Automobile electronic mechanical braking mechanism

Abstract

The invention discloses an electronic mechanical brake mechanism of an automobile. A parking electromagnet is arranged in the output end direction of the motor; the motor is meshed with the duplicate gear set, and the other side of the duplicate gear set is meshed with the transmission assembly. The axial direction of the transmission assembly is connected with the roller lead screw assembly, the roller lead screw assembly is parallel to the direction of the output end of the motor, and the roller lead screw assembly and the motor are located on the same side of the duplicate gear set. By designing a planetary roller screw and duplicate gear set structure, the planetary roller screw replaces a ball screw, so that the size and the weight of the brake structure can be reduced, and the weight of the automobile brake caliper is further reduced; an existing gear and a two-stage transmission driving gear are designed into a duplicate gear set structure, the gear transmission stage number of an EMB can be reduced, the number of gear parts is correspondingly reduced, and the follow-up assembly procedure is optimized.

Description

Technical Field

[0001] The invention relates to the field of automobile braking devices, and in particular to an automobile electronic mechanical braking mechanism. Background Art

[0002] The transmission mechanism of the electro-mechanical brake system (EMB) is usually a combination of gears and screws, among which parallel shaft gears and ball screws, planetary gears and ball screws are the main structures.

[0003] The gear and ball screw combination of existing electronic mechanical brakes generally has a specific structure of a single motor, three-stage parallel shaft gear and ball screw combination; a dual motor, two-stage parallel shaft gear, one-stage planetary gear and ball screw combination; a single motor, two-stage parallel shaft, one-stage planetary gear and ball screw combination.

[0004] In order to obtain greater braking force and reduce the size of the motor, current electronic mechanical brake systems are generally designed as the above-mentioned multi-stage reduction mechanism and ball screw transmission combination. In order to meet the braking effect, the ball screw that plays a load-bearing role needs to be designed to be larger, which will increase the mechanism's motion inertia and reduce the mechanism's braking response time. In addition, the combined structure is relatively complex, with a large number of parts and a large ball screw volume, which increases the product's external volume, increasing the problem of product failure and reduced installation adaptability of the wheel-end product. Summary of the invention

[0005] The purpose of the present invention is to solve the shortcomings of the prior art and to propose an automobile electronic mechanical brake mechanism.

[0006] In order to achieve the above-mentioned purpose, the present invention adopts the following technical solution: an automobile electronic mechanical brake mechanism, comprising:

[0007] Motor;

[0008] A parking electromagnet is provided at the output end of the motor;

[0009] The motor is meshed with the double gear set, and the other side of the double gear set is meshed with the transmission assembly;

[0010] The transmission assembly is axially connected to a roller screw assembly, the roller screw assembly is parallel to the direction of the motor output end, and the roller screw assembly and the motor are located on the same side of the double gear set.

[0011] As a further description of the above technical solution: a ratchet is sleeved on the output shaft of the motor, the ratchet is engaged with the parking electromagnet, a magnet is provided at the end of the output shaft, a first gear is provided on the outer side of the magnet, and the first gear is engaged with the double gear set.

[0012] As a further description of the above technical solution: the double gear set includes a second gear and a third gear arranged coaxially, the second gear is integrally connected to the end face of the third gear, the third gear is located on the side close to the motor, the outer diameter of the second gear is larger than the outer diameter of the third gear, the second gear is meshed with the first gear, and the third gear is meshed with the transmission assembly.

[0013] As a further description of the above technical solution: a ball bearing is arranged on the inner side of the second gear, and a sliding bearing is arranged on the inner side of the third gear;

[0014] The inner diameter of the ball bearing matches the stepped shaft, and the stepped shaft extends in the axial direction of the third gear, penetrates the sliding bearing and extends to the outside.

[0015] As a further description of the above technical solution: the transmission assembly includes a fourth gear, the fourth gear is meshed with the third gear, one side end surface of the fourth gear is recessed inward to form a first cavity, the inside of the first cavity is provided with a mating hole extending outward, and the middle of the mating hole is provided with a first slot hole.

[0016] As a further description of the above technical solution: the roller screw assembly includes a screw shaft, an isolation portion is provided on the screw shaft, a thrust bearing and a force sensor are sequentially provided in a ring sleeve on one side of the screw shaft, and the thrust bearing and the force sensor are located inside the first cavity.

[0017] As a further description of the above technical solution: a second slot is provided at one end of the screw shaft close to the force sensor, a first retaining ring is provided on the inner side of the second slot, one end of the screw shaft is passed through the inner side of the matching hole, and the outer side of the first retaining ring matches with the first slot.

[0018] As a further description of the above technical solution: a nut is provided at the other end of the isolation portion of the screw shaft, a second cavity is formed between the nut and the screw shaft, a roller is placed inside the cavity, and the outer diameter of the roller matches the outer diameter of the screw shaft and the inner diameter of the nut.

[0019] As a further description of the above technical solution: retaining frames are arranged on both side end faces of the roller, and a second retaining ring is arranged on the side of the two retaining frames away from the roller.

[0020] As a further description of the above technical solution: a first limit block is provided on one end face of the nut close to the isolation part, and a second limit block is provided on the curved surface of the isolation part, and the first limit block and the second limit block circumferentially limit the lead of the roller screw assembly.

[0021] The above technical solution has the following advantages or beneficial effects:

[0022] 1. By designing the planetary roller screw and the double gear set structure, the planetary roller screw replaces the ball screw, which can reduce the volume and weight of the brake structure and further reduce the weight of the automobile brake caliper.

[0023] 2. Designing the existing gears and the secondary transmission driving gear into a double gear set structure can reduce the number of gear transmission stages of the EMB, correspondingly reduce the number of gear parts, and optimize the subsequent assembly process. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 A three-dimensional diagram of the electronic mechanical brake mechanism proposed by the present invention;

[0025] Figure 2 A side view of the electromechanical brake mechanism proposed by the present invention;

[0026] Figure 3 It is a schematic diagram of the structure of the output end of the motor in the present invention;

[0027] Figure 4 is a cross-sectional view of a double gear set in the present invention;

[0028] Figure 5 is a cross-sectional view of the transmission assembly and the roller screw assembly of the present invention;

[0029] Figure 6 is a cross-sectional view of the roller screw assembly of the present invention;

[0030] Figure 7 It is a schematic diagram of the assembly of the transmission assembly and the roller screw assembly in the present invention;

[0031] Figure 8 is a side view of the roller screw assembly of the present invention;

[0032] Fig. 9 It is a three-dimensional diagram of the nut in the present invention.

[0033] Legend:

[0034] 1. Motor; 11. Ratchet; 12. Magnet; 13. First gear; 2. Parking electromagnet; 3. Double gear set; 31. Second gear; 32. Third gear; 33. Ball bearing; 34. Sliding bearing; 35. Step shaft; 4. Transmission assembly; 41. Fourth gear; 42. Matching hole; 43. First slot; 5. Roller screw assembly; 51. Screw shaft; 511. Isolation part; 512. Second slot; 513. First retaining ring; 514. Second limit block; 52. Thrust bearing; 53. Force sensor; 54. Nut; 541. First limit block; 55. Roller; 56. Retaining frame; 57. Second retaining ring. DETAILED DESCRIPTION

[0035] 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.

[0036] Reference Figure 1-Figure 9 An embodiment of the present invention is as follows: an automotive electronic mechanical brake mechanism, comprising: a motor 1; a parking electromagnet 2 is arranged in the output end direction of the motor 1; the motor 1 is meshed with a double gear set 3, and the other side of the double gear set 3 is meshed with a transmission assembly 4; the axial direction of the transmission assembly 4 is connected to a roller screw assembly 5, the roller screw assembly 5 is parallel to the direction of the output end of the motor 1, and the roller screw assembly 5 and the motor 1 are located on the same side of the double gear set 3.

[0037] In this embodiment, the motor 1 drives the double gear set 3 to rotate, the double gear set 3 is meshed with the transmission assembly 4, and the transmission assembly 4 cooperates with the roller screw assembly 5 to convert the output rotational motion into linear reciprocating motion. The planetary roller screw assembly 5 and the double gear set 3 structure are designed, and the planetary roller screw replaces the ball screw, which can reduce the volume and weight of the brake structure and further reduce the weight of the automobile brake caliper. The existing gears and the secondary transmission driving gear are designed into a double gear set structure, which can reduce the gear transmission level of the EMB, correspondingly reduce the number of gear parts, and optimize the subsequent assembly process.

[0038] Reference Figure 3 A ratchet 11 is sleeved on the output shaft of the motor 1, and the ratchet 11 is meshed with the parking electromagnet 2. A magnet 12 is provided at the end of the output shaft, and a first gear 13 is provided on the outer side of the magnet 12, and the first gear 13 is meshed with the double gear set 3.

[0039] In this embodiment, the ratchet 11 and the first gear 13 are connected to the driving shaft of the motor 1. In order to reduce transmission noise, the first gear 13 is designed as a helical gear, the ratchet end face of the ratchet 11 is designed as an oblique structure, and the magnet 12 is installed in the inner hole of the first gear 13 by fixing glue. When used in conjunction with an external control chip, the angular position of the motor 1 can be measured in real time, the rotation angle and number of turns of the motor 1 can be accurately controlled, and braking control can be performed.

[0040] Reference Figure 4 The double gear set 3 includes a second gear 31 and a third gear 32 which are coaxially arranged. The end faces of the second gear 31 and the third gear 32 are integrally connected. The third gear 32 is located on the side close to the motor 1. The outer diameter of the second gear 31 is larger than the outer diameter of the third gear 32. The second gear 31 meshes with the first gear 13, and the third gear 32 meshes with the transmission assembly 4. A ball bearing 33 is arranged on the inner side of the second gear 31, and a sliding bearing 34 is arranged on the inner side of the third gear 32. The inner diameter of the ball bearing 33 cooperates with the stepped shaft 35. The stepped shaft 35 extends in the axial direction of the third gear 32, penetrates the sliding bearing 34 and extends to the outside.

[0041] In this embodiment, the end faces of the second gear 31 and the third gear 32 are integrally connected, which saves costs and reduces assembly processes. Since the first gear 13 at the output end of the motor 1 is meshed with the second gear 31, during the transmission process, a ball bearing 33 with better load-bearing function is selected, preferably a deep groove ball bearing, so that the stepped shaft 35 can bear greater stress. The sliding bearing 34 on the inner side of the third gear 32 is clearance-fitted with the stepped shaft 35, which limits the radial direction of the stepped shaft 35 to prevent the stepped shaft 35 from swinging during rotation.

[0042] Reference Figure 5-Figure 8 The transmission assembly 4 includes a fourth gear 41, which is meshed with the third gear 32. One end surface of the fourth gear 41 is recessed inward to form a first cavity. A matching hole 42 extending outward is provided inside the first cavity, and a first slot 43 is provided in the middle of the matching hole 42.

[0043] In this embodiment, the rotational movement of the double gear set 3 is transmitted through the fourth gear 41. The matching hole 42 is an internal hexagonal spline hole, which plays a role in transmitting torque and power, and can drive the screw shaft 51 to rotate. One side of the screw shaft 51 is a hexagonal shaft, which can extend into the inner side of the matching hole 42 and limit the circumferential rotation. A first cavity is set on the side of the fourth gear 41 close to the roller screw assembly 5, which is used to place the thrust bearing 52 and the force sensor 53. By opening the cavity, the space volume required for structural matching can be further saved.

[0044] The roller screw assembly 5 includes a screw shaft 51 , on which an isolation portion 511 is disposed. A thrust bearing 52 and a force sensor 53 are sequentially annularly disposed on one side of the screw shaft 51 . The thrust bearing 52 and the force sensor 53 are located inside the first cavity.

[0045] In this embodiment, an isolation portion 511 is provided on the screw shaft 51 to divide the screw shaft 51 into two sections. A thrust bearing 52 and a force sensor 53 are provided in a ring sleeve of the screw shaft 51 on one side of the isolation portion 511 to detect the transmission force during the movement.

[0046] A second slot 512 is provided at one end of the screw shaft 51 close to the force sensor 53 , a first retaining ring 513 is provided inside the second slot 512 , one end of the screw shaft 51 is passed through the inside of the matching hole 42 , and the outer side of the first retaining ring 513 matches with the first slot 43 .

[0047] In this embodiment, the axial diameter of the screw shaft 51 is matched with the inner diameter of the thrust bearing 52 to bear the axial force of the screw shaft 51. The first retaining ring 513 is a wire retaining ring. During assembly, the first retaining ring 513 is first assembled to the second slot 512, and then the screw shaft 51 and the first retaining ring 513 are pressed into the inner side of the matching hole 42 of the fourth gear 41, so that the first retaining ring 513 is also matched with the first slot 43.

[0048] A nut 54 is provided at the other end of the isolation portion 511 of the screw shaft 51 , and a second cavity is formed between the nut 54 and the screw shaft 51 . A roller 55 is placed inside the cavity, and the outer diameter of the roller 55 matches the outer diameter of the screw shaft 51 and the inner diameter of the nut 54 .

[0049] In this embodiment, a planetary roller screw is composed of a nut 54, a screw shaft 51 and a roller 55. When the screw shaft 51 rotates, the roller 55 rotates inside the second cavity and performs a circular motion around the screw shaft 51. When rotating, it moves in a radial direction, driving the nut 54 to rotate while reciprocating along the setting direction of the screw shaft 51.

[0050] Cages 56 are provided on both side end surfaces of the roller 55 , and second retaining rings 57 are provided on the side of the two cages 56 away from the roller 55 .

[0051] In this embodiment, the roller 55 is limited in the second cavity by the retaining frame 56 to prevent the roller 55 from falling off. Second retaining rings 57 are provided on both sides of the retaining frame 56, preferably elastic retaining rings, to provide elastic protection for the roller 55.

[0052] Reference Figure 8 and Fig. 9A first limit block 541 is provided on one end face of the nut 54 close to the isolating portion 511 , and a second limit block 514 is provided on the curved surface of the isolating portion 511 . The first limit block 541 and the second limit block 514 limit the lead of the roller screw assembly 5 circumferentially.

[0053] In this embodiment, by the limiting cooperation between the first limit block 541 and the second limit block 514, the height distance L of the second limit block 514 is made smaller than the lead of the roller screw assembly 5, which can play a circumferential limiting role. When the nut 54 retreats to the extreme position, it prevents the threaded engagement area of ​​the screw shaft 51 from biting or yielding, thereby playing a mechanical protection role.

[0054] Working principle: During the transmission process, the nut 54 on the roller screw assembly 5 is connected with the external equipment to perform driving braking, and the motor 1 drives the first gear 13 to rotate, and the first gear 13 is engaged with the second gear 31, driving the double gear set 3 to rotate, and the third gear 32 is synchronously rotated with the second gear 31, and the third gear 32 is engaged with the fourth gear 41, and the fourth gear 41 drives the screw shaft 51 to rotate, so that the nut 54 reciprocates on the screw shaft 51, wherein the first gear 13 and the second gear 31 constitute a primary gear transmission, and the third gear 32 and the fourth gear 41 constitute a secondary gear transmission, and the rotational motion of the transmission assembly 4 is converted into the linear motion of the nut 54 through the roller screw assembly 5.

[0055] Finally, it should be noted that the above is only a preferred embodiment of the present invention and is not intended to limit the present invention. Although the present invention has been described in detail with reference to the aforementioned embodiments, it is still possible for those skilled in the art to modify the technical solutions described in the aforementioned embodiments or to make equivalent substitutions for some of the technical features therein. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. An automotive electronic mechanical brake mechanism, characterized in that: include: Motor (1); A parking electromagnet (2) is provided at the output end of the motor (1); The motor (1) is meshed with a double gear set (3), and the other side of the double gear set (3) is meshed with a transmission assembly (4); The transmission assembly (4) is axially connected to a roller screw assembly (5), the roller screw assembly (5) is parallel to the direction of the output end of the motor (1), and the roller screw assembly (5) and the motor (1) are located on the same side of the double gear set (3).

2. The electromechanical brake mechanism according to claim 1, characterized in that: A ratchet (11) is sleeved on the output shaft of the motor (1), the ratchet (11) meshes with the parking electromagnet (2), a magnet (12) is arranged at the end of the output shaft, a first gear (13) is arranged outside the magnet (12), and the first gear (13) meshes with the double gear set (3).

3. The electromechanical brake mechanism according to claim 2, characterized in that: The double gear set (3) comprises a second gear (31) and a third gear (32) which are coaxially arranged, the second gear (31) and the end faces of the third gear (32) are integrally connected, the third gear (32) is located on a side close to the motor (1), the outer diameter of the second gear (31) is larger than the outer diameter of the third gear (32), the second gear (31) is meshed with the first gear (13), and the third gear (32) is meshed with the transmission assembly (4).

4. The electromechanical brake mechanism according to claim 3, characterized in that: A ball bearing (33) is provided on the inner side of the second gear (31), and a sliding bearing (34) is provided on the inner side of the third gear (32); The inner diameter of the ball bearing (33) matches the stepped shaft (35), and the stepped shaft (35) extends in the axial direction of the third gear (32), penetrates the sliding bearing (34) and extends to the outside.

5. The electromechanical brake mechanism according to claim 3, characterized in that: The transmission assembly (4) comprises a fourth gear (41), the fourth gear (41) meshing with the third gear (32), one end surface of the fourth gear (41) being recessed inwardly to form a first cavity, a matching hole (42) extending outwardly being provided inside the first cavity, and a first slotted hole (43) being provided in the middle of the matching hole (42).

6. The electromechanical brake mechanism according to claim 5, characterized in that: The roller screw assembly (5) comprises a screw shaft (51), an isolating portion (511) is arranged on the screw shaft (51), a thrust bearing (52) and a force sensor (53) are sequentially arranged in a ring-shaped manner on one side of the screw shaft (51), and the thrust bearing (52) and the force sensor (53) are located inside the first cavity.

7. The electromechanical brake mechanism according to claim 6, characterized in that: A second slotted hole (512) is provided at one end of the lead screw shaft (51) close to the force sensor (53), a first retaining ring (513) is provided inside the second slotted hole (512), one end of the lead screw shaft (51) is passed through the inside of the matching hole (42), and the outer side of the first retaining ring (513) matches with the first slotted hole (43).

8. The electromechanical brake mechanism according to claim 6, characterized in that: A nut (54) is provided at the other end of the isolation portion (511) of the screw shaft (51), and a second cavity is formed between the nut (54) and the screw shaft (51). A roller (55) is placed inside the cavity, and the outer diameter of the roller (55) matches the outer diameter of the screw shaft (51) and the inner diameter of the nut (54).

9. The electromechanical brake mechanism according to claim 8, characterized in that: Retaining frames (56) are provided on both side end surfaces of the roller (55), and a second retaining ring (57) is provided on one side of the two retaining frames (56) away from the roller (55).

10. The electromechanical brake mechanism according to claim 8, characterized in that: A first limit block (541) is provided on one end face of the nut (54) close to the isolating portion (511), and a second limit block (514) is provided on the curved surface of the isolating portion (511). The first limit block (541) and the second limit block (514) perform circumferential limit on the lead of the roller screw assembly (5).

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