Integrated running and parking brake and control method thereof

Abstract

The invention discloses a running and parking integrated brake and a control method. The brake comprises a shell. The power-losing type electromagnetic braking system is configured to realize switching between a parking braking state and a parking braking release state by controlling the power-on or power-off of a first electromagnetic coil assembly; the air pressure braking system is configured to drive the floating piston and the power-off type electromagnetic braking system to move axially by controlling pressurization and decompression of an air pressure cavity, and the air pressure braking system is switched between a service braking state and a service braking release state; and the energy recovery system is configured to cut the second electromagnetic coil through rotation of the rotor to recover electric energy when the brake is in the parking brake release state or the service brake state and is not completely braked. According to the scheme, the power-losing electromagnetic braking system and the air braking system which are integrated in the same shell are arranged, two sets of independent braking devices do not need to be independently configured, and the integration degree is improved. In addition, by arranging an energy recovery system, the energy utilization efficiency is improved.

Description

TECHNICAL FIELD

[0001] The present application generally relates to the technical field of traffic equipment braking. More particularly, the present application relates to a parking and running integrated brake; further, the present application also relates to a control method of the parking and running integrated brake. BACKGROUND

[0002] In the fields of industrial equipment, transportation, etc., as a core component to ensure the safe operation of equipment, the performance of the brake directly affects the safety, economy and space adaptability of the equipment. At present, the brakes on the market are mostly designed with a single power source, mainly divided into three types of pure pneumatic, pure hydraulic or pure electromagnetic braking, which have many limitations in actual application.

[0003] From the functional layout, the running brake and the parking brake functions of the traditional brake are usually independently set, and the corresponding actuator and installation space need to be equipped respectively, resulting in complex overall structure and large space occupation. In many scenarios such as engineering machinery and new energy vehicles, the internal layout of the equipment is compact, and the integration degree of the braking system is required to be higher, and the single-function brake device has been difficult to meet the use demand of limited installation space.

[0004] From the energy utilization, in the working process of the existing brake system, the kinetic energy of the vehicle or equipment is mostly wasted through friction, heat dissipation and other forms, and this part of energy is not effectively recycled. With the energy saving and consumption reduction becoming an important trend of industry development, the energy waste problem of the traditional brake system is increasingly prominent, which does not meet the development demand of green and low carbon.

[0005] Therefore, it is urgent to provide a parking and running integrated brake and a control method thereof, so as to improve the integration degree and safety redundancy, and effectively recycle energy. SUMMARY

[0006] In order to at least solve one or more technical problems mentioned above, the present application proposes a parking and running integrated brake with high integration degree and good safety redundancy and a control method thereof in multiple aspects.

[0007] In a first aspect, the present application provides a parking brake integrated brake, comprising: a housing; a de-energized electromagnetic brake system comprising a first electromagnetic coil assembly, a pressure plate, and a spring; wherein the de-energized electromagnetic brake system is configured to switch between a spring pre-tightening force parking brake state and an electromagnetic force parking brake release state by controlling energization or de-energization of the first electromagnetic coil assembly; a pneumatic brake system comprising a pneumatic chamber arranged in the housing, a pneumatic inlet and a pneumatic outlet in communication with the pneumatic chamber, and a floating piston arranged in the pneumatic chamber; the pneumatic brake system is configured to drive the floating piston and the de-energized electromagnetic brake system to move axially by controlling the pressure charging and pressure releasing of the pneumatic chamber, thereby switching between a service brake state and a service brake release state; and an energy recovery system comprising a second electromagnetic coil fixedly arranged and a rotor rotatable with a drive shaft; the energy recovery system is configured to convert mechanical energy into electrical energy for recovery by the rotor rotating to cut the magnetic induction lines of the second electromagnetic coil when the brake is in the parking brake release state or the service brake state is not fully braked.

[0008] In some embodiments, the energy recovery system further comprises an energy storage mechanism configured to store induced current generated by the second electromagnetic coil and at least partially supply the stored electrical energy to the first electromagnetic coil assembly to generate electromagnetic force for releasing the parking brake.

[0009] In some embodiments, the rotor is fixedly connected or integrally formed with the friction plate assembly and connected with the drive shaft through a spline.

[0010] In some embodiments, further comprising a cooling circulation system, the cooling circulation system comprising: a cooling flow channel arranged inside the rotor and / or the friction plate assembly, and a cooling medium inlet and a cooling medium outlet both in communication with the cooling flow channel; the cooling circulation system is configured to cool the rotor and / or the friction plate assembly when the brake is in the parking brake release state or the service brake state.

[0011] In some embodiments, further comprising a process monitoring system, the process monitoring system comprising at least one of the following sensors: a proximity switch for monitoring the wear amount of the friction plate assembly; a first temperature sensor for detecting the surface temperature of the friction plate assembly; a second temperature sensor for detecting the cooling medium outlet temperature; wherein the process monitoring system is configured to realize abnormal early warning based on the wear amount and / or temperature data.

[0012] In some embodiments, the proximity switch is arranged to indirectly monitor the wear amount of the friction plate assembly by detecting the axial position of the floating piston.

[0013] In some embodiments, the pneumatic brake system further comprises a return disc spring arranged between the floating piston and the housing and configured to drive the floating piston and the de-energized electromagnetic brake system to reset when pressure is released.

[0014] In some embodiments, the device comprises a mounting base fixedly connected to the device body and providing support for the friction plate assembly; a top cover fixedly covering the mounting base and internally forming a receiving cavity; and a mounting plate arranged in the receiving cavity and used for mounting a bearing; the bearing is used to support the rotor.

[0015] In some embodiments, a sliding sleeve is fixedly arranged in the receiving cavity, and the floating piston is arranged in the sliding sleeve in an axially movable manner; the floating piston and the sliding sleeve are configured in a matching relationship to allow the floating piston to have a radial floating within a preset range while being axially guided.

[0016] In the second aspect, the scheme of the present application also provides a control method of the integrated parking brake described above, which switches the brake between the following working modes by coordinating the on-off of the electromagnetic coil assembly and the charging and discharging of the pneumatic chamber: in response to a parking brake instruction, the first electromagnetic coil assembly is controlled to be de-energized, the pneumatic brake system is in a non-working state, and the pressure plate is compacted against the friction plate assembly under the action of the spring; in response to a parking brake release instruction, the first electromagnetic coil assembly is controlled to be energized to lift the pressure plate and form a brake gap, and at the same time, the rotor and the friction plate assembly are rotated by the driving shaft; in response to a service brake instruction, the first electromagnetic coil assembly is maintained in an energized state, pressure gas is introduced into the pneumatic chamber to drive the combined whole consisting of the floating piston, the first electromagnetic coil assembly, the pressure plate and the spring to move axially, compact the friction plate assembly and implement braking; in response to a service brake release instruction, the pneumatic chamber is controlled to be discharged, and the combined whole is reset under the action of the return disc spring, and then the first electromagnetic coil assembly is controlled to be de-energized.

[0017] In some embodiments, the energy recovery system and the forced cooling circulation system are configured to be started synchronously when the brake is in the parking brake release state, and to keep working when the brake is switched from the parking brake release state to the service brake state without complete braking.

[0018] In some embodiments, in the parking brake release, energy recovery mode and service brake mode, displacement data of the proximity switch, temperature data of the first temperature sensor and the second temperature sensor are obtained; the temperature data and the displacement data are compared with respective preset thresholds; when any data exceeds the corresponding preset threshold, a system abnormality warning signal is triggered.

[0019] By means of the integrated parking and driving brake provided as above, the embodiments of the present application realize the quick switching of spring pre-tightening parking and electromagnetic force relief by controlling the on-off of the first electromagnetic coil assembly in the loss-of-power electromagnetic brake system, and at the same time, the axial movement of the driving part of the air pressure cavity in the air pressure brake system is completed by means of the charging and discharging of the air pressure cavity, thereby achieving the technical effect of giving consideration to the quick response in the parking state and the stable output of the driving brake, and adapting to the brake demand in complex working conditions. In addition, by means of the energy recovery system composed of the fixed second electromagnetic coil and the rotor rotating with the driving shaft, the mechanical energy is converted into electric energy for recovery by means of the rotor cutting the magnetic induction lines in the state of parking brake relief or driving brake, and finally the technical effect of reducing the energy dissipation in the braking process and improving the energy utilization efficiency is achieved. BRIEF DESCRIPTION OF DRAWINGS

[0020] The above and other objects, features and advantages of the present application will become more apparent from the following detailed description read in conjunction with the accompanying drawings. In the drawings, several embodiments of the present application are shown by way of example and not limitation, and identical or corresponding reference numbers indicate identical or corresponding parts, in which: Figure 1 A cross-sectional view of the integrated parking and driving brake of the embodiments of the present application is shown; Figure 2 A cross-sectional view of the integrated parking and driving brake of the embodiments of the present application is shown; Figure 3 A cross-sectional view of the integrated parking and driving brake of the embodiments of the present application is shown.

[0021] 100, integrated parking and driving brake; 1, top cover; 2, second electromagnetic coil; 3, rotor; 4, magnetic isolation ring; 5, bearing; 6, spring; 7, first electromagnetic coil assembly; 8, floating piston; 9, friction plate assembly; 10, mounting base; 11, pressure plate; 12, sliding sleeve; 13, mounting plate; 14, first temperature sensor; 15, proximity switch; 16, return disc spring; 17, cooling medium inlet; 18, cooling medium outlet; 19, air pressure inlet; 20, air pressure outlet; 21, air pressure cavity. DETAILED DESCRIPTION

[0022] The technical solutions in the embodiments of the present application will be described clearly and completely below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, rather than all the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative labor fall within the scope of protection of the present application.

[0023] It should be understood that the terms "comprises" and "comprising" used in the specification and claims of the application, indicate the presence of the stated features, integers, steps, operations, elements, and / or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and / or groups thereof.

[0024] It should also be understood that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the present application. As used in this specification and the claims, the singular forms "a," "an" and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the terms "and / or," as used herein, refers to and encompasses any and all possible combinations of one or more of the associated listed items.

[0025] As used in this specification and claims, the terms "if' and "when" can, depending upon the context in which it is used, be interpreted to mean "when" or "if," or "once," or "in response to a determination" or "in response to a detection." Similarly, the phrase "if it is determined" or "if [a described condition or event] is detected" can, depending upon the context in which it is used, be interpreted to mean "once it is determined" or "in response to the determination," or "once [the described condition or event] is detected" or "in response to the detection of [the described condition or event]."

[0026] The detailed description of the application set forth below in connection with the appended drawings is intended as a description of particular embodiments of the application and is not intended to represent the only embodiments in which the present application can be practiced. Each embodiment described in this disclosure is intended to cover all alternatives, modifications and equivalents falling within the scope of the present application.

[0027] As Figures 1-3As shown, in some embodiments, the present application provides a parking and driving integrated brake 100, comprising: a housing; a power-off electromagnetic braking system comprising a first electromagnetic coil assembly 7, a pressure plate 11 and a spring 6; wherein the power-off electromagnetic braking system is configured to switch between a parking brake state under the pre-pressing force of the spring 6 and a parking brake release state under the electromagnetic force by controlling the power-on or power-off of the first electromagnetic coil assembly 7; an air pressure braking system comprising an air pressure cavity 21 arranged in the housing, an air pressure inlet 19 and an air pressure outlet 20 in communication with the air pressure cavity 21, and a floating piston 8 arranged in the air pressure cavity 21; the air pressure braking system is configured to drive the floating piston 8 and the power-off electromagnetic braking system to move axially by controlling the pressurization and depressurization of the air pressure cavity 21, thereby switching between a driving brake state and a driving brake release state; and an energy recovery system comprising a second electromagnetic coil 2 fixedly arranged and a rotor 3 capable of rotating with the drive shaft; the energy recovery system is configured to convert mechanical energy into electrical energy for recovery by the rotor 3 rotating to cut the magnetic induction lines of the second electromagnetic coil 2 when the brake is in the parking brake release state or the driving brake state is not fully braked.

[0028] In the scheme of the present application, the parking and driving integrated brake 100 takes the housing as the installation and protection basis, and realizes the integrated control of parking brake, driving brake and energy recovery through the coordinated cooperation of the power-off electromagnetic braking system, the air pressure braking system and the energy recovery system. The specific structure and function configuration are as follows.

[0029] The power-off electromagnetic braking system, as the core execution unit of the parking function, is mainly composed of the first electromagnetic coil assembly 7, the pressure plate 11 and the spring 6, and its core working logic is developed around the dynamic balance of the electromagnetic force and the pre-tightening force of the spring 6. When the brake needs to enter the parking brake state, the first electromagnetic coil assembly 7 is in a power-off state, at which time the spring 6 releases the pre-pressing force, pushes the pressure plate 11 to move axially and compacts the friction plate assembly 9 and the installation base 10, and restricts the rotation of the drive shaft through the friction force of the friction pair, thereby realizing the stable parking of the device. When the parking brake release state is needed, the first electromagnetic coil assembly 7 is powered on to generate an electromagnetic force, which can overcome the pre-tightening force of the spring 6, drive the pressure plate 11 to move reversely, form a gap between the pressure plate 11 and the friction plate assembly 9, and restore the free state of the friction plate assembly 9, so that the drive shaft can normally drive the related parts to rotate, and complete the rapid switching of the parking state.

[0030] As shown in FIG. 1, the parking and driving integrated brake 100 comprises a housing 1, a power-off electromagnetic braking system 2, an air pressure braking system 3 and an energy recovery system 4. Figure 1 and Figure 3As shown, the pneumatic brake system focuses on realizing brake control during driving process, and its structure includes a pneumatic cavity 21 arranged in the housing, a pneumatic inlet 19 and a pneumatic outlet 20 communicating with the pneumatic cavity 21, and a floating piston 8 movably arranged in the pneumatic cavity 21. The system drives the brake state switching through the pressurization and depressurization of the pneumatic cavity 21. When the device needs to brake during driving, the air pump introduces compressed air into the pneumatic cavity 21 through the pneumatic inlet 19, the pressure in the pneumatic cavity 21 gradually rises and reaches the target value, and the air pressure drives the floating piston 8 to move axially, and the floating piston 8 forms a linkage relationship with the pressure plate 11, the first electromagnetic coil assembly 7 and other components of the loss-of-field electromagnetic brake system, under the driving of the floating piston 8, the loss-of-field electromagnetic brake system moves axially synchronously as a whole, further compacts the friction plate assembly 9, and slows down the driving shaft through friction resistance until it stops, realizing driving brake. When the driving brake needs to be released, the pneumatic outlet 20 is opened for pressure relief, the pressure in the pneumatic cavity 21 is reduced to zero, and the floating piston 8 is reversely reset under the action of the reset component, driving the loss-of-field electromagnetic brake system and the friction plate assembly 9 to separate, the driving brake state is released, and the device restores normal driving ability.

[0031] In addition, in order to improve the energy utilization efficiency of the brake, the application also includes an energy recovery system, which is composed of a second electromagnetic coil 2 fixedly installed in the housing, and a rotor 3 rigidly connected with the driving shaft and capable of rotating synchronously with the driving shaft. When the brake is in the parking brake release state, the driving shaft drives the rotor 3 to rotate, the rotor 3 forms relative motion with the fixed second electromagnetic coil 2, and the rotor 3 cuts the magnetic induction lines generated by the second electromagnetic coil 2 during rotation, based on the principle of electromagnetic induction, the mechanical energy of the driving shaft is converted into electrical energy, which can be transmitted to the system energy storage mechanism for storage, and used for subsequent energy consumption links such as energization of the first electromagnetic coil assembly 7. When the brake is in the driving brake state, although the friction plate assembly 9 exists between the rotor 3 and the driving shaft, the rotor 3 still rotates at a certain speed, at this time, the energy recovery system continues to work, continues to recover the mechanical energy not completely dissipated during braking, further reduces energy waste, and realizes energy saving and environmental protection during braking.

[0032] The scheme of the present application first sets an electromagnetic brake system and a pneumatic brake system integrated in the same shell, so that the two systems bear the parking brake and service brake functions respectively, without the need to separately configure two independent brake devices, thereby achieving the technical effects of simplifying the structure layout, reducing the installation space occupation, and adapting to the installation space limited equipment demand. Secondly, by controlling the on-off of the first electromagnetic coil assembly 7 in the electromagnetic brake system, the pre-tightening force of the spring 6 and the electromagnetic force relief are quickly switched, and at the same time, the axial movement of the pressure charging and discharging driving part of the pneumatic brake system is completed to switch the service brake, thereby achieving the technical effects of considering the quick response in the parking state and the stable output of the service brake, and adapting to the complex working condition brake demand. Finally, by setting an energy recovery system composed of the fixed second electromagnetic coil 2 and the rotor 3 rotating with the driving shaft, the mechanical energy is converted into electrical energy for recovery by the rotor 3 cutting the magnetic induction lines when the parking brake is relieved or the service brake is not completely braked, and finally the technical effects of reducing energy dissipation during braking and improving energy utilization efficiency are achieved.

[0033] As shown in Figure 1 In one specific embodiment, the parking and service integrated brake 100 further includes a magnetic isolation ring 4. In order to avoid magnetic field interference between different electromagnetic systems, the magnetic isolation ring 4 is arranged at the adjacent position of the rotor 3, the first electromagnetic coil assembly 7 and the second electromagnetic coil 2, and is exactly located in the magnetic field conduction path of the rotor 3, so as to block the magnetic field crosstalk path. At the same time, the magnetic isolation ring 4 is integrated in the brake shell in a fixed manner, specifically by fixing the outer ring of the magnetic isolation ring 4 to the mounting plate 13, so as to ensure that the magnetic isolation ring 4 does not deviate or shift during the operation of the brake, and always maintains a stable magnetic field isolation position, and also provides a reference for the assembly of subsequent components.

[0034] The magnetic isolation ring 4 provided by the present application can effectively isolate the magnetic field interference between the first electromagnetic coil assembly 7 and the second electromagnetic coil 2, ensure the output accuracy of the electromagnetic force during the parking brake process, and ensure the stability of the induced current during the energy recovery process. In addition, the magnetic isolation ring 4 restricts the magnetic field diffusion path of the electromagnetic coil to limit the magnetic field within the preset working area, reduces the magnetic field leakage to unnecessary components such as the shell, thereby reducing the eddy current loss and hysteresis loss, and improving the system energy efficiency.

[0035] In one specific embodiment, it includes: a mounting base 10 fixedly connected with the equipment body and providing support for the friction plate assembly 9; a top cover 1 fixedly covered on the mounting base 10 and internally forming an accommodating cavity; and a mounting plate 13 arranged in the accommodating cavity and used for mounting the bearing 5; and the bearing 5 is used for supporting the rotor 3.

[0036] In the scheme of the present application, the shell is composed of the mounting base 10 and the top cover 1. Specifically, the mounting base 10 serves as the connecting base of the brake and the equipment body, and is rigidly fixed to the equipment body through fasteners such as bolts, to ensure that the brake will not be displaced due to vibration or impact force during braking. At the same time, the inner surface of the mounting base 10 is a flat support surface, which is specially used to bear the friction plate assembly 9. The top cover 1 is fixed on the top of the mounting base 10 by welding or bolt connection, and together with the mounting base 10 forms an internal containing cavity, which can integrate and store the core functional components such as the loss-of-field electromagnetic braking system, the pneumatic braking system, and the energy recovery system.

[0037] It is worth noting that the containing cavity in the present scheme is also provided with a mounting plate 13. Specifically, the mounting plate 13 is a support core component of the rotor 3, and mounting holes adapted to the outer ring of the bearing 5 are formed on it. The bearing 5 is fixed in the mounting hole by interference fit or set screw, and the rotating shaft part of the rotor 3 is rigidly connected with the inner ring of the bearing 5. This arrangement allows the rotor 3 to rotate with the equipment drive shaft at a predetermined speed under the support of the bearing 5, which not only avoids radial jumping of the rotor 3 during rotation and ensures uniform gap between the rotor 3 and the second electromagnetic coil 2 (ensuring electromagnetic induction efficiency during energy recovery), but also reduces the friction resistance during rotation of the rotor 3, reduces energy loss, and provides a stable rotating basis for the coordinated operation of the energy recovery system and the braking system.

[0038] In one specific embodiment, a sliding sleeve 12 is fixedly arranged in the containing cavity, and the floating piston 8 is axially movably arranged in the sliding sleeve 12. The cooperation relationship between the floating piston 8 and the sliding sleeve 12 is configured to provide axial guidance while allowing the floating piston 8 to have radial floating within a predetermined range.

[0039] In the scheme of the present application, the containing cavity is also fixedly provided with a wear-resistant sliding sleeve 12, which is installed at a position adapted to the floating piston 8 of the pneumatic braking system, and is rigidly fixed with the inner wall of the containing cavity (or the corresponding positioning structure of the mounting base and the top cover), to ensure that the sliding sleeve 12 will not be displaced during braking, and to provide a stable reference for the movement of the floating piston 8.

[0040] As the movement carrier of the floating piston 8, the inner hole size of the sliding sleeve 12 is precisely matched with the outer diameter of the floating piston 8, so that the floating piston 8 can move smoothly along the axial direction of the sliding sleeve 12, avoiding the sealing failure of the air pressure cavity 21 or the deviation of the brake force transmission due to the radial offset, and ensuring that the floating piston 8 drives the de-energized electromagnetic brake system to accurately compact the friction plate assembly 9 during driving braking. In addition, a small radial gap is reserved between the sliding sleeve 12 and the floating piston 8, allowing the floating piston 8 to have a radial floating within a preset range during axial movement. This arrangement allows the floating piston 8 to have a small radial displacement, avoiding the jamming phenomenon between the floating piston 8 and the sliding sleeve 12, reducing the wear caused by the rigid contact between the two, prolonging the service life of the components, and ensuring the long-term stable operation of the air pressure brake system.

[0041] In a specific embodiment, the energy recovery system further comprises an energy storage mechanism configured to store the induced current generated by the second electromagnetic coil 2 and at least partially supply the stored electrical energy to the first electromagnetic coil assembly 7 to generate electromagnetic force for relieving the parking brake. The rotor 3 is fixedly connected or integrally formed with the friction plate assembly 9 and is connected with the drive shaft through splines.

[0042] In the scheme of the present application, to achieve efficient recovery and reuse of energy during braking, the energy recovery system of the present application further sets up an energy storage mechanism on the basis of the second electromagnetic coil 2 and the rotor 3, forming a complete closed loop from energy generation to storage to reuse. The energy storage mechanism is usually composed of energy storage batteries, capacitors or special electric energy storage modules, and its core function is precisely configured as follows: when the brake is in the parking brake relief or the driving brake state is not completely braked, the rotor 3 rotates with the drive shaft and cuts the magnetic induction lines of the second electromagnetic coil 2, causing the second electromagnetic coil 2 to generate induced current. At this time, the energy storage mechanism will receive and store the electrical energy converted from the induced current in real time, avoiding the dissipation of energy with the braking process.

[0043] More importantly, the electrical energy stored in the energy storage mechanism is not only for backup, but also at least partially supplied to the first electromagnetic coil assembly 7 in the de-energized electromagnetic brake system. When the parking brake needs to be relieved, the first electromagnetic coil assembly 7 needs to be powered to generate electromagnetic force to overcome the pre-tightening force of the spring 6, at which time the energy storage mechanism releases electrical energy to power it, reducing the dependence on the external main power supply of the device, achieving directional reuse of recovered energy, and further improving the energy utilization efficiency of the brake.

[0044] In the scheme of the present application, in order to ensure the synchronous cooperation of energy recovery and braking function, the rotor 3 and the friction plate assembly 9 adopt a fixed connection or integrated structure design. In addition, the rotor 3 is connected with the equipment driving shaft through the spline. The spline connection has the characteristics of high centering accuracy, large torque transmission and can adapt to certain axial movement, which not only ensures that the driving shaft can stably drive the rotor 3 and the friction plate assembly 9 to rotate synchronously, but also can adapt to the axial displacement requirement of the components during braking, avoiding the limitation of the connection structure to the precise execution of the braking action, and finally realizing the seamless connection of energy recovery and braking function.

[0045] In some embodiments, a cooling circulation system is further included, which comprises a cooling flow channel arranged inside the rotor 3 and / or the friction plate assembly 9, and a cooling medium inlet 17 and a cooling medium outlet 18 both in communication with the cooling flow channel; the cooling circulation system is configured to cool the rotor 3 and / or the friction plate assembly 9 when the brake is in the parking brake release state or the service brake state.

[0046] In the scheme of the present application, in order to solve the performance degradation problem of the brake caused by friction heat during operation, the integrated parking brake 100 of the present application specially integrates a cooling circulation system to ensure the long-term stable work of the rotor 3 and the friction plate assembly 9 through an active heat dissipation mechanism.

[0047] Specifically, the cooling circulation system mainly consists of a cooling flow channel, a cooling medium inlet 17 and a cooling medium outlet 18. The cooling flow channel adopts an embedded design and is flexibly arranged inside the rotor 3, inside the friction plate assembly 9, or simultaneously formed inside both. The cooling flow channel inside the rotor 3 is usually evenly distributed along its radial direction or axial direction, which matches the heat concentration area during the rotation of the rotor 3. The cooling flow channel inside the friction plate assembly 9 is arranged around the friction surface periphery, which specifically covers the high temperature area generated by braking friction, ensuring that the heat can be quickly conducted to the cooling medium in the flow channel. The cooling medium inlet 17 and the cooling medium outlet 18 are both arranged at the corresponding positions of the top cover 1 and are in communication with both ends of the cooling flow channel through a sealed pipeline, forming a complete cooling medium circulation path, and the inlet and the outlet are usually equipped with flow control components, which can adjust the medium flow rate according to the actual temperature condition.

[0048] It is worth mentioning that the operating state of the cooling circulation system is accurately matched with the working condition of the brake. When the brake is in the parking brake state, the rotor 3 and the friction plate assembly 9 are both kept stationary, and there is no obvious friction heat generation. At this time, the cooling circulation system is in the closed state, avoiding unnecessary energy consumption. When the brake is switched to the parking brake relief state or the service brake state, the rotor 3 rotates at high speed with the driving shaft, or the friction plate assembly 9 generates intense friction with the rotor 3 and the pressure plate 11, which will all cause the temperature of the components to rise rapidly. At this time, the cooling circulation system is started synchronously, that is, the cooling medium (usually cooling oil or special cooling liquid) enters from the cooling medium inlet 17, flows through the inside of the rotor 3 and the friction plate assembly 9 along the preset cooling flow channel, absorbs the heat generated by the components through heat exchange, and then the cooling medium carrying heat flows out from the cooling medium outlet 18, enters the external cooling device to be cooled and then is recycled.

[0049] The cooling method provided by the application can effectively control the temperature of the rotor 3 and the friction plate assembly 9, avoid problems such as electromagnetic force efficiency reduction and friction plate wear aggravation caused by high temperature, and significantly improve the reliability and service life of the brake in continuous working conditions or high-intensity braking scenarios.

[0050] In some specific embodiments, a process monitoring system is further included, which comprises at least one of the following sensors: a proximity switch 15 for monitoring the wear amount of the friction plate assembly 9; a first temperature sensor 14 for detecting the surface temperature of the friction plate assembly 9; a second temperature sensor for detecting the temperature of the cooling medium outlet 18; wherein the process monitoring system is configured to realize abnormal early warning based on the wear amount and / or temperature data. The proximity switch 15 is arranged to indirectly monitor the wear amount of the friction plate assembly 9 by detecting the axial position of the floating piston 8.

[0051] In the scheme of the application, in order to grasp the running state of the brake in real time and avoid fault risks in advance, the process monitoring system is integrated into the integrated parking brake 100. The system collects key operation data by configuring multiple types of sensors, and realizes abnormal early warning based on data logic, thereby providing accurate basis for the safe operation and maintenance of the brake.

[0052] Specifically, the process monitoring system includes one or more of the three types of core monitoring components. That is, the proximity switch 15 for monitoring the wear amount of the friction plate assembly 9, the first temperature sensor 14 for detecting the surface temperature of the friction plate assembly 9, and the second temperature sensor for detecting the temperature of the cooling medium outlet 18. The installation positions and monitoring logics of various components are designed for the core failure risk points of the brake.

[0053] More specifically, the monitoring principle of the proximity switch 15 is related to the axial position change of the floating piston 8, that is, during the long-term use of the brake, the friction plate assembly 9 will gradually wear due to continuous friction, resulting in a decrease in the thickness of the friction plate, and the change in the thickness of the friction plate will indirectly cause the axial displacement of the floating piston 8 linked thereto. When the wear of the friction plate increases, the axial position of the floating piston 8 will shift towards the friction plate. Based on this correlation, the proximity switch 15 is installed at the corresponding monitoring position of the floating piston 8, and the actual wear of the friction plate assembly 9 is inversely calculated by real-time detection of the axial position change of the floating piston 8. When the monitored wear reaches the preset threshold, the process monitoring system will immediately trigger a wear abnormality warning to remind the staff to replace the friction plate in time to avoid brake failure due to excessive wear of the friction plate.

[0054] The first temperature sensor 14 is directly installed on the surface or adjacent area of the friction plate assembly 9, and collects the surface temperature data of the friction plate assembly 9 during braking in real time through infrared temperature measurement or contact temperature measurement. When the first temperature sensor 14 detects that the temperature exceeds the safety threshold, the system will quickly issue a temperature abnormality warning to prompt the operator to reduce the braking intensity or suspend the equipment, and then resume operation after the temperature drops to the safe range. This setting can avoid the decrease of the friction coefficient and the attenuation of the braking efficiency due to the high surface temperature of the friction plate, and even avoid serious faults such as friction plate ablation.

[0055] The second temperature sensor is arranged at the cooling medium outlet 18 to monitor the outlet temperature of the cooling medium after heat exchange. The temperature data can not only reflect the heat dissipation efficiency of the cooling circulation system (if the outlet temperature is continuously too high, it may mean that the cooling medium flow is insufficient or the cooling device is faulty), but also indirectly reflect the overall heating condition of the rotor 3 and the friction plate assembly 9. When the outlet temperature exceeds the preset range, the system will also trigger a warning to guide the staff to check the cooling system problem and ensure that the heat dissipation function works normally.

[0056] The process monitoring system in the present scheme converts potential risks such as friction plate wear and key component temperature into monitorable and prewarnable signals through multi-dimensional data acquisition and threshold judgment logic, realizes the transformation from passive maintenance to active warning, and significantly improves the operation safety and maintenance timeliness of the brake.

[0057] In a specific embodiment, the pneumatic brake system further comprises a return disc spring 16 arranged between the floating piston 8 and the housing and configured to drive the floating piston 8 and the de-energized electromagnetic brake system to reset when pressure is released.

[0058] In the scheme of the present application, in order to ensure that the components can be accurately reset when the service brake is released, and to ensure the stability of the brake system in circulation, the gas pressure brake system of the present application additionally adds a return disc spring 16 between the floating piston 8 and the shell. Specifically, the return disc spring 16 usually adopts a ring-shaped disc structure, and is assembled in a pre-compressed state between the side of the floating piston 8 away from the gas pressure cavity 21 and the inner wall of the shell (such as the top cover or the mounting plate), one end of which is in contact with the end face of the floating piston 8, and the other end is in abutment with the fixed surface of the shell.

[0059] When the service brake needs to be released, the gas pressure outlet 20 is opened to release pressure, and the pressure in the gas pressure cavity 21 quickly drops to atmospheric pressure. At this time, the return disc spring 16 releases the pre-stored elastic potential energy, generating an opposite axial thrust. The thrust directly acts on the floating piston 8, driving the floating piston 8 to move axially away from the friction plate assembly 9. Since the floating piston 8 and the de-energized electromagnetic brake system form an integral whole, the floating piston 8 will simultaneously drive the related components of the de-energized electromagnetic brake system to reset at the same time, so that the pressure plate 11 and the friction plate assembly 9 are separated, and the service brake state is completely released.

[0060] In some embodiments, the present application also provides a control method based on the above-mentioned integrated parking and service brake 100. By coordinating the on-off of the electromagnetic coil assembly and the charging and discharging of the gas pressure cavity 21, the brake switches between the following working modes: in response to the parking brake instruction, the first electromagnetic coil assembly 7 is controlled to be de-energized, and the gas pressure brake system is in a non-working state, and the pressure plate 11 is pressed against the friction plate assembly 9 under the action of the spring 6; in response to the parking release instruction, the first electromagnetic coil assembly 7 is controlled to be energized to lift the pressure plate 11 and form a brake gap, and at the same time, the rotor 3 and the friction plate assembly 9 are rotated by the driving shaft; in response to the service brake instruction, the first electromagnetic coil assembly 7 is maintained in the energized state, and pressure gas is introduced into the gas pressure cavity 21 to drive the combined integral part consisting of the floating piston 8, the first electromagnetic coil assembly 7, the pressure plate 11 and the spring 6 to move axially, and the friction plate assembly 9 is pressed to implement braking; in response to the service brake release instruction, the gas pressure cavity 21 is controlled to be discharged, and the combined integral part is reset under the action of the return disc spring 16, and then the first electromagnetic coil assembly 7 is controlled to be de-energized.

[0061] In the scheme of the present application, in order to realize accurate switching of the four working modes of parking brake, parking release, service brake and service brake release, the present application provides a use method based on the above-mentioned integrated parking and service brake 100, that is, by synchronously controlling the on-off state of the first electromagnetic coil assembly 7 in the de-energized electromagnetic brake system and the charging and discharging process of the gas pressure cavity 21 in the gas pressure brake system, the smooth switching of each mode is ensured, and the brake function is reliable. The specific control process is as follows: When the system receives the parking brake instruction, the first electromagnetic coil assembly 7 is triggered to be powered off, so that it loses electromagnetic force. At this time, the spring 6, which was originally restrained by electromagnetic force, releases the pre-pressing force and pushes the pressure plate 11 to move along the axial direction to the friction plate assembly 9 until the pressure plate 11 compacts the friction plate assembly 9 with the mounting base 10, thereby limiting the rotation of the rotor 3 and the driving shaft through the friction force of the friction pair, and the parking brake is realized. At the same time, the pneumatic brake system remains in a non-working state, the pneumatic chamber 21 is not pressurized, and the floating piston 8 has no axial displacement, thereby avoiding interference with the parking brake action.

[0062] When the parking brake needs to be released and the parking brake release instruction is received, the first electromagnetic coil assembly 7 is controlled to be powered on. After being powered on, the first electromagnetic coil assembly 7 generates electromagnetic force, which overcomes the pre-tightening force of the spring 6 and sucks up the pressure plate 11 upward until a preset brake gap is formed between the pressure plate 11 and the friction plate assembly 9, and the friction plate assembly 9 returns to a free state. At the same time, the device driving shaft drives the rotor 3 and the friction plate assembly 9 to rotate synchronously through the spline, and at this time, the energy recovery system is started, the rotor 3 cuts the magnetic induction line of the second electromagnetic coil 2 to generate an induced current, and the cooling circulation system is also started synchronously to actively cool the rotating rotor 3 and the friction plate assembly 9.

[0063] When the driving brake instruction is received during the driving of the device, the first electromagnetic coil assembly 7 continues to be powered on to ensure that the gap between the pressure plate 11 and the friction plate assembly 9 does not disappear. Subsequently, the pneumatic system is started, the air pump introduces compressed gas with a preset pressure into the pneumatic chamber 21 through the pneumatic inlet 19, and after the pressure in the pneumatic chamber 21 rises, the floating piston 8 is pushed to move along the axial direction of the sliding sleeve 12. Since the floating piston 8, the first electromagnetic coil assembly 7, the pressure plate 11 and the spring 6 form a combined integral part through structural linkage, the axial movement of the floating piston 8 drives the entire combined integral part to move synchronously in the direction of the friction plate assembly 9, and finally compacts the friction plate assembly 9 and the rotor 3, so that the driving shaft is slowed down and finally stopped through the friction resistance, and the driving brake is completed. During this process, the cooling circulation system continues to work to avoid the influence of friction heat on the braking performance.

[0064] When the driving brake is completed and the driving brake release instruction is received, the control logic is executed in two steps: first, the pneumatic outlet 20 of the pneumatic chamber 21 is opened to release pressure, and the pressure in the chamber is quickly reduced to atmospheric pressure. At this time, the return disc spring 16 releases the pre-stored elastic potential energy, pushes the floating piston 8 and the combined integral part to reverse and reset along the axial direction, the pressure plate 11 is separated from the friction plate assembly 9, and the driving brake is released. Second, after the combined integral part is completely reset, the first electromagnetic coil assembly 7 is controlled to be powered off, the spring 6 releases the pre-tightening force again, the pressure plate 11 compacts the friction plate assembly 9, and the brake automatically switches back to the parking brake state, thereby ensuring the safety of the device in the non-driving state.

[0065] The control method of the application controls the first electromagnetic coil assembly 7 to be powered off in response to the parking brake instruction, and the pneumatic system is not working, relying on the spring 6 to push the pressure plate 11 to compact the friction plate assembly 9, achieving the technical effect of quickly switching the parking brake state only by electromagnetic on-off, simplifying the parking control logic and ensuring the reliability of the parking brake, and avoiding the interference of the additional power source on the stability of the parking brake.

[0066] In one specific embodiment, the energy recovery system and the forced cooling circulation system are configured to be started synchronously when the brake is in the parking brake relief state, and to keep working when the brake switches from the parking brake relief state to the service brake state without complete braking.

[0067] In the scheme of the application, when the brake receives a parking brake relief instruction and switches to the parking brake relief state, the energy recovery system and the forced cooling circulation system are started synchronously. That is, as the first electromagnetic coil assembly 7 is powered on to lift the pressure plate 11, the drive shaft drives the rotor 3 and the friction plate assembly 9 to start rotating through the spline, at this time the rotor 3 in the energy recovery system cuts the magnetic induction lines of the second electromagnetic coil 2, converts the mechanical energy into electrical energy and transmits it to the energy storage mechanism for storage, avoiding the waste of kinetic energy during the rotation of the rotor 3. At the same time, the forced cooling circulation system is started synchronously, the cooling medium is injected from the cooling medium inlet 17, flows along the cooling flow channel inside the rotor 3 and the friction plate assembly 9, and removes the friction heat and electromagnetic heat generated by the rotation of the components through heat exchange, preventing performance degradation due to temperature rise.

[0068] When the brake switches from the parking brake relief state to the service brake state without complete braking, the energy recovery system and the forced cooling circulation system do not stop working with the change of the brake state, but keep running. In the service brake process, although the whole piece of the pneumatic drive assembly compacts the friction plate assembly 9, causing braking friction between the rotor 3 and the friction plate assembly 9, the rotor 3 still rotates at a certain speed with the drive shaft, and the energy recovery system can continue to recover the mechanical energy in this stage, maximizing the reduction of energy dissipation during braking. At the same time, the friction strength between the friction plate assembly 9 and the rotor 3 is significantly improved during service braking, generating a large amount of heat, and the forced cooling circulation system continuously supplies cooling medium, which can quickly remove high-temperature heat and avoid problems such as accelerated wear of the friction plate, decrease of the friction coefficient, etc. due to overheating, ensuring the stability and reliability of the service brake, until the service brake is relieved and the brake switches back to the parking brake state, and then both are turned off synchronously.

[0069] In one specific embodiment, in the parking brake relief and energy recovery mode and the service brake mode: the displacement data of the proximity switch 15, the temperature data of the first temperature sensor 14 and the second temperature sensor are acquired; the temperature data and the displacement data are compared with the respective preset threshold values; when any data exceeds the corresponding preset threshold value, a system abnormality early warning signal is triggered.

[0070] In the scheme of the present application, in order to prevent the risk of component failure in the parking brake relief and energy recovery mode and the service brake mode in real time, the process monitoring system of the present application will continuously run the data acquisition and threshold judgment process in these two core working modes, ensuring that the brake is always in a safe operating range.

[0071] Specifically, when the brake switches to the parking brake relief and energy recovery mode, the monitoring system will acquire the floating piston 8 displacement data collected by the proximity switch 15, the friction plate assembly 9 surface temperature data collected by the first temperature sensor 14, and the cooling medium outlet 18 temperature data collected by the second temperature sensor in real time. In addition, the monitoring system will compare the acquired floating piston 8 displacement data with the preset wear threshold to determine whether the friction plate is close to the scrap state. The friction plate surface temperature data of the first temperature sensor 14 is compared with the preset friction surface safety temperature threshold to evaluate whether the friction plate braking efficiency is stable. The cooling medium outlet 18 temperature data of the second temperature sensor is compared with the preset cooling system threshold to determine whether the cooling circulation system has insufficient flow or failure. If any data exceeds the corresponding preset threshold value, the monitoring system will immediately trigger a system abnormality early warning signal, which is fed back to the operator in the form of audible and visual alarms, data terminal prompts, etc. At the same time, the equipment control system can be linked to limit the braking intensity or suspend unnecessary operation, guiding the worker to troubleshoot the fault in time.

[0072] The scheme of the present application changes from passive response to failure to active prevention of risk, significantly improving the running safety and maintenance timeliness of the brake in the high-load working mode.

[0073] Although the embodiments of the present application have been shown and described herein, it will be apparent to those skilled in the art that such embodiments are provided only by way of example. Those skilled in the art can think of many changes, changes and alternatives without departing from the idea and spirit of the present application. It should be understood that various alternatives to the embodiments of the present application described herein can be employed in practicing the present application. The appended claims are intended to define the scope of protection of the present application and thus cover equivalent or alternative solutions within the scope of these claims.

Claims

1. A driving and parking integrated brake (100), characterized in that, include: case; The power-off electromagnetic braking system includes a first electromagnetic coil assembly (7), a pressure plate (11), and a spring (6); wherein the power-off electromagnetic braking system is configured to switch between a parking brake state under the pre-clamping force of the spring (6) and a parking brake release state under the action of electromagnetic force by controlling the energization or de-energization of the first electromagnetic coil assembly (7). A pneumatic braking system includes a pneumatic chamber (21) disposed within the housing, a pneumatic inlet (19) and a pneumatic outlet (20) communicating with the pneumatic chamber (21), and a floating piston (8) disposed within the pneumatic chamber (21); the pneumatic braking system is configured to drive the floating piston (8) and the de-energized electromagnetic braking system to move axially by controlling the pressurization and depressurization of the pneumatic chamber (21), thereby switching between a service braking state and a service braking release state; as well as An energy recovery system includes a fixed second electromagnetic coil (2) and a rotor (3) that can rotate with a drive shaft; the energy recovery system is configured to: when the brake is in a parking brake release state or a driving brake state and not fully braked, the rotor (3) rotates to cut the magnetic field lines of the second electromagnetic coil (2) to recover mechanical energy into electrical energy.

2. The integrated driving and parking brake (100) according to claim 1, characterized in that, The energy recovery system further includes an energy storage mechanism configured to store the induced current generated by the second electromagnetic coil (2) and supply at least part of the stored electrical energy to the first electromagnetic coil assembly (7) to generate an electromagnetic force for relieving parking brake.

3. The energy recovery system according to claim 2, characterized in that, The rotor (3) is fixedly connected to or integrally formed with the friction plate assembly (9), and is connected to the drive shaft via a spline.

4. The energy recovery system according to any one of claims 1-3, characterized in that, It also includes a cooling circulation system, which comprises: Cooling channels, which are located inside the rotor (3) and / or friction plate assembly (9), and The cooling medium inlet (17) and the cooling medium outlet (18) are both connected to the cooling channel; The cooling circulation system is configured to cool the rotor (3) and / or the friction plate assembly (9) when the brake is in a parking brake release state or a service brake state.

5. The integrated driving and parking brake (100) according to any one of claims 1-3, characterized in that, It also includes a process monitoring system, which comprises at least one of the following sensors: A proximity switch (15) is used to monitor the wear of the friction plate assembly (9); A first temperature sensor (14) is used to detect the surface temperature of the friction plate assembly (9); The second temperature sensor is used to detect the temperature of the cooling medium outlet (18); The process monitoring system is configured to provide early warning of anomalies based on the wear and / or temperature data.

6. The integrated driving and parking brake (100) according to claim 5, characterized in that, The proximity switch (15) is configured to indirectly monitor the wear of the friction plate assembly (9) by detecting the axial position of the floating piston (8).

7. The integrated driving and parking brake (100) according to claim 1, characterized in that, The pneumatic braking system also includes a return disc spring (16), which is disposed between the floating piston (8) and the housing and is configured to drive the floating piston (8) and the de-energized electromagnetic braking system to reset when pressure is released.

8. The integrated driving and parking brake (100) according to claim 1, characterized in that, include: Mounting base (10), which is fixedly connected to the equipment body and provides support for the friction plate assembly (9); Top cover (1), which is fixedly covered on the mounting base (10), and forms an internal receiving cavity; and Mounting plate (13) is disposed in the receiving cavity and is used to mount bearing (5); bearing (5) is used to support rotor (3).

9. The support and installation structure according to claim 8, characterized in that, A sliding sleeve (12) is fixedly installed inside the receiving cavity, and the floating piston (8) is axially movable in the sliding sleeve (12); The cooperation relationship between the floating piston (8) and the sliding sleeve (12) is configured such that, while providing axial guidance, the floating piston (8) is allowed to generate radial floating within a preset range.

10. A control method based on the parking brake (100) according to any one of claims 1-9, characterized in that, By coordinating the on / off switching of the electromagnetic coil assembly and the inflation / deflation of the air chamber (21), the brake can switch between the following operating modes: In response to the parking brake command, the first electromagnetic coil assembly (7) is de-energized, the air pressure braking system is in a non-working state, and the pressure plate (11) presses the friction plate assembly (9) under the action of the spring (6). In response to the parking release command, the first electromagnetic coil assembly (7) is energized to lift the pressure plate (11) and form a braking gap, while the rotor (3) and the friction plate assembly (9) are rotated through the drive shaft; In response to the service braking command, while maintaining the first electromagnetic coil assembly (7) energized, pressurized gas is introduced into the pneumatic chamber (21) to push the combined integral component consisting of the floating piston (8), the first electromagnetic coil assembly (7), the pressure plate (11) and the spring (6) to move axially and compact the friction plate assembly (9) to perform braking. In response to the vehicle brake release command, the air chamber (21) is depressurized and the assembly is reset by the return disc spring (16), and then the first electromagnetic coil assembly (7) is de-energized.

11. The control method according to claim 10, characterized in that, The energy recovery system and the forced cooling cycle system are configured as follows: When the brakes are in the parking brake released state, they are started simultaneously; and The brake remains operational when it switches from the parking brake release state to the service brake state without fully braking.

12. The control method according to claim 11, characterized in that, In the parking release and energy recovery mode and the service braking mode: Obtain displacement data from proximity switch (15), temperature data from first temperature sensor (14), and temperature data from second temperature sensor; The temperature data and displacement data are compared with their respective preset thresholds; When any data exceeds its corresponding preset threshold, a system abnormality warning signal is triggered.

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