Electronic mechanical brake of commercial vehicle

Abstract

The invention discloses an electronic mechanical brake of a commercial vehicle, which aims at an existing commercial vehicle brake system and replaces an original brake chamber structure on the basis of not changing an original caliper structure. The brake comprises a brake traveling cavity, a force transmission module and a motor driving module which are connected in sequence, and the force transmission module is used for transmitting driving force transmitted by the motor driving module to the brake traveling cavity so as to drive braking of brake calipers connected with the brake traveling cavity. A brake transmission ejector rod included in the force transmission module and a brake execution push disc included in the brake driving cavity are designed in an arc surface fit mode and used for generating a maximum swing included angle of + / -4 degrees. The system meets the requirement for swing of + / -4 degrees and the braking requirement for large travel of an axial push rod of a commercial vehicle, has the advantages of being high in braking efficiency, high in universality and the like, and facilitates large-scale popularization due to the adoption of modular design.

Description

Technical Field

[0001] The invention belongs to the technical field of vehicle braking, and in particular relates to an electronic mechanical brake for a commercial vehicle. Background Art

[0002] Electronic mechanical brakes have the advantages of simple structure, fast response, precise control, and significantly improved safety performance. They are an important development direction for future vehicle braking systems. At present, in the field of commercial vehicle braking, pneumatic brake systems with more mature technology are still widely used. However, only a few parts suppliers at home and abroad have proposed electronic mechanical brake solutions for commercial vehicles. These solutions all require the redesign of the existing commercial vehicle chassis and brake calipers to match the new electronic mechanical brakes. This will face the disadvantages of long R&D cycles and high transformation costs, which will delay the industrial upgrading of commercial vehicle braking technology. Summary of the invention

[0003] In order to solve the above technical problems, the present invention provides an electronic mechanical brake for commercial vehicles. For the existing commercial vehicle braking system, it replaces the original brake air chamber structure without changing the original caliper configuration, and has the advantages of high system braking efficiency and strong versatility.

[0004] To achieve the above purpose, the technical solution adopted by the present invention is as follows:

[0005] A commercial vehicle electromechanical brake, the brake comprises a brake driving chamber, a force transmission module, and a motor drive module connected in sequence, wherein:

[0006] The force transmission module is used to transmit the driving force transmitted by the motor driving module to the braking chamber to drive the brake caliper connected to the braking chamber;

[0007] The brake transmission push rod included in the force transmission module and the brake execution push plate included in the brake driving chamber are designed to fit with the arc surface, so as to generate a maximum swing angle of ±4°.

[0008] The beneficial effects of the present invention are:

[0009] 1. The present invention is aimed at existing commercial vehicle brake calipers, and adopts a modular configuration in the overall solution. It can match electronic mechanical brake force transmission modules of different sizes and motor drive modules with different output torque requirements according to the brake driving cavity configuration of different original commercial vehicles. It has high versatility and is easy to promote on a large scale.

[0010] 2. The contact surfaces of the brake actuator push plate and the brake transmission push rod are both designed with an arc structure, which has good wrapping properties and meets the swing requirements of the brake actuator push plate with a swing angle of ±4°. The maximum axial movement of the ball screw nut and the brake transmission push rod Lmax ≥ 55mm, meeting the braking requirements of commercial vehicles with large axial push rod strokes.

[0011] 3. A lubricating oil sealing cavity is designed inside the outer shell of the force transmission module connection cavity, so that the brake transmission push rod is wrapped in a lubricating oil film, effectively avoiding the rigid contact and friction between the brake transmission push rod and the outer shell of the force transmission module connection cavity, thereby improving the braking efficiency of the braking system. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] Figure 1 It is a front and side view of the electronic mechanical brake for a commercial vehicle of the present invention;

[0013] Figure 2 It is a back view of the electronic mechanical brake for a commercial vehicle of the present invention;

[0014] Figure 3 It is a cross-sectional view of the electronic mechanical brake force transmission module and the motor drive module;

[0015] Figure 4 It is the exploded view of the electronic mechanical brake force transmission module and the motor drive module;

[0016] Figure 5 This is a structural view of the outer shell of the transmission chamber of the power transmission module;

[0017] Figure 6 This is a structural view of the ball screw;

[0018] Figure 7 This is a structural view of the brake transmission push rod;

[0019] Figure 8 This is the structural view of the ball screw nut;

[0020] Fig. 9 A view of the push plate structure for brake execution;

[0021] Fig.10 It is a schematic diagram of brake loading of the electronic mechanical brake of a commercial vehicle according to the present invention.

[0022] Reference numerals:

[0023] 1. Brake caliper, 2. Brake chamber, 3. Force transmission module, 4. Motor drive module, 2-1. Brake actuator push plate, 2-2. Return spring, 2-3. Brake chamber housing, 3-1. Force transmission module connecting chamber housing, 3-2. Force transmission module transmission chamber housing, 3-3. Front rubber sealing ring, 3-4. Rear rubber sealing ring, 3-5. Lubricating oil packaging bolt, 3-6. Brake transmission push rod, 3-7. Ball screw, 3-8 , ball screw nut, 3-9, plane thrust bearing, 3-10, retaining spring, 4-1, motor drive module fixed housing, 4-2, planetary reducer mechanism, 4-3, motor drive module connection housing, 4-4, motor drive module tail housing, 4-5, motor stator, 4-6, motor rotor, 4-7, motor shaft, 4-8, encoder, 4-9, brake, 4-10, spline flange, 4-11, encoder packaging housing. DETAILED DESCRIPTION

[0024] The present invention will be further described below in conjunction with the accompanying drawings and embodiments.

[0025] Aiming at the existing commercial vehicle brake system, the present invention designs and develops a new commercial vehicle electronic mechanical brake configuration on the basis of not changing the original caliper configuration to replace the original brake air chamber structure. Figure 1 and Figure 2 Shown is a layout view of the brake configuration, including a brake chamber 2, an electromechanical brake force transmission module 3 and a motor drive module 4 connected in sequence from front to rear, wherein the front end of the brake chamber 2 is connected to a brake caliper 1, and the brake caliper 1 is any brake caliper in the prior art.

[0026] like Figure 3 and Figure 4 As shown, the brake chamber 2 includes a brake actuating push plate 2-1, a return spring 2-2, and a brake chamber outer shell 2-3.

[0027] The force transmission module 3 includes a force transmission module connecting cavity outer shell 3-1, a force transmission module transmission cavity outer shell 3-2, a front rubber sealing ring 3-3, a rear rubber sealing ring 3-4, a lubricating oil packaging bolt 3-5, a brake transmission top rod 3-6, a ball screw screw 3-7, a ball screw nut 3-8, a plane thrust bearing 3-9, and a retaining spring 3-10.

[0028] The motor drive module 4 includes a motor drive module fixed outer shell 4-1, a planetary reducer mechanism 4-2, a motor drive module connecting outer shell 4-3, a motor drive module tail outer shell 4-4, a motor stator 4-5, a motor rotor 4-6, a motor shaft 4-7, an encoder 4-8, a brake 4-9, a spline flange 4-10, and an encoder packaging shell 4-11.

[0029] Specifically, the brake caliper 1 is fixedly connected to the brake chamber housing 2-3 by M16 bolts and M16 nuts on the left and right sides. The brake chamber housing 2-3 is fixedly connected to the power transmission module connection chamber housing 3-1 by an outer circular clamp. The power transmission module connection chamber housing 3-1 is fixedly connected to the power transmission module transmission chamber housing 3-2 by 10 groups of M8 bolts and M8 nuts on the outer circumference. There are 6 groups of M5 internal threaded holes at the tail of the power transmission module transmission chamber housing 3-2, such as Figure 5 As shown. The motor drive module fixed housing 4-1, the motor drive module connecting housing 4-3, and the motor drive module tail housing 4-4 ​​are fixedly connected to the threaded holes at the tail of the transmission cavity housing 3-2 of the power transmission module through 6 groups of M5 long screws on the outer circumference. The encoder packaging housing 4-11 is fixedly connected to the motor drive module tail housing 4-4 ​​through 4 groups of M3 screws.

[0030] In the brake chamber 2, the return spring 2-2 is in a spiral shape with an uneven radius, wherein the largest radius contacts the inner wall of the brake chamber outer shell 2-3, and the smallest radius contacts the surface of the brake actuator push plate 2-1. Preferably, the radius is largest at the center and smallest at the end. The center passes through the top rod of the T-shaped brake actuator push plate 2-1 and is in a compressed state to prevent the brake actuator push plate 2-1 from axially moving when the brake is not being applied, causing the brake caliper 1 to generate braking force.

[0031] There are two sealing grooves at the front and rear on the inner side of the power transmission module connection chamber housing 3-1, which are respectively equipped with the front rubber sealing ring 3-3 and the rear rubber sealing ring 3-4. There is a threaded through hole on the upper part of the inner side, which is equipped with the lubricating oil packaging bolt 3-5. The inner hole is in the shape of an arc, and the front arc section of the brake transmission push rod 3-6 is penetrated inside the module connection chamber housing 3-1. Inside the power transmission module transmission chamber housing 3-2, there is a sleeve with flat upper and lower sides and semi-circular arc surfaces on the left and right sides. The tail of the brake transmission push rod 3-6 and the ball screw nut 3-8 are assembled in the sleeve. There is a plane thrust bearing groove at the tail of the power transmission module transmission chamber housing 3-2, and a plane thrust bearing 3-9 is assembled. One side of the plane thrust bearing 3-9 contacts the tail platform of the ball screw 3-7, and the part with the spline groove at the tail of the ball screw 3-7 extends to the outside of the power transmission module transmission chamber housing 3-2 and is locked and fixed by the retaining spring 3-10. The axial movement of the ball screw 3-7 can be limited by the constraints of the plane thrust bearing 3-9 and the retaining spring 3-10. In the motor drive module 4, the spline flange 4-10 serves as the planetary carrier at the output end of the planetary reducer mechanism 4-2. The planetary reducer mechanism 4-2 is fixed to the inner wall of the motor drive module connection housing, the motor stator 4-5 is fixed to the inner wall of the motor drive module tail housing 4-4, the brake 4-9 is fixed to the front end of the tail of the motor drive module tail housing 4-4, the encoder 4-8 is fixed to the rear end of the tail of the motor drive module tail housing 4-4, and is encapsulated by the encoder encapsulation shell 4-11. The motor rotor 4-6 is connected to the motor shaft 4-7 by a flat key.

[0032] When the vehicle brake is loaded, the brake device 4-9 in the motor drive module 4 is energized, the motor shaft 4-7 is unlocked, and according to the braking force requirement, the motor stator 4-5 is energized, and the motor rotor 4-6 drives the motor shaft 4-7 to output a torque of a specific parameter through the planetary reducer mechanism 4-2. The output end of the motor drive module 4 adopts a spline flange 4-10, which is connected to the spline groove at the tail of the ball screw 3-7 (such as Figure 6 As shown), the ball screw nut 3-8 is fixedly connected to the brake transmission push rod 3-6 by bolts. The circumferential outer dimensions of the two are consistent, with the upper and lower sides being flat and the left and right sides being semicircular surfaces (as shown). Figure 7 , Figure 8 As shown). With such a structural design, the outer shell 3-2 of the transmission chamber of the force transmission module 3 constrains the ball screw nut 3-8 to rotate in the circumferential direction. When the ball screw 3-7 rotates, the ball screw nut 3-8 and the brake transmission push rod 3-6 can only move axially. The brake transmission push rod 3-6 pushes the brake execution push plate 2-1 to move axially, completing the formation of the brake clamping force in the brake caliper 1.

[0033] The top of the brake transmission push rod 3-6 is in an arc shape, and the radius of the arc structure is R1 (such as Figure 7 At the same time, the structure of the tail plane of the original brake actuator push plate is also optimized and improved, that is, the brake actuator push plate 2-1 of the present invention is designed to have an arc profile, and the arc structure radius is R2 (as shown in FIG. Fig. 9 As shown), R2>R1. Through the above structural design, the brake actuator push plate 2-1 can effectively wrap the brake transmission push rod 3-6, combined with Figure 3 It can be seen that the top of the brake transmission push rod 3-6 is an outward convex arc, and the brake execution push plate 2-1 is an inward concave arc, and the two are just effectively matched. When the brake execution push plate 2-1 axially pushes the brake mechanism in the brake caliper 1, a maximum swing angle of α=±4° will be generated (such as Fig.10 Therefore, the matching form of the two arc-shaped profiles can meet the requirement of the swing angle.

[0034] Due to the existence of the swing angle, when the service brake is loaded, the brake execution push plate 2-1 will react on the brake transmission push rod 3-6 to form a vertical force component. To this end, in the present invention, a lubricating oil cavity is designed in the outer shell 3-1 of the force transmission module connection cavity, and the brake transmission push rod 3-6 is wrapped in a completely sealed lubricating oil cavity through the front rubber sealing ring 3-3, the rear rubber sealing ring 3-4, and the lubricating oil packaging bolt 3-5, thereby avoiding the rigid contact between the brake transmission push rod 3-6 and the outer shell 3-1 of the force transmission module connection cavity, causing unnecessary dry friction loss.

[0035] When the service brake is unloaded, the motor drive module 4 quickly rotates the spline flange 4-10 in the opposite direction, so that the ball screw 3-7 rotates at the same time, driving the ball screw nut 3-8 and the brake transmission push rod 3-6 to move axially to return to the starting position. The encoder 4-8 in the motor drive module 4 will collect the rotation angle data of the motor shaft 4-7 in real time, and the data will be transmitted to the brake controller and converted into the axial movement amount L of the ball screw nut 3-8, where 0≤L≤Lmax (such as Fig.10 When the brake controller determines that L=Lmax-δ, it prompts to replace the friction plate, where δ is the safe wear threshold of the friction plate and Lmax represents the maximum movement amount.

[0036] During parking braking, the motor drive module 4 outputs a parking brake torque of specific parameters according to the parking brake force requirement. The brake device 4-9 is powered off, and then the motor stator 4-5 is powered off, and the motor shaft 4-7 is completely locked by the brake device 4-9. The parking brake force is completely provided by the static friction between the brake device 4-9 and the motor shaft 4-7.

[0037] The specific embodiments described above further illustrate the objectives, technical solutions and beneficial effects of the present invention in detail. It should be understood that the above description is only a specific embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. An electromechanical brake for a commercial vehicle, characterized in that: The brake comprises a brake driving chamber, a force transmission module, and a motor drive module which are connected in sequence, wherein: The force transmission module is used to transmit the driving force transmitted by the motor driving module to the braking chamber to drive the brake caliper connected to the braking chamber; The brake transmission push rod included in the force transmission module and the brake execution push plate included in the brake driving chamber are designed to fit with the arc surface, so as to generate a maximum swing angle of ±4°.

2. The commercial vehicle electromechanical brake according to claim 1, characterized in that: The brake chamber includes a brake actuating push plate, a return spring, and a brake chamber outer shell. The return spring is in a spiral shape with an uneven radius, wherein the largest radius contacts the inner wall of the brake chamber outer shell, and the smallest radius contacts the surface of the brake actuating push plate.

3. The commercial vehicle electromechanical brake according to claim 1, characterized in that: The force transmission module includes a force transmission module connecting cavity outer shell connected in sequence to the braking driving cavity outer shell, a force transmission module transmission cavity outer shell, and the motor drive module includes a motor drive module fixed outer shell connected in sequence to the force transmission module transmission cavity outer shell, a motor drive module connecting outer shell, a motor drive module tail outer shell, and an encoder packaging shell.

4. The commercial vehicle electromechanical brake according to claim 2, characterized in that: The force transmission module includes a brake transmission push rod, the top of which is in an outward convex arc shape with an arc structure radius of R1. The brake execution push plate is T-shaped, and the cross bar where the brake execution push plate contacts the brake transmission push rod is designed to be an inward concave arc profile with an arc structure radius of R2, wherein R2>R1.

5. The commercial vehicle electromechanical brake according to claim 1, characterized in that: Specifically, the force transmission module connecting cavity shell has front and rear sealing grooves on the inside, which are respectively equipped with front and rear rubber sealing rings. The upper inner part has a threaded through hole, which is equipped with lubricating oil packaging bolts to wrap the brake transmission push rod in a completely sealed lubricating oil cavity.

6. The commercial vehicle electromechanical brake according to claim 3, characterized in that: Specifically, the rear end of the transmission cavity outer shell of the force transmission module has a planar thrust bearing groove, which is equipped with a planar thrust bearing. One side of the planar thrust bearing is in contact with the rear platform of the ball screw. The part with the spline groove at the rear end of the ball screw extends to the outside of the transmission cavity outer shell of the force transmission module and is locked and fixed by a retaining spring.

7. The commercial vehicle electromechanical brake according to claim 6, characterized in that: The ball screw nut and the brake transmission push rod are fixedly connected by bolts, and the circumferential outer dimensions of the two are consistent. When the ball screw screw rotates, the ball screw nut and the brake transmission push rod can only achieve axial movement.

8. The commercial vehicle electromechanical brake according to claim 7, characterized in that: In the motor drive module, the spline flange serves as a planetary carrier at the output end of the planetary reducer mechanism, the planetary reducer mechanism is fixed to the inner wall of the outer shell connected to the motor drive module, the motor stator is fixed to the inner wall of the outer shell at the rear of the motor drive module, the brake is fixed to the front end of the rear of the outer shell at the rear of the motor drive module, the encoder is fixed to the rear end of the rear of the outer shell at the rear of the motor drive module, and is encapsulated by the encoder encapsulation shell, and the motor rotor is connected to the motor shaft by a flat key.

9. The commercial vehicle electromechanical brake according to claim 8, characterized in that: When the service brake is loaded, the brake in the motor drive module is energized, the motor shaft is unlocked, and according to the braking force requirement, the motor stator is energized, and the motor rotor drives the motor shaft to output a torque of specific parameters through the planetary reducer mechanism.

10. The commercial vehicle electromechanical brake according to claim 9, characterized in that: The encoder in the motor drive module collects the rotation angle data of the motor shaft in real time, transmits it to the brake controller, and converts it into the axial movement L of the ball screw nut. When the brake controller determines that L=Lmax-δ, it prompts to replace the friction plate, where δ is the safe wear threshold of the friction plate and Lmax represents the maximum movement.

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