Electronic parking mechanism, brake and vehicle

Abstract

The invention relates to an electronic parking mechanism, a brake and a vehicle, the electronic parking mechanism comprises a first component, a second component and a transmission part, the transmission part is movably connected between the first component and the second component, and the transmission part is configured to push the first component and the second component to move in the axial direction. Under the first working condition, the transmission part and the first component are kept static relatively, and under the second working condition, the transmission part and the second component are kept static relatively. According to the electronic parking mechanism, the number of parts is reduced, occupied space is reduced, and the function integration degree of the parts is improved.

Description

Technical Field

[0001] The present application relates to the field of vehicle braking technology, and in particular to an electronic parking mechanism, a brake, and a vehicle. Background Art

[0002] In the related art, in order to realize the service brake mode and the parking brake mode, two sets of independent gear mechanisms are required. However, the two sets of gear mechanisms are set separately or stacked, which has strict requirements on the size of components. There are problems such as increased number of components, complex layout, large space occupation, and increased manufacturing costs.

[0003] In view of the characteristics of the related technologies, the existing technologies have the technical problems that the electronic parking mechanism has a large number of components and occupies a large space. Summary of the Invention

[0004] Embodiments of the present application provide an electronic parking mechanism, a brake, and a vehicle. The electronic parking mechanism maintains relative stillness with a first component and a second component through a transmission member to achieve different working conditions, thereby at least partially solving the above-mentioned technical problems.

[0005] In order to achieve the above-mentioned object, according to a first aspect of the present application, an electronic parking mechanism is provided, comprising:

[0006] first component;

[0007] a second component; and

[0008] a transmission member movably connected between the first member and the second member;

[0009] The transmission member is configured to push the first component and the second component to move axially, and the transmission member and the first component are kept relatively stationary under a first working condition, and the transmission member and the second component are kept relatively stationary under a second working condition.

[0010] Optionally, a retaining member is further included, which is movably arranged relative to the first component, the second component and the transmission component and has a first position and a second position, wherein in a first working condition, the retaining member is located in the first position so that the transmission component and the first component remain relatively stationary, and in a second working condition, the retaining member is located in the second position so that the transmission component and the second component remain relatively stationary.

[0011] Optionally, it further includes a driving source and a push rod for driving the retaining member, the retaining member and the push rod are fixedly connected, and the driving source drives the push rod to drive the retaining member to switch between the first position and the second position.

[0012] Optionally, the retaining member is constructed as an anti-rotation sleeve. When located at the first position, the retaining member is simultaneously sleeved on the outer periphery of the transmission member and the first component. When located at the second position, the retaining member is simultaneously sleeved on the outer periphery of the transmission member and the second component.

[0013] Optionally, the first component, the second component and the transmission component are coaxially arranged, the first end of the transmission component is threadedly connected to one end of the first component, and the second end of the transmission component is threadedly connected to the second component.

[0014] Optionally, the transmission member further includes a connecting section located between the first end and the second end, and the inner circumferential surface of the retaining member, the outer circumferential surface of the first component, the outer circumferential surface of the second component and the outer circumferential surface of the connecting section have the same circumferential contour shape and are non-circular structures.

[0015] Optionally, it further includes an actuator, which is transmission-connected to the first component.

[0016] Optionally, it further includes a first gear member and a second gear member, wherein the first gear member and the second gear member form a transmission between the actuator and the first component, and the second gear member is sleeved on the outer circumferential surface of the first component.

[0017] Optionally, the diameter of the connecting section is larger than the diameter of the first end, and an external thread matching with the first component is formed on the outer periphery of the first end; and / or

[0018] The diameter of the connecting section is larger than the diameter of the second end, and an external thread matching with the second component is formed on the outer periphery of the second end.

[0019] Optionally, the threaded connection between the first end of the transmission member and the first component is a non-self-locking structure; and / or

[0020] The threaded connection between the second end of the transmission member and the second member is a self-locking structure.

[0021] Optionally, the vehicle further comprises a first brake shoe and a second brake shoe, wherein the first component is configured to push the first brake shoe, and the second component is configured to push the second brake shoe.

[0022] Optionally, a pressurizing member is further included, and the pressurizing member is provided between the first brake shoe and the first component.

[0023] Optionally, a force sensor or a needle bearing is provided in the cavity of the pressurizing member.

[0024] Optionally, it further includes a fixing pin, a back plate and an elastic member, the first brake shoe and the second brake shoe are mounted on the surface of the back plate through the fixing pin, and the elastic member is connected between the first brake shoe and the second brake shoe.

[0025] According to a second aspect of the present application, a brake is provided, comprising the electronic parking mechanism as described in any one of the above embodiments.

[0026] According to a third aspect of the present application, a vehicle is provided, comprising the electronic parking mechanism as described in any one of the above embodiments, or the brake as described in any one of the above embodiments.

[0027] In the electronic parking mechanism of the embodiment of the present application, the transmission member is configured to push the first component and the second component to move in the axial direction, and under the first working condition, the transmission member and the first component are kept relatively stationary, and under the second working condition, the transmission member and the second component are kept relatively stationary, so that under two working conditions, for example, the parking brake mode and the service brake mode, through the mutual cooperation of the transmission member, the first component and the second component, only the same set of brake components needs to be used to achieve different working conditions, thereby reducing the number of components, reducing space occupied, and improving the functional integration of components.

[0028] Other features and advantages of the present application will be described in detail in the subsequent detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] To more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for describing the embodiments. Obviously, the drawings described below are only some embodiments of the present application. Those skilled in the art can also derive other drawings based on these drawings without inventive effort.

[0030] In order to more completely understand the present application and its beneficial effects, the following description will be given in conjunction with the accompanying drawings, wherein the same drawing numbers represent the same parts in the following description.

[0031] Figure 1 is a schematic diagram of the overall structure of a brake provided in an exemplary embodiment of the present application;

[0032] Figure 2 is a structural schematic diagram of an electronic parking mechanism provided in an exemplary embodiment of the present application;

[0033] Figure 3 is an exploded schematic diagram of an electronic parking mechanism provided in an exemplary embodiment of the present application;

[0034] Figure 4is a schematic cross-sectional structural diagram of an electronic parking mechanism provided in an exemplary embodiment of the present application in a service braking mode;

[0035] Figure 5 2 is a schematic cross-sectional structural diagram of the electronic parking mechanism provided in the exemplary embodiment of the present application in the parking brake mode.

[0036] Description of reference numerals:

[0037] 1. Actuator; 2. Braking assembly; 3. Mode switching assembly; 4. First brake shoe; 5. Second brake shoe; 6. Fixing pin; 7. Back plate; 8. Elastic member; 21. Pressurizing member; 22. Second component; 23. First housing; 24. Force sensor; 25. Needle roller bearing; 26. First gear member; 27. Second gear member; 28. First component; 29. ​​Transmission member; 291. First end; 292. Second end; 293. Connecting section; 31. Driving source; 32. Push rod; 33. Retaining member; 34. Second housing. DETAILED DESCRIPTION

[0038] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the embodiments described are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present application.

[0039] According to the first aspect of this application, see Figure 1 、 Figure 2 and Figure 3 The electronic parking mechanism provided herein includes a first component 28, a second component 22, and a transmission member 29. The transmission member 29 is movably connected between the first component 28 and the second component 22. The transmission member 29 is configured to propel the first component 28 and the second component 22 axially. For example, the transmission member 29 may propel the first component 28 and the second component 22 toward or away from each other axially. In a first operating condition, the transmission member 29 and the first component 28 are held relatively stationary. In a second operating condition, the transmission member 29 and the second component 22 are held relatively stationary.

[0040] The first operating condition may be a parking brake mode, and the second operating condition may be a service brake mode.

[0041] It can be understood that by keeping the transmission member 29 and the first component 28 relatively stationary in the first working condition and keeping the transmission member 29 and the second component 22 relatively stationary in the second working condition, the parking brake mode and the service brake mode share the transmission member 29, that is, in the two braking modes, by sharing a set of brake components, there is no need to adopt multiple sets of relatively independent mechanisms, thereby reducing the number of components, reducing the space occupied by components, improving the functional integration of components, and alleviating the technical problems of the existing technology in that the electronic parking mechanism has a large number of components and occupies a large space.

[0042] In one embodiment, see Figure 2 and Figure 3 , further comprising a mode switching assembly 3 for maintaining a relative static relationship between the first component 28, the second component 22, and the transmission component 29 under different operating conditions. Specifically, the mode switching assembly 3 includes a retaining member 33 that is movably disposed relative to the first component 28, the second component 22, and the transmission component 29 and has a first position and a second position. In the first operating condition, the retaining member 33 is in the first position to maintain the transmission component 29 and the first component 28 relatively stationary. In the second operating condition, the retaining member 33 is in the second position to maintain the transmission component 29 and the second component 22 relatively stationary.

[0043] It is understandable that the retaining member 33 is adopted and the position switching of the retaining member 33 is used to realize the parking brake mode and the driving brake mode sharing the transmission member 29, thereby solving the problem that another set of mechanisms and complex layout are required in the existing parking brake mode.

[0044] In one embodiment, see Figure 2 and Figure 3 The mode switching assembly 3 further includes a drive source 31 and a push rod 32 for driving the retaining member 33. The retaining member 33 and the push rod 32 are fixedly connected. The drive source 31 drives the push rod 32 to switch the retaining member 33 between the first position and the second position. The push rod 32 can drive the retaining member 33 to move in the axial direction, and the retaining member 33 can rotate about the axial direction without interference from the push rod 32. For example, a bearing can be provided between the push rod 32 and the retaining member 33 to achieve this configuration.

[0045] It can be understood that the use of the retaining member 33, the driving source 31 and the push rod 32 to replace the gear mechanism in the existing parking mechanism not only reduces the number of parts and the complexity, but also reduces the risk of part failure and improves space utilization.

[0046] In one embodiment, the retaining member 33 is configured as an anti-rotation sleeve. Figure 5As shown in , when located at the first position, the retaining member 33 is simultaneously sleeved on the outer periphery of the transmission member 29 and the first component 28 to achieve a relative static relationship between the transmission member 29 and the first component 28. Figure 4 As shown in , when located at the second position, the retaining member 33 is simultaneously sleeved on the outer periphery of the transmission member 29 and the second member 22 to achieve a relative static relationship between the transmission member 29 and the second member 22.

[0047] The anti-rotation sleeve is sleeved on the circumferential outer side of the transmission member 29, and the anti-rotation sleeve can move along the axial direction of the transmission member 29. The anti-rotation sleeve can be a hexagonal sleeve.

[0048] It can be understood that the anti-rotation sleeve plays a role in keeping the transmission member 29 and the first component 28 relatively stationary, or keeping the transmission member 29 and the second component 22 relatively stationary, thereby realizing the switching between the service brake mode and the parking brake mode. The added anti-rotation sleeve can integrate the service brake mode and the parking brake mode into one electronic parking mechanism, thereby reducing space occupancy and improving the integration of component functions.

[0049] It should be noted that the retaining member 33 in this embodiment is specifically configured as an anti-rotation sleeve, but may also be in other feasible forms, such as a clamp or a non-closed annular structure.

[0050] In one embodiment, see Figure 2 and Figure 3 The electronic parking mechanism includes a brake component 2 and a mode switching component 3.

[0051] The brake assembly 2 includes the first component 28 , the second component 22 and the transmission component 29 , and the mode switching assembly 3 includes the driving source 31 , the push rod 32 and the retaining component 33 .

[0052] It can be understood that when the driving brake mode is in service, the transmission member 29 and the second component 22 are kept relatively stationary by the retaining member 33, and the transmission member 29 and the second component 22 as a whole are axially closer to or farther away from the first component 28; when the parking brake mode is in parking, the transmission member 29 and the first component 28 are kept relatively stationary by the retaining member 33, and the transmission member 29 and the first component 28 as a whole are axially closer to or farther away from the second component 22.

[0053] In one embodiment, the movable connections between the first component 28, the second component 22, and the transmission member 29 can be threaded connections. The first component 28, the second component 22, and the transmission member 29 are coaxially arranged, and the first end 291 of the transmission member 29 is threadedly connected to one end of the first component 28, and the second end 292 of the transmission member 29 is threadedly connected to the second component 22.

[0054] The transmission member 29 may be an integrated screw, which includes an axially arranged first end 291 , a connecting section 293 , and a second end 292 , wherein the connecting section 293 is axially connected between the first end 291 and the second end 292 .

[0055] It can be understood that the transmission member 29 can be threadedly connected to the first component 28 and the second component 22 respectively, and the connecting section 293 is located between the first end 291 and the second end 292, and is used to cooperate with the retaining member 33 to achieve the transmission member 29 remaining relatively stationary with the first component 28 or the second component 22 respectively.

[0056] It should be noted that the service braking mode and the parking braking mode are respectively realized by the first end 291 and the second end 292 of the same transmission member 29, which increases the structural reliability. Compared with the setting method on the radial outer side of the component, the setting method at both ends of the axial direction will not increase the radial space occupied.

[0057] In one embodiment, the diameter of the connecting section 293 is larger than the diameter of the first end 291, and the outer periphery of the first end 291 forms an external thread that cooperates with the first component 28. The diameter of the connecting section 293 is larger than the diameter of the second end 292, and the outer periphery of the second end 292 forms an external thread that cooperates with the second component 22.

[0058] It can be understood that, compared with the arrangement of forming an internal thread on the transmission member 29, this structure can make the axial dimension of the connecting section 293 smaller, and the stroke of the retaining member 33 when switching positions is shorter, which facilitates the axial movement of the retaining member 33 to retain the transmission member 29, the first component 28 and the second component 22.

[0059] The outer circumferences of the first component 28, the second component 22, and the connecting section 293 are flush, facilitating the switching of the retaining member 33 between the first and second positions. The inner circumference of the retaining member 33, the outer circumference of the first component 28, the outer circumference of the second component 22, and the outer circumference of the connecting section 293 all have the same circumferential profile and are non-circular. This non-circular structure can simplify the linkage arrangement between the transmission member 29, the first component 28, the second component 22, and the retaining member 33. As in the specific embodiment described above, the retaining member 33 is constructed as an internal hexagonal socket, and the transmission member 29, the first component 28, and the second component 22 also have external hexagonal outer circumferences, so that the retaining member 33 can form a transmission-coordinated relationship with the transmission member 29 and the first component 28 in the first position, and a transmission-coordinated relationship with the transmission member 29 and the second component 22 in the second position. It is understood that in other embodiments, these components can also be circular, and the transmission-coordinated relationship can be formed by, for example, a key connection.

[0060] In one embodiment, the threaded connection between the first end 291 of the transmission member 29 and the first component 28 is a non-self-locking structure, and the threaded connection between the second end 292 of the transmission member 29 and the second component 22 is a self-locking structure.

[0061] The lead angle of first end 291 is greater than the friction angle of first end 291, so that first end 291 does not self-lock. The lead angle of second end 292 is less than or equal to the friction angle of second end 292, so that second end 292 self-locks. Here, lead angle A = arctan P / πd, where P is the thread pitch and d is the pitch diameter of the thread. Friction angle B = arctan β, where β is the coefficient of friction.

[0062] It can be understood that when the screw pitch, thread diameter and friction coefficient satisfy the condition that the lead angle is greater than the friction angle, the screw will not self-lock; when the screw pitch, thread diameter and friction coefficient satisfy the condition that the lead angle is less than or equal to the friction angle, the screw can self-lock; self-locking is used in the parking brake mode to prevent the first brake shoe 4 and the second brake shoe 5 from being pulled back to their original position when the external driving force stops; the non-self-locking structure is used in the driving brake mode to enable the first brake shoe 4 and the second brake shoe 5 to be pulled back to their original position when the external driving force stops.

[0063] In this embodiment, the first axial end 291 of the transmission member 29 is configured as a non-self-locking screw. In service braking mode, when the external driving force is removed, the elastic force generated by the elastic member 8 disposed between the first brake shoe 4 and the second brake shoe 5 restores the relative position of the transmission member 29 to the first component 28, eliminating the braking force and improving the operating experience in service braking mode. The second axial end 292 of the transmission member 29 is configured as a self-locking screw. In parking braking mode, even after the external driving force is removed or stopped, the relative position of the transmission member 29 to the second component 22 is maintained, i.e., the braking state is maintained. This provides greater stability and safety in parking braking mode.

[0064] In one embodiment, see Figure 5 When in parking brake mode, the retaining member 33 is sleeved around the outer periphery of the first component 28 and the connecting section 293, maintaining a relatively stationary position between the first component 28 and the transmission member 29. It will be appreciated that in parking brake mode, the transmission member 29 in the brake assembly 2 is held stationary relative to the first component 28 by the retaining member 33. At this point, the first end 291 of the transmission member 29 is inoperative, while the second end 292 is operative. The first component 28, transmission member 29, and retaining member 33, as a whole, are movably connected to the second component 22 via the second end 292 and can move axially relative to the second portion 22 to activate or deactivate the parking brake mode.

[0065] In one embodiment, see Figure 4When in the service braking state, the retaining member 33 is sleeved around the outer periphery of the second component 22 and the connecting section 293, maintaining a relatively stationary position between the second component 22 and the transmission member 29. It will be appreciated that in the service braking state, the transmission member 29 in the brake assembly 2 is held stationary relative to the second component 22 by the retaining member 33. At this point, the first end 291 of the transmission member 29 is operative, while the second end 292 is inoperative. The second component 22, transmission member 29, and retaining member 33, as a whole, are movably connected to the first component 28 via the first end 291 and can move axially relative to the first component 28 to activate or deactivate the service braking mode.

[0066] In one embodiment, see Figure 1 , further comprising a first brake shoe 4 and a second brake shoe 5, wherein the first component 28 is configured to be able to push the first brake shoe 4, and the second component 22 is configured to be able to push the second brake shoe 5. Figure 2 and Figure 3 As shown, the second brake shoe 5 abuts against the second component 22 along the axial direction. Restricted by the second brake shoe 5, the second component 22 cannot rotate relative to the second brake shoe 5. In one embodiment, a pressure member 21 is further included, and the pressure member 21 is arranged between the first brake shoe 4 and the first component 28. The first brake shoe 4 abuts against the pressure member 21 along the axial direction. The connection between the pressure member 21 and the first brake shoe 4 can be any one of a snap-on, a chiseled, and an interference fit. By coordinating the pressure member 21 with the first brake shoe 4, the tightness of the connection between the pressure member 21 and the first brake shoe 4 can be enhanced, thereby preventing the pressure member 21 and the first brake shoe 4 from separating during movement, causing the first brake shoe 4 to lose control.

[0067] The first brake shoe 4 has a first braking portion on its outer side in the direction of extension and contraction, and the second brake shoe 5 has a second braking portion on its outer side in the direction of extension and contraction. When the first brake shoe 4 abuts the first braking portion and the second brake shoe 5 abuts the second braking portion, a braking effect is achieved. When the first brake shoe 4 is separated from the first braking portion and the second brake shoe 5 is separated from the second braking portion, no braking effect is achieved.

[0068] It can be understood that the first component 28 and the second component 22 in the brake assembly 2 move relative to each other in the axial direction, thereby driving the first brake shoe 4 and the second brake shoe 5 to move in the axial direction. When the first component 28 and the second component 22 move away from each other in the axial direction, the first brake shoe 4 and the second brake shoe 5 are driven to abut against the first braking part and the second braking part respectively, thereby achieving a braking effect; when the first component 28 and the second component 22 move closer in the axial direction, the first brake shoe 4 separates from the first braking part, and the second brake shoe 5 separates from the second braking part.

[0069] In one embodiment, a needle roller bearing 25 is disposed within the cavity of the pressure member 21. Constrained by the first brake shoe 4, the pressure member 21 cannot rotate relative to the first brake shoe 4. The first component 28 and the pressure member 21 must both move axially together and rotate. The needle roller bearing 25 ensures that the first component 28 and the pressure member 21 are in a relatively rotating relationship while also being able to move axially together.

[0070] In one embodiment, a force sensor 24 is provided in the cavity of the pressurizing member 21. The force sensor 24 is used to monitor the braking force in real time and provide more reliable data support for controlling the stability of the braking force.

[0071] The brake assembly 2 further includes a first housing 23, in which at least a portion of the pressing member 21 can be accommodated. The mode switching assembly 3 further includes a second housing 34, in which at least a portion of the push rod 32 and the retaining member 33 can be accommodated.

[0072] In one embodiment, see Figure 1 , also includes a fixing pin 6, a back plate 7 and an elastic member 8, the first brake shoe 4 and the second brake shoe 5 are mounted on the surface of the back plate 7 through the fixing pin 6, and the elastic member 8 is connected between the first brake shoe 4 and the second brake shoe 5.

[0073] The first brake shoe 4 and the second brake shoe 5 are mounted on the surface of the back plate 7 via a fixing pin 6 and can rotate relative to each other to respectively abut against the first braking portion and the second braking portion to achieve braking.

[0074] The elastic member 8 is connected between the first brake shoe 4 and the second brake shoe 5, providing a restoring force to pull the first and second brake shoes 4, 5 back into position. In the service braking state, when the external driving force is removed, this restoring force allows the service brake to be automatically released. Specifically, after the service braking state is completed, since the first end 291 is not self-locking, the elastic member 8 can pull the first and second brake shoes 4, 5 back into position, separating the first brake shoe 4 from the first braking portion and the second brake shoe 5 from the second braking portion, thereby releasing the brakes.

[0075] In one embodiment, see Figure 3 The second component 22 of the brake assembly 2 is cooperatively arranged with the second brake shoe 5. The connection between the second component 22 and the second brake shoe 5 can be any of a snap-fit, a chiseled fit, and an interference fit. The cooperative arrangement of the second component 22 and the second brake shoe 5 can enhance the tightness of the connection between the second component 22 and the second brake shoe 5, preventing the second component 22 and the second brake shoe 5 from separating during movement, which could cause the second brake shoe 5 to lose control.

[0076] In one embodiment, see Figure 1 , further comprising an actuator 1 for driving the first component 28 to rotate. It is understood that the actuator 1 is used to drive the first component 28 to rotate, thereby causing the first component 28 and the second component 22 to move relative to each other in the axial direction, thereby pushing the first brake shoe 4 and the second brake shoe 5. The second component 22 and the first component 28 move axially away from each other to achieve braking; the second component 22 and the first component 28 move axially toward each other to cancel braking.

[0077] In one embodiment, see Figure 3 , further comprising a first gear member 26 and a second gear member 27, which form a transmission connection between the actuator 1 and the first component 28. The first gear member 26 may be a worm. The second gear member 27 may be a worm wheel. The first component 28 may be an external hexagonal driving screw. The second gear member 27 is sleeved on the outer circumference of the first component 28 to form a transmission connection.

[0078] It is understandable that if Figure 4 As shown in the figure, in the service braking mode, the actuator 1 actuates the first gear member 26 to rotate, driving the second gear member 27 and the first component 28 to rotate. The first component 28 and the first end 291 form a screw sleeve structure, which can convert the rotational motion into a direct push motion, and axially expand the second component 22 and the first component 28, and transmit the thrust to the first brake shoe 4 and the second brake shoe 5, thereby realizing the service braking mode.

[0079] like Figure 5 As shown in FIG, in parking brake mode, the drive source 31 operates before the actuator 1, causing the push rod 32 to drive the retaining member 33 to move to the outer periphery of the first component 28 and the connecting section 293, thereby maintaining the transmission member 29 relative to the first component 28. When the parking brake is triggered, the actuator 1 rotates forward, driving the first gear member 26, which in turn drives the second gear member 27 and the first component 28. The first component 28 and the transmission member 29 are held relatively stationary. As a whole, the second end 292 of the transmission member 29 forms a screw-and-thread structure with the second component 22, converting the rotational motion of the first component 28 into a direct push motion. The second component 22 is then pushed apart by the first component 28, the transmission member 29, and the retaining member 33, transmitting the thrust to the first brake shoe 4 and the second brake shoe 5, thereby achieving parking brake mode. Because the second end 292 is self-locking, the brake force remains after the vehicle is stopped. To release the parking brake, the actuator 1 simply rotates in the reverse direction, pulling back the second component 22 and the first component 28.

[0080] According to a second aspect of the present application, a brake is provided, comprising an electronic parking mechanism as in any of the above embodiments; the brake has all the beneficial effects of the above electronic parking mechanism, which will not be described in detail in this application.

[0081] According to a third aspect of the present application, a vehicle is provided, which includes the brake or electronic parking mechanism of any of the above-mentioned embodiments. The vehicle has all the beneficial effects of the brake or electronic parking mechanism of any of the embodiments, which will not be described in detail in this application.

[0082] The vehicle may be a fuel vehicle, a plug-in hybrid vehicle, a new energy vehicle, etc., and this application does not make any specific limitations on this.

[0083] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be understood to indicate or imply relative importance or implicitly specify the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, "plurality" means two or more, unless otherwise specifically defined.

[0084] In the above embodiments, the description of each embodiment has its own focus. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0085] The embodiments, implementation methods and related technical features of the present application can be combined and replaced with each other without conflict.

[0086] The above are merely preferred embodiments of the present application and do not constitute any form of limitation to the present application. However, any simple modifications, equivalent changes, and modifications made to the above embodiments based on the technical essence of the present application without departing from the content of the technical solution of the present application are still within the scope of the technical solution of the present application.

Claims

1. An electronic parking mechanism, comprising: a first component (28); a second component (22); as well as a transmission member (29), the transmission member (29) being movably connected between the first member (28) and the second member (22); The transmission member (29) is configured to push the first component (28) and the second component (22) to move in the axial direction, and in a first working condition, the transmission member (29) and the first component (28) are kept relatively stationary, and in a second working condition, the transmission member (29) and the second component (22) are kept relatively stationary.

2. The electronic parking mechanism according to claim 1, characterized in that: The invention also includes a retaining member (33), which is movably arranged relative to the first component (28), the second component (22) and the transmission component (29) and has a first position and a second position, wherein in a first working condition, the retaining member (33) is located in the first position so that the transmission component (29) and the first component (28) remain relatively stationary, and in a second working condition, the retaining member (33) is located in the second position so that the transmission component (29) and the second component (22) remain relatively stationary.

3. The electronic parking mechanism according to claim 2, characterized in that: The invention also includes a driving source (31) and a push rod (32) for driving the retaining member (33); the retaining member (33) and the push rod (32) are fixedly connected; the driving source (31) drives the push rod (32) to drive the retaining member (33) to switch between the first position and the second position.

4. The electronic parking mechanism according to claim 2, characterized in that: The retaining member (33) is constructed as an anti-rotation sleeve. When located at the first position, the retaining member (33) is simultaneously sleeved on the outer periphery of the transmission member (29) and the first component (28). When located at the second position, the retaining member (33) is simultaneously sleeved on the outer periphery of the transmission member (29) and the second component (22).

5. The electronic parking mechanism according to claim 4, characterized in that: The first component (28), the second component (22) and the transmission component (29) are coaxially arranged, the first end (291) of the transmission component (29) is threadedly connected to one end of the first component (28), and the second end (292) of the transmission component (29) is threadedly connected to the second component (22).

6. The electronic parking mechanism according to claim 5, characterized in that: The transmission member (29) further includes a connecting section (293) located between the first end (291) and the second end (292); the inner peripheral surface of the retaining member (33), the outer peripheral surface of the first component (28), the outer peripheral surface of the second component (22), and the outer peripheral surface of the connecting section (293) have the same circumferential contour shape and are non-circular structures.

7. The electronic parking mechanism according to claim 6, characterized in that: It also includes an actuator (1), which is in transmission connection with the first component (28).

8. The electronic parking mechanism according to claim 7, characterized in that: The invention also includes a first gear member (26) and a second gear member (27), wherein the first gear member (26) and the second gear member (27) form a transmission between the actuator (1) and the first component (28), and the second gear member (27) is sleeved on the outer peripheral surface of the first component (28).

9. The electronic parking mechanism according to claim 6, characterized in that: The diameter of the connecting section (293) is larger than the diameter of the first end (291), and the outer periphery of the first end (291) is formed with an external thread that cooperates with the first component (28); and / or The diameter of the connecting section (293) is larger than the diameter of the second end (292), and an external thread is formed on the outer periphery of the second end (292) to cooperate with the second component (22).

10. The electronic parking mechanism according to claim 5, characterized in that: The threaded connection between the first end (291) of the transmission member (29) and the first member (28) is a non-self-locking structure; and / or The threaded connection between the second end (292) of the transmission member (29) and the second member (22) is a self-locking structure.

11. The electronic parking mechanism according to claim 10, characterized in that: The invention also includes a first brake shoe (4) and a second brake shoe (5), wherein the first component (28) is configured to push the first brake shoe (4), and the second component (22) is configured to push the second brake shoe (5).

12. The electronic parking mechanism according to claim 11, characterized in that: The invention also includes a pressurizing member (21) which is arranged between the first brake shoe (4) and the first component (28).

13. The electronic parking mechanism according to claim 12, characterized in that: A force sensor (24) or a needle bearing (25) is provided in the cavity of the pressurizing member (21).

14. The electronic parking mechanism according to claim 11, characterized in that: It also includes a fixing pin (6), a back plate (7) and an elastic member (8), wherein the first brake shoe (4) and the second brake shoe (5) are mounted on the surface of the back plate (7) via the fixing pin (6), and the elastic member (8) is connected between the first brake shoe (4) and the second brake shoe (5).

15. A brake, characterized in that: The electronic parking mechanism comprises the electronic parking mechanism according to any one of claims 1 to 14.

16. A vehicle, characterized in that: The method comprises the electronic parking mechanism according to any one of claims 1 to 14, or the brake according to claim 15.

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