Electromechanical brake, control method and vehicle

Abstract

The invention discloses an electronic mechanical brake, a control method and a vehicle. The electronic mechanical brake comprises a brake disc, a caliper, a transmission assembly, a reverse input cut-off clutch and an actuator, the caliper comprises a caliper body and a first brake part, the first brake part is movably arranged on the caliper body and is opposite to the brake disc in the first direction, and the first direction is the opposite direction of two disc faces of the brake disc; the output end of the transmission assembly is connected with the first brake part. The reverse input cut-off clutch comprises an input shaft and an output shaft, and the output shaft is in transmission connection with the input end of the transmission assembly. The output end of the actuator is in transmission connection with the input shaft and used for driving the input shaft to rotate anticlockwise or clockwise so as to drive the output end of the transmission assembly to carry the first brake part to move close to or away from the brake disc in the first direction. According to the electronic mechanical brake, the parking stability of the vehicle can be effectively improved, and the risk of parking brake failure or parking release failure can be reduced.

Description

Technical Field

[0001] The present application relates to the technical field of automobile windshield wipers, and in particular to an electromechanical brake, a control method, and a vehicle. Background Art

[0002] In the field of vehicle braking technology, electronic mechanical brakes (EMBs) are gaining increasing attention due to their advantages, such as wire-controlled operation and rapid response. These systems utilize a motor-driven mechanical mechanism to achieve braking, significantly simplifying the brake system's structure and making it easier to deploy, assemble, and maintain.

[0003] In the related art, the electronic mechanical brake system operates by driving a self-locking ratchet and pawl mechanism through a motor, and then the self-locking ratchet and pawl mechanism drives the friction plate to move toward the brake disc to achieve parking brake.

[0004] However, in the actual assembly or vibration conditions of the self-locking ratchet pawl mechanism, the pawl is prone to displacement or void, resulting in incomplete engagement between the ratchet pawl, which can easily cause unstable parking force and is not conducive to improving parking safety. Summary of the Invention

[0005] The embodiments of the present application disclose an electromechanical brake, a control method, and a vehicle, which can effectively increase parking stability.

[0006] To achieve the above objectives, in a first aspect, embodiments of the present application disclose an electromechanical brake, comprising:

[0007] brake discs;

[0008] A caliper comprising a caliper body and a first brake member, wherein the first brake member is movably disposed on the caliper body and is disposed opposite to the brake disc along a first direction, wherein the first direction is a direction in which two disc surfaces of the brake disc are opposite to each other;

[0009] a transmission assembly, wherein an output end of the transmission assembly is connected to the first brake member;

[0010] A reverse input cut-off clutch, the reverse input cut-off clutch comprising an input shaft and an output shaft, the output shaft being in driving connection with the input end of the transmission assembly;

[0011] An actuator, wherein the output end of the actuator is in transmission connection with the input shaft, and is used to drive the input shaft to rotate counterclockwise or clockwise, so as to drive the output end of the transmission assembly to carry the first brake member to move toward or away from the brake disc along the first direction.

[0012] Optionally, the input shaft and the output shaft are coaxially arranged.

[0013] Optionally, the caliper body has an accommodating space, the first brake member is movably accommodated in the accommodating space, and at least part of at least one of the actuator, the reverse input cut-off clutch and the transmission assembly is accommodated in the accommodating space.

[0014] Optionally, the transmission assembly includes one of a ball screw, a crank slider, and a cam mechanism.

[0015] Optionally, the transmission assembly includes a ball screw, and the output rotating shaft of the actuator, the input shaft and the output shaft of the reverse input cut-off clutch, and the screw of the ball screw are coaxially arranged.

[0016] Optionally, the electronic mechanical brake also includes a reducer, the output shaft of the reverse input cut-off clutch is connected to the input end of the transmission assembly through the reducer, the reverse input cut-off clutch and the transmission assembly are arranged in parallel, and the reverse input cut-off clutch and the transmission assembly are arranged on the same side of the reducer.

[0017] Optionally, the actuator includes any one of a motor or a motor.

[0018] In a second aspect, the present application further discloses a control method for an electromechanical brake, which is applied to the electromechanical brake described in any one of the first aspects; the control method comprises:

[0019] Detecting status information of a parking brake triggering device of a vehicle after being actuated;

[0020] If the parking brake triggering device is in a parking brake triggering state, the actuator outputs a first torque to move the first braking member toward the brake disc and clamp the brake disc;

[0021] detecting whether the clamping force between the first brake member and the brake disc reaches a target clamping force, and if so, stopping the actuator; if not, continuing to output a torque in the same direction as the first torque until the clamping force between the first brake member and the brake disc reaches the target clamping force, at which point the actuator stops operating;

[0022] A message is sent that parking brake application of the vehicle is complete.

[0023] Optionally, the electromechanical brake further includes a controller, the controller being electrically connected to the actuator, and the actuator outputting a first torque if the parking brake triggering device is in a parking brake triggering state, comprising:

[0024] After detecting that the parking brake triggering device is in the parking brake triggering state, detecting information about the slope on which the vehicle is located, information about the gross weight of the vehicle, and information about the speed of the vehicle, where the gross weight of the vehicle includes the curb weight of the vehicle, the weight of the driver and passengers, the weight of luggage, and the weight of accessories of the vehicle;

[0025] If it is detected that the speed of the vehicle is 0 m / s, the controller controls the actuator to output a first sub-torque greater than the target torque according to information about the slope on which the vehicle is located and information about the total weight of the vehicle.

[0026] Optionally, if the speed of the vehicle is detected to be 0 m / s, the controller controls the actuator to output a first sub-torque according to information about the slope on which the vehicle is located and information about the total weight of the vehicle, including:

[0027] After detecting that the speed of the vehicle is 0 m / s, the controller calculates, based on information about the slope on which the vehicle is located and information about the total weight of the vehicle, a clamping force required when the first brake member and the brake disc are in a clamped state, the required clamping force forming the target clamping force, and the controller calculates the target torque based on the target clamping force;

[0028] The actuator outputs the first sub-torque that is greater than the target torque.

[0029] Optionally, the electromechanical brake further includes a controller, the controller being electrically connected to the actuator, and the actuator outputting a first torque if the parking brake triggering device is in a parking brake triggering state, further comprising:

[0030] After detecting that the parking brake triggering device is in the parking brake triggering state, detecting the slope information of the vehicle, the gross weight information of the vehicle, and the speed information of the vehicle;

[0031] If the speed of the vehicle is greater than 0 m / s, the controller controls the actuator to output a second sub-torque according to the slope information of the vehicle, the total weight information of the vehicle, and the speed information of the vehicle until the speed of the vehicle is 0 m / s.

[0032] Optionally, after detecting the state information of the parking brake triggering device of the vehicle after being actuated, the method further includes:

[0033] If the parking brake triggering device is in a parking brake release state, the actuator outputs a third torque to move the first braking member away from the brake disc and release the clamping of the brake disc, wherein the direction of the third torque is opposite to that of the first torque;

[0034] A message is sent to complete the parking release of the vehicle.

[0035] In a third aspect, the present application further discloses a vehicle comprising the electromechanical brake according to any one of the first aspects.

[0036] Compared with the prior art, the present invention has the following advantages:

[0037] In the present application, the output shaft of the reverse input cut-off clutch is transmission-connected to the input end of the transmission assembly, and the output end of the actuator is transmission-connected to the input shaft of the reverse input cut-off clutch, so that when the actuator starts to transmit torque to the input shaft, the input shaft can be driven to rotate, thereby driving the output shaft to rotate, and then the torque is transmitted to the first brake member through the transmission assembly to drive the first brake member to move, clamping the brake disc to provide an infinitely variable parking force for the vehicle's parking brake, or releasing the clamping of the brake disc; and when the transmission assembly transmits torque to the output shaft of the reverse input cut-off clutch, the torque can be cut off from the output shaft to the input shaft to prevent the torque from being transmitted from the output shaft to the actuator. Thus, firstly, when the vehicle is parking, the torque can be effectively prevented from being transmitted from the first brake member to the actuator. Thus, during parking, the first brake member can always clamp the brake disc with a clamping force sufficient to clamp the brake disc, effectively improving the stability of the vehicle's parking. Secondly, after the first brake member clamps the brake disc to complete parking, the actuator can be deactivated, allowing the actuator to rest. This effectively prevents the actuator from being locked during parking, effectively reducing the probability of the actuator being unable to input torque to the reverse input cut-off clutch or the required torque due to overheating or fatigue, and effectively reducing the risk of parking brake failure or parking release failure. Thirdly, there is no need to provide additional redundant motors or electromagnets to assist in parking brake or parking release operations, thereby reducing costs. Fourthly, parking brake or parking release can be achieved simply by controlling the actuator to operate or stop, thereby reducing the difficulty of controlling the electromechanical brake. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings required for use in the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0039] Figure 1 A schematic structural diagram of an electromechanical brake provided by an embodiment of the present invention;

[0040] Figure 2An exploded diagram of a reverse input cut-off clutch provided by an embodiment of the present invention;

[0041] Figure 3 A cross-sectional view of a reverse input cut-off clutch provided by an embodiment of the present invention;

[0042] Figure 4 A schematic structural diagram of an actuator, a reverse input cut-off clutch, a speed reducer, and a transmission assembly provided by an embodiment of the present invention;

[0043] Figure 5 A flow chart of a control method for an electromechanical brake provided by an embodiment of the present invention;

[0044] Figure 6 A partial flow chart of a method for controlling an electromechanical brake when the speed of a vehicle is zero, provided by an embodiment of the present invention;

[0045] Figure 7 A flowchart of controlling the torque output by an actuator when the speed of a vehicle is zero provided by an embodiment of the present invention;

[0046] Figure 8 A partial flow chart of a method for controlling an electromechanical brake when the speed of a vehicle is greater than zero, provided by an embodiment of the present invention;

[0047] Figure 9 A flow chart of a control method for releasing a parking brake using an electromechanical brake according to an embodiment of the present invention;

[0048] Figure 10 A schematic structural diagram of a vehicle provided in an embodiment of the present invention.

[0049] Description of reference numerals:

[0050] 1-brake disc; 2-caliper; 21-caliper body; 22-first brake member; 3-transmission assembly; 4-reverse input cut-off clutch; 41-end cover; 42-base; 421-accommodation groove; 43-input member; 431-input shaft; 432-input shaft disc; 433-pull dog; 44-output member; 441-output shaft star gear; 4411-wedge-shaped groove; 44111-first bottom wall; 44112-second bottom wall; 442-output shaft; 45-engaging member; 451-elastic member; 452-cylindrical roller; 5-actuator; 6-speed reducer;

[0051] 10-Electromechanical brake; 100-Vehicle. DETAILED DESCRIPTION

[0052] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. All other embodiments obtained by ordinary technicians in this field based on the embodiments of the present invention without making any creative efforts shall fall within the scope of protection of the present invention.

[0053] In the present invention, terms such as "upper," "lower," "left," "right," "front," "back," "top," "bottom," "inner," "outer," "vertical," "horizontal," "transverse," and "longitudinal" indicate positions or locations based on the positions or locations shown in the accompanying drawings. These terms are primarily intended to better describe the present invention and its embodiments and are not intended to limit the devices, elements, or components indicated to having a specific orientation, or to being constructed or operated in a specific orientation.

[0054] Furthermore, some of the above terms may be used to express other meanings besides indicating a position or location. For example, the term "on" may also be used to indicate a dependency or connection in certain circumstances. Those skilled in the art will understand the specific meanings of these terms in the present invention based on the specific circumstances.

[0055] Furthermore, the terms "installed," "disposed," "provided with," "connected," and "connected" should be interpreted broadly. For example, they can refer to fixed connections, removable connections, or integral structures; mechanical connections or electrical connections; direct connections or indirect connections through an intermediary; or internal communication between two devices, elements, or components. Those skilled in the art will understand the specific meanings of these terms in the present invention based on specific circumstances.

[0056] Furthermore, the terms "first," "second," etc., are primarily used to distinguish between different devices, elements, or components (which may or may not be of the same type and configuration), and are not intended to indicate or imply the relative importance or quantity of the devices, elements, or components indicated. Unless otherwise specified, "plurality" means two or more.

[0057] Brake-by-wire technology is a new braking technology that has emerged in recent years. It does not rely on a mechanical or hydraulic connection between the brake and the brake pedal. Instead, a control system receives information from sensors to control the operation of the motor, achieving stable and reliable braking control of the vehicle. Currently, there are two main types of brake systems: electric hydraulic brake (EHB) and electromechanical brake (EMB). Brake-by-wire systems optimize vehicle braking performance and can be easily integrated with other electronic control systems such as ABS (Antilock Brake System), ASR (Acceleration Slip Regulation), and ESP (Electronic Stability Program). Therefore, they have broad potential for development.

[0058] The electronic hydraulic braking system is modified from the traditional hydraulic braking system. The braking process is faster and more stable, which improves the braking safety and comfort of the car. However, since it retains hydraulic components, it does not have all the advantages of a fully wire-controlled braking system and is usually regarded as a precursor to the electronic mechanical braking system.

[0059] The electromechanical braking system realizes the braking process by driving the mechanical mechanism with an electric motor, which greatly simplifies the structure of the braking system and makes the brake easier to arrange, assemble and maintain.

[0060] In view of the problems described in the background art, the present invention provides an electromechanical brake, a control method and a vehicle, which can effectively increase the parking stability of the vehicle and reduce the risk of parking brake failure or parking release failure.

[0061] The following is a detailed description through specific embodiments:

[0062] The embodiment of the present application provides an electromechanical brake, such as Figure 1-Figure 4 As shown, the invention comprises a brake disc 1, a caliper 2, a transmission assembly 3, a reverse input cut-off clutch 4, and an actuator 5. The caliper 2 comprises a caliper body 21 and a first brake member 22, which is movably disposed on the caliper body 21 and is disposed relative to the brake disc 1 along a first direction, where the first direction is the direction in which the two surfaces of the brake disc 1 face each other. The output end of the transmission assembly 3 is connected to the first brake member 22. The reverse input cut-off clutch 4 comprises an input shaft 431 and an output shaft 442, which is transmission-connected to the input end of the transmission assembly 3. The output end of the actuator 5 is transmission-connected to the input shaft 431, and is used to drive the input shaft 431 to rotate counterclockwise or clockwise, thereby driving the output end of the transmission assembly 3 to carry the first brake member 22 toward or away from the brake disc 1 along the first direction.

[0063] Therefore, after the actuator 5 is started, the output end of the actuator 5 can drive the input shaft 431 of the reverse input cut-off clutch 4 to rotate, thereby driving the output shaft 442 of the reverse input cut-off clutch 4 to rotate, driving the transmission assembly 3 to rotate, and then driving the first brake member 22 to move along the first direction close to the brake disc 1 until the first brake member 22 clamps the brake disc 1 to complete the parking brake of the vehicle, or drive the first brake member 22 to move along the first direction away from the brake disc 1 until the clamping force between the first brake member 22 and the brake disc 1 is zero, thereby completing the parking release of the vehicle.

[0064] The output shaft 442 of the reverse input cut-off clutch 4 is connected to the input end of the transmission component 3, and the output end of the actuator 5 is connected to the input shaft 431 of the reverse input cut-off clutch 4, so that when the actuator 5 starts to transmit torque to the input shaft 431, the input shaft 431 can be driven to rotate, thereby driving the output shaft 442 to rotate, and then transmitting the torque to the first brake member 22 through the transmission component 3 to drive the first brake member 22 to move, clamping the brake disc 1 to provide an infinitely variable parking force for the vehicle's parking brake, or releasing the clamping of the brake disc 1; and when the transmission component 3 transmits torque to the output shaft 442 of the reverse input cut-off clutch 4, the torque can be cut off from the output shaft 442 to the input shaft 431 to prevent the torque from being transmitted from the output shaft 442 to the actuator 5. Thus, firstly, when the vehicle is parked, torque can be effectively prevented from being transmitted from the first brake member 22 to the actuator 5. Thus, during parking, the first brake member 22 can always clamp the brake disc 1 with a clamping force sufficient to clamp the brake disc 1, effectively improving the stability of the vehicle's parking. Secondly, after the first brake member 22 clamps the brake disc 1 to complete parking, the actuator 5 can stop operating, that is, the actuator 5 can rest, effectively avoiding the actuator 5 from being locked during parking. This effectively reduces the probability of the actuator 5 being unable to input torque or the required torque to the reverse input cut-off clutch 4 due to overheating or fatigue, and effectively reduces the risk of parking brake failure or parking release failure. Thirdly, there is no need to provide additional redundant motors or electromagnets to assist in parking brake or parking release operations, thereby reducing costs. Fourthly, parking brake or parking release can be achieved by simply controlling the actuator 5 to operate or stop operating, thereby reducing the control difficulty of the electromechanical brake 10.

[0065] The brake disc 1 can be mounted on the wheel hub of the vehicle, allowing the brake disc 1 to be close to the rotation center of the wheel hub, resulting in a smaller moment of inertia. This allows the vehicle to be parked when the first brake member 22 clamps the brake disc 1, improving the sensitivity of the parking brake. Furthermore, the brake disc 1 can be easily disassembled and assembled, facilitating maintenance and replacement.

[0066] The caliper body 21 of the caliper 2 can be mounted on at least one of the vehicle's wheel hub, suspension, or frame, without limitation. The specific mounting arrangement can be selected based on practical needs. For example, the caliper body 21 can be connected to the vehicle's suspension, allowing the caliper 2 to be closer to the brake disc 1. This eliminates the need for an additional mounting bracket to secure the caliper body 21, effectively reducing the vehicle's weight.

[0067] In addition, the first brake member 22 may include two friction plates, and the two friction plates are respectively located on both sides of the brake disc 1 along the first direction, so that when the two friction plates move closer to the friction disc along the first direction, the two friction plates can clamp the brake disc 1 to clamp the brake disc 1 and then brake the wheel hub, so that the vehicle can achieve parking braking.

[0068] The material of the first brake member 22 can be at least one of ceramic, carbon fiber, metal, etc., which is not limited here.

[0069] Alternatively, as Figure 2 and Figure 3As shown, the reverse input cut-off clutch 4 may include an end cover 41, a base 42, an input component 43, an output component 44 and a locking component 45. The end cover 41 is connected to the base 42 through a threaded pair, and the base 42 is connected to the reducer 6. The base 42 is provided with a receiving groove 421 on the side facing the end cover 41. A first rotating hole is provided on the bottom wall of the receiving groove 421. A second rotating hole is provided on the end cover 41. The second rotating hole is coaxially arranged with the first rotating hole; the output component 44 includes an output shaft 442 and an output shaft star wheel 441. The output shaft 442 is rotatably inserted into the first rotating hole. The output shaft star wheel 441 is provided with a The output shaft 442 is positioned at one end thereof facing the input shaft 431. A plurality of wedge-shaped grooves 4411 are formed on the outer circumferential wall of the output shaft star wheel 441. The input component 43 includes an input shaft 431, an input shaft disc 432, and a plurality of pusher dogs 433. The input shaft 431 is rotatably inserted into the second rotating hole. The input shaft disc 432 is positioned at the end of the input shaft 431 facing the accommodating groove 421. The plurality of pusher dogs 433 are disposed around the circumference of the input shaft disc 432 and extend toward the output shaft 442. The plurality of pusher dogs 433 are disposed in a one-to-one correspondence with the plurality of wedge-shaped grooves 4411, and the pusher dogs 433 are embedded in the corresponding wedge-shaped grooves 4411. The wedge-shaped groove 4411 has two groove side walls opposite to each other along the circumference of the output shaft star wheel 441 and a groove bottom wall connected between the two groove side walls. The groove bottom wall includes a first bottom wall 44111 and two second bottom walls 44112. One of the two second bottom walls 44112 is connected between one groove side wall and the first bottom wall 44111, and the other of the two second bottom walls 44112 is connected between the other groove side wall and the first bottom wall 44111. The second bottom wall 44112 gradually tilts from the first bottom wall 44111 toward the groove side wall toward the direction of the rotation axis of the output shaft star wheel 441, that is, the second bottom wall 44112 and The gap between the side walls of the accommodating groove 421 gradually increases from the first bottom wall 44111 toward the side walls of the wedge-shaped groove 4411. There are multiple engaging components 45, and each wedge-shaped groove 4411 is provided with an engaging component 45 on both side walls. The engaging component 45 is located in the space corresponding to the second bottom wall 44112 in the wedge-shaped groove 4411. In the same wedge-shaped groove 4411, there is a gap between the two engaging components 45 along the circumference of the output shaft star wheel 441, and the pusher dog 433 is located in the gap, that is, in the wedge-shaped groove 4411, the pusher dog 433 is located in the space corresponding to the first bottom wall 44111.The engaging member 45 includes an elastic member 451 and a cylindrical roller 452. One end of the elastic member 451 is connected to the groove sidewall, and the other end is connected to the cylindrical roller 452, so that the cylindrical roller 452 can move along the second bottom wall 44112. The axial direction of the cylindrical roller 452 is parallel to the axial direction of the output shaft 442. When the cylindrical roller 452 moves into the space near the groove sidewall of the wedge-shaped groove 4411, a gap is formed between the cylindrical roller 452 and the groove sidewall of the accommodating groove 421. When the cylindrical roller 452 moves into the space near the first bottom wall 44111, the cylindrical roller 452 can abut against the groove sidewall of the accommodating groove 421.

[0070] When the reverse input cuts off the clutch 4 for torque transmission, taking the direction of the torque as clockwise, after the force is transmitted to the input shaft 431, the input shaft 431 drives the pusher 433 to rotate clockwise, and the pusher 433 pushes the cylindrical roller 452 on the right (please refer to Figure 3 As shown in the figure, the cylindrical roller 452 overcomes the elastic force of the elastic member 451 connected thereto and moves toward the groove side wall (i.e., the groove side wall on the right) of the corresponding wedge-shaped groove 4411 until the maximum compression of the elastic member 451 is reached or the cylindrical roller 452 abuts against the groove side wall on the right. At this time, there is a gap between the cylindrical roller 452 and the groove side wall of the accommodating groove 421, and the pusher dog 433 continues to push the cylindrical roller 452, and the cylindrical roller 452 can drive the output shaft 442 to rotate clockwise. At the same time, the cylindrical roller 452 on the left also moves relative to the output shaft star wheel 441 toward the groove side wall (i.e., the groove side wall on the left) of the corresponding wedge-shaped groove 4411, so that there is also a gap between the cylindrical roller 452 on the left and the groove side wall of the accommodating groove 421, thereby allowing the output shaft 442 to rotate clockwise without hindrance, thereby realizing torque transmission.

[0071] When the reverse input disconnection clutch 4 is subjected to torque from the output end, such as when the torque is transmitted from the reducer 6 to the output shaft 442, taking the direction of the torque as clockwise, when the reducer 6 is subjected to the road impact force from the wheel end, the torque is transmitted to the output shaft 442, and the output shaft 442 drives the output shaft star wheel 441 to rotate clockwise, driving the cylindrical roller 452 on the right side to move to the left, so that the cylindrical roller 452 on the right side abuts against the groove side wall of the accommodating groove 421, so that the cylindrical roller 452 cannot rotate relative to the groove side wall of the accommodating groove 421, then the cylindrical roller 452 cannot drive the pusher dog 433 to rotate clockwise, and also cannot drive the output shaft 442 to rotate, so that the force cannot be transmitted from the output shaft 442 to the input shaft 431, thereby realizing the direction input torque disconnection.

[0072] Optionally, the input shaft 431 and the output shaft 442 of the reverse input cut-off clutch 4 are coaxially arranged.

[0073] As a result, there is no need to design an offset shaft or an auxiliary transmission chain, etc., which can make the structure of the reverse input cut-off clutch 4 more compact, so that the reverse input cut-off clutch 4 can be set smaller, reducing the space occupied. In addition, the force transmission route can be simple and transmitted along the input shaft 431 and the output shaft 442, avoiding the occurrence of lateral load on the bearing due to the offset of the force transmission route, and effectively reducing energy loss.

[0074] In some embodiments, the caliper body 21 has an accommodating space, the first brake member 22 is movably accommodated in the accommodating space, and at least one of the actuator 5, the reverse input cut-off clutch 4 and the transmission assembly 3 is at least partially accommodated in the accommodating space.

[0075] Thus, the first brake member 22 can be protected by the caliper body 21, and at least part of at least one of the actuator 5, the reverse input cut-off clutch 4, and the transmission assembly 3 is accommodated in the accommodating space. Compared with the actuator 5, the reverse input cut-off clutch 4 and the transmission assembly 3 being located on the outside of the caliper body 21, the layout of the caliper 2, the actuator 5, the reverse input cut-off clutch 4 and the transmission assembly 3 can be more compact, that is, the structure of the electronic mechanical brake 10 can be more compact, effectively reducing the space occupied by the electronic mechanical brake 10.

[0076] Among them, it can be that any one of the actuator 5, the reverse input cut-off clutch 4 and the transmission component 3 is at least partially accommodated in the accommodation space; it can also be that any two of the actuator 5, the reverse input cut-off clutch 4 and the transmission component 3 are at least partially accommodated in the accommodation space; it can also be that the actuator 5, the reverse input cut-off clutch 4 and the transmission component 3 are all at least partially accommodated in the accommodation space.

[0077] In addition, the caliper 2 may also include a piston, which is slidably arranged in the accommodating space along the first direction, and the first brake member 22 is arranged on the piston. The piston is also connected to the output end of the transmission assembly 3, so that when the transmission assembly 3 drives the piston to move along the first direction, the piston can carry the first brake member 22 to move along the first direction.

[0078] In other embodiments, the transmission assembly 3 includes one of a ball screw, a crank slider, and a cam mechanism.

[0079] As a result, the structure of the transmission assembly 3 can be made simpler, easier to implement, and the cost can be reduced.

[0080] When the transmission assembly 3 includes a ball screw, the force transmission can be achieved with higher precision. When the transmission assembly 3 includes a crank slider, the force transmission can be achieved with lower loss. When the transmission assembly 3 includes a cam mechanism, the structure of the transmission assembly 3 can be made more compact, reducing the space occupied by the transmission assembly 3.

[0081] In some embodiments, as Figure 4 As shown, when the transmission assembly 3 includes a ball screw, the output rotation shaft of the actuator 5, the input shaft 431 and the output shaft 442 of the reverse input cut-off clutch 4, and the screw of the ball screw are coaxially arranged.

[0082] In this way, force can be transmitted along a straight line, effectively reducing the loss of force during the transmission process.

[0083] Alternatively, as Figure 1 As shown, the electronic mechanical brake 10 also includes a reducer 6, the output shaft 442 of the reverse input cut-off clutch 4 is connected to the input end of the transmission assembly 3 through the reducer 6, the reverse input cut-off clutch 4 and the transmission assembly 3 are arranged in parallel, and the reverse input cut-off clutch 4 and the transmission assembly 3 are arranged on the same side of the reducer 6.

[0084] Therefore, the speed reducer 6 can effectively reduce the loss of force transmitted from the reverse input cut-off clutch 4 to the transmission assembly 3, and the speed reducer 6 can amplify the torque so that a smaller power actuator 5 can be selected, thereby reducing costs.

[0085] Moreover, the reverse input cut-off clutch 4 and the transmission assembly 3 are arranged in parallel, and the reverse input cut-off clutch 4 and the transmission assembly 3 are arranged on the same side of the reducer 6, so that the layout of the reducer 6, the transmission parts and the reverse input cut-off clutch 4 can be more compact, effectively reducing the space occupied by the electronic mechanical brake 10.

[0086] In addition, the output rotating shaft of the actuator 5 can be coaxially arranged with the input shaft 431 of the reverse input cut-off clutch 4. At this time, the actuator 5 and the reverse input cut-off clutch 4 can be arranged in parallel with the transmission assembly 3, and all three are located on the same side of the reducer 6, so that the structure of the electronic mechanical brake 10 can be more compact, further reducing the space occupied by the electronic mechanical brake 10.

[0087] The actuator 5 includes a motor or an engine. Thus, when the parking brake or the parking release is performed, the actuator 5 can have a smaller sound and can output the torque with a higher precision.

[0088] The present application also provides a control method for an electromechanical brake 10, which is applied to the electromechanical brake 10 described in the above embodiments. Figure 5 As shown, the control method of the electromechanical brake 10 includes the following steps:

[0089] S10 , detecting status information of a parking brake triggering device of the vehicle after being activated.

[0090] S20: If the parking brake triggering device is in the parking brake triggering state, the actuator outputs a first torque to move the first braking member toward the brake disc and clamp the brake disc.

[0091] S30, detect whether the clamping force between the first brake member and the brake disc reaches the target clamping force. If it reaches it, the actuator stops working. If it does not reach it, the actuator continues to output a torque in the same direction as the first torque until the clamping force between the first brake member and the brake disc reaches the target clamping force, and the actuator stops working.

[0092] S40, sending a message indicating that the vehicle parking brake is completed.

[0093] Therefore, when the vehicle needs to be parked or released, that is, when the driver activates the parking brake trigger, the state information of the vehicle's parking brake trigger after being braked can be first detected to confirm whether the parking brake trigger is in the parking brake triggered state or the parking brake released state. If the parking brake trigger is detected to be in the parking brake triggered state, the actuator 5 is activated and outputs a first torque to move the first brake member 22 toward the brake disc 1 and clamp the brake disc 1. Then, the actuator 5 detects whether the clamping force between the first brake member 22 and the brake disc 1 has reached the target clamping force. If the target clamping force has been reached, the actuator 5 stops operating and then issues a message indicating that the vehicle's parking brake has been completed to notify the driver. If the target clamping force has not been reached, the actuator 5 continues to output torque in the same direction as the first torque until the clamping force between the first brake member 22 and the brake disc 1 reaches the target clamping force. At this point, the actuator 5 stops operating and then issues a message indicating that the vehicle's parking brake has been completed to notify the driver.

[0094] After the parking brake is completed, the reverse input cut-off clutch 4 can be used to effectively cut off the torque transmitted from the output shaft 442 to the input shaft 431. As a result, during the parking period, the first brake member 22 can always clamp the brake disc 1 with a clamping force greater than the target clamping force, effectively improving the parking stability of the vehicle. After the parking brake is completed, the actuator 5 can be stopped, that is, the actuator 5 can rest, effectively avoiding the actuator 5 from being stuck during parking. The probability of the actuator 5 being unable to input torque or the required torque to the reverse input cut-off clutch 4 due to overheating or fatigue is effectively reduced, effectively reducing the risk of parking brake failure or parking release failure. Furthermore, there is no need to provide additional redundant motors or electromagnets to assist in parking brake or parking release operations, thereby reducing costs. Finally, parking brake or parking release can be achieved by simply controlling the actuator 5 to operate or stop to clamp or release the brake disc 1, thereby reducing the control difficulty of the electromechanical brake 10.

[0095] The electromechanical brake 10 may further include a first detector and a second detector. The first detector may detect the state of the parking brake trigger device, and the second detector may detect the clamping force between the first brake member 22 and the brake disc 1 .

[0096] In some embodiments, the electromechanical brake 10 further includes a controller electrically connected to the actuator 5. If the parking brake triggering device is in the parking brake triggering state, the actuator 5 outputs a first torque, such as Figure 6 As shown, the following steps are included:

[0097] S210a, after detecting that the parking brake trigger device is in the parking brake trigger state, detect the slope information of the vehicle, the total weight information of the vehicle and the speed information of the vehicle. The total weight of the vehicle includes the curb weight of the vehicle, the weight of the driver and passengers, the weight of the luggage and the weight of the vehicle's accessories.

[0098] S220a, if the vehicle speed is detected to be 0 m / s, the controller controls the actuator to output a first sub-torque according to the slope information of the vehicle and the total weight information of the vehicle, where the first sub-torque is greater than the target torque.

[0099] Therefore, by considering the slope information of the vehicle, the total weight of the vehicle and the speed information of the vehicle, the first sub-torque output by the actuator 5 can be made more reasonable, thereby avoiding the first sub-torque output by the actuator 5 being too large, thereby wasting energy, and effectively avoiding the situation where the vehicle slips due to the first sub-torque being less than the target torque or equal to the target torque.

[0100] The first sub-torque is greater than the target torque, and it is only necessary to make the first brake member 22 clamp the brake disc 1 so that the vehicle can be stationary and is unlikely to slip.

[0101] In addition, the electromechanical brake 10 may further include a third detector, which may detect information about the slope of the vehicle, the total weight of the vehicle, and the speed of the vehicle.

[0102] Optionally, if the speed of the vehicle is detected to be 0 m / s, the controller controls the actuator 5 to output the first sub-torque according to the slope information of the vehicle and the total weight information of the vehicle, such as Figure 7 As shown, the following steps are included:

[0103] S221, after detecting that the vehicle speed is 0m / s, the controller calculates the clamping force required when the first brake member and the brake disc are in a clamping state based on the slope information of the vehicle and the total weight information of the vehicle. The required clamping force forms the target clamping force, and the controller obtains the target torque through the target clamping force calculation.

[0104] S222 : The actuator outputs a first sub-torque that is greater than the target torque.

[0105] Therefore, after detecting that the vehicle speed is 0 m / s, the controller can obtain a more accurate target torque based on the vehicle's slope information and the vehicle's total weight information, so that each time the parking brake is performed, the first sub-torque output by the actuator 5 can be accurate, so that the first sub-torque is not less than the target torque and is easy to control and not too much higher than the target torque.

[0106] It should be understood that the clamping force required when the first brake member 22 and the brake disc 1 are in a clamped state refers to the clamping force required for the first brake member 22 to clamp the brake disc 1 so as to prevent the vehicle from slipping.

[0107] It should also be understood that the target torque can be obtained by multiplying the target clamping force by the moment arm.

[0108] In other embodiments, the electromechanical brake 10 further includes a controller electrically connected to the actuator 5. If the parking brake triggering device is in the parking brake triggering state, the actuator 5 outputs a first torque, such as Figure 8 As shown, the following steps are also included:

[0109] S210b, after detecting that the parking brake triggering device is in the parking brake triggering state, detecting the slope information of the vehicle, the total weight information of the vehicle, and the speed information of the vehicle.

[0110] S220b, if the vehicle speed is greater than 0 m / s, the controller controls the actuator to output a second sub-torque according to the slope information of the vehicle, the gross weight information of the vehicle, and the speed information of the vehicle until the vehicle speed is 0 m / s.

[0111] Therefore, when the vehicle is driving, when the driver wants to stop and park, he can touch the parking brake trigger device to start the electromechanical controller to complete the parking operation, that is, the electromechanical controller can also assist parking and finally complete parking.

[0112] After the actuator 5 outputs the second sub-torque and the speed of the vehicle reaches 0 m / s, step S30 may be further executed, thereby effectively avoiding the vehicle from slipping after the parking brake is completed.

[0113] In some embodiments, after detecting the state information of the vehicle's parking brake trigger device being actuated, Figure 9 As shown, the following steps are also included:

[0114] S50, if the parking brake triggering device is in the parking brake release state, the actuator outputs a third torque to move the first brake member away from the brake disc and release the clamping of the brake disc, and the direction of the third torque is opposite to that of the first torque.

[0115] S60: Sending a message indicating that the vehicle parking release is complete.

[0116] Therefore, the vehicle parking release operation can be completed by simply restarting the actuator 5, which outputs a third torque in the opposite direction to the first torque, so that the first brake member 22 moves away from the brake disc 1 along the first direction. The control is simple and easy to implement.

[0117] Optionally, the electromechanical brake 10 further includes a controller, the controllers being electrically connected to the actuators 5 respectively. If the parking brake triggering device is in the parking brake release state, the actuator 5 outputs a third torque, and further includes the following steps:

[0118] After detecting that the parking brake trigger device is in the parking release state, detecting state information of the vehicle's brake pedal;

[0119] If the brake pedal is in a depressed state, the controller controls the actuator 5 to output the third torque; if the brake pedal is not in a depressed state, the controller outputs a prompt message to remind the driver to depress the brake pedal.

[0120] As a result, the parking release operation can be performed while the brake pedal is depressed, effectively preventing the vehicle from slipping after the parking release operation is performed, thereby improving safety.

[0121] Among them, the prompt information can be a text message of "Please step on the brake pedal" output on the operation screen; it can also be a picture message of stepping on the brake pedal output on the operation screen; it can also be a prompt sound of "Please step on the pedal" or "Ding Di" output, etc., which is not limited here.

[0122] In addition, if the brake pedal is in the depressed state, the controller controls the actuator 5 to output the third torque, which may include the following steps:

[0123] After detecting that the brake pedal is in a depressed state, the clamping force between the first brake member 22 and the brake disc 1 is detected, and the target torque is calculated based on the obtained clamping force;

[0124] The actuator 5 outputs a third torque that is larger than the target torque.

[0125] Of course, in other embodiments, if the brake pedal is in the depressed state, the controller controls the actuator 5 to output the third torque, which may also include the following steps: retrieving the total torque value output by the actuator 5 when the vehicle completes parking braking, the third torque being the same magnitude as the total torque value and opposite in direction, and then the controller controls the actuator 5 to output the third torque.

[0126] Optionally, after the actuator 5 outputs the third torque and before sending a message indicating that the vehicle parking release is completed, the following steps are further included:

[0127] Detect whether the clamping force between the first brake member 22 and the brake disc 1 is zero. If it is zero, the actuator 5 stops working. If it is not zero, the actuator 5 continues to output a torque in the same direction as the third torque until the clamping force between the first brake member 22 and the brake disc 1 is zero.

[0128] In this way, it is possible to effectively avoid starting the vehicle when there is still a clamping force between the first brake member 22 and the brake disc 1, thereby effectively preventing the first brake member 22 and the brake disc 1 from being worn.

[0129] It should be understood that the above-mentioned clamping force between the first brake member 22 and the brake disc 1 is zero, which means the clamping force between the first brake member 22 and the brake disc 1 when there is a gap between them, and there is no contact between the two.

[0130] The present application also provides a vehicle, such as Figure 10 As shown, it includes the electromechanical brake 10 described in the above embodiments.

[0131] By using the electromechanical brake 10 in the vehicle 100 as one of the above-mentioned embodiments, the vehicle 100 can cut off the force transmitted from the output shaft 442 to the input shaft 431 through the reverse input cut-off clutch 4 after completing parking braking, effectively preventing force from being transmitted from the first brake member 22 side to the actuator 5 (such as a motor or an engine), so that the first brake member 22 always clamps the brake disc 1 with a clamping force greater than the target clamping force, effectively improving the parking stability of the vehicle 100; and the actuator 5 can stop working after completing parking braking to rest, effectively avoiding the actuator 5 from being stuck during parking, and reducing the probability of the actuator 5 being unable to input torque or unable to input the required torque to the reverse input cut-off clutch 4 due to overheating or fatigue, thereby effectively reducing the risk of parking brake failure or parking release failure.

[0132] In addition, the electromechanical brake 10 in the vehicle 100 is the electromechanical brake 10 in the first embodiment. Therefore, the vehicle 100 can have the same or similar beneficial effects as the electromechanical brake 10 in the above embodiments, which will not be described in detail here.

[0133] The brake disc 1 of the electromechanical brake 10 can be mounted on the wheel hub of the vehicle 100. Of course, the brake disc 1 of the electromechanical brake 10 can also be mounted on other structures of the vehicle 100, and this is not limited here. The caliper body 21 of the caliper 2 can be mounted on the suspension of the vehicle 100, or on other structures of the vehicle 100, and this is not limited here.

[0134] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the above embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the above embodiments, or replace some or all of the technical features therein with equivalents. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. An electromechanical brake, characterized in that: include: brake discs; A caliper comprising a caliper body and a first brake member, wherein the first brake member is movably disposed on the caliper body and is disposed opposite to the brake disc along a first direction, wherein the first direction is a direction in which two disc surfaces of the brake disc are opposite to each other; a transmission assembly, wherein an output end of the transmission assembly is connected to the first brake member; A reverse input cut-off clutch, the reverse input cut-off clutch comprising an input shaft and an output shaft, the output shaft being in driving connection with the input end of the transmission assembly; An actuator, wherein the output end of the actuator is in transmission connection with the input shaft, and is used to drive the input shaft to rotate counterclockwise or clockwise, so as to drive the output end of the transmission assembly to carry the first brake member to move toward or away from the brake disc along the first direction.

2. The electromechanical brake according to claim 1, characterized in that: The input shaft and the output shaft are coaxially arranged.

3. The electromechanical brake according to claim 1, characterized in that: The caliper body has an accommodating space, the first brake member is movably accommodated in the accommodating space, and at least one of the actuator, the reverse input cut-off clutch, and the transmission assembly is at least partially accommodated in the accommodating space.

4. The electromechanical brake according to any one of claims 1 to 3, characterized in that: The transmission assembly includes one of a ball screw, a crank slider, and a cam mechanism.

5. The electromechanical brake according to any one of claims 1 to 3, characterized in that: The transmission assembly includes a ball screw, an output rotating shaft of the actuator, the input shaft and the output shaft of the reverse input cut-off clutch, and a screw rod of the ball screw, which are coaxially arranged.

6. The electromechanical brake according to any one of claims 1 to 3, characterized in that: The electronic mechanical brake also includes a speed reducer, the output shaft of the reverse input cut-off clutch is connected to the input end of the transmission assembly through the speed reducer, the reverse input cut-off clutch and the transmission assembly are arranged in parallel, and the reverse input cut-off clutch and the transmission assembly are arranged on the same side of the speed reducer.

7. A method for controlling an electromechanical brake, characterized in that: Applied to the electromechanical brake according to any one of claims 1 to 6, the control method comprises: Detecting status information of a parking brake triggering device of a vehicle after being actuated; If the parking brake triggering device is in a parking brake triggering state, the actuator outputs a first torque to move the first braking member toward the brake disc and clamp the brake disc; detecting whether the clamping force between the first brake member and the brake disc reaches a target clamping force, and if so, stopping the actuator; if not, continuing to output a torque in the same direction as the first torque until the clamping force between the first brake member and the brake disc reaches the target clamping force, at which point the actuator stops operating; A message is sent that parking brake application of the vehicle is complete.

8. The method for controlling an electromechanical brake according to claim 7, wherein: The electromechanical brake further includes a controller electrically connected to the actuator, wherein if the parking brake triggering device is in a parking brake triggering state, the actuator outputs a first torque, including: After detecting that the parking brake triggering device is in the parking brake triggering state, detecting information about the slope on which the vehicle is located, information about the gross weight of the vehicle, and information about the speed of the vehicle, where the gross weight of the vehicle includes the curb weight of the vehicle, the weight of the driver and passengers, the weight of luggage, and the weight of accessories of the vehicle; If it is detected that the speed of the vehicle is 0 m / s, the controller controls the actuator to output a first sub-torque greater than the target torque according to information about the slope on which the vehicle is located and information about the total weight of the vehicle.

9. The method for controlling an electromechanical brake according to claim 8, wherein: If the speed of the vehicle is detected to be 0 m / s, the controller controls the actuator to output a first sub-torque according to information about the slope on which the vehicle is located and information about the total weight of the vehicle, including: After detecting that the speed of the vehicle is 0 m / s, the controller calculates, based on information about the slope on which the vehicle is located and information about the total weight of the vehicle, a clamping force required when the first brake member and the brake disc are in a clamped state, the required clamping force forming the target clamping force, and the controller calculates the target torque based on the target clamping force; The actuator outputs the first sub-torque that is greater than the target torque.

10. The method for controlling an electromechanical brake according to claim 7, wherein: The electromechanical brake further includes a controller electrically connected to the actuator, and if the parking brake triggering device is in a parking brake triggering state, the actuator outputs a first torque, and further includes: After detecting that the parking brake triggering device is in the parking brake triggering state, detecting the slope information of the vehicle, the gross weight information of the vehicle, and the speed information of the vehicle; If the speed of the vehicle is greater than 0 m / s, the controller controls the actuator to output a second sub-torque according to the slope information of the vehicle, the total weight information of the vehicle, and the speed information of the vehicle until the speed of the vehicle is 0 m / s.

11. The control method of an electromechanical brake according to any one of claims 7 to 10, characterized in that: After detecting the state information of the parking brake triggering device of the vehicle after being actuated, the method further includes: If the parking brake triggering device is in a parking brake release state, the actuator outputs a third torque to move the first braking member away from the brake disc and release the clamping of the brake disc, wherein the direction of the third torque is opposite to that of the first torque; A message is sent to complete the parking release of the vehicle.

12. A vehicle, characterized in that: The invention comprises the electromechanical brake according to any one of claims 1 to 6.

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