Electronic brake, control method of electronic brake and vehicle

Abstract

The invention discloses an electronic brake, a control method of the electronic brake and a vehicle. The electronic brake comprises a brake motor; the brake motor is in power connection with the lead screw mechanism, and the brake motor is suitable for applying braking force to a brake block through the lead screw mechanism; a force detection element for detecting a braking force; wherein an installation groove is formed in the lead screw mechanism, and at least part of the force detection element is located in the installation groove. According to the electronic brake provided by the embodiment of the invention, the axial occupied space of the force detection element on the electronic brake is reduced, so that the overall axial height size of the electronic brake is greatly reduced, and the space arrangement of the electronic brake on the wheel edge of an automobile is facilitated.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle manufacturing, and in particular to an electronic brake, a control method suitable for the electronic brake, and a vehicle with the electronic brake. Background Art

[0002] In related technologies, electromechanical brakes utilize a motor that is decelerated and torque-increased through a reduction mechanism, increasing the motor's output torque. This is then converted into a linear motion via a planetary roller screw. This piston pushes the brake pads, achieving the braking effect. A force sensor is also incorporated into the roller screw's input to collect feedback, enabling closed-loop control and adjustment of the entire system.

[0003] However, there are no specific instructions on how to install the core component force sensor, and after using a roller screw to superimpose a pressure sensor, the overall axial height of the mechanism will increase, and the overall occupied size will increase, which is not conducive to the overall arrangement of the mechanism on the vehicle wheel side. Summary of the Invention

[0004] The present invention aims to address at least one of the technical problems existing in the prior art. To this end, the present invention provides an electronic brake that reduces the axial space occupied by a force detection element on the electronic brake, thereby significantly reducing the overall axial height of the electronic brake, thereby facilitating its placement near a vehicle wheel.

[0005] According to an embodiment of the present invention, the electronic brake includes: a brake motor; a screw mechanism, the brake motor is power-connected to the screw mechanism and is suitable for applying braking force to the brake pad through the screw mechanism; a force detection element, the force detection element is used to detect the braking force; wherein a mounting groove is formed in the screw mechanism, and at least a portion of the force detection element is located in the mounting groove.

[0006] According to the electronic brake of an embodiment of the present invention, a mounting groove is provided in the screw mechanism so that at least a portion of the force detection element can be located in the mounting groove, thereby reducing the axial space occupied by the force detection element on the electronic brake, thereby greatly reducing the overall axial height dimension of the electronic brake, and being more conducive to the spatial arrangement of the electronic brake on the side of the automobile wheel.

[0007] According to some embodiments of the electronic brake of the present invention, the screw mechanism includes a rotating structure and an axially movable structure, the rotating structure is dynamically connected to the brake motor, the axially movable structure is threadedly engaged with the rotating structure and is suitable for axial movement to press against the brake pad, and the mounting groove is formed on the rotating structure.

[0008] According to some embodiments of the electronic brake of the present invention, the rotating structure is constructed as a screw, and the axially movable structure includes a sleeve and a push plate. The sleeve is arranged outside the screw and is threadedly engaged with the screw. The push plate is located at one end of the sleeve, and the sleeve is suitable for pressing against the brake pad.

[0009] According to some embodiments of the electronic brake of the present invention, the push plate is located at one end of the lead screw facing the brake pad and is axially opposite to the lead screw.

[0010] According to some embodiments of the electronic brake of the present invention, the mounting groove is formed at an end of the lead screw facing away from the brake pad.

[0011] According to some embodiments of the electronic brake of the present invention, a bearing is further provided in the mounting groove, and the bearing is rotatably supported between the lead screw and the force detection element.

[0012] According to some embodiments of the electronic brake of the present invention, the bearing member is constructed as a thrust needle roller bearing, which includes a first bearing portion, a rolling portion, and a second bearing portion. The first bearing portion, the rolling portion, and the second bearing portion are distributed in sequence between the lead screw and the force detection element along the axial direction of the lead screw.

[0013] According to some embodiments of the electronic brake of the present invention, the electronic brake further includes a guide structure, the guide structure cooperates with the sleeve along the axial guidance of the lead screw, and the sleeve is suitable for moving along the guide structure.

[0014] According to some embodiments of the electronic brake of the present invention, the electronic brake further includes a gear mechanism, and the brake motor is dynamically connected to the rotating structure via the gear mechanism.

[0015] According to some embodiments of the electronic brake of the present invention, the gear mechanism includes a first gear shaft and a second gear shaft, and the first gear shaft and the second gear shaft are spaced apart and distributed; wherein, the motor shaft of the brake motor is matched with the first gear shaft through a first gear set, and the first gear shaft is matched with the second gear shaft through a second gear set, and the second gear set drives the rotating structure to rotate.

[0016] According to some embodiments of the electronic brake of the present invention, the electronic brake further includes an electric control board, and the brake motor and the force detection element are both electrically connected to the electric control board.

[0017] According to some embodiments of the electronic brake of the present invention, the electronic brake further includes a connector and a spring ejector structure, one end of the connector is connected to the electronic control board, one end of the spring ejector structure is elastically pressed toward the connector and the other end is elastically pressed toward the force detection element.

[0018] According to some embodiments of the electronic brake of the present invention, the spring ejector structure includes a base, an elastic member and a needle, the elastic member is arranged between the base and the needle, and the elastic member is used to press the base toward the force detection element and to press the needle toward the connector.

[0019] According to some embodiments of the electronic brake of the present invention, the spring ejector structure further includes a syringe, the elastic member is located in the syringe, at least a portion of the base is fixedly installed in one end of the syringe, and the needle is telescopically installed in the other end of the syringe.

[0020] According to some embodiments of the electronic brake of the present invention, a pressure column is provided between the needle and the elastic member, and the needle is formed with a pressure curved surface that cooperates with the pressure column; and / or the base is formed with a limiting protrusion, and one end of the elastic member is sleeved outside the limiting protrusion; and / or the base is interference fit with the inner wall of one end of the syringe; and / or the needle is clearance fit with the inner wall of the other end of the syringe.

[0021] According to some embodiments of the electronic brake of the present invention, the connector includes at least two sub-plug-in sections, at least two of the sub-plug-in sections are connected in sequence, and the extension directions of two adjacent sub-plug-in sections are different; and / or, the connector includes a plug-in terminal and a plug-in sleeve, the plug-in terminal is electrically connected between the electronic control board and the spring ejector structure, and the plug-in sleeve is sleeved outside the plug-in terminal.

[0022] According to some embodiments of the electronic brake of the present invention, there are multiple plug-in terminals and multiple spring ejector pin structures, and the multiple plug-in terminals are connected to the multiple spring ejector pin structures in a one-to-one correspondence; and / or the plug-in terminal and the plug-in sheath are integrally formed.

[0023] According to some embodiments of the electronic brake of the present invention, the motor shaft of the brake motor is installed with an induction magnet, and the electronic control board is connected to an angle sensor, and the angle sensor is used to detect the angular position of the induction magnet.

[0024] The invention also provides a control method for the electronic brake.

[0025] A control method for an electronic brake according to an embodiment of the present invention is applicable to the electronic brake described in any one of the above embodiments, and the control method includes:

[0026] Get braking instructions;

[0027] Controlling the brake motor to brake according to the brake command;

[0028] obtaining the braking force detected by the force detection element;

[0029] determining a braking stage according to the braking force;

[0030] According to the braking stage, the output torque and the rotational speed of the braking motor are adjusted.

[0031] According to some embodiments of the electronic brake control method of the present invention, adjusting the output torque and speed of the brake motor according to the braking stage includes: controlling the brake motor to increase the speed when the braking stage is a no-load stage.

[0032] According to some embodiments of the electronic brake control method of the present invention, adjusting the output torque and speed of the brake motor according to the braking stage includes: when the braking stage is a load stage, controlling the brake motor to reduce the speed and increase the output torque.

[0033] According to some embodiments of the present invention, the electronic brake control method further includes: obtaining a brake release instruction; and controlling the brake motor to reverse, increase the speed and reduce the output torque according to the brake release instruction.

[0034] The present invention also provides a vehicle.

[0035] A vehicle according to an embodiment of the present invention includes the electronic brake described in any one of the above embodiments.

[0036] The advantages of the vehicle and the above-mentioned electronic brake over the prior art are the same and will not be described in detail here.

[0037] Additional aspects and advantages of the present invention will be set forth in part in the description which follows and, in part, will be obvious from the description which follows, or may be learned by practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the following description of the embodiments with reference to the accompanying drawings, in which:

[0039] Figure 1 is a cross-section of an electronic brake according to an embodiment of the present invention Figure 1 ;

[0040] Figure 2 yes Figure 1 Enlarged view at point A;

[0041] Figure 3 is a cross-section of an electronic brake according to an embodiment of the present invention Figure 2 ;

[0042] Figure 4 is a structural schematic diagram of a lead screw mechanism according to an embodiment of the present invention;

[0043] Figure 5 is a structural schematic diagram of a lead screw mechanism and a force detection element according to an embodiment of the present invention;

[0044] Figure 6 is a schematic structural diagram of a connector according to an embodiment of the present invention Figure 1 ;

[0045] Figure 7 is a schematic structural diagram of a connector according to an embodiment of the present invention Figure 2 ;

[0046] Figure 8 is a schematic structural diagram of a connector according to an embodiment of the present invention Figure 3 ;

[0047] Figure 9 is a cross-sectional view of a connector according to an embodiment of the present invention;

[0048] Figure 10 is a cross-sectional view of a connector and a spring ejector pin structure according to an embodiment of the present invention;

[0049] Figure 11 is a schematic structural diagram of a spring ejector structure according to an embodiment of the present invention;

[0050] Figure 12 is a cross-section of a spring ejector structure according to an embodiment of the present invention Figure 1 ;

[0051] Figure 13 is a cross-section of a spring ejector structure according to an embodiment of the present invention Figure 2 ;

[0052] Figure 14 is a diagram of braking force and response time of an electronic brake according to an embodiment of the present invention;

[0053] Figure 15 yes Figure 14 A local graph of

[0054] Figure 16 This is the process of the control method according to an embodiment of the present invention. Figure 1 ;

[0055] Figure 17 This is the process of the control method according to an embodiment of the present invention. Figure 2 .

[0056] Reference numerals:

[0057] Electronic brake 100,

[0058] Brake motor 1, motor shaft 11, induction magnet 12,

[0059] Screw mechanism 2, rotating structure 21, mounting groove 211, axial movable structure 22, sleeve 221, through hole 2211, guide boss 2212, push plate 222,

[0060] Brake pad 3, force detection element 4, thrust needle roller bearing 5, first bearing portion 51, rolling portion 52, second bearing portion 53,

[0061] Gear mechanism 6, first gear shaft 61, second gear shaft 62, first gear set 63, motor gear 631, first transmission gear 632, second gear set 64, second transmission gear 641, third transmission gear 642,

[0062] Electric control board 7, connector 8, sub-connection section 81, plug terminal 82, plug sheath 83, guide groove 831, mounting hole 832,

[0063] Spring ejector structure 9, base 91, limiting protrusion 911, elastic member 92, needle 93, pressing curved surface 931, limiting surface 932, syringe 94, first through hole 941, second through hole 942, mounting cavity 9433, pressing column 95,

[0064] Shell 101. DETAILED DESCRIPTION

[0065] The following describes embodiments of the present invention in detail. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended only to explain the present invention and are not to be construed as limiting the present invention.

[0066] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings. They are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the present invention. In addition, features defined as "first" or "second" may explicitly or implicitly include one or more of such features. In the description of the present invention, unless otherwise specified, "multiple" means two or more.

[0067] In the description of the present invention, it should be noted that, unless otherwise expressly specified or limited, the terms "mounted," "connected," and "connected" should be understood in a broad sense. For example, they may refer to fixed, detachable, or integral connections; mechanical or electrical connections; direct or indirect connections through an intermediate medium; and internal communication between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on the specific circumstances.

[0068] Reference below Figures 1-17 The electronic brake 100 according to an embodiment of the present invention is described. The electronic brake 100 reduces the axial space occupied by the force detection element 4 on the electronic brake 100, thereby greatly reducing the overall axial height of the electronic brake 100, which is more conducive to the spatial arrangement of the electronic brake 100 on the side of the vehicle wheel.

[0069] like Figures 1-17 As shown, an electronic brake 100 according to an embodiment of the present invention includes: a brake motor 1 , a screw mechanism 2 and a force detection element 4 .

[0070] First, the brake motor 1 is the power source of the electronic brake 100, which is used to provide power to the entire electronic brake 100 to achieve the braking function. The screw mechanism 2 is a structure that drives the brake pad 3 to move in order to apply braking force to the brake pad 3. The brake motor 1 is connected to the screw mechanism 2 by power and is suitable for applying braking force to the brake pad 3 through the screw mechanism 2. That is, when the brake motor 1 starts running, it can transfer power to the screw mechanism 2 to drive the screw mechanism 2 to move. At the same time, when the screw mechanism 2 is driven to move, the screw mechanism 2 will apply braking force to the brake pad 3 so that the brake pad 3 can approach the brake disc and clamp the brake disc to achieve a braking effect, so that the vehicle begins to slow down or stop.

[0071] The force detection element 4 is used to detect the braking force. Specifically, during the braking process, the brake motor 1 starts to rotate forward, and when the screw mechanism 2 applies the braking force to the brake pad 3, the braking force gradually increases. During this process, the force detection element 4 can detect the magnitude of the braking force in real time, that is, the magnitude of the clamping force on the brake disc, so that the output torque and speed of the motor can be adjusted to achieve the purpose of rapid braking. Similarly, during the brake release process, the brake motor 1 starts to reverse, the screw mechanism 2 will withdraw the braking force applied to the brake pad 3, and the braking force begins to gradually decrease. During this process, the force detection element 4 can also detect the magnitude of the braking force in real time, so as to adjust the output torque and speed of the motor until the braking force detected by the force detection element 4 is zero, and the braking effect is released.

[0072] Furthermore, a mounting groove 211 is formed in the screw mechanism 2 , and at least a portion of the force detection element 4 is located in the mounting groove 211 .

[0073] Specifically, refer to the attached Figure 1 and attached Figure 2 As shown, at least a portion of the interior of the screw mechanism 2 is hollow, forming a mounting groove 211. At least a portion of the force detection element 4 is located within the mounting groove 211. That is, at least a portion of the force detection element 4 can be mounted and fixed within the mounting groove 211. This reduces the axial space occupied by the force detection element 4 on the electronic brake 100, thereby significantly reducing the overall axial size of the electronic brake 100 and further facilitating the spatial arrangement of the electronic brake 100 on the wheel side of the vehicle. In an actual design, the force detection element 4 can be configured as a force sensor.

[0074] Figure 1 and Figure 2 The screw mechanism 2 shown in FIG is cylindrical in shape as a whole. One end of the screw mechanism 2 away from the brake pad 3 is axially concave to form an annular mounting groove 211. The shape and size of the force detection element 4 are adapted to the shape and size of the mounting groove 211. Figure 1 and Figure 2 As shown in the up-down direction, the lower end portion of the force detection element 4 is located in the installation groove 211 to achieve stable installation of the force detection element 4.

[0075] According to the electronic brake 100 of the embodiment of the present invention, by providing a mounting groove 211 in the screw mechanism 2, at least a portion of the force detection element 4 can be located in the mounting groove 211, thereby reducing the axial space occupied by the force detection element 4 on the electronic brake 100, thereby greatly reducing the overall axial height dimension of the electronic brake 100, and being more conducive to the spatial arrangement of the electronic brake 100 on the side of the vehicle wheel.

[0076] In some embodiments, as Figure 1 and Figure 2 As shown, the screw mechanism 2 includes a rotating structure 21 and an axially movable structure 22. The rotating structure 21 mainly performs rotational motion, and the axially movable structure 22 mainly performs linear motion. The rotating structure 21 is power-connected to the brake motor 1, that is, the brake motor 1 can transmit power to the rotating structure 21 to drive the rotating structure 21 to rotate, thereby realizing power transmission from the brake motor 1 to the rotating structure 21.

[0077] Furthermore, the axially movable structure 22 is threadedly engaged with the rotating structure 21 and is adapted to move axially to press against the brake pad 3. A mounting groove 211 is formed in the rotating structure 21. In other words, the axially movable structure 22 may be provided with an internal thread, and the rotating structure 21 may be provided with an external thread matching the internal thread, thereby achieving threaded engagement between the axially movable structure 22 and the rotating structure 21. Thus, when the rotating structure 21 rotates, the rotating structure 21 can drive the axially movable structure 22 to perform linear motion along the axial direction of the rotating structure 21, thereby approaching the brake pad 3 and pressing against the brake pad 3, pushing the brake pad 3 so that the brake pad 3 clamps the brake disc, thereby achieving a braking effect; or, moving away from the brake pad 3 to withdraw the thrust on the brake pad 3, causing the brake pad 3 to release the brake disc, thereby achieving a braking release effect. Among them, the mounting groove 211 is formed in the rotating structure 21, that is, at least part of the rotating structure 21 is a hollow structure to form the mounting groove 211, and at least part of the force detection element 4 is located in the mounting groove 211, that is, the force detection element 4 is installed on the rotating structure 21. When the axially movable structure 22 presses against the brake pad 3 and causes the brake pad 3 to clamp the brake disc under force, the force detection element 4 installed on the rotating structure 21 can contact the inside of the screw mechanism 2 and be subjected to force to detect the braking force of the electronic brake 100, and at this time the force value detected on the force detection element 4 is equal to the braking force of the electronic brake 100.

[0078] Thus, the rotating structure 21 is driven to rotate by the brake motor 1, so as to drive the axially movable structure 22 to move linearly along the axial direction to press against the brake pad 3 or move away from the brake pad 3, so that the brake pad 3 gradually approaches the brake disc and clamps the brake disc or the brake pad 3 gradually moves away from the brake disc to release the brake disc, thereby achieving a braking effect or a braking release effect.

[0079] In some embodiments, as Figure 2 、 Figure 4 and Figure 5 As shown, the rotating structure 21 is constructed as a screw, and the axially movable structure 22 includes a sleeve 221 and a push plate 222. The interior of the sleeve 221 is hollow to form a through hole 2211, and the shape and size of the through hole 2211 are adapted to the shape and size of the screw. An internal thread is provided on the inner circumferential wall of the through hole 2211, and an external thread matching the internal thread is provided on the outer circumferential wall of the screw, so that the screw can pass through the through hole 2211 so that the sleeve 221 is sleeved on the outside of the screw, and the threaded fit of the sleeve 221 and the screw is realized.

[0080] The push plate 222 is located at one end of the sleeve 221, and the sleeve 221 is suitable for pressing against the brake pad 3. That is, when the sleeve 221 moves linearly along the axial direction, it will drive the push plate 222 to move together, so that the push plate 222 approaches the brake pad 3 and presses against the brake pad 3, and then the push plate 222 pushes the brake pad 3 gradually close to the brake disc and closely contacts it to clamp the brake disc, thereby achieving a braking effect.

[0081] In practice, when the brake motor 1 drives the screw to rotate, the screw will drive the sleeve 221 to move linearly along the axial direction. At the same time, the sleeve 221 drives the push plate 222 to move together so that the push plate 222 gradually approaches or moves away from the brake pad 3, so as to push the brake pad 3 gradually approach the brake disc and clamp the brake disc, or loosen the brake pad 3 so that the brake pad 3 leaves the brake disc, thereby achieving a braking effect or a braking release effect.

[0082] In actual design, the lead screw can be configured as a ball screw.

[0083] In some embodiments, the push plate 222 is located at one end of the lead screw facing the brake pad 3 and is axially opposite to the lead screw.

[0084] Specifically, if Figure 2 、 Figure 4 and Figure 5 As shown, the push plate 222 is disc-shaped and matches the size of the shaft sleeve 221 to facilitate the connection between the push plate 222 and the shaft sleeve 221. Figure 2 、 Figure 4 and Figure 5 As shown in the upper and lower directions, the push plate 222 is located at the lower end of the sleeve 221, that is, the push plate 222 is located at the end of the lead screw facing the brake pad 3, so that the push plate 222 is set directly opposite the brake pad 3, which is conducive to the push plate 222 moving close to the brake pad 3 to push the brake pad 3, and the push plate 222 is axially opposite to the lead screw. In this way, the effective transmission of power can be guaranteed, and energy loss is reduced, so that the sleeve 221 can stably and effectively push the push plate 222 to move, and the push plate 222 accurately and quickly receives power, so that the push plate 222 pushes the brake pad 3 to come into close contact with the brake disc, quickly generating friction, achieving a braking effect, and slowing down or stopping the vehicle. In addition, the push plate 222 and the lead screw are axially opposite, which makes the screw mechanism 2 more compact as a whole, the power transmission more stable, and further reduces the overall structural size of the electronic brake 100.

[0085] In some embodiments, the mounting groove 211 is formed at an end of the lead screw facing away from the brake pad 3 .

[0086] Specifically, if Figure 1 、 Figure 2 、 Figure 4 and Figure 5As shown, the mounting groove 211 is formed at the upper end of the screw, that is, at the end of the screw away from the brake pad 3, and at least part of the force detection element 4 is installed in the mounting groove 211. As a result, the push plate 222 and the force detection element 4 are respectively located at the two ends of the screw, avoiding interference between the push plate 222 and the force detection element 4, and realizing the normal operation of the push plate 222 and the force detection element 4.

[0087] In practice, when the push plate 222 presses against the brake pad 3 and pushes the brake pad 3 to clamp the brake disc, the force detection element 4 installed in the screw will be subjected to the reaction force pushed out by the screw. The force detection element 4 contacts the inside of the screw and is subjected to force to detect the braking force of the electronic brake 100, and at this time the force value detected on the force detection element 4 is equal to the braking force of the electronic brake 100.

[0088] In some embodiments, a bearing is further provided in the mounting groove 211 , and the bearing is rotatably supported between the lead screw and the force detection element 4 .

[0089] Specifically, if Figure 2 As shown, a bearing member is provided in the mounting groove 211, and the bearing member is sleeved outside the lead screw and installed in the mounting groove 211. In this way, the space occupied by the bearing member can be reduced, wherein the bearing member is rotatably supported between the lead screw and the force detection element 4, that is, the bearing member can rotate relative to the lead screw and support the force detection element 4 in the mounting groove 211. In this way, the bearing member can provide stable axial support for the lead screw and the force detection element 4, ensuring that the lead screw and the force detection element 4 will not deviate or shake due to uneven force during the transmission process. At the same time, the direct friction between the force detection element 4 and the lead screw is reduced, making the entire transmission process smoother, and the transmission accuracy and efficiency are higher, so that the force detection element 4 can more accurately detect and feedback the magnitude of the braking force, and reduce the wear between the lead screw and the force detection element 4, thereby extending the service life of the force detection element 4.

[0090] In some embodiments, the bearing member is constructed as a thrust needle roller bearing 5, which includes a first bearing portion 51, a rolling portion 52 and a second bearing portion 53. The first bearing portion 51, the rolling portion 52 and the second bearing portion 53 are distributed in sequence between the screw and the force detection element 4 along the axial direction of the screw.

[0091] Specifically, if Figure 2As shown, the bearing member is constructed as a thrust needle roller bearing 5. The thrust needle roller bearing 5 has densely packed needle rollers installed inside it, which can withstand large axial loads and has high durability and stability. Thus, it can provide stable axial support for the lead screw and force detection element 4, preventing them from deflecting or shaking during transmission. This allows the lead screw to transmit stably, improving transmission efficiency, and enables the force detection element 4 to accurately detect the braking force, improving the reliability and accuracy of the detected braking force. Furthermore, the thrust needle roller bearing 5 has a small outer diameter and can be easily installed in the mounting groove 211, reducing its space occupation.

[0092] Among them, such as Figure 2 As shown, the thrust needle roller bearing 5 includes a first bearing portion 51, a rolling portion 52 and a second bearing portion 53. The first bearing portion 51 is located at the bottom wall of the mounting groove 211, the second bearing portion 53 is located at the bottom of the force sensor, and the rolling portion 52 is located between the first bearing portion 51 and the second bearing portion 53, so that the first bearing portion 51, the rolling portion 52 and the second bearing portion 53 are distributed in sequence between the screw and the force detection element 4 along the axial direction of the screw. The first bearing portion 51 is mainly used to support the screw, and the second bearing portion 53 is mainly used to support the force detection element 4. The two interact with each other to jointly support and fix the screw and the force detection element 4 to ensure that the screw and the force detection element 4 remain in a stable axial position. The rolling portion 52 is composed of thin and long needle rollers to form rolling contact with the screw and the force detection element, which greatly reduces friction resistance, improves the flexibility and efficiency of the transmission, and reduces the wear of the screw and the force detection element. At the same time, the load can be evenly distributed to the entire bearing structure through the rolling of the needle rollers, thereby extending the service life of the bearing.

[0093] In some embodiments, the electronic brake 100 further includes a guide structure, which cooperates with the sleeve 221 to guide the shaft along the axial direction of the lead screw, and the sleeve 221 is suitable for moving along the guide structure.

[0094] Therefore, by providing a guide structure to guide the sleeve 221, the sleeve 221 can stably and accurately perform linear motion along the axial direction of the screw, effectively preventing the sleeve 221 from shaking, deflecting, etc. during movement.

[0095] Specifically, if Figure 4 and Figure 5 As shown, a guide boss 2212 is provided on the outer peripheral wall of the sleeve 221. The guide structure can be constructed as a guide groove on the housing 101 of the electronic brake 100. The shape and size of the guide boss 2212 are adapted to the guide groove. Figure 4 and Figure 5The guide boss 2212 shown in the figure is a long rectangle, and the guide slot can be constructed as a long rectangular groove adapted thereto, so that the guide boss 2212 can extend into the guide slot and can slide in the guide slot to achieve a guiding effect on the sleeve 221, so that the sleeve 221 can move stably along the direction of the guide slot 831. At the same time, the guide structure can also achieve a limiting effect, that is, when the sleeve 221 moves to the point where the guide boss 2212 is pressed against the inner wall of the guide slot, the sleeve 221 can no longer move, thereby achieving the stopping of the sleeve 221.

[0096] In some embodiments, the electronic brake 100 further includes a gear mechanism 6 , and the brake motor 1 is power-connected to the rotating structure 21 via the gear mechanism 6 .

[0097] That is to say, the input end of the gear mechanism 6 is connected to the brake motor 1, and the output end of the gear mechanism 6 is connected to the rotating structure 21. In this way, when the drive motor starts to run, the power can be first transmitted to the gear mechanism 6 to drive the gear mechanism 6 to operate, and then the gear mechanism 6 transmits the power to the rotating structure 21 to drive the rotating structure 21 to rotate. Thus, the power transmission from the brake motor 1 to the rotating structure 21 is realized through the gear mechanism 6.

[0098] In some embodiments, as Figure 1 As shown, the gear mechanism 6 includes a first gear shaft 61 and a second gear shaft 62, and the first gear shaft 61 and the second gear shaft 62 are spaced apart and distributed as shown in FIG. Figure 1 As shown in the left and right directions in the figure, the motor shaft 11, the first gear shaft 61 and the second gear shaft 62 of the brake motor 1 are spaced apart in sequence at a certain distance along the left and right directions. Thus, the space inside the housing 101 of the electronic brake 100 is fully utilized to arrange the gear mechanism 6, reducing the space occupied by the gear mechanism 6, further improving the overall structural compactness of the electronic brake 100 and reducing its space occupation.

[0099] like Figure 1 As shown, the rotating structure 21 is located below the second gear shaft 62, and the second gear shaft 62 is rotatably connected to the rotating structure 21. This not only ensures the axial installation stability of the transmission structure, but also allows the rotating structure 21 to rotate, thereby achieving stable rotation of the rotating structure 21.

[0100] Furthermore, the motor shaft 11 of the brake motor 1 is coupled to the first gear shaft 61 via the first gear set 63 , the first gear shaft 61 is coupled to the second gear shaft 62 via the second gear set 64 , and the second gear set 64 drives the rotating structure 21 to rotate.

[0101] Therefore, when the brake motor 1 starts to run, its motor shaft 11 begins to rotate, that is, the power generated by the driving motor is output through the motor shaft 11, and then the motor shaft 11 rotates to drive the first gear set 63 to rotate, and the first gear set 63 rotates to transfer the power to the second gear set 64 to drive the second gear set 64 to rotate. The power on the first gear shaft 61 is further transferred to the rotating structure 21 through the transmission of the second gear set 64, thereby realizing the power transmission from the brake motor 1 to the rotating structure 21, and the two-stage deceleration and torque increase of the first gear set 63 and the second gear set 64 improves the output torque of the brake motor 1, achieving the effect of deceleration and torque increase.

[0102] Specifically, if Figure 1 As shown, the first gear set 63 includes a motor gear 631 disposed outside the motor shaft 11 and a first transmission gear 632 disposed outside the first gear shaft 61, and the second gear set 64 includes a second transmission gear 641 disposed outside the first gear shaft 61 and a third transmission gear 642 disposed outside the second gear shaft 62, wherein the first transmission gear 632 and the second transmission gear 641 are sequentially distributed along the axial direction of the first gear shaft 61, the motor gear 631 meshes with the first transmission gear 632, and the second transmission gear 641 meshes with the third transmission gear 642. Thus, in practice, when the brake motor 1 starts to operate, the motor shaft 11 begins to rotate to drive the motor gear 631 to rotate synchronously, the motor gear 631 rotates to drive the first transmission gear 632 to rotate, the first transmission gear 632 rotates to drive the second transmission gear 641 to rotate, and then the second transmission gear 641 rotates to drive the third transmission gear 642 to rotate, and the third transmission gear 642 rotates to drive the rotating structure 21 to rotate, thereby achieving the effect of reducing the torque output by the brake motor 1 and increasing the torque.

[0103] In actual design, the motor gear 631 can be installed with an interference fit with the brake motor 1 to improve transmission reliability. The first gear shaft 61 and the second gear shaft 62 can be fixed on the housing 101 of the electronic brake 100 to ensure the stability and reliability of the first gear shaft 61 and the second gear shaft 62. The first transmission gear 632 and the second transmission gear 641 can be constructed as double gears, and the third transmission gear 642 can be constructed as a spline gear, that is, an internal spline can be set on the inner circumferential wall of the third transmission gear 642, such as Figure 4 and Figure 5 As shown, an external spline can be set at the end of the screw away from the brake pad 3, and the internal spline on the third transmission gear 642 matches the external spline on the screw, so that the connection between the third transmission gear 642 and the screw can be achieved through the spline matching. In this way, when the third transmission gear 642 rotates, it can drive the screw to rotate.

[0104] In some embodiments, the electronic brake 100 further includes an electric control board 7 , and the brake motor 1 and the force detection element 4 are both electrically connected to the electric control board 7 .

[0105] Specifically, the electronic control board 7 serves as the control center of the electronic brake 100 and is responsible for receiving operation instructions from the driver (such as the electronic control unit (ECU)) or other sensors to generate and issue the next control instructions. Figure 1 As shown, the brake motor 1 and the force detection element 4 are both electrically connected to the electric control board 7, that is, the brake motor 1 and the force detection element 4 can transmit electrical signals to the electric control board 7. For example, when the electric control board 7 receives a braking command, it can convert the braking command into an electrical signal and transmit it to the brake motor 1. After receiving the signal, the brake motor 1 starts to run, thereby realizing the control of the brake motor 1 to facilitate further braking function. During the braking process, the force detection element 4 can detect the braking force generated by the electronic brake 100 during the braking process in real time, and can feed back this information to the electric control board 7 in the form of an electrical signal. After receiving the braking force information transmitted from the force detection element 4, the electric control board 7 can then accurately adjust the output of the brake motor 1 according to the braking force information to make corresponding adjustments to the output torque and speed of the motor, thereby realizing overall closed-loop control of the electronic brake 100 and ensuring the stability and accuracy of the braking effect.

[0106] In some embodiments, as Figure 3 、 Figure 6-Figure 9 As shown, the electronic brake 100 also includes a connector 8 and a spring ejector structure 9. One end of the connector 8 is connected to the electronic control board 7, that is, one end of the connector 8 is electrically connected to the electronic control board 7, one end of the spring ejector structure 9 is elastically pressed toward the connector 8 and the other end is elastically pressed toward the force detection element 4, that is, the spring ejector structure 9 plays a role in electrical connection and force transmission, one end of the spring ejector structure 9 is in close contact with the other end of the connector 8 by elastic pressing to ensure stable transmission of electrical signals from the spring ejector structure 9 to the connector 8, and the other end of the spring ejector structure 9 is also tightly connected to the force detection element 4 by elastic pressing to ensure stable transmission of electrical signals from the force detection element 4 to the spring ejector structure 9, thereby achieving reliability of electrical connection.

[0107] As a result, the force detection element 4 achieves a reliable and stable electrical connection with the electronic control board 7 through the plug-in connector 8 and the spring ejector structure 9, that is, the braking force information detected in real time by the force detection element can be first transmitted to the spring ejector structure 9 in the form of an electrical signal, and then the spring ejector structure 9 is transmitted to the electronic control board 7 through the plug-in connector 8, thereby realizing the feedback of the braking force information and completing the closed-loop control of the overall electronic brake 100 by the electronic control board 7.

[0108] Because spring-loaded pin structure 9 connects to connector 8 through elastic compression, it can accommodate even slight offsets or shifts during the connection process, ensuring a stable and reliable electrical connection. In other words, even in a severely vibrating environment, where connector 8 is subjected to an unbalanced load, spring-loaded pin structure 9 maintains a stable connection with connector 8, achieving a reliable electrical connection. Thus, the provision of spring-loaded pin structure 9 effectively resolves the problem of unstable connection between connector 8 and force detection element 4 caused by severe vibration in the wheel environment.

[0109] And because the spring ejector structure 9 is connected to the force detection element 4 by elastic compression, the spring ejector structure 9 can adapt to the slight offset or displacement of the force detection element 4 during the connection process to ensure the stability and reliability of the electrical connection. The force detection element 4 can also detect the connection force with the spring ejector structure 9 in real time to monitor the connection status and prevent connection failure.

[0110] In some embodiments, as Figure 11-13 As shown, the spring ejector structure 9 includes a base 91, an elastic member 92 and a needle 93. Figure 11-13 As shown in the upper and lower directions, the base 91 is located at the bottom of the spring ejector structure 9, the needle 93 is located at the top of the spring ejector structure 9, and the elastic member 92 is arranged between the base 91 and the needle 93, that is, the upper end of the elastic member 92 is elastically pressed against the needle 93, and the lower end of the elastic member 92 is elastically pressed against the base 91, so that the elastic member 92 is elastically pressed and connected between the base 91 and the needle 93.

[0111] Furthermore, the elastic member 92 is used to press the base 91 toward the force detection element 4 and to press the needle 93 toward the connector 8 .

[0112] Specifically, the elastic member 92 has a certain elastic force. One end of the elastic member 92 can apply an elastic force to the base 91 to push the base 91, so that the base 91 is in close contact with the force detection element 4 to form a good electrical connection, and the other end of the elastic member 92 can apply an elastic force to the needle 93 to push the needle 93, so that the needle 93 is in close contact with the connector 8 to form a good electrical connection.

[0113] Thus, the pressing action of the elastic member 92 on the needle 93 ensures close contact between the needle 93 and the connector 8, thereby achieving a stable electrical connection between the spring ejector structure 9 and the connector 8, so that the current or signal can be smoothly transmitted between the connector 8 and the electronic control board 7, thereby improving the reliability and stability of the electronic brake 100. The pressing action of the elastic member 92 on the base 91 enables the base 91 to be in close contact with the force detection element 4, thereby achieving a stable electrical connection between the spring ejector structure 9 and the force detection element 4, and further achieving a stable and reliable electrical connection between the force detection element 4 and the connector 8.

[0114] Because the elastic member 92 can be compressed and restored to its original state, even in the event of severe vibration or shaking, the connector 8 is subjected to an offset load that causes the needle 93 to tilt or deflect. Thus, when the elastic member 92 is compressed, a reliable electrical connection between the needle 93 and the connector 8 is maintained. Thereafter, the elastic member 92 can be restored to its original state, allowing the needle 93 to continue to maintain a reliable connection with the connector 8. Thus, by providing the spring ejector structure 9 comprising the base 91, the elastic member 92, and the needle 93, the problem of unstable connection between the connector 8 and the force detection element 4 caused by severe vibration in the wheel side environment is further effectively solved.

[0115] In actual design, the elastic member 92 can be designed as a metal coil spring, and the base 91 can be integrated with the circuit board inside the force detection element 4, that is, the spring ejector structure 9 is integrated on the force detection element 4 to improve the connection stability and connection strength between the base 91 and the force detection element 4, and it is easy to manufacture. In this way, during the actual braking process, the braking force information detected by the force detection element 4 can be transmitted from the circuit board inside the force detection element 4 to the base 91 in the form of an electrical signal, and then the electrical signal is transmitted to the needle 93 through the elastic member 92, and the needle 93 then transmits the electrical signal to the connector 8, and finally transmitted to the electric control board 7 through the connector 8.

[0116] It is understandable that the base 91 and the needle 93 need to be configured as metal parts to ensure smooth transmission of electrical signals.

[0117] In some embodiments, the spring ejector structure 9 further includes a syringe 94 , the elastic member 92 is located in the syringe 94 , at least a portion of the base 91 is fixedly mounted in one end of the syringe 94 , and the needle 93 is telescopically mounted in the other end of the syringe 94 .

[0118] Specifically, if Figure 11-13 As shown, the spring ejector structure 9 also includes a syringe 94. The syringe 94 is generally constructed as a cylindrical structure, which can be cylindrical, polygonal, etc. The interior of the syringe 94 is a cavity to form a mounting cavity 943. The elastic member 92 is mounted in the syringe 94. Figure 11-13As shown in the upper and lower directions, a first through hole 941 is provided at the upper end of the syringe 94, and a second through hole 942 is provided at the lower end of the syringe 94. At least a portion of the base 91 can be extended into the mounting cavity 943 through the second through hole 942 to achieve fixed installation in the lower end of the syringe 94. The base 91 can be fixedly connected to the syringe 94 by welding or other connection methods. The needle 93 can be extended into the mounting cavity 943 through the first through hole 941 and can be retracted in the syringe 94 along the upper and lower directions to achieve retractable installation in the upper end of the syringe 94.

[0119] Among them, when the connector 8 is overloaded, as shown in FIG. Figure 13 As shown, force acts on needle 93, causing it to move downward, causing the portion of needle 93 located outside syringe 94 to retract into syringe 94 while maintaining contact with elastic member 92, achieving a stable electrical connection. In other words, even in a severe vibration environment and with an unbalanced load on connector 8, needle 93 remains stably connected to elastic member 92, allowing connector 8 to maintain a stable electrical connection with force detection element 4, enabling real-time detection of braking force. When connector 8 recovers, i.e., when there is no unbalanced load, a portion of needle 93 can continue to extend from syringe 94 under the action of elastic member 92 to connect with connector 8.

[0120] Thus, by at least partially fixing the base 91 in one end of the syringe 94, the connection between the base 91 and the syringe 94 is more firm and reliable, further improving the stability and reliability of the electrical connection. The needle 93 is retractably installed in the other end of the syringe 94, so that the needle 93 can always maintain a stable connection with the connector 8 regardless of any working conditions, thereby realizing a stable electrical connection between the force detection element 4 and the connector 8 under any working conditions.

[0121] In actual design, Figure 12 and Figure 13 As shown, a limiting boss can also be provided on the needle 93 , forming a limiting surface 932 on the limiting boss. The limiting surface 932 can be pressed against the inner wall of the needle 93 to limit the needle 93 from completely detaching from the syringe 94 and disconnecting from the elastic member 92 .

[0122] In some embodiments, a pressing column 95 is provided between the needle 93 and the elastic member 92 , and the needle 93 is formed with a pressing curved surface 931 that cooperates with the pressing column 95 .

[0123] Specifically, if Figure 12 and Figure 13As shown, a pressure column 95 is provided between the needle 93 and the elastic member 92. The pressure column 95 is cylindrical in structure. The shape and size of the pressure column 95 are adapted to the shape and size of the mounting cavity 943 in the syringe 94, so that the pressure column 95 can be smoothly installed in the syringe 94 and can move in the up and down directions in the syringe 94. The upper end of the pressure column 95 is pressed and contacted with the needle 93, and the lower end of the pressure column 95 is pressed and contacted with the elastic member 92, so that the pressure column 95 is connected between the needle 93 and the elastic member 92. In this way, in practice, when the needle 93 moves downward, the elastic member 92 can be compressed by the pressure column 95, and the elastic member 92 can also push the needle 93 to move upward through the pressure column 95, and the electrical signal of the force detection element 4 can be transmitted to the base 91 first, and the base 91 transmits the electrical signal to the pressure column 95 through the elastic member 92, and then the pressure column 95 continues to transmit the electrical signal to the needle 93, and then transmits it to the electronic control board 7 through the connector 8, forming a complete feedback loop.

[0124] Among them, such as Figure 12 and Figure 13 As shown, a pressing curved surface 931 is formed on the side of the needle 93 facing the pressing post 95, i.e., the bottom of the needle 93, which cooperates with the pressing post 95. The pressing curved surface 931 can be configured as a spherical surface, an elliptical surface, an irregular curved surface, etc. The pressing curved surface 931 is in pressing contact with the pressing post 95. Therefore, when the needle 93 is deflected or tilted by an external force, the pressing curved surface 931 can always maintain contact with the pressing post 95, achieving a stable connection between the needle 93 and the pressing post 95, thereby improving the operating reliability of the electronic brake 100. The pressing curved surface 931 can also reduce friction and wear between the needle 93 and the pressing post 95, thereby improving the service life of the needle 93.

[0125] In other embodiments, the base 91 forms a limiting protrusion 911 , and one end of the elastic member 92 is sleeved outside the limiting protrusion 911 .

[0126] Specifically, if Figure 12 and Figure 13 As shown, the cross-section of the base 91 is cross-shaped, and a limiting protrusion 911 is formed at the upper end of the base 91. The limiting protrusion 911 extends into the syringe 94, and the lower end of the elastic member 92 is sleeved outside the limiting protrusion 911. Thus, the stable installation of the elastic member 92 on the base 91 is ensured, and the elastic member 92 can be prevented from being displaced or falling off during use, thereby realizing a reliable connection between the base 91 and the elastic member 92.

[0127] In other embodiments, the base 91 is interference fit with the inner wall of one end of the syringe 94 .

[0128] That is, the radial dimension of the base 91 is larger than the radial dimension of the inner wall of one end of the syringe 94, so that the base 91 is tightly connected to the inner wall of one end of the syringe 94, which can effectively prevent the base 91 from loosening or falling off under vibration or external force, thereby enhancing the stability of the connection between the base 91 and the syringe 94, thereby improving the stability and working reliability of the spring ejector structure 9, and further improving the working reliability of the electronic brake 100.

[0129] Specifically, if Figure 12 and Figure 13 As shown, a first through hole 941 is provided at the lower end of the syringe 94 , and the inner wall of the first through hole 941 is interference fit with the base 91 .

[0130] In other embodiments, the needle 93 is loosely fitted with the inner wall of the other end of the syringe 94 .

[0131] That is, the outer diameter of the needle 93 is smaller than the radial dimension of the inner wall of the other end of the syringe 94, so that there is a certain gap between the outer wall of the needle 93 and the inner wall of the other end of the syringe 94. As a result, there can be a certain relative movement between the needle 93 and the syringe 94. In other words, the needle 93 can move within a certain range, so that the needle 93 can be tilted, so that the pressing surface 931 can be in inclined contact with the pressing column 95, so that even in a severe vibration environment, the connector 8 can be subjected to an overload and can achieve a stable connection with the needle 93.

[0132] In some embodiments, the connector 8 includes at least two sub-connector sections 81, that is, the connector 8 may include two, three, four or even more sub-connector sections 81, and at least two sub-connector sections 81 are connected in sequence, so that each sub-connector section 81 is connected to form a whole continuous connector 8, so as to facilitate the transmission of current and signals, and the extension directions of two adjacent sub-connector sections 81 are different. In this way, it can adapt to the structural shape of the shell 101 of the electronic brake 100, so that the connector 8 can be smoothly extended from the spring pin structure 9 to the electronic control board 7, thereby realizing the electrical connection between the force detection element 4 and the electronic control board 7.

[0133] Specifically, if Figure 9 As shown, the connector 8 includes two sub-connection sections 81, which are connected in sequence, one of which extends horizontally and the other extends vertically, so that the connector 8 is constructed in an L-shape as a whole. Figure 3As shown, one end of the L-shaped connector 8 is connected to the spring ejector structure 9, and the other end is connected to the electronic control board 7, thereby realizing the electrical connection between the force detection element 4 and the electronic control board 7. The L-shaped connector 8 adapts to the structural shape of the housing 101 of the electronic brake 100, is installed in the housing 101 of the electronic brake 100, and smoothly routes from the spring ejector structure 9 to the electronic control board 7 without occupying other internal space, thereby reducing the space occupied by the connector 8, further improving the overall structural compactness of the electronic brake 100, and facilitating miniaturization and arrangement in places with small spaces.

[0134] In other embodiments, Figure 6-Figure 8 As shown, the plug connector 8 includes a plug terminal 82 and a plug sheath 83. The plug terminal 82 is electrically connected between the electronic control board 7 and the spring ejector structure 9 to realize the transmission of electrical signals between the electronic control board 7 and the spring ejector structure 9. The plug sheath 83 is sleeved on the outside of the plug terminal 82 to protect the plug terminal 82 and prevent the plug terminal 82 from being damaged, which would affect the transmission of current or signals.

[0135] In actual design, Figure 3 、 Figure 6 and Figure 9 As shown, the plug terminal 82 can be partially exposed from the plug sheath 83, and the exposed part of the plug terminal 82 can be connected to the electric control board 7, thereby achieving a smooth electrical connection between the plug terminal 82 and the electric control board 7, wherein, as shown in FIG. Figure 10 As shown, a guide groove 831 can be provided on the plug-in sheath 83, so that the spring ejector structure 9 can be connected with the plug-in terminal 82 along the guide groove 831 to achieve electrical connection between the plug-in terminal 82 and the spring ejector structure 9. Figure 6-Figure 8 As shown, a mounting hole 832 can also be provided on the plug-in sleeve 83, and a matching hole corresponding to the mounting hole 832 can be provided on the housing 101 of the electronic brake 100, so that the connector 8 can be fixed on the housing 101 of the electronic brake 100 by passing the connecting piece through the mounting hole 832 and the matching hole in sequence, thereby ensuring the installation stability and reliability of the connector 8 and preventing it from moving and deflecting. The connecting piece can be a bolt, a screw, etc.

[0136] In addition, when the material of the housing 101 is plastic, the plug-in sheath 83 may not be provided, and the plug-in terminal 82 may be directly integrally molded and injection-molded inside the housing 101 to achieve effective fixation of the plug-in terminal 82 .

[0137] In some embodiments, there are multiple plug-in terminals 82 and multiple spring ejector pin structures 9 , and the multiple plug-in terminals 82 are connected to the multiple spring ejector pin structures 9 in a one-to-one correspondence.

[0138] That is to say, the number of plug-in terminals 82 and spring ejector pin structures 9 can be set to two, three, four or more, and the number and position of the plug-in terminals 82 and the spring ejector pin structures 9 correspond to each other, so that each plug-in terminal 82 can be connected to each spring ejector pin structure 9 one by one, thereby realizing electrical connection between multiple plug-in terminals 82 and multiple spring ejector pin structures 9.

[0139] As a result, the connection reliability between the plug-in terminal 82 and the spring ejector structure 9 is improved. When the connection between one of the plug-in terminals 82 and the spring ejector structure 9 fails, or the plug-in terminal 82 and the spring ejector structure 9 are damaged, the other plug-in terminals 82 can still maintain a stable connection with the other spring ejector structures 9, thereby further improving the working reliability of the electronic brake 100.

[0140] Specifically, if Figure 6-Figure 8 and Figure 10 As shown, there are three plug-in terminals 82 and three spring ejector pin structures 9 , and the three plug-in terminals 82 are connected to the three spring ejector pin structures 9 in a one-to-one correspondence.

[0141] In other embodiments, the plug terminal 82 and the plug sheath 83 are integrally formed.

[0142] That is, the plug terminal 82 and the plug sheath 83 are integrated into one body and can be manufactured through an integrated injection molding process, so that the plug terminal 82 and the plug sheath 83 are an integral structure, which enhances the overall structural strength of the plug connector 8, improves the durability and reliability of the plug connector 8, simplifies the manufacturing process, facilitates manufacturing, improves production efficiency, reduces manufacturing costs, and the plug terminal 82 will not loosen or fall off.

[0143] In some embodiments, the motor shaft 11 of the brake motor 1 is installed with an induction magnet 12 , and the electronic control board 7 is connected to an angle sensor, which is used to detect the angular position of the induction magnet 12 .

[0144] Specifically, if Figure 1 As shown, an induction magnet 12 is installed above the motor shaft 11 of the brake motor 1. When the brake motor 1 starts to rotate, the induction magnet 12 can rotate synchronously with the motor shaft 11. The angle sensor connected to the electronic control board 7 can be set above the induction magnet 12, so that the angle sensor can detect the angular position of the induction magnet 12 in real time, so that the angle sensor can detect the angular position of the permanent magnet inside the brake motor 1 in the magnetic field, and can feed back the position information to the electronic control board 7 in the form of an electrical signal. After receiving the position information, the electronic control board 7 can decide when to change the current direction of the coil according to the position information, thereby realizing the rotation control of the brake motor 1 and making it output torque and speed.

[0145] The present invention also provides a control method for the electronic brake 100 .

[0146] According to an embodiment of the present invention, the control method of the electronic brake 100 is applicable to any of the above embodiments of the electronic brake 100, and the control method includes:

[0147] S1. Get braking command;

[0148] Specifically, when the driver steps on the pedal, pedal information, wheel speed, road condition information and other information will be transmitted to the vehicle-mounted electronic control unit (ECU). After receiving this information, the vehicle-mounted electronic control unit (ECU) will calculate the optimal braking force based on this information and send the braking command to the electronic control board 7 in the electronic brake 100. The electronic control board 7 in the electronic brake 100 starts working after receiving the braking command.

[0149] An automatic emergency braking system may also be provided. When the automatic emergency braking system detects a potential collision risk, it may automatically trigger a braking instruction to the electronic control board 7 in the electronic brake 100 so that the electronic brake 100 starts working.

[0150] Thus, the electronic brake 100 receives a start signal of the braking process, ie, a braking command, so that the vehicle can start braking in time according to the driver's intention or the judgment of the safety system.

[0151] S2. According to the braking command, control the brake motor 1 to brake;

[0152] Specifically, after the electronic control board 7 receives the braking command, it can control the brake motor 1 to start rotating according to the braking command, and generate the required braking force by adjusting the output torque and speed of the brake motor 1 to achieve the braking function. After the brake motor 1 rotates, the braking force is transmitted to the screw through the secondary deceleration and torque increase of the first gear group 63 and the second gear group 64, and then the rotational motion is converted into a direct push motion through the screw, so that the push plate 222 starts to push the brake pad 3 to clamp the brake disc to achieve the braking effect.

[0153] Therefore, the brake motor 1 ensures that the vehicle can quickly respond to braking commands under different road conditions and driving conditions, and provide sufficient braking force to slow down or stop the vehicle.

[0154] S3 obtains the braking force detected by the force detection element 4;

[0155] Specifically, after the brake motor 1 is started, during the braking process, the force detection element 4 detects the magnitude of the braking force in real time, and feeds back the detected braking force value to the electronic control board 7 in real time.

[0156] S4. Determine the braking stage based on the braking force;

[0157] Specifically, the braking stage includes a no-load stage and a load stage. After the electronic control board 7 receives the braking force information, it will analyze and judge the braking force information to determine which stage of the braking process it is currently in, so as to facilitate more accurate adjustment of the output of the brake motor 1 to adapt to the braking requirements of different stages.

[0158] S5. Adjust the output torque and speed of the brake motor 1 according to the braking stage.

[0159] Specifically, after the electronic control board 7 determines the braking stage, the electronic control board 7 can adjust the output torque and speed of the brake motor 1 according to the preset braking strategy to ensure that appropriate braking force is provided in different braking stages, thereby achieving smooth and rapid deceleration or parking.

[0160] Therefore, through this control method, the output of the brake motor 1 is monitored and adjusted in real time, which can ensure that the vehicle can achieve safe, effective and rapid braking under different road conditions and driving conditions.

[0161] In some embodiments, adjusting the output torque and speed of the brake motor 1 according to the braking stage includes:

[0162] S51. When the braking stage is a no-load stage, control the braking motor 1 to increase the speed.

[0163] First, at this stage, the weak magnetic speed control method can be used to control the brake motor 1 to increase the speed.

[0164] The following is the formula for the weak magnetic control principle:

[0165]

[0166] U----Motor terminal voltage (from converter output)

[0167] Ue----rated voltage of motor

[0168] E----Back electromotive force (back electromotive force of armature self-induction)

[0169] Ee----rated back electromotive force of the motor, generally Ee≈Ue*90%

[0170] Ia----armature current

[0171] Ra----Armature DC resistance (fixed value inherent after motor manufacturing)

[0172] Ie----rated current of motor

[0173] Ce----Back electromotive force constant (fixed value inherent after the motor is manufactured)

[0174] Φe----Rated excitation flux

[0175] Φ----excitation flux

[0176] n e ----Motor rated base speed

[0177] n----the speed of the motor

[0178] n max ----Maximum allowable motor speed

[0179] M----torque output by the motor

[0180] M e ----Motor rated torque

[0181] C m ----Torque constant (fixed value inherent after the motor is manufactured)

[0182] The principle of magnetic field weakening speed control: magnetic field weakening speed control is a speed control process above the rated speed. According to formula (2), while ensuring that the back electromotive force E remains unchanged, the motor's magnetic flux Φ can be reduced to increase the motor's speed n. According to formula (3), when the magnetic flux Φ is reduced; if the motor output torque M is still maintained at the same, then the motor current Ia at this time will increase rapidly, resulting in overcurrent and overload, causing the motor to heat up and burn. Therefore, in order to avoid overload and overcurrent of the motor, it is necessary to ensure that the motor operates at constant power; therefore, while ensuring that the maximum current Ia is the rated current, the motor speed n can be increased by reducing the motor's output torque M, so that the motor speed exceeds the rated speed.

[0183] The above-mentioned principle of flux-weakening speed control is based on ensuring that the back EMF E remains constant. According to formula (2), under normal circumstances, if the magnetic flux Φ remains constant, the speed n is proportional to the motor's back EMF. As the motor speed n continues to increase, the back EMF E generated by the motor's rotation will continue to increase. Furthermore, according to formula (1), the maximum back EMF E cannot exceed the motor's rated voltage U. At this point, if the motor speed n is to be further increased, the increase in back EMF E must be suppressed.

[0184] Therefore, the solution adopted by the weak magnetic speed control is to supply current to the negative direction of the d-axis when controlling the rotation of the brake motor 1. The negative d-axis current is used to offset a portion of the magnetic flux generated by the permanent magnet of the brake motor 1. According to formula (2), by weakening the magnetic field strength of the permanent magnet and reducing the magnetic flux Φ, the upward trend of the back electromotive force E is suppressed, thereby achieving the purpose of increasing the speed n.

[0185] Therefore, when the braking stage is a no-load stage, the braking motor 1 can be controlled to increase its speed according to the above-mentioned weak magnetic speed regulation principle.

[0186] It should be noted that the reason there is a no-load phase during the braking phase is because there is a certain gap between the various components in the mechanism. Therefore, no force is applied during the no-load phase. The brake motor 1 is in the no-load phase until the push disc 222 presses against the brake pad 3, and the brake pad 3 contacts the brake disc, eliminating the braking gap of the electronic brake 100. After that, the brake pad 3 begins to clamp the brake disc, braking. After that, the load phase begins, and the force detection element 4 begins to be subjected to the force, and the braking force value can be detected. Therefore, during the no-load phase, the force detection element 4 is not subjected to any force and no braking force is detected.

[0187] Specifically, when the electronic control board 7 determines that the electronic actuator 100 is currently in the no-load stage, that is, when the mechanism eliminates the braking gap, at this stage, the electronic brake 100 as a whole is not subjected to force. At this time, the electronic control board 7 starts to perform weak magnetic speed regulation according to the current state of the electronic brake 100. According to the performance of the brake motor 1 itself, it is ensured that the brake motor 1 performs weak magnetic speed regulation when working at rated power, so as to control the brake motor 1 to increase the speed, and make the speed of the brake motor 1 reach the maximum value at this stage, thereby achieving the purpose of quickly eliminating the braking gap.

[0188] In some embodiments, adjusting the output torque and speed of the brake motor 1 according to the braking stage includes:

[0189] S52. When the braking phase is a load phase, control the brake motor 1 to reduce the rotation speed and increase the output torque.

[0190] Specifically, during the load phase, a magnetic weakening speed control method can also be used to control the brake motor 1 to reduce the speed and increase the output torque. When the electronic control board 7 determines that the electronic brake 100 is currently in the load phase, the brake pads 3 of the electric brake 100 begin to contact the brake disc and receive force. This phase is the ramp-up phase of the braking force, and the braking force increases linearly, i.e., the brake pads 3 begin to gradually clamp the brake disc. At the same time, the electronic control board 7 will ensure that the brake motor 1 is at rated power based on the braking force value fed back by the force detection element 4, and start magnetic weakening speed control to linearly reduce the speed of the brake motor 1, while linearly increasing the output torque of the brake motor 1, until the torque output by the brake motor 1 meets the braking force required by the electronic brake 100, completing the braking process. At this point, the electronic brake 100 also completes a complete clamping process, achieving a braking effect.

[0191] In some embodiments, the control method further includes:

[0192] S6. Get brake release command;

[0193] Specifically, when the user or driver does not need to brake, that is, when the driver releases the pedal, the pedal information will be transmitted to the vehicle-mounted electronic control unit (ECU). After the vehicle-mounted electronic control unit (ECU) receives this information, it will send the brake release instruction to the electronic control board 7. After the electronic control board 7 receives the brake release instruction, the brake release instruction is obtained.

[0194] Alternatively, the automatic emergency braking system may automatically trigger a brake release instruction to the electronic control board 7 in the electronic brake 100 when detecting that there is no potential collision risk.

[0195] S7. According to the brake release instruction, the brake motor 1 is controlled to rotate in the reverse direction, increase the speed and reduce the output torque.

[0196] When the vehicle-mounted electronic control unit (ECU) sends a release command to the electronic control board 7 and the electronic control board 7 receives the release command, the electronic control board 7 controls the brake motor 1 to start reversing, so as to drive the first gear set 63 and the second gear set 64 and the lead screw to start reversing, so that the push plate 222 starts to retract back to move away from the brake pad 3. The brake pad 3 starts to move away from the brake disc under the action of the return spring. At this time, the braking force of the electronic brake 100 starts to decrease linearly. At the same time, the electronic control board 7 will ensure that the brake motor 1 is at rated power according to the braking force value fed back by the force detection element 4, start weak magnetic speed regulation to linearly reduce the speed of the brake motor 1, and linearly reduce the output torque of the brake motor 1 until the braking force value fed back by the force detection element 4 shows 0, and the brake is released. At this time, the electronic brake 100 has completed a complete release process, achieved the effect of brake release, and the vehicle can start moving again.

[0197] like Figure 14 and Figure 15 As shown in the figure, it is a braking force and response time diagram of the electronic brake 100, wherein the AB segment is the no-load stage, that is, the process in which the electronic brake 100 receives the braking command and the push plate 222 starts to be pushed out to eliminate the braking gap. During this stage, the force detection element 4 does not display a force value. The BC segment is the load stage. At this time, the braking force value detected by the force detection element 4 gradually increases in a nearly linear manner until the braking force value detected by the force detection element 4 reaches the set target braking force value. The force value change in the release stage is the opposite.

[0198] The present invention also provides a vehicle.

[0199] A vehicle according to an embodiment of the present invention includes the electronic brake 100 according to any one of the above embodiments.

[0200] According to the vehicle of the embodiment of the present invention, by providing a mounting groove 211 in the screw mechanism 2, at least a portion of the force detection element 4 can be located in the mounting groove 211, thereby reducing the axial space occupied by the force detection element 4 on the electronic brake 100, thereby greatly reducing the overall axial height dimension of the electronic brake 100, and being more conducive to the spatial arrangement of the electronic brake 100 on the side of the vehicle wheel, thereby improving the braking reliability of the vehicle and improving the driving safety and stability of the vehicle.

[0201] Throughout this specification, reference to terms such as "one embodiment," "some embodiments," "illustrative embodiments," "examples," "specific examples," or "some examples" means that a specific feature, structure, material, or characteristic described in conjunction with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, illustrative uses of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

[0202] While embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions, and variations may be made to the embodiments without departing from the principles and spirit of the invention, and that the scope of the invention is defined by the claims and their equivalents.

Claims

1. An electronic brake, characterized in that: include: Brake motor (1); a screw mechanism (2), the brake motor (1) being in power connection with the screw mechanism (2) and being adapted to apply a braking force to the brake pad (3) via the screw mechanism (2); A force detection element (4), the force detection element (4) being used to detect the braking force; A mounting groove (211) is formed in the lead screw mechanism (2), and at least a portion of the force detection element (4) is located in the mounting groove (211).

2. The electronic brake according to claim 1, characterized in that The screw mechanism (2) includes a rotating structure (21) and an axially movable structure (22), wherein the rotating structure (21) is dynamically connected to the brake motor (1), and the axially movable structure (22) is threadedly matched with the rotating structure (21) and is suitable for axial movement to press against the brake pad (3), and the mounting groove (211) is formed in the rotating structure (21).

3. The electronic brake according to claim 2, characterized in that The rotating structure (21) is constructed as a screw, and the axially movable structure (22) includes a sleeve (221) and a push plate (222). The sleeve (221) is sleeved outside the screw and is threadably engaged with the screw. The push plate (222) is located at one end of the sleeve (221). The sleeve (221) is suitable for pressing against the brake pad (3).

4. The electronic brake according to claim 3, characterized in that The push plate (222) is located at one end of the lead screw facing the brake pad (3) and is axially opposite to the lead screw.

5. The electronic brake according to claim 3, characterized in that The mounting groove (211) is formed at one end of the lead screw facing away from the brake pad (3).

6. The electronic brake according to claim 5, characterized in that A bearing member is also provided in the mounting groove (211), and the bearing member is rotatably supported between the lead screw and the force detection element (4).

7. The electronic brake according to claim 6, characterized in that The bearing member is constructed as a thrust needle roller bearing (5), and the thrust needle roller bearing (5) includes a first bearing portion (51), a rolling portion (52), and a second bearing portion (53). The first bearing portion (51), the rolling portion (52), and the second bearing portion (53) are sequentially distributed between the lead screw and the force detection element (4) along the axial direction of the lead screw.

8. The electronic brake according to claim 3, characterized in that It also includes a guide structure, which cooperates with the shaft sleeve (221) along the axial direction of the lead screw, and the shaft sleeve (221) is suitable for moving along the guide structure.

9. The electronic brake according to claim 2, characterized in that It also includes a gear mechanism (6), and the brake motor (1) is connected to the rotating structure (21) through the gear mechanism (6).

10. The electronic brake according to claim 9, characterized in that The gear mechanism (6) comprises a first gear shaft (61) and a second gear shaft (62), wherein the first gear shaft (61) and the second gear shaft (62) are spaced apart and distributed; The motor shaft (11) of the brake motor (1) is coupled to the first gear shaft (61) via a first gear set (63), the first gear shaft (61) is coupled to the second gear shaft (62) via a second gear set (64), and the second gear set (64) drives the rotating structure (21) to rotate.

11. The electronic brake according to any one of claims 1 to 10, characterized in that: It also includes an electric control board (7), and the brake motor (1) and the force detection element (4) are both electrically connected to the electric control board (7).

12. The electronic brake according to claim 11, characterized in that It also includes a connector (8) and a spring ejector pin structure (9), one end of the connector (8) is connected to the electric control board (7), one end of the spring ejector pin structure (9) is elastically pressed toward the connector (8) and the other end is elastically pressed toward the force detection element (4).

13. The electronic brake according to claim 12, characterized in that The spring ejector structure (9) comprises a base (91), an elastic member (92) and a needle (93); the elastic member (92) is arranged between the base (91) and the needle (93); the elastic member (92) is used to press the base (91) toward the force detection element (4) and to press the needle (93) toward the connector (8).

14. The electronic brake according to claim 13, characterized in that The spring ejector structure (9) further comprises a syringe (94), the elastic member (92) is located in the syringe (94), at least a portion of the base (91) is fixedly mounted in one end of the syringe (94), and the needle (93) is telescopically mounted in the other end of the syringe (94).

15. The electronic brake according to claim 14, characterized in that A pressing column (95) is provided between the needle head (93) and the elastic member (92), and the needle head (93) is formed with a pressing curved surface (931) that cooperates with the pressing column (95); And / or, the base (91) forms a limiting protrusion (911), and one end of the elastic member (92) is sleeved outside the limiting protrusion (911); and / or, the base (91) is interference-fitted with the inner wall of one end of the syringe (94); And / or, the needle (93) is clearance-matched with the inner wall of the other end of the syringe (94).

16. The electronic brake according to claim 12, characterized in that The plug connector (8) comprises at least two sub-plug sections (81), the at least two sub-plug sections (81) are connected in sequence, and the extension directions of two adjacent sub-plug sections (81) are different; And / or, the plug connector (8) includes a plug terminal (82) and a plug sheath (83), the plug terminal (82) is electrically connected between the electric control board (7) and the spring ejector structure (9), and the plug sheath (83) is sleeved outside the plug terminal (82).

17. The electronic brake according to claim 16, characterized in that There are multiple plug-in terminals (82) and multiple spring ejector pin structures (9), and the multiple plug-in terminals (82) are connected to the multiple spring ejector pin structures (9) in a one-to-one correspondence; And / or, the plug terminal (82) and the plug sheath (83) are integrally formed.

18. The electronic brake according to claim 11, characterized in that The motor shaft (11) of the brake motor (1) is equipped with an induction magnet (12), and the electric control board (7) is connected to an angle sensor, which is used to detect the angular position of the induction magnet (12).

19. A method for controlling an electronic brake, characterized in that: The control method is applicable to the electronic brake according to any one of claims 1 to 18, and the control method includes: Get braking instructions; Controlling the brake motor (1) to brake according to the brake instruction; obtaining the braking force detected by the force detection element (4); determining a braking stage according to the braking force; According to the braking stage, the output torque and the rotational speed of the braking motor (1) are adjusted.

20. The method for controlling an electronic brake according to claim 19, wherein: The step of adjusting the output torque and the rotational speed of the brake motor (1) according to the braking stage includes: When the braking stage is a no-load stage, the braking motor (1) is controlled to increase its rotation speed.

21. The method for controlling an electronic brake according to claim 19, wherein: The step of adjusting the output torque and the rotational speed of the brake motor (1) according to the braking stage includes: When the braking stage is a load stage, the braking motor (1) is controlled to reduce the rotation speed and increase the output torque.

22. The method for controlling an electronic brake according to claim 19, wherein: The control method further includes: Get brake release command; According to the brake release instruction, the brake motor (1) is controlled to rotate in reverse, and the brake motor (1) is controlled to increase the rotation speed and reduce the output torque.

23. A vehicle, characterized in that: The electronic brake comprises the electronic brake according to any one of claims 1 to 18.

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