253;

[0083] The lever mechanism 252 includes a parking lever 2521 and a lever middle positioning hole 2522;

[0084] The drive motor 1 further includes a drive motor body 15 and a drive motor intermediate shaft 16; a stop spline 253, a motor gear 2411, and a magnetic ring 221 are sequentially installed on the drive motor intermediate shaft 16, which are arranged at the same end of the drive motor 1 for a tight fit and rotate together with the drive motor intermediate shaft 16 during operation without relative displacement; wherein the stop spline 253 is used to prevent the drive motor 1 from rotating during parking, so that the torque is no longer output to the outside, and the motor gear 2411 is part of a multi-stage transmission gear set 241, which is used to output the motor torque and amplify the torque through the multi-stage transmission gear set 241; the magnetic ring 221 is used for the ECU control module 22 to sense the rotation position of the drive motor 1; a cable 17 is provided on the drive motor 1, and the cable is one or more and is used to power the drive motor 1.

[0085] For each driving motor 1 , the multi-stage transmission gear set 241 in the transmission mechanism 24 includes a motor gear 2411 , an intermediate gear 2412 , and a disc input gear 2413 , which can be respectively regarded as a three-stage transmission gear set.

[0086] In the multi-stage transmission gear set 241, the intermediate gear 2412 is installed on the intermediate gear positioning shaft 24121 fixed to the shell body 212, and the intermediate gear positioning shaft 24121 is fixedly installed on the shell body 212 and remains fixed to the shell body 212. The intermediate gear 2412 has no relative displacement relative to the shell body 212 during the torque transmission process; the intermediate gear 2412 can rotate freely on the intermediate gear positioning shaft 24121; and transmits the motor torque output by the motor gear 2411 to the disc input gear 2413.

[0087] In the disc input gear 2413, the disc input meshing gear 24131 is meshed with the intermediate gear 2412 to facilitate torque transmission; the planetary input sun gear 24132 is meshed with the planetary gear set 242, serving as the input sun gear of the planetary gear set 242, amplifying the motor torque and transmitting it to the planetary gear set 242;

[0088] The planetary gear set 242 includes a planetary gear 2421, a planetary gear positioning shaft pin 2422 and a gear torque output shaft 2423; the planetary gear 2421 is meshed with the external teeth of the planetary input sun gear 24132, wherein the number of the planetary gears 2421 is at least 3 or more, and they are evenly distributed on the end face 24231 of the gear torque output shaft in the circumferential direction; a planetary gear positioning hole 24211 is arranged in the middle of the planetary gear 2421, and the planetary gear positioning hole 24211 is used to install the planetary gear positioning shaft pin 2422, and the planetary gear 2421 can rotate freely around the planetary gear positioning shaft pin 2422. The gear torque output interface 24232 of the gear torque output shaft 2423 is used to cooperate with the brake torque installation interface to output the torque of the driver, and the gear torque output interface 24232 adopts a hollow inner hole spline form, which has the advantage of increasing the output torque by increasing the meshing area of ​​the output shaft to improve the fatigue capacity of the driver.

[0089] The retainer 23 includes a disc input gear positioning pin 232, which is tightly fitted on the retainer 23. The disc input gear 2413 is fitted with the disc input gear positioning pin 232 through the positioning hole 24133 and can rotate freely around the disc input gear positioning pin 232. A limiting feature 234 is arranged at the bottom of the holder 23, and a limiting concave platform 24134 is arranged on the disc input gear 2413. During the gear transmission process, the disc input gear 2413 is driven by the motor gear 2411 to rotate clockwise or counterclockwise, which may potentially cause axial displacement. In order to maintain the stability of the system, the limiting feature 234 on the holder 23 and the limiting concave platform 24134 on the disc input gear 2413 are clearance-matched. When displacement occurs, the limiting concave platform 24134 on the disc input gear 2413 contacts the limiting feature 234 on the holder, thereby ensuring that the disc input gear 2413 is displaced within a limited space to ensure the effectiveness of gear meshing. A boss feature 233 is also arranged on the holder 23, which is mainly used to prevent the parking lever 2521 from axial movement.

[0090] The driver includes the transmission function required for vehicle driving braking and the static torque holding function required for vehicle parking, wherein the torque required for driving and parking is realized by the multi-stage transmission gear set 241 and the planetary gear set 242 driven by the driving motor 1, and the torque is transmitted to the braking system through the gear torque output shaft 2423; different from the conventional torque output, the torque generated by the driving motor 1 when the vehicle is parked needs to be statically held by the system. Because the transmission mechanism 24 has no self-locking function, the present invention adds a parking mechanism 25 driven by an electromagnet 251, which mainly includes an electromagnet 251, a lever mechanism 252 and a stop spline 253.

[0091] The electromagnet 251 is a bidirectional holding electromagnet, and the electromagnet 251 is provided with an intermediate shaft 2511, and the intermediate shaft 2511 can be extended and retracted; one end of the intermediate shaft 2511 is arranged on the outside of the electromagnet 251, and a semi-open structure 2512 is arranged on the intermediate shaft 2511, and one end of the parking lever 2521 is installed inside the semi-open structure 2512. During operation, the semi-open structure 2512 contacts the two side surfaces of the tail of the parking lever 2521 respectively, so as to meet the load applied by the parking lever 2521 to realize the lever movement.

[0092] The electromagnet 251 is installed in the shell body 212, and the shell body 212 is provided with an electromagnet installation groove 2513 and kept relatively fixed; the electromagnet 251 includes an electromagnet body 2514 and an integrated intermediate shaft 2511. The electromagnet 251 is a bidirectional holding electromagnet, which is controlled by a 12V DC power supply. When a forward current is passed, the intermediate shaft 2511 of the electromagnet extends and maintains the extended position, and when a reverse current is passed, the intermediate shaft 2511 retracts and maintains the retracted position. The parking mechanism 25 adopts the lever principle to realize the engagement of the lever mechanism 252 and the anti-rotation spline 253; the bidirectional holding force of the electromagnet 251 is amplified by the lever ratio of the lever mechanism 252, and satisfies the parking and anti-rotation function of the anti-rotation spline 253. The lever mechanism 252 further includes a lever middle positioning hole 2522 , and the parking lever 2521 is installed on the lever positioning pin 2523 of the shell body 212 through the lever middle positioning hole 2522 ; the parking lever 2521 rotates around the lever positioning pin 2523 and serves as a fulcrum of the parking lever 2521 .

[0093] When the intermediate shaft 2511 is extended, the semi-open structure 2512 pushes the rear end of the parking lever 2521, and the parking lever 2521 rotates around the lever positioning pin 2523. The locking tooth on the parking lever 2521 is inserted into the anti-rotation spline 253. Since the anti-rotation spline 253 rotates together with the intermediate shaft 16 of the driving motor under the action of torque, when the anti-rotation spline 253 contacts the locking tooth of the parking lever, the anti-rotation spline 253 stops rotating, thereby playing a role in stopping the intermediate shaft 16 of the driving motor. to satisfy the parking function; when the intermediate shaft 2511 is retracted, the semi-open structure 2512 pulls the tail of the parking lever 2521, the parking lever 2521 rotates around the lever locating pin 2523, the locking tooth on the parking lever 2521 disengages from the stop spline 253, and the stop spline 253 starts to rotate again; when the electromagnet 251 passes a reverse current, the stop spline 253, which is not restricted by the locking tooth, rotates in the opposite direction along with the intermediate shaft 16 of the driving motor, thereby realizing the release of the driver torque.

[0094] The anti-rotation spline 253 is designed with a special shape. One side of each tooth is a large arc surface and the other side is a flat surface. When parking, the gear rotates counterclockwise and the parking lever can be pushed out by relying on the large arc surface, which makes it easier for the control end to define the logic strategy and prevent jamming.

[0095] The main advantage of the present invention is that it can ensure the output of large torque under the condition of a certain motor volume, which is convenient for the system space layout; in addition, the present invention is a redundant design, the two motors can back up each other, and the reliability is good.

[0096] The protection content of the present invention is not limited to the above embodiments. Without departing from the spirit and scope of the present invention, changes and advantages that can be thought of by those skilled in the art are included in the present invention and are protected by the attached claims.

Claims

1. A dual-motor driven electromechanical brake device driver, characterized in that: The driver comprises a drive motor (1) and a transmission assembly (2); The drive motors (1) are two in number and are used for inputting torque, and include a motor boss (13), a drive motor body (15), and a drive motor intermediate shaft (16); The transmission assembly (2) comprises a transmission assembly housing (21), an ECU control module (22), a retaining frame (23), a transmission mechanism (24), and a parking mechanism (25); and is capable of re-outputting the torque input by the drive motor (1) to the brake; The drive motor (1) is symmetrically arranged at positions on both sides of the bottom of the drive along the entire length direction of the drive; the drive motor (1) and the torque output shaft of the transmission assembly (2) are arranged in a parallel axis manner, that is, the axis of the drive motor (1) and the axis of the torque output shaft are parallel.

2. The driver according to claim 1, characterized in that The ECU control module (22), the retaining frame (23), the transmission mechanism (24), and the parking mechanism (25) are all installed inside the transmission assembly housing (21), and from top to bottom they are the ECU control module (22), the retaining frame (23), the transmission mechanism (24), and the parking mechanism (25), and the transmission mechanism (24) and the parking mechanism (25) are used in conjunction with each other in the driver; The transmission assembly housing (21) comprises a housing upper cover (211) and a housing body (212); the housing upper cover (211) is made of a metal aluminum alloy material, and one or more heat dissipation ribs (2111) are arranged on the top to enhance heat dissipation capability; upper cover through holes (2112) are arranged at the four corners of the housing upper cover (211), and upper cover bolts (2113) are passed through the upper cover through holes (2112) to fix the housing upper cover (211) to the housing body (212); The shell body (212) is made of injection-molded material, and is also provided with a motor interface (2121), a signal interface (2122), and a brake interface (2123) for installation in conjunction with a subsequent brake; the orientation of each interface is arranged in a form parallel to or perpendicular to the axis of the drive motor (1).

3. The driver according to claim 2, characterized in that The shape of the motor interface (2121) matches that of the motor boss (13) of the drive motor (1), and a motor sealing ring (14) is also provided between the drive motor (1) and the motor interface (2121) to improve the sealing performance between the two; the drive motor (1) is connected to the motor boss (13) on the drive motor and the housing body (212) by means of a motor bolt (11) in conjunction with a motor protrusion (12) to achieve precise positioning of the drive motor (1).

4. The driver according to claim 2, characterized in that The ECU control module (22) is installed between the housing upper cover (211) and the retaining frame (23), and is used to drive the drive motor (1) to rotate, and is capable of detecting and reading the rotation position of the drive motor (1); The ECU control module (22) is in contact with the housing upper cover (211), and the metal material of the housing upper cover (211) helps dissipate heat; The retaining frame (23) is installed below the ECU control module (22) and above the transmission mechanism (24); the retaining frame (23) is made of the same material as the transmission assembly housing (21) and is engaged by material welding including welding; the retaining frame (23) is provided with installation features of the ECU control module (22) and is provided with a reserved feature (231) for designing an avoidance feature, thereby adapting to the placement requirements of components of different heights on the ECU control module (22); the retaining frame (23) isolates the interior of the transmission assembly (2) into two parts: the ECU control module (22) and the transmission mechanism (24).

5. The driver according to claim 2, characterized in that The transmission mechanism (24) comprises a multi-stage transmission gear set (241) and a planetary gear set (242); The multi-stage transmission gear set (241) comprises a motor gear (2411), an intermediate gear (2412), and a disc input gear (2413); the disc input gear (2413) comprises a disc input meshing gear (24131) and a planetary input sun gear (24132); The number of the planetary gears on the planetary gear set (242) is at least 3 and is evenly distributed in the circumferential direction, and the space formed between the plurality of planetary gears is matched and meshed with the planetary input sun gear (24132) of the disc input gear (2413); The axis of the planetary gear set (242) is parallel to the axis of the drive motor (1); The parking mechanism (25) comprises an electromagnet (251), a lever mechanism (252), and a rotation-stopping spline (253); The lever mechanism (252) comprises a parking lever (2521) and a lever middle positioning hole (2522).

6. The driver according to claim 5, characterized in that The drive motor intermediate shaft (16) is sequentially mounted with a stop spline (253), a motor gear (2411), and a magnetic ring (221), which are arranged at the same end of the drive motor (1) to be tightly fitted and rotate together with the drive motor intermediate shaft (16) during operation without any relative displacement. The stop spline (253) is used to prevent the drive motor (1) from rotating during parking, so that no torque is output externally. The motor gear (2411) is part of a multi-stage transmission gear set (241) and is used to output motor torque and amplify the torque through the multi-stage transmission gear set (241). The magnetic ring (221) is used for the ECU control module (22) to sense the rotation position of the drive motor (1).

7. The driver according to claim 5, characterized in that In the multi-stage transmission gear set (241), the intermediate gear (2412) is mounted on an intermediate gear positioning shaft (24121) fixed to the housing body (212); the intermediate gear positioning shaft (24121) is fixedly mounted on the housing body (212) and remains fixed to the housing body (212); the intermediate gear (2412) has no relative displacement relative to the housing body (212) during the torque transmission process; the intermediate gear (2412) can be moved on the intermediate gear positioning shaft (24121) ) and transmits the motor torque output by the motor gear (2411) to the disc input gear (2413); in the disc input gear (2413), the disc input meshing gear (24131) is meshed with the intermediate gear (2412) to facilitate torque transmission; the planetary input sun gear (24132) is meshed with the planetary gear set (242) and serves as the input sun gear of the planetary gear set (242), amplifying the motor torque and transmitting it to the planetary gear set (242); The planetary gear set (242) comprises a planetary gear (2421), a planetary gear positioning shaft pin (2422) and a gear torque output shaft (2423); the planetary gear (2421) meshes with the external teeth of the planetary input sun gear (24132), wherein the number of the planetary gears (2421) is at least 3 and is evenly distributed on the end face (24231) of the gear torque output shaft in the circumferential direction; a planetary gear positioning hole (24211) is arranged in the middle of the planetary gear (2421), and the planetary gear positioning hole (24211) is used to install the planetary gear positioning shaft pin (2422), and the planetary gear (2421) can rotate freely around the planetary gear positioning shaft pin (2422); the gear torque output interface (24232) of the gear torque output shaft (2423) is used to cooperate with the brake torque installation interface to output the torque of the driver, and the gear torque output interface (24232) adopts a hollow inner hole spline form.

8. The driver according to claim 5, characterized in that The retainer (23) includes a disc input gear positioning pin (232), which is installed on the retainer (23) in a tight fit manner; the disc input gear (2413) is installed in cooperation with the disc input gear positioning pin (232) through a positioning hole (24133) and can rotate freely around the disc input gear positioning pin (232); a limiting feature (234) is arranged at the bottom of the retainer (23), a limiting concave platform (24134) is arranged on the disc input gear (2413), and the retainer ( The limiting feature (234) on the disc input gear (2413) and the limiting recess (24134) on the disc input gear (2413) are clearance-matched. When displacement occurs during the gear transmission process, the limiting recess (24134) on the disc input gear (2413) contacts the limiting feature (234) on the retaining frame (23), thereby ensuring that the disc input gear (2413) is displaced within a limited space to ensure the effectiveness of gear meshing; the retaining frame (23) is also provided with a boss feature (233) for preventing the parking lever (2521) from axial movement.

9. The driver according to claim 5, characterized in that The electromagnet (251) is a bidirectional holding electromagnet. The electromagnet (251) is provided with an intermediate shaft (2511), and the intermediate shaft (2511) can be extended and retracted. One end of the intermediate shaft (2511) is arranged on the outside of the electromagnet (251), and a semi-open structure (2512) is arranged on the intermediate shaft (2511). One end of the parking lever (2521) is installed inside the semi-open structure (2512). During operation, the semi-open structure (2512) contacts the two side surfaces of the rear of the parking lever (2521) respectively, so as to meet the load applied by the parking lever (2521) to realize the lever movement.

10. The driver according to claim 5, characterized in that The electromagnet (251) is installed in a shell body (212), and an electromagnet installation groove (2513) is arranged on the shell body (212) and is kept relatively fixed; the electromagnet (251) includes an electromagnet body (2514) and an integrated intermediate shaft (2511); the parking mechanism (25) adopts the lever principle to realize the engagement of the lever mechanism (252) and the anti-rotation spline (253); the bidirectional holding force of the electromagnet (251) is amplified by the lever ratio of the lever mechanism (252) and satisfies the parking anti-rotation function of the anti-rotation spline (253); the parking lever (2521) is installed on the lever positioning pin (2523) of the shell body (212) through the lever middle positioning hole (2522); the parking lever (2521) rotates around the lever positioning pin (2523) and serves as a fulcrum of the parking lever (2521).

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