Novel direct-push type electronic mechanical braking system and parking method

Abstract

The invention discloses a novel direct push type electronic mechanical braking system and a parking method. The braking system comprises a shell assembly, a transmission assembly, a motor assembly and a caliper assembly. A transmission assembly and a shell assembly are installed at the upper end of the motor assembly, the transmission assembly is provided with a parking mechanism used for braking, the transmission assembly is sleeved with the shell assembly, and a caliper assembly is installed at the lower end of the motor assembly. The parking method comprises the steps that parking braking and parking braking releasing are conducted in sequence, the motor assembly drives the caliper assembly to clamp the brake disc to achieve parking, and the parking mechanism acts on the motor assembly and the caliper assembly to maintain the clamping state to achieve parking. The parking mechanism affects the motor assembly through reverse rotation, so that the caliper assembly loosens the brake disc, and parking braking is relieved. A hydraulic system is omitted for a complete line control brake product, the piston is directly controlled by the motor to clamp the brake disc, a speed reducing mechanism is omitted, the structure of an electronic mechanical system is simplified, and rapid and intelligent response of the product is achieved.

Description

Technical Field

[0001] This invention relates to the field of electromechanical brake technology, and in particular to a novel direct-push electromechanical braking system and parking method. Background Technology

[0002] As vehicles move towards electrification and intelligence, brake-by-wire systems are gradually becoming a major development trend in the automotive industry. As one of these trends, electromechanical braking systems are currently a key development direction in the automotive chassis industry.

[0003] Traditional vehicle braking systems are hydraulic (such as one-box and two-box systems). Drivers need to pressurize the system via the brake pedal to apply pressure and achieve braking. These systems are slow to respond, energy-intensive, and difficult to integrate with electronic control. Electromechanical brakes, on the other hand, allow for electronic control of the braking system. Vehicle braking signals are transmitted to the brake system controller, which then drives the braking system via an electronically controlled motor. Furthermore, the application of electromechanical brakes simplifies the overall vehicle braking structure.

[0004] However, existing electromechanical brakes have some problems in application. To increase the output torque of the motor, a reduction mechanism is usually introduced, which increases the complexity of the electromechanical system. The main solutions adopted for parking mechanisms are: 1. Using a solenoid valve to push a pawl into a ratchet, thereby locking the motor gears or secondary transmission gears; 2. Using a solenoid valve to push a push rod directly into the gear locking component, thereby locking the gears. Both of these locking mechanisms suffer from problems such as wasted space, difficulty in precise control, large impact, and poor heat dissipation. Furthermore, existing technologies have drawbacks such as a large number of parts, high installation costs, difficulty in assembly, and insufficient compactness of the brake's internal structure, which are technical problems that need to be solved by those skilled in the art. Summary of the Invention

[0005] In order to solve the problems existing in the prior art and enable the electromechanical braking system to fully realize the parking braking function with a simpler structure, the present invention provides a novel direct-push electromechanical braking system and parking method.

[0006] To achieve the above objectives, the present invention adopts the following technical solution: I. A novel direct-drive electromechanical braking system The system includes a housing assembly, a transmission assembly, a motor assembly, and a caliper assembly; the transmission assembly and the housing assembly are mounted on the upper end of the motor assembly, the transmission assembly has a parking mechanism for braking, the housing assembly is sleeved on the transmission assembly, and the caliper assembly is mounted on the lower end of the motor assembly.

[0007] The motor assembly includes a hollow motor, a ball screw assembly, a motor housing, and a parking gear ring. The ball screw assembly is built into the motor housing. The hollow motor and the parking gear ring are installed between the ball screw assembly and the motor housing. The inner surface of the motor housing is movably connected to the hollow motor and the ball screw assembly. A parking gear ring is fixedly and coaxially sleeved on the ball screw assembly above the hollow motor. There is a gap between the parking gear ring and the motor housing. The transmission assembly is installed at the upper end of the ball screw assembly. The housing assembly is installed at the upper end of the motor housing. The caliper assembly is installed and connected to the lower end of the ball screw assembly. A piston for transmitting braking force is installed between the ball screw assembly and the caliper assembly. The outer circumference of the piston is movably connected to the inner circumference of the motor housing through a second sealing ring.

[0008] The ball screw assembly includes rollers, a nut, and a lead screw; the hollow motor includes a rotor and a stator; the nut is movably installed inside the motor housing, and the lead screw is located at the center of the nut; multiple rollers arranged around the circumference are installed between the nut and the lead screw, and the rollers are connected to the nut and the lead screw respectively through threaded connections; the inner surface of the motor housing is movably connected to the stator and the nut; the inner surface of the stator connected to the nut has a groove for accommodating the rotor; the rotor is fixedly sleeved on the outer circumference of the nut in the groove, and the rotor is used to drive the nut to rotate; there is a gap between the rotor and the stator; the transmission assembly is installed at the upper end of the nut; the caliper assembly is installed at the lower end of the lead screw; a piston for transmitting braking force is installed between the lead screw and the caliper assembly; the lead screw is fixedly connected to the piston; the piston is also movably housed within the lower end of the nut; the lower end of the nut and the lower end of the motor housing are connected by a ball bearing, and the ball bearing is press-fitted into the motor housing.

[0009] The transmission assembly includes a parking mechanism, a lead screw protection cover, a magnetic ring bracket, and an upper magnetic ring. The lead screw protection cover is installed on the upper end of the nut. The parking mechanism is movably sleeved on the outer periphery of the lead screw protection cover. The upper end of the parking mechanism is fixedly connected to the lower end of the transmission housing. The magnetic ring bracket is installed on the upper end of the lead screw protection cover. The upper end of the lead screw protection cover has a large blind hole and a small blind hole in the center of the large blind hole. The lower end of the magnetic ring bracket extends into the small blind hole and is interference-fitted with the small blind hole to be fixedly connected to the lead screw protection cover. The upper magnetic ring is coaxially installed on the upper end of the magnetic ring bracket. A thrust bearing is coaxially movably sleeved on the lower end of the magnetic ring bracket that extends into the large blind hole. The thrust bearing is located in the large blind hole of the lead screw protection cover, and the magnetic ring bracket and the lead screw protection cover are movably connected through the thrust bearing.

[0010] The parking mechanism includes a parking housing, a coil, a spring seat, a fixed iron, a moving iron, a permanent magnet ring, a spring, and a gear. The parking housing is fixedly sleeved on the outer circumference of the fixed iron. The lower end face of the fixed iron and the lower end face of the parking housing are respectively movably connected to the moving iron. The lower end of the moving iron is fixedly connected to a gear for engaging with the parking gear ring to achieve parking. The gear includes three arc-shaped tooth structures arranged at intervals along the circumference. A vertical guide tube is also installed on the outer circumference of the parking housing. A guide pin is slidably disposed in the vertical guide tube. The guide pin is fixedly connected to the moving iron, and the moving iron achieves axial up-and-down movement through the guide pin. The stationary iron, parking housing, and moving iron together form an annular cavity. The cavity contains the coil, spring seat, permanent magnet ring, and spring. The lower part of the cavity contains the spring seat and the spring that cooperates with it. The upper and lower ends of the spring are fixedly connected to the spring seat and the moving iron, respectively. The axial up-and-down movement of the moving iron causes the axial deformation of the spring. The permanent magnet ring is installed above the spring seat. The sides of the spring seat and the permanent magnet ring are fixedly connected to the inner wall of the parking housing. The cavity above the permanent magnet ring contains the coil. The upper end of the stationary iron is equipped with a coil pin for conducting electricity to the coil.

[0011] The caliper assembly includes a bracket, an upper brake block, and a caliper body. The bracket is mounted on the lower end of the motor housing, and the upper brake block is mounted on the middle of the bracket. The upper end of the upper brake block is used to connect with the lower end of the piston, and the lower end of the upper brake block is used to connect with the brake disc. The caliper body is mounted on the lower end of the bracket, and a lower brake block is mounted on the caliper body for cooperating with the brake block. The brake disc is disposed between the two brake blocks.

[0012] The housing assembly includes a transmission housing and a motor cover plate. The transmission housing is sleeved on the transmission assembly and the lower end of the transmission housing is fixedly connected to the upper end of the motor housing. The motor cover plate is fixedly installed on the upper end of the transmission housing.

[0013] The transmission assembly also includes a force sensor. The annular force sensor is coaxially and movably sleeved on the upper middle part of the outer peripheral surface of the magnetic ring bracket. The force sensor extends upward to connect to the transmission housing. The upper end of the force sensor is connected to the lower surface of the transmission housing so that the upper magnetic ring is located inside the force sensor, which is used for the force sensor to read the rotational speed of the upper magnetic ring. The lower end of the force sensor is movably connected to the thrust bearing for detecting braking force. The force sensor is also connected to a circuit board for collecting sensing signals.

[0014] II. A parking method for a novel direct-push electromechanical braking system The method includes sequentially applying and releasing the parking brake: Parking brake: When the vehicle is in motion, the magnetic force of the permanent magnet ring attracts the moving iron, thereby separating the gear and the parking gear ring; when parked, the rotor rotates and drives the nut to rotate, which in turn drives all the rollers to revolve around the screw through the thread, thereby driving the screw to move axially, and then the screw drives the piston to push the upper brake block to move axially to the top of the car's brake disc, thus realizing vehicle braking. When the coil is energized, the electromagnetic force generated by the energized coil, combined with the spring force of the compressed spring, overcomes the magnetic force of the permanent magnet ring, pushing the moving iron out so that the gear meshes downward with the parking gear ring, thereby stopping the parking gear ring from rotating. This, in turn, stops the nut from rotating. After the nut stops rotating, it drives all the rollers to stop revolving around the screw via the thread, thereby driving the screw to stop moving axially. The screw then drives the piston to stop moving axially. The piston maintains its axial position and drives the upper brake block to abut against the brake disc, thus achieving the function of maintaining the parking state. When the coil is de-energized, the piston remains in the pushed-out state. Releasing the parking brake: Reverse energizing the coil reverses the electromagnetic force generated by the energized coil. This causes the coil and permanent magnet ring to attract the moving iron back, which in turn causes the gear to retract upwards and disengage from the parking gear ring, stopping the locking of the nut. The nut then begins to rotate again. At this point, the rotor reverses its rotation, causing the nut to rotate in the opposite direction. This rotation, via the thread, causes all the rollers to revolve around the screw in the opposite direction, which in turn drives the screw to move axially in the opposite direction. The screw then drives the piston, which in turn pushes the upper brake block axially away from the car's brake disc, thus releasing the parking brake.

[0015] The present invention has the following beneficial effects: by setting the parking mechanism on the housing and placing the parking gear ring outside the lead screw, the service life of the mechanism can be extended, and the stress requirements of the entire mechanism are lower, allowing the entire parking system to be used in larger and heavier vehicle models; by integrating the motor and nut into one unit, the motor directly outputs braking force to the caliper, reducing the size of the electromechanical braking system and lowering the cost.

[0016] This invention eliminates the hydraulic system in fully linear braking products, directly controlling the piston to clamp the brake disc via a motor. This eliminates the reduction mechanism, simplifies the electromechanical system structure, and enables rapid and intelligent product response. Attached Figure Description

[0017] Figure 1 This is a side view of the present invention; Figure 2 This is a schematic diagram of the cross-sectional structure; Figure 3 This is a top view of the parking mechanism; Figure 4 This is a cross-sectional view of the parking mechanism.

[0018] In the diagram: 1-1, Motor assembly; 1-2, Caliper assembly; 1, Caliper body; 2, Upper brake block; 3, Brake bracket; 4, Force sensor; 5, Piston; 6, Transmission housing; 7, Magnetic ring bracket; 8, Parking gear ring; 9, First sealing ring; 10, Second sealing ring; 11, Parking mechanism; 12, Upper magnetic ring; 13, Roller; 14, Rotor; 15, Nut; 16, Lead screw; 17, Thrust bearing; 18, Bearing housing; 19, Stator; 20, Motor cover plate; 21, Motor housing; 22, Waveform gasket; 23, Ball bearing. 2-1, Parking housing; 2-2, Coil; 2-3, Spring seat; 2-4, Fixed iron; 2-5, Moving iron; 2-6, Permanent magnet ring; 2-7 Spring; 2-8 Gear. Detailed Implementation

[0019] The present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0020] The technical solutions of the present invention will now be clearly and completely described with reference to the accompanying drawings.

[0021] In the description of this invention, it should be noted that the terms "center," "upper," "lower," "left," "right," "horizontal," "inner," "outer," and "one side," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing the invention and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the invention. The terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance. Furthermore, unless otherwise explicitly specified and limited, the terms "installed," "connected," and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal communication of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0022] The accompanying drawings are intended to illustrate the general characteristics of the methods, structures, or materials used in specific exemplary embodiments of the invention, supplementing the description in the specification. However, the drawings are schematic diagrams not drawn to scale and may not accurately reflect the precise structural or performance characteristics of any of the given embodiments. The drawings should not be construed as limiting or restricting the range of numerical values ​​or properties covered by exemplary embodiments of the invention. The technical solutions of the invention will be further described in detail below with reference to the accompanying drawings and embodiments.

[0023] The technical solution of the invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0024] Specific embodiments of the present invention: like Figure 1 and Figure 2 As shown, the novel direct-drive electromechanical braking system includes a housing assembly, a transmission assembly, a motor assembly 1-1, and a caliper assembly 1-2. The transmission assembly and the housing assembly are mounted on the upper end of the motor assembly 1-1. The transmission assembly has a parking mechanism 11 for braking. The housing assembly is fixedly sleeved on the transmission assembly. The caliper assembly 1-2 is mounted on the lower end of the motor assembly 1-1.

[0025] The motor assembly 1-1 includes a hollow motor, a ball screw assembly, a motor housing 21, and a parking gear ring 8. The ball screw assembly is built into the motor housing 21. The hollow motor and the parking gear ring 8 are installed between the ball screw assembly and the motor housing 21. The parking gear ring 8 is used to lock the rotation of the nut 15. The inner surface of the motor housing 21 is movably connected to the hollow motor and the ball screw assembly. The parking gear ring 8 is fixedly and coaxially sleeved on the ball screw assembly above the hollow motor. There is a gap between the parking gear ring 8 and the motor housing 21. A transmission assembly is installed on the upper end of the ball screw assembly. A housing assembly is fixedly installed on the upper end of the motor housing 21. A caliper assembly 1-2 is installed and connected to the lower end of the ball screw assembly. A piston 5 for transmitting braking force is installed between the ball screw assembly and the caliper assembly 1-2. The outer periphery of the piston 5 is movably connected to the inner periphery of the bottom end of the motor housing 21 through a second sealing ring 10.

[0026] The roller screw assembly includes rollers 13, a nut 15, and a screw 16; the hollow motor includes a rotor 14 and a stator 19; a nut 15 is movably installed inside the motor housing 21, and a screw 16 is located at the center of the nut 15. Multiple rollers 13 arranged around the circumference are installed between the nut 15 and the screw 16. Each roller 13 is connected to both the nut 15 and the screw 16 via threaded connections. A retainer is installed between the nut 15 and the screw 16 and is fixedly sleeved on the rollers 13 to ensure the rollers 13... 3. The stator 19 is evenly installed between the nut 15 and the lead screw 16. The inner surface of the motor housing 21 is movably connected to the nut 15 via the stator 19. The inner surface of the stator 19 connected to the nut 15 has a groove for accommodating the rotor 14. The rotor 14 is fixedly sleeved on the outer circumferential surface of the nut 15 in the groove. The rotor 14 is used to drive the nut 15 to rotate. There is a gap between the rotor 14 and the stator 19. Specifically, the stator 19 is evenly distributed on the annular outer circumferential surface between the nut 15 and the motor housing 21.

[0027] A transmission assembly is fixedly mounted on the upper end of the nut 15, and a caliper assembly 1-2 is mounted on the lower end of the lead screw 16. A piston 5 for transmitting braking force is installed between the lead screw 16 and the caliper assembly 1-2. The lead screw 16 and the piston 5 are fixedly connected by screws or other means. The piston 5 is also movably built into the lower end of the nut 15. A retainer fixes the roller 13 between the nut 15 and the lead screw 16. The rotor shaft is eliminated, and the magnetic pole surface of the rotor 14 is attached to the outer wall of the nut 15, integrating the rotor shaft and the nut 15 into one unit. A rotating magnetic field is formed by the rotation of the nut 15. The lower end of the nut 15 and the lower end of the motor housing 21 are connected by a ball bearing 23, which is press-fitted into the motor housing 21.

[0028] The transmission assembly includes a parking mechanism 11, a lead screw protection cover, a magnetic ring bracket 7, and an upper magnetic ring 12. The lead screw protection cover is fixedly installed on the upper end of the nut 15. The annular parking mechanism 11 is movably sleeved on the outer periphery of the lead screw protection cover. The upper end of the parking mechanism 11 is fixedly connected to the lower end of the transmission housing 6. The magnetic ring bracket 7 is installed on the upper end of the lead screw protection cover. The upper end of the lead screw protection cover has a large blind hole and a small blind hole in the center of the large blind hole. The lower end of the magnetic ring bracket 7 extends into the small blind hole and is interference-fitted with the small blind hole to be fixedly connected to the lead screw protection cover. The upper magnetic ring 12 is coaxially installed on the upper end of the magnetic ring bracket 7. Specifically, the upper end of the magnetic ring bracket 7 is a boss structure, and the upper magnetic ring 12 is sleeved on the outer periphery of the boss of the magnetic ring bracket 7. A thrust bearing 17 is coaxially and movably fitted on the lower end of the magnetic ring bracket 7, which extends into the large blind hole, to withstand the reaction force from the ball screw. The thrust bearing 17 is located inside the large blind hole of the ball screw protective cover, and the magnetic ring bracket 7 and the ball screw protective cover are movably connected through the thrust bearing 17. An annular bearing chamber 18 is machined inside the thrust bearing 17, and a needle roller with a corrugated shim is installed inside the bearing chamber 18. The bearing chamber 18 and the internal needle roller bearing are used to isolate the lower rotating part, the ball screw protective cover, from the upper force sensor 4.

[0029] like Figure 3 and Figure 4As shown, the parking mechanism 11 includes a parking housing 2-1, a coil 2-2, a spring seat 2-3, a fixed iron 2-4, a moving iron 2-5, a permanent magnet ring 2-6, a spring 2-7, and a gear 2-8. The parking housing 2-1 is fixedly sleeved on the outer circumference of the fixed iron 2-4. The lower inner end face of the fixed iron 2-4 and the lower end face of the parking housing 2-1 are respectively movably connected to the moving iron 2-5. Specifically, the lower end of the moving iron 2-5 is fixedly connected by a gear 2-8 welded on it for meshing with the parking gear ring 8 to achieve parking. -8 includes three arc-shaped tooth structures arranged at intervals along the circumference, thus forming a three-tooth structure with stable force. The parking housing 2-1 and the moving iron 2-5 are slidably connected by guide pins arranged on the outer periphery along the vertical axis. Three or more vertical guide tubes are also installed on the outer periphery of the parking housing 2-1. The three or more guide pins are slidably arranged in the three or more vertical guide tubes. The guide pins and the moving iron 2-5 are fixedly connected. The moving iron 2-5 realizes axial vertical movement through the guide pins. The fixed iron 2-4, the parking housing 2-1, and the moving iron 2-5 together form an annular cavity. Inside the cavity are a coil 2-2, a spring seat 2-3, a permanent magnet ring 2-6, and a spring 2-7. The lower part of the cavity houses the spring seat 2-3 and the cooperating spring 2-7. The upper and lower ends of the spring 2-7 are fixedly connected to the spring seat 2-3 and the moving iron 2-5, respectively. The axial up-and-down movement of the moving iron 2-5 causes the axial deformation of the spring 2-7. The permanent magnet ring 2-6 is mounted above the spring seat 2-3. The sides of both the spring seat 2-3 and the permanent magnet ring 2-6 are fixedly connected to the inner wall of the parking housing 2-1. The upper part of the cavity above and around the permanent magnet ring 2-6 is equipped with coils 2-2. A coil pin for conducting electricity to the coils 2-2 is mounted on the upper end of the fixed iron 2-4.

[0030] The caliper assembly 1-2 includes a bracket 3, an upper brake block 2, and a caliper body 1. The bracket 3 is installed at the lower end of the motor housing 21, and the upper brake block 2 is installed in the middle of the bracket. The upper end of the upper brake block 2 is used to connect with the lower end of the piston 5, and the lower end of the upper brake block 2 is used to connect with the brake disc that serves as a parking brake. The caliper body 1 is installed at the lower end of the bracket 3, and a lower brake block is installed on the caliper body 1 to cooperate with the brake block 2. A brake disc is provided between the two brake blocks.

[0031] The housing assembly includes a transmission housing 6 and a motor cover 20. The transmission housing 6 is fitted onto the transmission assembly, and the lower end of the transmission housing 6 and the upper end of the motor housing 21 are fixedly connected by screws and a first sealing ring 9, respectively. The upper end of the transmission housing 6 is fixedly installed with the motor cover 20 by screws.

[0032] The transmission assembly also includes a force sensor 4. A ring-shaped force sensor 4 is coaxially and movably sleeved on the upper middle part of the outer circumference of the magnetic ring bracket 7. The force sensor 4 extends upward to connect to the transmission housing 6. The upper end of the force sensor 4 contacts or is fixedly connected to the lower surface of the transmission housing 6, so that the upper magnetic ring 12 is located inside the force sensor 4. This allows the force sensor 4 to read the rotational speed of the upper magnetic ring 12. Specifically, the force sensor 4 has a built-in chip that reads the rotational speed of the upper magnetic ring 12, thereby obtaining the motor speed. The lower end of the force sensor 4 is movably connected to a thrust bearing 17 for detecting braking force. The force sensor 4 is also connected to a circuit board for collecting sensor signals and providing feedback. Specifically, the force sensor 4 feeds back the detected braking force to the circuit board, which then controls the operation of the motor.

[0033] Parking procedures include sequentially applying and releasing the parking brake: Parking brake: When the vehicle is in motion, the magnetic force of the permanent magnet ring 2-6 attracts the moving iron 2-5, thereby separating the gear 2-8 and the parking gear ring 8, and at this time the upper brake block 2 is not in contact with the brake disc; when parking, the controller receives the braking command, the motor starts to rotate, the rotor 14 on the nut 15 rotates and drives the nut 15 to rotate, and then drives all the rollers 13 to revolve around the lead screw 16 through the thread, thereby driving the lead screw 16 to move axially, and then the lead screw 16 drives the piston 5, thereby pushing the upper brake block 2, i.e. the friction pad, to move axially to the top of the car's brake disc, the brake assembly gap is completely eliminated, and the vehicle braking is realized; When coil 2-2 is energized, the electromagnetic force generated by coil 2-2 in the energized state, combined with the elastic force of spring 2-7 under compression, overcomes the magnetic force of permanent magnet ring 2-6, pushing out moving iron 2-5, thereby causing gear 2-8 to mesh downwards with parking gear ring 8, which in turn stops rotating, thereby driving nut 15 to stop rotating. After nut 15 stops rotating, it drives all rollers 13 to stop revolving around screw 16 via threads, thereby driving screw 16 to stop moving axially, and then screw 16 drives piston 5 to stop moving axially. Piston 5 maintains its axial position and drives upper brake block 2 to abut against brake disc, realizing the function of maintaining parking state. When coil 2-2 is de-energized, the magnetic force of permanent magnet ring 2-6 decreases due to the increased distance. The magnetic force of magnet ring 2-6 and elastic force of spring 2-7 combined with the gravity of moving iron 2-5 balance the force of magnetic force, so that piston 5 remains in the pushed-out state. Releasing the parking brake: Reverse energizing coil 2-2 reverses the electromagnetic force generated by coil 2-2 while it is energized. This causes coil 2-2 and permanent magnet ring 2-6 to attract moving iron 2-5, retracting it and causing gear 2-8 to retract upwards, disengaging from the parking gear ring. This stops locking nut 15, and the nut begins to rotate again. At this time, rotor 14 reverses its rotation, causing nut 15 to rotate in the opposite direction. This rotation, via the thread, drives all rollers 13 to revolve in the opposite direction around lead screw 16, thus driving lead screw 16 to move axially in the opposite direction. Lead screw 16 then drives piston 5, pushing upper brake block 2 axially away from the car's brake disc, releasing the parking brake. Nut 15 drives lead screw protective cover to rotate synchronously. Lead screw protective cover drives magnetic ring bracket 7 and upper magnetic ring 12 to rotate. Due to the presence of thrust bearing 17, force sensor 4 remains stationary. Simultaneously, force sensor 4 feeds back the detected braking force and the rotational speed of upper magnetic ring 12 read by the chip to the circuit board for controlling the motor's operation.

[0034] The specific embodiments described in this invention are merely illustrative of the inventive concept. Those skilled in the art can make various modifications or additions to the described embodiments or use similar methods to substitute them, without departing from the spirit of the invention or exceeding the scope defined by the appended claims.

Claims

1. A novel direct-drive electromechanical braking system, characterized in that: It includes a housing assembly, a transmission assembly, a motor assembly (1-1), and a caliper assembly (1-2); the transmission assembly and the housing assembly are mounted on the upper end of the motor assembly (1-1), the transmission assembly has a parking mechanism (11) for braking, the housing assembly is sleeved on the transmission assembly, and the caliper assembly (1-2) is mounted on the lower end of the motor assembly (1-1).

2. The novel direct-push electromechanical braking system according to claim 1, characterized in that: The motor assembly (1-1) includes a hollow motor, a ball screw assembly, a motor housing (21), and a parking gear ring (8). The ball screw assembly is built into the motor housing (21). The hollow motor and the parking gear ring (8) are installed between the ball screw assembly and the motor housing (21). The inner surface of the motor housing (21) is movably connected through the hollow motor and the ball screw assembly. The parking gear ring (8) is fixedly and coaxially sleeved on the ball screw assembly and installed above the hollow motor. There is a gap between the parking gear ring (8) and the motor housing (21); the transmission assembly is installed on the upper end of the roller screw assembly, the housing assembly is installed on the upper end of the motor housing (21), the caliper assembly (1-2) is installed and connected to the lower end of the roller screw assembly, and a piston (5) for transmitting braking force is installed between the roller screw assembly and the caliper assembly (1-2). The outer periphery of the piston (5) is movably connected to the inner periphery of the motor housing (21) through a second sealing ring (10).

3. A novel direct-push electromechanical braking system according to claim 2, characterized in that: The roller screw assembly includes rollers (13), a nut (15), and a screw (16); the hollow motor includes a rotor (14) and a stator (19); the nut (15) is movably installed inside the motor housing (21), and the screw (16) is located at the center of the nut (15). Multiple rollers (13) arranged around the circumference are installed between the nut (15) and the screw (16). The rollers (13) are connected to the nut (15) and the screw (16) respectively via threaded connections. The inner surface of the motor housing (21) is movably connected to the stator (19) and the nut (15). The inner surface of the stator (19) connected to the nut (15) has a groove for accommodating the rotor (14), and the groove contains a... A rotor (14) is fixedly sleeved on the outer circumferential surface of a nut (15). The rotor (14) is used to drive the nut (15) to rotate. There is a gap between the rotor (14) and the stator (19). The transmission assembly is installed on the upper end of the nut (15). The caliper assembly (1-2) is installed on the lower end of the lead screw (16). A piston (5) for transmitting braking force is installed between the lead screw (16) and the caliper assembly (1-2). The lead screw (16) is fixedly connected to the piston (5). The piston (5) is simultaneously movably built into the lower end of the nut (15). The lower end of the nut (15) and the lower end of the motor housing (21) are connected by a ball bearing (23). The ball bearing (23) is press-fitted into the motor housing (21).

4. A novel direct-push electromechanical braking system according to claim 3, characterized in that: The transmission assembly includes a parking mechanism (11), a lead screw protective cover, a magnetic ring bracket (7), and an upper magnetic ring (12); the lead screw protective cover is installed on the upper end of the nut (15), and the parking mechanism (11) is movably sleeved on the outer periphery of the lead screw protective cover. The upper end of the parking mechanism (11) is fixedly connected to the lower end of the transmission housing (6). The magnetic ring bracket (7) is installed on the upper end of the lead screw protective cover. A large blind hole and a small hole at the center of the large blind hole are opened on the upper end of the lead screw protective cover. The lower end of the magnetic ring bracket (7) extends into the small blind hole and is connected to the small blind hole by interference fit, thereby being fixedly connected to the lead screw protection cover. The upper magnetic ring (12) is coaxially installed on the upper end of the magnetic ring bracket (7). The lower end of the magnetic ring bracket (7) extending into the large blind hole is coaxially and movably sleeved with a thrust bearing (17). The thrust bearing (17) is located in the large blind hole of the lead screw protection cover, and the magnetic ring bracket (7) and the lead screw protection cover are movably connected through the thrust bearing (17).

5. A novel direct-push electromechanical braking system according to claim 1, characterized in that: The parking mechanism (11) includes a parking housing (2-1), a coil (2-2), a spring seat (2-3), a fixed iron (2-4), a moving iron (2-5), a permanent magnet ring (2-6), a spring (2-7), and a gear (2-8). The parking housing (2-1) is fixedly sleeved on the outer circumference of the fixed iron (2-4). The lower end face of the fixed iron (2-4) and the lower end face of the parking housing (2-1) are respectively movably connected to the moving iron (2-5). The lower end of the moving iron (2-5) is fixedly connected to a gear (2-8) for meshing with the parking gear ring (8) to achieve parking. The gear (2-8) includes three arc-shaped tooth structures arranged at intervals along the circumference. A vertical guide tube is also installed on the outer circumference of the parking housing (2-1). A guide pin is slidably disposed in the vertical guide tube. The guide pin is fixedly connected to the moving iron (2-5). The moving iron (2-5) moves axially up and down through the guide pin. The fixed iron (2-4), parking housing (2-1), and moving iron (2-5) together form an annular cavity. The cavity contains the coil (2-2), spring seat (2-3), permanent magnet ring (2-6), and spring (2-7). The lower part of the cavity houses the spring seat (2-3) and its mating spring (2-7). The upper and lower ends of the spring (2-7) are fixedly connected to the spring seat (2-3) and the moving iron (2-5), respectively. The axial up-and-down movement of the iron (2-5) causes the axial deformation of the spring (2-7). The permanent magnet ring (2-6) is installed above the spring seat (2-3). The sides of the spring seat (2-3) and the permanent magnet ring (2-6) are fixedly connected to the inner wall of the parking housing (2-1). The coil (2-2) is provided in the cavity above the permanent magnet ring (2-6). The upper end of the fixed iron (2-4) is equipped with a coil pin for conducting electricity to the coil (2-2).

6. A novel direct-push electromechanical braking system according to claim 3, characterized in that: The caliper assembly (1-2) includes a bracket (3), an upper brake block (2), and a caliper body (1); the bracket (3) is installed at the lower end of the motor housing (21), the upper brake block (2) is installed in the middle of the bracket, the upper end of the upper brake block (2) is used to connect with the lower end of the piston (5), the lower end of the upper brake block (2) is used to connect with the brake disc, the caliper body (1) is installed at the lower end of the bracket (3), the lower brake block is installed on the caliper body (1) for cooperating with the brake block (2), and the brake disc is arranged between the two brake blocks.

7. A novel direct-push electromechanical braking system according to claim 2, characterized in that: The housing assembly includes a transmission housing (6) and a motor cover plate (20). The transmission housing (6) is sleeved on the transmission assembly and the lower end of the transmission housing (6) is fixedly connected to the upper end of the motor housing (21). The upper end of the transmission housing (6) is fixedly installed with the motor cover plate (20).

8. A novel direct-push electromechanical braking system according to claim 4, characterized in that: The transmission assembly also includes a force sensor (4). The annular force sensor (4) is coaxially and movably sleeved on the upper middle part of the outer peripheral surface of the magnetic ring bracket (7). The force sensor (4) extends upward to connect to the transmission housing (6). The upper end of the force sensor (4) is connected to the lower surface of the transmission housing (6) so that the upper magnetic ring (12) is located inside the force sensor (4) for the force sensor (4) to read the rotational speed of the upper magnetic ring (12). The lower end of the force sensor (4) is movably connected to the thrust bearing (17) for detecting braking force. The force sensor (4) is also connected to a circuit board for collecting sensing signals.

9. A parking method employing a novel direct-push electromechanical braking system as described in any one of claims 1-8, characterized in that, The method includes sequentially applying and releasing the parking brake: Parking brake: When the vehicle is in motion, the magnetic force of the permanent magnet ring (2-6) attracts the moving iron (2-5), thereby causing the gear (2-8) and the parking gear ring (8) to separate; when parked, the rotor (14) rotates and drives the nut (15) to rotate, and then drives all the rollers (13) to revolve around the screw (16) via the thread, thereby driving the screw (16) to move axially, and then the screw (16) drives the piston (5), thereby pushing the upper brake block (2) to move axially to the top of the car's brake disc, thus realizing vehicle braking; When the coil (2-2) is energized, the electromagnetic force generated by the energized coil (2-2) plus the compressed elastic force of the spring (2-7) overcomes the magnetic force of the permanent magnet ring (2-6), pushing out the moving iron (2-5) so that the gear (2-8) meshes downward with the parking gear ring, thereby stopping the parking gear ring (8) from rotating, and then driving the nut (15) to stop rotating. After the nut (15) stops rotating, it drives all the rollers (13) to stop revolving around the screw (16) through the thread, thereby driving the screw (16) to stop moving axially, and then the screw (16) drives the piston (5) to stop moving axially. The piston (5) maintains the axial position and drives the upper brake block (2) to abut against the brake disc, realizing the function of maintaining the parking state. When the coil (2-2) is de-energized, the piston (5) remains in the pushed-out state. Release the parking brake: Reverse the current to the coil (2-2), so that the electromagnetic force generated by the coil (2-2) in the energized state is also reversed. Then the coil (2-2) and the permanent magnet ring (2-6) jointly attract the moving iron (2-5) to retract, thereby causing the gear (2-8) to retract upward and disconnect from the parking gear ring, stopping the locking of the nut (15). The nut starts to rotate again. At this time, the rotor (14) reverses and drives the nut (15) to rotate in the opposite direction. After that, the thread drives all the rollers (13) to revolve in the opposite direction around the screw (16), thereby driving the screw (16) to move axially in the opposite direction. Then the screw (16) drives the piston (5), thereby pushing the upper brake block (2) to move axially away from the brake disc of the car, thus releasing the parking brake.

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