Motorcycle and electronic brake actuator thereof

Abstract

The invention discloses a motorcycle and an electronic brake actuator thereof, and belongs to the motorcycle braking technology, the electronic brake actuator comprises a brake motor, a reduction gear assembly and a motion conversion assembly, the brake motor drives the reduction gear assembly, and the reduction gear assembly transmits rotation motion to the motion conversion assembly. The electronic brake actuator further comprises a locking mechanism, the locking mechanism comprises a locking piece and a rotating piece, the rotating piece is arranged on a motor shaft of the brake motor, the rotating piece is provided with a locking groove, the locking piece comprises an electric driving part and a lock pin, the electric driving part drives the lock pin to stretch out and draw back, and the electric driving part drives the lock pin to stretch out and draw back. And the locking piece is provided with a separation structure, and the separation structure is used for separating the lock pin from the lock groove when the electric driving part cannot drive the lock pin to retreat. If power failure suddenly occurs in the locking state, a driver can manually unlock the vehicle under the condition that no electric signal exists, and the vehicle can be pushed to move after the vehicle is unlocked.

Description

Technical Field

[0001] This invention belongs to the field of motorcycle technology, specifically relating to motorcycle braking technology. Background Technology

[0002] Patent document with application number CN202210348936.8 and publication number CN115339564A provides an electronic parking brake for motorcycles, such as... Figure 5 As shown, the motor 31 can be controlled by the controller 8 to enter a locked state to drive the brake caliper 34 to brake the brake disc 1; the motor 31 can also be controlled by the controller to enter an unlocked state to drive the brake caliper 34 to release the brake disc 1. The reduction gear assembly 32 and the push assembly 33 are disposed between the brake caliper 34 and the motor 31. The brake caliper 34 includes a cylinder bore 3401 and a piston 341. The push assembly 33 can push the piston 341, and when the brake pads 342 and 343 are pushed by the piston 341, they can clamp the brake disc 1.

[0003] Patent document CN201820163722.2 (application number CN201820163722.2) and CN207864489U (publication number CN207864489U) provides a transmission locking mechanism for an electromechanical brake, such as... Figure 6 As shown, the transmission locking mechanism 153 consists of an electromagnetic relay and a pin, which is fixed to the support frame 160. The pin is fixed to one end of the electromagnetic relay of the transmission locking mechanism 153. The pin can extend under the action of the electromagnetic relay and be engaged in the tooth groove of the drive side gear 1511 of the first transmission stage 151, thereby limiting the rotation of the transmission mechanism 150.

[0004] However, the application of electromechanical brakes or electric locking mechanisms on motorcycles has not been mentioned in the existing technology. Summary of the Invention

[0005] In order to overcome the shortcomings of the prior art, the technical problem to be solved by the present invention is to provide a motorcycle and its electromechanical brake actuator, which locks during driving to maintain braking force and saves energy. If a power failure occurs suddenly while the motorcycle is locked, the driver can manually unlock the motorcycle in the absence of an electrical signal, and the motorcycle can then be pushed.

[0006] To solve the above-mentioned technical problems, the present invention adopts the following technical solution:

[0007] First, a motorcycle electronic brake actuator is provided, including a brake motor, a reduction gear assembly, and a motion conversion assembly. The brake motor drives the reduction gear assembly, which transmits rotational motion to the motion conversion assembly. The motion conversion assembly converts the rotational motion into linear motion and drives the brake pads to brake or release the brake. The electronic brake actuator also includes a locking mechanism, which includes a locking member and a rotating member. The rotating member is disposed on the motor shaft of the brake motor and has a locking groove. The locking member includes an electric drive part and a locking pin. The electric drive part drives the locking pin to extend or retract to achieve locking or disengagement with the locking groove. The locking member is provided with a separation structure for separating the locking pin from the locking groove when the electric drive part cannot drive the locking pin to retract.

[0008] Preferably, the rotating component is a locking gear, and the tooth groove serves as a locking groove.

[0009] Preferably, the locking pin is located on the radially outer side of the locking gear and moves radially to achieve locking or disengagement with the locking groove; and / or, the teeth of the locking gear are rectangular or wedge-shaped.

[0010] Preferably, the electric drive unit is an electromagnetic coil or a locking motor.

[0011] Preferably, the locking element further includes a moving iron core disposed inside the electromagnetic coil, the moving iron core being connected to the locking pin, and the separation structure being a threaded hole provided at the outer end of the moving iron core.

[0012] Preferably, the housing of the locking member is provided with a limiting structure that limits the outer end of the locking pin.

[0013] Preferably, the reduction gear assembly is a two-stage reduction gear assembly, including a meshing first-stage pinion and a second-stage large gear, wherein the first-stage pinion is fixed to the motor shaft, and the output shaft of the second-stage large gear is connected to the input end of the motion conversion assembly.

[0014] Preferably, the motion conversion component is a ball screw assembly, a gear and rack assembly, or an end face cam assembly.

[0015] In addition, a motorcycle is provided, which is equipped with an electromechanical braking system. The electromechanical braking system includes an electronic control unit and the electronic brake actuator. The electronic control unit controls the operation of the brake motor and the locking mechanism.

[0016] Preferably, when the braking force has met the braking request and the braking request is ongoing, or when the parking switch is operated to generate a parking request, the electronic control unit provides a locking signal to the locking mechanism, and the locking pin extends and locks with the locking groove to maintain the braking force.

[0017] When the motorcycle needs to move and does not require braking force, an unlocking signal is given to the locking mechanism, the locking pin retracts and separates from the locking groove, and the brake motor then rotates in the opposite direction according to the braking request cancellation signal.

[0018] The technical solution adopted in this invention has the following beneficial effects:

[0019] The use of electronic brake actuators on motorcycles has improved braking response speed and increased braking efficiency.

[0020] The electromechanical brake is equipped with a locking mechanism, which includes a locking element and a rotating element. The rotating element is mounted on the motor shaft of the brake motor and has a locking groove. The locking element includes an electric drive unit and a locking pin. The electric drive unit drives the locking pin to extend or retract to achieve locking or disengagement with the locking groove. Therefore, the braking force can be maintained during vehicle braking without consuming additional energy. At the same time, by using a locking element, there is no need to set up a separate parking actuator or vehicle lock, which can save parts.

[0021] In addition, the locking mechanism includes a separation structure to separate the locking pin from the locking groove when the electric drive unit fails to retract the locking pin. Taking an electromagnetic coil as an example, since the electromagnetic coil exerts no pushing force on the locking pin in the power-off state, the separation structure allows the locking pin to be moved with a small pulling force, separating it from the locking groove. Once the motorcycle malfunction is resolved, the locking mechanism can function normally. Therefore, if a power outage suddenly occurs while the motorcycle is locked, the driver can manually unlock it without any electrical signal, and the vehicle can then be pushed.

[0022] These features and advantages of the present invention will be disclosed in detail in the following specific embodiments and accompanying drawings. Attached Figure Description

[0023] The invention will be further described below with reference to the accompanying drawings: Figure 1 This is a schematic diagram of the structure of the motorcycle electronic brake actuator in an embodiment of the present invention; Figure 2 This is a schematic diagram of the structure of the motorcycle electronic brake actuator in an embodiment of the present invention; Figure 3 This is a schematic diagram of the locking mechanism in an embodiment of the present invention; Figure 4 This is a schematic diagram of the locking mechanism in an embodiment of the present invention; Figure 5 This is a schematic diagram of the structure of comparative patent 1 in the background art of this invention; Figure 6 This is a schematic diagram of the structure of comparative patent 2 in the background art of this invention; Reference numerals: Brake motor 10, stator 11, motor shaft 12, locking element 13, electromagnetic coil 14, locking pin 15, locking gear 16, threaded hole 17, stud 18, reduction gear assembly 20, first stage pinion 21, second stage gear 23, output shaft 24, motion conversion assembly 40, screw 41, nut 42, brake pad 50, brake disc 51. Detailed Implementation

[0024] The technical solutions of the embodiments of the present invention will be explained and described below with reference to the accompanying drawings. However, the following embodiments are only preferred embodiments of the present invention and not all of them. Other embodiments obtained by those skilled in the art based on the embodiments in the implementation methods without creative effort are all within the protection scope of the present invention.

[0025] Motorcycles are equipped with an electromechanical braking system, which includes a control assembly, an electronic control unit, and electronic brake actuators. The electronic brake actuators are located at the wheels, typically one for each of the front and rear wheels. The control assembly consists of one or more of the right brake lever, left brake lever, and brake pedal, operated by the rider by squeezing the lever or pressing the brake pedal. The electronic control unit receives control signals from the control assembly. These signals can be mechanical, electrical, or a combination of both. Based on the control signals, the unit allocates braking demand to the front and rear wheels, generates control commands, and the electronic brake actuators execute the braking action according to these commands. Using electronic brake actuators on motorcycles improves braking response speed and increases braking efficiency.

[0026] like Figures 1 to 4 As shown, the electronic brake actuator provided in this embodiment includes a brake motor 10, a reduction gear assembly 20, a motion conversion assembly 40, and a brake pad 50. The brake motor 10 includes a stator 11 and a motor shaft 12. The brake motor 10 drives the reduction gear assembly 20, which transmits rotational motion to the motion conversion assembly 40. The motion conversion assembly 40 converts the rotational motion into linear motion. During braking, the brake pad 50 is driven to move toward the brake disc 51 on the wheel hub. When the braking is released, the brake pad 50 is driven to move in the opposite direction.

[0027] Specifically, based on the driver's operation, the electronic control unit generates a braking request signal. The brake motor receives this signal and generates a forward rotational motion, driving the reduction gear assembly to rotate. The reduction gear assembly outputs the rotational motion to the motion conversion component, which converts the rotational motion into linear motion, pushing the brake pads towards the brake disc on the wheel hub, clamping the brake disc, and achieving braking. When the braking request is cancelled, the brake motor receives a signal and generates a reverse rotational motion, causing the brake pads to move in the opposite direction, releasing the brake disc, eliminating the braking, and allowing the motorcycle to continue moving.

[0028] In this embodiment, a locking mechanism is also provided, which includes a locking member 13 and a rotating member. The rotating member is mounted on the motor shaft 12 of the brake motor and has a locking groove. The locking member includes an electric drive unit and a locking pin 15. The electric drive unit drives the locking pin to engage or disengage from the locking groove. That is, it drives the locking pin to extend and retract. When the locking pin extends, it engages with the locking groove, preventing the rotating member from rotating. When the locking pin retracts and leaves the locking groove, the locking is released.

[0029] The locking mechanism is controlled by an electronic control unit. When the braking force meets the braking request and the braking request is ongoing, or when the driver operates the parking switch and generates a parking request, a locking signal is given to maintain the braking force. The locking pin extends and locks with the locking groove, causing the brake motor shaft to be locked and its rotation restricted to maintain the braking force. When the motorcycle needs to move and does not need braking force, an unlocking signal is given. The locking pin retracts and separates from the locking groove, and the brake motor rotates in the opposite direction according to the braking request cancellation signal.

[0030] In some embodiments, the rotating component is a locking gear 16, and the tooth groove serves as a locking groove; the locking pin is located radially outside the locking gear and moves radially to achieve locking or disengagement with the locking groove. Preferably, the teeth of the locking gear are rectangular or wedge-shaped, and the locking groove can be set relatively large to facilitate locking or disengagement between the locking pin and the locking groove. Moreover, both the locking gear 16 and the first-stage pinion 21 are mounted on the motor shaft 12, the diameter of the locking gear 16 is larger than that of the first-stage pinion 21, and the locking gear 16 is closer to the brake motor.

[0031] In addition, the locking member is provided with a separation structure to separate the locking pin from the locking groove when the electric drive unit cannot drive the locking pin to reset. The housing of the locking member is provided with a limiting structure that limits the outer end of the locking pin. Unlike the usage scenario of four-wheeled vehicles, motorcycle users need to get off and push the motorcycle, especially when the motorcycle experiences a power failure. If the locking member is in the locked state and cannot be unlocked by the command of the electronic control unit, the motorcycle cannot be moved easily. In this embodiment, the locking member is provided with a separation structure, which makes it easy to separate the locking pin from the locking gear 16 using simple tools or even without tools, according to a preset method. Therefore, the locking mechanism in this embodiment has the advantage of locking during driving to maintain braking force and save energy. If a power failure occurs suddenly while the vehicle is locked, the driver can manually unlock the vehicle in the absence of an electrical signal, and the vehicle can then be pushed.

[0032] In some embodiments, the electric drive unit is an electromagnetic coil 14. The locking member also includes a moving iron core disposed inside the electromagnetic coil. The moving iron core is a linearly moving component connected to the locking pin 15. The separation structure of the locking member specifically involves a threaded hole 17 on the moving iron core. The threaded hole is the point of application of outward tensile force. To separate the locking member, a stud 18 is screwed into the threaded hole, and then the stud is pulled. The end of the stud can be provided with a handle, such as a bent structure. Since the electromagnetic coil exerts no thrust on the locking pin when the power is off, the locking pin can be moved with a small pulling force. The outer end of the locking pin is limited by the housing of the locking member. During stretching, the locking pin will only separate from the locking groove and will not disengage from the housing limit. Therefore, the locking member will not be damaged, and the locking member can work normally after the motorcycle malfunction is resolved.

[0033] It is understandable that the separation structure can also be set on the locking pin. For example, a separation groove can be set on the outer wall of the locking pin, and the locking pin can be moved by a separation shaft. An inclined surface is set between the end of the separation shaft and the separation groove. Then, the separation shaft can move radially along the locking pin, which can drive the locking pin to move axially, so that the locking pin separates from the locking groove.

[0034] like Figure 1 As shown, in some embodiments, the reduction gear assembly is a two-stage reduction gear assembly, including a meshing first-stage pinion 21 and a second-stage large gear 23, wherein the first-stage pinion is fixed to the motor shaft, and the output shaft 24 of the second-stage large gear is connected to the input end of the motion conversion component. It is understood that the reduction gear assembly may also have more stages of reduction gears, or a planetary gear reduction assembly may be used.

[0035] like Figure 2As shown, in some embodiments, the motion conversion assembly is a ball screw assembly. The ball screw assembly includes a ball screw, a screw 41, and a nut 42 disposed between the ball screw and the screw 41. The output shaft 24 of the second-stage large gear 23 is connected to the end of the screw 41. The end of the screw may be provided with a spline groove, and the output shaft 24 has a spline structure that mates with the spline groove. When the screw 41 is driven to rotate, the nut 42 moves axially along the screw, pushing or retracting the brake pads according to different motor rotation directions.

[0036] It is understood that the motion conversion component can also be a gear and rack assembly or a face cam assembly. For a gear and rack assembly, the gear is connected to the output shaft 24 of the second-stage large gear 23, and the rack is connected to the brake pad. For a face cam assembly, the face cam is connected to the output shaft 24 of the second-stage large gear 23, and the linear motion component driven by the face cam is connected to the brake pad.

[0037] It is understood that the electric drive unit can also be a locking motor. The locking motor is a linear motor, which can also drive the locking pin to extend and retract linearly, thereby achieving extension and retraction.

[0038] The above description is merely a specific embodiment of the invention, but the scope of protection of the invention is not limited thereto. Those skilled in the art should understand that the invention includes, but is not limited to, the contents described in the accompanying drawings and the specific embodiments above. Any modifications that do not depart from the functional and structural principles of the invention will be included within the scope of the claims.

Claims

1. A motorcycle electronic brake actuator, comprising a brake motor, a reduction gear assembly, and a motion conversion assembly, wherein the brake motor drives the reduction gear assembly, the reduction gear assembly transmits rotational motion to the motion conversion assembly, and the motion conversion assembly converts the rotational motion into linear motion, thereby driving the brake pads to achieve braking or releasing the brake, characterized in that, The electronic brake actuator also includes a locking mechanism, which includes a locking member and a rotating member. The rotating member is disposed on the motor shaft of the brake motor and has a locking groove. The locking member includes an electric drive part and a locking pin. The electric drive part drives the locking pin to extend and retract to achieve locking or disengagement with the locking groove. The locking member is provided with a separation structure for separating the locking pin from the locking groove when the electric drive part cannot drive the locking pin to retract.

2. The motorcycle electronic brake actuator according to claim 1, characterized in that, The rotating component is a locking gear, and the tooth groove serves as a locking groove.

3. A motorcycle electronic brake actuator according to claim 2, characterized in that, The locking pin is located on the radially outer side of the locking gear and moves radially to achieve locking or disengagement with the locking groove; and / or, the teeth of the locking gear are rectangular or wedge-shaped.

4. A motorcycle electronic brake actuator according to claim 1, characterized in that, The electric drive unit is an electromagnetic coil or a locking motor.

5. A motorcycle electronic brake actuator according to claim 4, characterized in that, The locking component also includes a moving iron core located inside the electromagnetic coil. The moving iron core is connected to the locking pin, and the separation structure is a threaded hole provided at the outer end of the moving iron core.

6. A motorcycle electronic brake actuator according to claim 1, characterized in that, The housing of the locking member is provided with a limiting structure that limits the outer end of the locking pin.

7. A motorcycle electronic brake actuator according to claim 1, characterized in that, The reduction gear assembly is a two-stage reduction gear assembly, including a meshing first-stage pinion and a second-stage large gear, wherein the first-stage pinion is fixed to the motor shaft, and the output shaft of the second-stage large gear is connected to the input end of the motion conversion assembly.

8. A motorcycle electronic brake actuator according to claim 1, characterized in that, The motion conversion component is a ball screw assembly, a gear and rack assembly, or an end face cam assembly.

9. A motorcycle equipped with an electromechanical braking system, characterized in that, The electromechanical braking system includes an electronic control unit and an electronic brake actuator as described in any one of claims 1 to 8, wherein the electronic control unit controls the operation of the brake motor and the locking mechanism.

10. A motorcycle according to claim 9, characterized in that, When the braking force has met the braking request and the braking request is ongoing, or when the parking switch is operated to generate a parking request, the electronic control unit gives the locking mechanism a locking signal, the locking pin extends and locks with the locking groove to maintain the braking force. When the motorcycle needs to move and does not require braking force, an unlocking signal is given to the locking mechanism, the locking pin retracts and separates from the locking groove, and the brake motor then rotates in the opposite direction according to the braking request cancellation signal.

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