Electromechanical brake, control method and vehicle

Abstract

The application discloses an electromechanical brake, a control method and a vehicle. The electromechanical 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 piece. The first brake piece is movably arranged on the caliper body. The first brake piece is arranged opposite to the brake disc along a first direction. The first direction is the direction in which two disc surfaces of the brake disc are opposite to each other. The output end of the transmission assembly is connected with the first brake piece. The reverse input cut-off clutch comprises an input shaft and an output shaft. The output shaft is in driving connection with the input end of the transmission assembly. The output end of the actuator is in driving connection with the input shaft. The actuator is used for driving the input shaft to rotate counterclockwise or clockwise, so as to drive the output end of the transmission assembly to carry the first brake piece to move along the first direction to approach or move away from the brake disc. The electromechanical brake can effectively increase the stability of vehicle parking, and can reduce the risk of parking brake failure or parking release failure.

Description

Technical Field

[0001] This application relates to the field of automotive windshield wiper technology, and more particularly to an electromechanical brake, control method, and vehicle. Background Technology

[0002] In the field of vehicle braking technology, electronic mechanical braking (EMB) systems are gaining increasing attention due to their advantages such as drive-by-wire and fast response. EMB systems achieve braking by using a motor-driven mechanical mechanism, greatly simplifying the structure of the braking system and making the brakes easier to install, assemble, and maintain.

[0003] In related technologies, electromechanical braking systems use a motor to drive a self-locking ratchet and pawl mechanism, which then moves the friction pads toward the brake disc to achieve parking braking.

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

[0005] This application discloses an electromechanical brake, a control method, and a vehicle, which can effectively increase the stability of the vehicle when parked.

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

[0007] Brake disc;

[0008] The caliper includes a caliper body and a first braking element. The first braking element is movably disposed on the caliper body and is disposed opposite to the brake disc along a first direction, the first direction being the direction in which the two disc surfaces of the brake disc face each other.

[0009] A transmission assembly, the output end of which is connected to the first braking element;

[0010] A reverse input cut-off clutch, comprising an input shaft and an output shaft, wherein the output shaft is connected to the input end of the transmission assembly.

[0011] An actuator, the output end of which is connected to the input shaft for driving the input shaft to rotate counterclockwise or clockwise, so as to drive the output end of the transmission assembly to carry the first braking element to move closer to 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 clamp body has a receiving space in which the first braking member is movably received, and at least a portion of at least one of the actuator, the reverse input cut-off clutch, and the transmission assembly is received within the receiving 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, the output rotation shaft of the actuator, the input shaft and the output shaft of the reverse input cut-off clutch, and the ball screw is coaxially arranged.

[0016] Optionally, the electromechanical brake further 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 may include either an electric motor or an engine.

[0018] Secondly, this application also discloses a control method for an electromechanical brake, applied to the electromechanical brake described in any one of the first aspects; the control method includes:

[0019] Detect the status information of the vehicle's parking brake trigger device after it is actuated;

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

[0021] The actuator stops working if the clamping force between the first braking component and the brake disc reaches the target clamping force. If it does, the actuator stops working. If it does not, the actuator continues to output torque in the same direction as the first torque until the clamping force between the first braking component and the brake disc reaches the target clamping force.

[0022] The system sends a message indicating that the vehicle's parking brake has been applied.

[0023] Optionally, the electromechanical brake further includes a controller electrically connected to the actuator. If the parking brake triggering device is in the parking brake triggered state, the actuator outputs a first torque, including:

[0024] After detecting that the parking brake triggering device is in the parking brake triggering state, the slope information of the vehicle, the total weight information of the vehicle, and the speed information of the vehicle are detected. The total weight of the vehicle includes the vehicle's curb weight, the weight of the driver and passengers, the weight of luggage, and the weight of the vehicle's accessories.

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

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

[0027] After detecting that the vehicle's speed is 0 m / s, the controller calculates the clamping force required when the first brake component and the brake disc are clamped together, based on the slope information and the total weight information of the vehicle. The required clamping force forms the target clamping force, and the controller calculates the target torque based on the target clamping force.

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

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

[0030] After detecting that the parking brake triggering device is in the parking brake triggering state, the slope information of the vehicle, the total weight information of the vehicle, and the speed information of the vehicle are detected.

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

[0032] Optionally, after detecting the status information of the vehicle's parking brake triggering device after it is actuated, the method further includes:

[0033] If the parking brake triggering device is in the parking brake release state, the actuator outputs a third torque to move the first brake element away from the brake disc and release the clamping on the brake disc. The third torque is in the opposite direction to the first torque.

[0034] Send a message indicating that the vehicle parking release is complete.

[0035] Thirdly, this application also discloses a vehicle including the electromechanical brake described in any one of the first aspects.

[0036] Compared with the prior art, the beneficial effects of this application are as follows:

[0037] In this application, the output shaft of the reverse input cut-off clutch is connected to the input end of the transmission assembly, and the output end of the actuator is connected to the input shaft of the reverse input cut-off clutch. When the actuator starts and transmits torque to the input shaft, it can drive the input shaft to rotate, thereby driving the output shaft to rotate. The torque is then transmitted to the first brake member through the transmission assembly, causing the first brake member to move and clamp the brake disc to provide a continuously variable parking force for the vehicle's parking brake, or to release the clamping of the brake disc. When the transmission assembly transmits torque to the output shaft of the reverse input cut-off clutch, it can cut off the transmission of torque from the output shaft to the input shaft, thereby preventing the torque from being transmitted from the output shaft to the actuator. Therefore, firstly, when the vehicle applies the parking brake, it can effectively prevent torque from being transmitted from the first braking element to the actuator. This ensures that the first braking element maintains a clamping force sufficient to hold the brake disc during parking, effectively increasing the stability of the vehicle. Secondly, after the first braking element clamps the brake disc to complete the parking brake, the actuator can stop working, allowing it to rest. This effectively prevents the actuator from stalling during parking, reducing the likelihood of overheating or fatigue causing the actuator to fail to input the required torque to the clutch or to cut off the clutch, thus reducing the risk of parking brake failure or parking release failure. Thirdly, it eliminates the need for additional redundant motors or electromagnets to assist in parking brake or parking release, reducing costs. Fourthly, parking brake or parking release can be achieved simply by controlling the actuator to operate or stop, reducing the control complexity of this electromechanical brake. Attached Figure Description

[0038] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0039] Figure 1 This is a schematic diagram of the structure of an electromechanical brake provided in an embodiment of the present invention;

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

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

[0042] Figure 4 This is a schematic diagram of the structure of an actuator, a reverse input cut-off clutch, a reducer and a transmission assembly provided in an embodiment of the present invention;

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

[0044] Figure 6 This is a partial flowchart of a control method for an electromechanical brake when the vehicle speed is zero, provided in an embodiment of the present invention.

[0045] Figure 7 A flowchart illustrating the torque output of a control actuator when a vehicle's speed is zero, provided as an embodiment of the present invention;

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

[0047] Figure 9 A flowchart illustrating a control method for releasing an electromechanical brake during parking, provided by an embodiment of the present invention;

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

[0049] Explanation of reference numerals in the attached figures:

[0050] 1-Brake disc; 2-caliper; 21-caliper body; 22-First braking element; 3-Transmission assembly; 4-Reverse input cut-off clutch; 41-End cover; 42-Base; 421-Receiving groove; 43-Input component; 431-Input shaft; 432-Input shaft disc; 433-Pawl; 44-Output component; 441-Output shaft star wheel; 4411-Wedge groove; 44111-First bottom wall; 44112-Second bottom wall; 442-Output shaft; 45-Clamping component; 451-Elastic element; 452-Cylindrical roller; 5-Actuator; 6-Reducer;

[0051] 10 - Electromechanical brake; 100 - Vehicle. Detailed Implementation

[0052] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0053] In this invention, the terms "upper," "lower," "left," "right," "front," "rear," "top," "bottom," "inner," "outer," "vertical," "horizontal," "lateral," and "longitudinal" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. These terms are primarily for the purpose of better describing the invention and its embodiments, and are not intended to limit the indicated device, element, or component to having a specific orientation, or to be constructed and operated in a specific orientation.

[0054] Furthermore, in addition to indicating direction or positional relationship, some of the aforementioned terms may also have other meanings. For example, the term "above" may also be used in certain situations to indicate a dependency or connection. Those skilled in the art can understand the specific meaning of these terms in this invention based on the specific circumstances.

[0055] Furthermore, the terms "installation," "setup," "equipped with," "connection," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral structure; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium, or an internal connection between two devices, components, or parts. Those skilled in the art can understand the specific meaning of these terms in this invention based on the specific circumstances.

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

[0057] Braking by steer is a novel braking technology that has emerged in recent years. It eliminates the need for a mechanical or hydraulic connection between the brake and brake pedal. Instead, a control system receives information from sensors and controls a motor to achieve stable and reliable braking control of the vehicle. Currently, there are two main types: Electric Hydraulic Brake (EHB) and Electromechanical Brake (EMB). Braking by steer optimizes overall vehicle braking performance and can be easily integrated with other electronic control systems such as ABS (Anti-lock Braking System), ASR (Acceleration Slip Regulation), and ESP (Electronic Stability Program), thus possessing broad development prospects.

[0058] Electro-hydraulic braking systems are derived from traditional hydraulic braking systems. The braking process is faster and more stable, improving the braking safety and comfort of automobiles. However, because they retain hydraulic components, they do not have all the advantages of fully steer-by-wire systems and are usually regarded as an earlier product of electromechanical braking systems.

[0059] Electromechanical braking systems achieve the braking process by driving a 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 stability of the vehicle when parked and reduce the risk of parking brake failure or parking release failure.

[0061] The following detailed explanation uses specific examples:

[0062] This application provides an electromechanical brake, such as... Figures 1-4 As shown, the assembly includes 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 includes a caliper body 21 and a first brake element 22, which is movably mounted on the caliper body 21 and positioned opposite the brake disc 1 along a first direction, which 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 element 22. The reverse input cut-off clutch 4 includes an input shaft 431 and an output shaft 442, with the output shaft 442 being drive-connected to the input end of the transmission assembly 3. The output end of the actuator 5 is drive-connected to the input shaft 431 and is used to drive the input shaft 431 to rotate counterclockwise or clockwise, thereby causing the output end of the transmission assembly 3 to carry the first brake element 22 and move it closer to or away from the brake disc 1 along the first direction.

[0063] Therefore, after the actuator 5 is activated, 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 closer to the brake disc 1 in the first direction until the first brake member 22 clamps the brake disc 1 to complete the vehicle parking brake, or drive the first brake member 22 to move away from the brake disc 1 in the first direction until the clamping force between the first brake member 22 and the brake disc 1 is zero, thereby completing the vehicle parking release.

[0064] The output shaft 442 of the reverse input cut-off clutch 4 is connected to the input end of the transmission assembly 3, and the output end of the actuator 5 is connected to the input shaft 431 of the reverse input cut-off clutch 4. When the actuator 5 is activated to transmit torque to the input shaft 431, it can drive the input shaft 431 to rotate, thereby driving the output shaft 442 to rotate. Then, the torque is transmitted to the first brake member 22 through the transmission assembly 3, so as to drive the first brake member 22 to move and clamp the brake disc 1 to provide a continuously variable parking force for the vehicle's parking brake, or to release the clamping of the brake disc 1. When the transmission assembly 3 transmits torque to the output shaft 442 of the reverse input cut-off clutch 4, it can cut off the transmission of torque from the output shaft 442 to the input shaft 431, so as to prevent the torque from being transmitted from the output shaft 442 to the actuator 5. Therefore, firstly, when the vehicle is in parking mode, torque can be effectively prevented from being transmitted from the first brake element 22 to the actuator 5. This ensures that the first brake element 22 always clamps the brake disc 1 with sufficient force during parking, effectively increasing the stability of the vehicle. Secondly, after the first brake element 22 clamps the brake disc 1 to complete the parking brake, the actuator 5 can stop working, allowing it to rest. This effectively prevents the actuator 5 from stalling during parking, reducing the likelihood that it will fail to input torque to the reverse input disengagement clutch 4 or fail to input the required torque due to overheating or fatigue, thus reducing the risk of parking brake failure or parking release failure. Thirdly, it eliminates the need for additional redundant motors or electromagnets to assist in parking brake or parking release, reducing costs. Fourthly, parking brake or parking release can be achieved simply by controlling the actuator 5 to operate or stop, 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 it to be close to the rotation center of the wheel hub. This results in a smaller moment of inertia for the brake disc 1, enabling parking braking of the vehicle when the first braking component 22 clamps the brake disc 1, thus improving the sensitivity of the parking brake. Furthermore, it facilitates the installation and removal of the brake disc 1, making maintenance and replacement easier.

[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, and is not limited thereto; the specific mounting can be chosen according to actual 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, eliminating the need for additional mounting brackets to fix the caliper body 21, and effectively reducing the vehicle's weight.

[0067] In addition, the first braking component 22 may include two friction pads, which are located on both sides of the brake disc 1 along the first direction. When the two friction pads move closer to the brake disc along the first direction, they can clamp the brake disc 1 to brake the wheel hub and enable the vehicle to achieve parking brake.

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

[0069] Optionally, such 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 an engaging component 45. The end cover 41 is connected to the base 42 via a threaded pair. The base 42 is connected to the reducer 6. A receiving groove 421 is provided on the side of the base 42 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 coaxial 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... The output shaft star wheel 441 is located at one end of the output shaft 442 facing the input shaft 431. Multiple wedge-shaped grooves 4411 are provided on the outer peripheral wall of the output shaft star wheel 441. The input component 43 includes an input shaft 431, an input shaft disk 432, and multiple pawls 433. The input shaft 431 is rotatably inserted into the second rotating hole. The input shaft disk 432 is located at one end of the input shaft 431 facing the receiving groove 421. Multiple pawls 433 are arranged around the periphery of the input shaft disk 432 and extend toward the output shaft 442. The multiple pawls 433 are arranged one-to-one with the multiple wedge-shaped grooves 4411, and the pawls 433 are embedded in the corresponding wedge-shaped grooves 4411. The wedge-shaped groove 4411 has two groove sidewalls circumferentially opposite each other along the output shaft star wheel 441 and a groove bottom wall connected between the two groove sidewalls. 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 sidewall and the first bottom wall 44111, and the other of the two second bottom walls 44112 is connected between the other groove sidewall and the first bottom wall 44111. The second bottom wall 44112 gradually inclines from the first bottom wall 44111 toward the groove sidewall towards the rotation axis of the output shaft star wheel 441, that is, the second bottom wall 44112 and... The gap between the sidewalls of the receiving groove 421 gradually increases from the first bottom wall 44111 toward the sidewall of the wedge groove 4411; there are multiple engaging components 45, and one engaging component 45 is provided on each of the two sidewalls of each wedge groove 4411. The engaging component 45 is located in the space corresponding to the second bottom wall 44112 in the wedge groove 4411. In the same wedge groove 4411, there is a gap between two engaging components 45 along the circumference of the output shaft star wheel 441, and the pawl 433 is located in the gap, that is, the pawl 433 is located in the space corresponding to the first bottom wall 44111 in the wedge groove 4411.The engaging component 45 includes an elastic element 451 and a cylindrical roller 452. One end of the elastic element 451 is connected to the groove sidewall, and the other end is connected to the cylindrical roller 452, allowing the cylindrical roller 452 to 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 groove 4411, there is a gap between the cylindrical roller 452 and the groove sidewall of the receiving 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 receiving groove 421.

[0070] When the reverse input disengagement clutch 4 transmits torque, taking clockwise as an example, after the force is transmitted to the input shaft 431, the input shaft 431 drives the pawl 433 to rotate clockwise. The pawl 433 pushes the cylindrical roller 452 on the right side (please refer to...). Figure 3 As shown in the diagram, the cylindrical roller 452 overcomes the elastic force of the elastic element 451 connected to it and moves towards the groove sidewall (i.e., the right sidewall) of the corresponding wedge groove 4411 until the maximum compression of the elastic element 451 is reached or the cylindrical roller 452 abuts against the right sidewall. At this time, there is a gap between the cylindrical roller 452 and the groove sidewall of the receiving groove 421. The pawl 433 continues to push the cylindrical roller 452, which can drive the output shaft 442 to rotate clockwise. At the same time, the cylindrical roller 452 on the left side also moves relative to the output shaft star wheel 441 towards the groove sidewall (i.e., the left sidewall) of the corresponding wedge groove 4411, so that there is also a gap between the cylindrical roller 452 on the left side and the groove sidewall of the receiving groove 421, so that the output shaft 442 can rotate clockwise without obstruction and realize the transmission of torque.

[0071] When the reverse input cut-off clutch 4 receives torque from the output end, for example, 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 receives the road impact force from the wheel end, it transmits the torque to the output shaft 442. The output shaft 442 drives the output shaft star wheel 441 to rotate clockwise, causing the cylindrical roller 452 on the right side to tend to move to the left, so that the cylindrical roller 452 on the right side abuts against the groove side wall of the receiving groove 421, so that the cylindrical roller 452 cannot rotate relative to the groove side wall of the receiving groove 421. Then the cylindrical roller 452 cannot drive the pawl 433 to rotate clockwise, and therefore 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, thus realizing the cutting off of the directional input torque.

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

[0073] Therefore, there is no need to design an offset shaft or auxiliary transmission chain, which makes the structure of the reverse input cut-off clutch 4 more compact and smaller, reducing the space occupied. In addition, the force transmission path is simple and transmitted along the input shaft 431 and the output shaft 442, avoiding the bearing lateral load caused by the offset of the force transmission path, and effectively reducing energy loss.

[0074] In some embodiments, the clamp body 21 has a receiving space in which the first brake 22 is movably received, and at least a portion of at least one of the actuator 5, the reverse input cut-off clutch 4, and the transmission assembly 3 is received.

[0075] Therefore, the first braking element 22 can be protected by the clamp body 21, and at least a portion of at least one of the actuator 5, the reverse input cut-off clutch 4, and the transmission assembly 3 is housed in the accommodating space. Compared to the fact that the actuator 5, the reverse input cut-off clutch 4, and the transmission assembly 3 are all located outside the clamp body 21, the layout of the caliper 2, actuator 5, reverse input cut-off clutch 4, and transmission assembly 3 can be more compact, which makes the structure of the electromechanical brake 10 more compact and effectively reduces the space occupied by the electromechanical brake 10.

[0076] Alternatively, at least a portion of any one of the actuator 5, the reverse input cut-off clutch 4, and the transmission assembly 3 may be housed within the receiving space; or at least a portion of any two of the actuator 5, the reverse input cut-off clutch 4, and the transmission assembly 3 may be housed within the receiving space; or at least a portion of all three of the actuator 5, the reverse input cut-off clutch 4, and the transmission assembly 3 may be housed within the receiving space.

[0077] In addition, the caliper 2 may also include a piston, which is slidably disposed in the accommodating space along the first direction, and a first braking element 22 is disposed 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 braking element 22 to move along the first direction.

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

[0079] This allows for a simpler and easier-to-implement structure for the transmission component 3, reducing costs.

[0080] When the transmission assembly 3 includes a ball screw, the force transmission can achieve high precision. When the transmission assembly 3 includes a crank-slider, the force transmission can achieve low loss. When the transmission assembly 3 includes a cam mechanism, the structure of the transmission assembly 3 can be more compact, reducing the space occupied by the transmission assembly 3.

[0081] In some embodiments, such 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 output shaft 442 of the reverse input cut-off clutch 4, and the screw of the ball screw are coaxially arranged.

[0082] This allows force to be transmitted along a straight line, effectively reducing force loss during transmission.

[0083] Optionally, such as Figure 1 As shown, the electromechanical 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 are located on the same side of the reducer 6.

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

[0085] Furthermore, the reverse input cut-off clutch 4 and the transmission assembly 3 are arranged side by side, and the reverse input cut-off clutch 4 and the transmission assembly 3 are located on the same side of the reducer 6, which allows the layout of the reducer 6, the transmission components and the reverse input cut-off clutch 4 to be more compact, effectively reducing the space occupied by the electromechanical brake 10.

[0086] In addition, the output rotation 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 electromechanical brake 10 can be more compact, further reducing the space occupied by the electromechanical brake 10.

[0087] The aforementioned actuator 5 includes either an electric motor or an engine. Therefore, when applying the parking brake or releasing the parking brake, the actuator 5 can operate with minimal noise, and the actuator 5 can provide high precision in torque output.

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

[0089] S10 detects the status information after the vehicle's parking brake trigger device is activated.

[0090] S20, if the parking brake triggering device is in the parking brake triggering state, the actuator outputs the first torque to move the first brake element toward the brake disc and clamp the brake disc.

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

[0092] S40 sends a message indicating that the vehicle's parking brake has been applied.

[0093] Therefore, when the vehicle needs to be parked or released (i.e., when the driver activates the parking brake trigger device), the status information of the parking brake trigger device after it is applied can be detected first to confirm whether the parking brake trigger device is in the parking brake triggered state or the parking brake released state. If the parking brake trigger device is detected to be in the parking brake triggered state, the actuator 5 is activated, outputting a first torque to move the first brake element 22 toward the brake disc 1 and clamp the brake disc 1. Then, it is detected whether the clamping force between the first brake element 22 and the brake disc 1 has reached the target clamping force. If the target clamping force has been reached, the actuator 5 stops working and then sends a message indicating that the vehicle parking brake has been completed to inform 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 element 22 and the brake disc 1 reaches the target clamping force, then the actuator 5 stops working and then sends a message indicating that the vehicle parking brake has been completed to inform the driver.

[0094] After the parking brake is applied, the torque transmitted from the output shaft 442 to the input shaft 431 can be effectively cut off by the reverse input cut-off clutch 4. This ensures that the first brake element 22 always clamps the brake disc 1 with a clamping force greater than the target clamping force during vehicle parking, effectively increasing the stability of vehicle parking. Furthermore, after the parking brake is applied, the actuator 5 can stop working, allowing it to rest. This effectively prevents the actuator 5 from stalling during parking, reducing the probability that the actuator 5 will fail to input torque to the reverse input cut-off clutch 4 or fail to input the required torque due to overheating or fatigue. This effectively reduces the risk of parking brake failure or parking release failure. Moreover, there is no need to set up an additional redundant motor or electromagnet to assist in parking brake or parking release, reducing costs. Finally, parking brake or parking release can be achieved simply by controlling the actuator 5 to work or stop working to clamp or release the brake disc 1, reducing the control difficulty of the electromechanical brake 10.

[0095] The electromechanical brake 10 may also include a first detector and a second detector. The first detector can detect the status of the parking brake triggering device, and the second detector can detect the clamping force between the first brake element 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 triggered state, the actuator 5 outputs a first torque, such as... Figure 6 As shown, it includes the following steps:

[0097] S210a, after detecting that the parking brake triggering device is in the parking brake triggering 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 luggage and the weight of vehicle accessories.

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

[0099] Therefore, by using information about the slope the vehicle is on, the total weight of the vehicle, and the speed of the vehicle, the first sub-torque output by the actuator 5 can be made more reasonable, avoiding the waste of energy caused by an excessively large first sub-torque output by the actuator 5, and effectively preventing the vehicle from slipping due to the first sub-torque being less than or equal to the target torque.

[0100] Wherein, the first sub-torque is greater than the target torque, it is only necessary to make the first braking component 22 clamp the brake disc 1 so that the vehicle can be stationary and is not prone to slipping.

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

[0102] Optionally, if the detected vehicle speed is 0 m / s, the controller, based on the slope information and the vehicle's total weight information, controls the actuator 5 to output the first sub-torque, such as... Figure 7 As shown, it includes the following steps:

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

[0104] S222, the actuator output is a first sub-torque 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 total weight information. This ensures that the first sub-torque output by the actuator 5 is accurate each time the parking brake is applied, so that the first sub-torque is not less than the target torque and is easy to control so that it does not exceed the target torque by too much.

[0106] It should be understood that the clamping force required when the first brake element 22 and the brake disc 1 are clamped together refers to the clamping force required to prevent the vehicle from slipping when the first brake element 22 clamps the brake disc 1.

[0107] It should also be understood that the target clamping force multiplied by the lever arm can be used to obtain the target torque.

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

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

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

[0111] Therefore, when the driver wants to stop or park the vehicle while it is in motion, he can activate the parking brake trigger device to start the electromechanical controller to complete the parking operation. In other words, the electromechanical controller can also assist in parking and finally complete the parking process.

[0112] Among them, after the actuator 5 outputs the second sub-torque, and after the vehicle speed reaches 0m / s, it can also execute step S30, which effectively avoids the situation of the vehicle rolling away after the parking brake is completed.

[0113] In some embodiments, after detecting the state information of the vehicle's parking brake trigger device after it is actuated, such as... Figure 9 As shown, it also includes the following steps:

[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 element away from the brake disc and release the clamping on the brake disc. The third torque is in the opposite direction to the first torque.

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

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

[0117] Optionally, the electromechanical brake 10 also includes a controller, which is electrically connected to the actuator 5. If the parking brake triggering device is in the parking brake release state, the actuator 5 outputs a third torque, and the following steps are also included:

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

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

[0120] Therefore, the parking release operation can be performed while the brake pedal is depressed, effectively preventing the vehicle from rolling after the parking release operation is performed and improving safety.

[0121] The prompt message can be the text message "Please press the brake pedal" displayed on the control screen; it can also be the image message of pressing the brake pedal displayed on the control screen; or it can be the prompt sound "Please press the pedal" or "beep beep", etc., which is not limited here.

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

[0123] After detecting that the brake pedal is depressed, the clamping force between the first brake element 22 and the brake disc 1 is detected, and the target torque is calculated based on the obtained clamping force.

[0124] Actuator 5 outputs a third torque that is greater than the target torque.

[0125] Of course, in other embodiments, if the brake pedal is depressed, the controller controls the actuator 5 to output a third torque, which may include the following steps: retrieve the total torque value output by the actuator 5 when the vehicle completes the parking brake, the third torque is the same in magnitude but opposite in direction as the total torque value, 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 issuing a message indicating that the vehicle parking release is complete, the following steps are also included:

[0127] The clamping force between the first braking element 22 and the brake disc 1 is checked to see if it is zero. If it is zero, the actuator 5 stops working. If it is not zero, the actuator 5 continues to output torque in the same direction as the third torque until the clamping force between the first braking element 22 and the brake disc 1 is zero.

[0128] Therefore, starting the vehicle can be effectively avoided when there is still clamping force between the first brake element 22 and the brake disc 1, thus effectively preventing wear on the first brake element 22 and the brake disc 1.

[0129] It should be understood that when the clamping force between the first brake element 22 and the brake disc 1 is zero, it means that there is a gap between the first brake element 22 and the brake disc 1, at which time there is no contact between the two.

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

[0131] The electromechanical brake 10 in vehicle 100 is the same as the electromechanical brake 10 in the above embodiments. After the vehicle 100 completes the parking brake, the force transmitted from the output shaft 442 to the input shaft 431 can be cut off by the reverse input cut-off clutch 4. This effectively prevents the force from being transmitted from the first brake element 22 to the actuator 5 (such as a motor or engine). This ensures that the first brake element 22 always clamps the brake disc 1 with a clamping force greater than the target clamping force, effectively increasing the parking stability of vehicle 100. Furthermore, it allows the actuator 5 to stop working after the parking brake is completed, allowing it to rest. This effectively prevents the actuator 5 from stalling during parking and reduces the probability that the actuator 5 will not be able to input torque to the reverse input cut-off clutch 4 or will not be able to input the required torque due to overheating or fatigue. This effectively reduces the risk of parking brake failure or parking release failure.

[0132] In addition, the electromechanical brake 10 in the vehicle 100 is the same as the electromechanical brake 10 in Embodiment 1. 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 again 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, which is not limited here. The caliper body 21 of the caliper 2 can be mounted on the suspension of the vehicle 100, or it can be mounted on other structures of the vehicle 100, which 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, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features; and these modifications or substitutions 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 disc; The caliper includes a caliper body and a first braking element. The first braking element is movably disposed on the caliper body and is disposed opposite to the brake disc along a first direction, the first direction being the direction in which the two disc surfaces of the brake disc face each other. A transmission assembly, the output end of which is connected to the first braking element; A reverse input cut-off clutch, comprising an input shaft and an output shaft, wherein the output shaft is connected to the input end of the transmission assembly. An actuator, the output end of which is connected to the input shaft for driving the input shaft to rotate counterclockwise or clockwise, so as to drive the output end of the transmission assembly to carry the first braking element to move closer to or away from the brake disc along the first direction; The electromechanical brake also includes a speed reducer; The reverse input cut-off clutch further includes an end cover, a base, an input component, an output component, and an engagement component. The end cover is connected to the base via a threaded pair. The base is connected to the reducer. The side of the base facing the end cover is provided with a receiving groove. The bottom wall of the receiving groove is provided with a first rotating hole. The end cover is provided with a second rotating hole. The second rotating hole is coaxial with the first rotating hole.

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 clamp body has a receiving space, in which the first braking element is movably received, and at least a portion of at least one of the actuator, the reverse input cut-off clutch, and the transmission assembly is received within the receiving space.

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

6. The electromechanical brake according to any one of claims 1-3, characterized in that, 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 on the same side of the reducer.

7. A control method for an electromechanical brake, characterized in that, The control method, applied to the electromechanical brake according to any one of claims 1-6, comprises: Detect the status information of the vehicle's parking brake trigger device after it is actuated; If the parking brake triggering device is in the parking brake triggering state, the actuator outputs a first torque to move the first braking element toward the brake disc and clamp the brake disc; The actuator stops working if the clamping force between the first braking component and the brake disc reaches the target clamping force. If it does, the actuator stops working. If it does not, the actuator continues to output torque in the same direction as the first torque until the clamping force between the first braking component and the brake disc reaches the target clamping force. The system sends a message indicating that the vehicle's parking brake has been applied.

8. The control method for the electromechanical brake according to claim 7, characterized in that, The electromechanical brake also includes a controller, which is electrically connected to the actuator. If the parking brake triggering device is in the parking brake triggered state, the actuator outputs a first torque, including: After detecting that the parking brake triggering device is in the parking brake triggering state, the slope information of the vehicle, the total weight information of the vehicle, and the speed information of the vehicle are detected. The total weight of the vehicle includes the vehicle's curb weight, the weight of the driver and passengers, the weight of luggage, and the weight of the vehicle's accessories. If the speed of the vehicle is detected to be 0 m / s, the controller controls the actuator to output a first sub-torque based on the slope information where the vehicle is located and the total weight information of the vehicle. The first sub-torque is greater than the target torque.

9. The control method for the electromechanical brake according to claim 8, characterized in that, If the detected speed of the vehicle is 0 m / s, the controller, based on the slope information and the total weight information of the vehicle, controls the actuator to output a first sub-torque, including: After detecting that the vehicle's speed is 0 m / s, the controller calculates the clamping force required when the first brake component and the brake disc are clamped together, based on the slope information and the total weight information of the vehicle. The required clamping force forms the target clamping force, and the controller calculates the target torque based on the target clamping force. The actuator outputs a first sub-torque that is greater than the target torque.

10. The control method for the electromechanical brake according to claim 7, characterized in that, The electromechanical brake also includes a controller, which is electrically connected to the actuator. If the parking brake triggering device is in the 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, the slope information of the vehicle, the total weight information of the vehicle, and the speed information of the vehicle are detected. If the vehicle's speed is greater than 0 m / s, the controller controls the actuator to output a second sub-torque based on the slope information where the vehicle is located, the total weight information of the vehicle, and the speed information of the vehicle, until the vehicle's speed is 0 m / s.

11. The control method for the electromechanical brake according to any one of claims 7-10, characterized in that, After detecting the status information of the vehicle's parking brake trigger device after it is actuated, it also includes: If the parking brake triggering device is in the parking brake release state, the actuator outputs a third torque to move the first brake element away from the brake disc and release the clamping on the brake disc. The third torque is in the opposite direction to the first torque. Send a message indicating that the vehicle parking release is complete.

12. A vehicle, characterized in that, Including the electromechanical brake as described in any one of claims 1-6.

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