Commercial vehicle quick response electric control mechanical brake chamber

Abstract

The invention discloses a quick-response electrically-controlled mechanical brake chamber for a commercial vehicle. The quick-response electrically-controlled mechanical brake chamber comprises a torque motor, a ball screw mechanism, a hemispherical support assembly, an annular rotary encoder assembly, a volute spiral spring assembly, an electromagnetic clutch assembly, an intermediate transmission shaft, a plurality of end covers and a shell. The novel electronic control mechanical brake is formed by combining the brake caliper part of the original brake, can meet the requirements of commercial vehicles such as passenger cars, trucks, trucks, mine cars and engineering machinery vehicles using pneumatic brakes, has better generality, and is quicker and more direct in brake response due to the adoption of electronic control, so that the service life of the brake is prolonged. And the integrated control with a whole vehicle chassis system and a whole vehicle controller is easy.

Description

Technical Field

[0001] This invention belongs to the field of vehicle engineering technology, and in particular relates to a fast-response electromechanical brake chamber for commercial vehicles. Background Technology

[0002] Traditional air brakes use high-pressure air as a power source for braking. The entire vehicle braking system must include an air compressor, dryer, muffler, four-circuit protection valve, air tank, pipelines, and various electronically controlled actuators, resulting in a large and heavy braking system with a high failure rate and inconvenient maintenance and repair. Therefore, traditional air brakes are no longer suitable for the future trend of intelligent control and integration in automobiles.

[0003] Traditional brake chambers use high-pressure air for braking. Considering the working efficiency of the air compressor in the power transmission chain, the air pressure loss in the air circuit, the air pressure loss in the air storage tank, the air pressure loss of the valve body switch, and the mechanical loss of the brake chamber, the efficiency of the entire braking system is extremely low. In particular, for electric vehicles, which have a small battery capacity, the high energy consumption of air brakes will further reduce the driving range of the vehicle, which will have a negative impact on the large-scale promotion of electric vehicles.

[0004] Traditional air brake chambers use high-pressure air for braking. The braking system requires different types and numbers of solenoid valves depending on the expanded functions, increasing system cost and weight, complicating vehicle layout, and lengthening the transmission chain, further increasing the probability of malfunctions and the workload of maintenance and repair. Therefore, existing air brakes cannot meet the development needs of future intelligent driving vehicles with multi-functional integrated intelligent chassis.

[0005] Currently, there are significant differences in the structure and braking force of brakes between passenger cars and commercial vehicles. Commercial vehicles require greater braking force, and their brakes contain a force amplification mechanism similar to a lever mechanism. Furthermore, the brake chamber design must both transmit the thrust and prevent the push rod from bending or breaking; therefore, the push rod within the brake chamber must also exhibit a certain degree of arc-shaped oscillation during movement. In contrast, existing electronically controlled brakes in passenger cars do not have this requirement, operating only with planar linear motion and having a relatively simple structure. Therefore, the design of the electromechanical brake chamber structure for commercial vehicles is far more complex. Summary of the Invention

[0006] To address the shortcomings of existing technologies, the present invention aims to provide a fast-response electromechanical brake chamber for commercial vehicles. Combined with existing brake components, it forms a novel electromechanical brake that can meet the needs of commercial vehicles using air brakes, such as buses, trucks, mining trucks, and construction machinery vehicles. It offers good versatility, and due to electronic control, the braking response is faster and more direct. It is also compact and lightweight, and easily integrated with the vehicle chassis system and vehicle controller, thus solving the problems of the prior art.

[0007] This invention provides the following technical solution: The commercial vehicle fast-response electromechanical brake chamber includes a torque motor, a ball screw mechanism, a hemispherical support assembly, a ring rotary encoder assembly, a spiral spring assembly, an electromagnetic clutch assembly, an intermediate drive shaft, and multiple end caps and housings. The torque motor rotor and the intermediate drive shaft are integrated. The intermediate drive shaft is connected to the hemispherical support via a spline. The hemispherical support includes a front hemispherical support and a rear hemispherical support. The hemispherical support is connected to the ball screw nut via a semi-circular key. Thus, the torque of the motor can be transmitted to the ball screw nut. The ball screw nut converts the torque into the thrust of the ball screw and push rod. This thrust acts on the brake rocker arm via the push rod and connecting fork. After the force is amplified, it acts on the wheel brake disc to achieve electromechanical braking. The ball screw applies thrust to the brake rocker arm, and the reaction force of the ball screw is transmitted through the screw nut to the rear hemispherical support in the hemispherical support assembly, then through the angular contact bearing to the front outer wall of the air chamber, and finally through the front cover connecting bolt and the brake connecting bolt to the brake housing. The spiral spring is used to store and release mechanical energy. When braking is not in use or when braking is stopped, the motor reverses to drive the spiral spring to store energy and lock it in the electromechanical brake chamber. When braking, the mechanical energy is released rapidly, which drives the motor rotor to rotate rapidly, causing the ball screw to move and quickly eliminate the brake gap of the brake to implement braking.

[0008] Preferably, the electromagnetic clutch in the electromagnetic clutch assembly is a de-energized clutch. When not braking or when braking has ended, the motor rotor is at the initial angular position, the motor and the electromagnetic clutch are de-energized, the intermediate drive shaft is connected to the output shaft of the electromagnetic clutch, and the output shaft is fixed to the rear end cover, i.e., the intermediate drive shaft and the energy-storing spiral spring are locked; when braking, both the motor and the electromagnetic clutch are energized, the output shaft of the electromagnetic clutch is disconnected from the intermediate drive shaft, the spiral spring releases energy, driving the intermediate drive shaft and the motor rotor to move together, quickly implementing braking.

[0009] Preferably, the torque motor adopts a hollow structure design, including a stator and a rotor. The stator includes stator magnets and stator windings, and the rotor includes mover magnets. The stator magnets are made of stacked silicon steel sheets with good magnetic permeability, and winding coils are arranged inside the stator. The stator and the motor housing are interference-fitted as a single unit. The mover magnets are made of stacked silicon steel sheets with good magnetic permeability, and permanent magnets 21 are embedded in the mover magnets. The mover magnets are connected to the intermediate drive shaft by interference fit. The stator windings are connected to the motor controller through a motor junction box, which is fixed to the motor housing by bolts. In the torque motor, the motor end cover is mounted on the intermediate drive shaft through a motor end cover bearing and is located on the left side of the motor. The intermediate drive shaft is connected to the rear hemispherical support in the hemispherical support assembly through a spline and is mounted on the front outer wall of the air chamber through an angular contact bearing, thereby supporting the operation of the motor.

[0010] Preferably, the hemispherical support assembly comprises a front hemispherical support, a rear hemispherical support, a front semi-circular gasket, a rear semi-circular gasket, a semi-circular key, and support bolts. Both the front and rear hemispherical supports have semi-circular concave surfaces inside, and both have semi-circular keyways inside. The front and rear hemispherical supports are connected as a whole by support bolts. The semi-circular key is fixed to the arc nut of the ball screw, and the hemispherical support assembly and the arc nut of the ball screw are connected as a whole through the semi-circular keyway. The front and rear semi-circular gaskets are respectively installed inside the front and rear hemispherical supports, serving to transmit force and reduce friction.

[0011] Preferably, the ball screw mechanism consists of a ball screw and an arc-shaped screw nut; wherein the arc of the arc nut is consistent with the arc of the hemispherical support assembly, and the two are connected and torque is transmitted by a semi-circular key; a cylindrical push rod is connected to the front of the ball screw, and the push rod extends out of the air chamber through the middle hole of the front end cover, wherein the head push rod is connected to the connecting fork by a threaded connection, and the connecting fork is connected to the rocker arm in the brake by a connecting fork pin.

[0012] Preferably, in the ring rotary encoder assembly, the rotating component is connected to the intermediate drive shaft via built-in screws and rotates together with the intermediate drive shaft; the fixed component is connected to the motor end cover via screws; the wiring harness includes signal wires and power wires, which are connected to the vehicle's low-voltage power supply and brake controller through a circular hole on the rear outer wall of the air chamber, and the circular hole on the rear outer wall of the air chamber is sealed with sealant. The ring rotary encoder assembly is used to measure the rotation angle of the motor rotor.

[0013] Preferably, the spiral spring assembly consists of a spiral spring, a threaded pin, a nut, and a cotter pin; wherein the innermost coil of the spiral spring is inserted into the deep groove of the intermediate drive shaft, the outermost coil of the spiral spring is perforated, a threaded hole is perforated on the outer wall of the air chamber, the threaded pin passes through the threaded hole on the outer wall of the air chamber and the spiral spring hole to fix the spiral spring, and the cotter pin fixes the exposed part of the threaded pin and the threaded pin nut together, forming a whole, so as to prevent the spiral spring from falling off during the movement.

[0014] Preferably, the electromagnetic clutch assembly mainly consists of an electromagnetic clutch, an electromagnetic clutch connecting key, screws, and a wiring harness; it adopts a power-off closing type electromagnetic clutch, with the input end of the electromagnetic clutch connected to the intermediate drive shaft via the electromagnetic clutch connecting key, and the output end of the electromagnetic clutch fixed to the rear end cover by screws; the second wiring harness includes the low-voltage power supply harness and signal harness of the electromagnetic clutch, and the second wiring harness is connected to the vehicle's low-voltage power supply and brake controller through the rear outer wall hole of the air chamber, wherein the rear outer wall hole of the air chamber is sealed with sealant; the intermediate drive shaft is installed inside the rear end cover via a bearing on the rear end cover.

[0015] Preferably, the outer casing is composed of a front cover, a front outer wall of the air chamber, a motor housing, a rear outer wall of the air chamber, and a rear cover; wherein the front cover is connected to the front outer wall of the air chamber by front cover connecting bolts; the front outer wall of the air chamber, the motor housing, and the motor end cover are connected by an interference fit; the rear outer wall of the air chamber and the rear cover are connected by an interference fit; and the rear outer wall of the air chamber is fixed to the motor end cover by rear outer wall screws.

[0016] Preferably, the front end cover is connected to the brake at the wheel end by brake connecting bolts, and a brake sealing gasket is installed on the outside of the middle hole of the front end cover to ensure a good seal at the connection between the brake and the electromechanical brake chamber.

[0017] In addition, the electromagnetic clutch adopts a power-off closing clutch. The input end of the electromagnetic clutch is connected to the intermediate drive shaft via an electromagnetic clutch connecting key, and the output end and the electromagnetic clutch housing are fixed to the rear end cover with screws. a. When the air chamber is not braking, the electromagnetic clutch is in a power-off state, and the input and output ends are connected as one, thus locking the intermediate drive shaft and preventing it from rotating; b. When the air chamber begins braking, the electromagnetic clutch is energized, the input and output ends separate, the spiral spring drives the intermediate drive shaft to move, and the motor is also simultaneously energized, which can quickly eliminate the braking gap. After the braking gap is eliminated, the spiral spring energy is released, and the motor continues to work alone to perform clamping braking; c. When the air chamber ends braking, the motor reverses, and when the ring rotary encoder returns to the initial angle, both the electromagnetic clutch and the motor are de-energized, the input and output ends of the electromagnetic clutch are connected as one again, and the intermediate drive shaft is locked again.

[0018] During air chamber braking: When the electromagnetic clutch and motor are powered on, the electromagnetic clutch locking mechanism disengages, connecting the energy-storing spiral spring, intermediate drive shaft, and motor rotor as a single unit. The motor rotor rotates under power, while the spiral spring releases kinetic energy, further accelerating the motor rotor. The motor rotor, via a hemispherical support and hemispherical key, drives the ball screw and push rod to rotate, rapidly extending them and eliminating braking gaps. When the brakes begin to apply pressure, the spiral spring completes its energy release, and the clamping force is then entirely controlled by the motor torque through the ball screw assembly, thus controlling the braking force. Because the ball screw's movement involves a certain angle of up-and-down oscillation, the ball screw assembly oscillates within the ball joint support assembly during braking. The reverse force of the ball screw assembly is transmitted to the brake through the hemispherical support, the front outer wall of the air chamber, and the front end cover. When disengaging from braking: the rotary motor reverses, driving the ball screw to retract, disengaging the brake from the brake disc, and eliminating the braking force. Simultaneously, the motor reverses to store energy in the spiral spring. When the circular rotary encoder displays that the initial angle has been returned, both the motor and the electromagnetic clutch are de-energized, and the input and output ends of the electromagnetic clutch are closed. At this point, the spiral spring is fully charged and, together with the intermediate drive shaft and the motor rotor, is locked by the rear end cover, ceasing to move.

[0019] Compared with the prior art, the present invention has the following beneficial effects: This invention relates to a rapid-response electromechanical brake chamber for commercial vehicles. By developing a novel electromechanical brake chamber while retaining the wheel-end brake structure, it enables the rapid development and application of electromechanical braking systems for commercial vehicles. It has advantages such as low development costs, short development cycles, and convenient expansion of braking functions.

[0020] By using a hemispherical support design, the ball screw mechanism can transmit thrust while also allowing for a certain degree of oscillation, which is well matched with the wheel-end brake. This avoids the disadvantage that ball screw mechanisms in passenger cars can only move in a straight line, and eliminates the risk of bending and breaking of the ball screw.

[0021] It can significantly reduce the weight of traditional high-pressure gas braking systems, by an estimated 200kg to 400kg depending on the vehicle model. At the same time, it expands the available space in the commercial vehicle chassis, making it easier to arrange other components. The reduced system complexity can lower the system failure rate.

[0022] By replacing pneumatic braking with electronic braking, the efficiency of the braking system is greatly improved. The efficiency of traditional pneumatic braking systems is only 10%-20%, while the braking efficiency of this invention is expected to reach 40%-50%, which strongly supports the improvement of energy-saving technology in new energy vehicles.

[0023] It can easily expand various functions such as Hill Start Assist (HAS), Anti-Slip Braking System (ABS), Anti-Slip Regulation (ASR), Electronic Brakeforce Distribution (EBD), Regenerative Braking System (BER), Auto Hold, and Electronic Stability Program (ESP) without increasing hardware costs, thus providing strong support for the development of intelligent chassis systems and meeting the current requirements of highly intelligent, highly integrated, and highly safe automobiles. Attached Figure Description

[0024] To more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of the present invention and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained from these drawings without creative effort.

[0025] Figure 1 This is a schematic diagram of the overall structure of the present invention.

[0026] [ Figure 2 This is a schematic diagram of the cross-sectional structure of the torque motor of the present invention.

[0027] Figure 3 This is a schematic diagram of the hemispherical support assembly structure of the present invention.

[0028] Figure 4 This is a schematic diagram of the spiral spring assembly structure of the present invention. Detailed Implementation

[0029] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0030] Therefore, the following detailed description of the embodiments of the invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the invention without inventive effort are within the scope of protection of the invention.

[0031] Example 1: like Figure 1-4As shown, the commercial vehicle fast-response electromechanical brake chamber includes a torque motor, a ball screw mechanism, a hemispherical support assembly, a ring rotary encoder assembly, a spiral spring assembly, an electromagnetic clutch assembly, an intermediate drive shaft 1, and multiple end caps and housings. The intermediate drive shaft 1 and rotor 14 of the torque motor are integrated. The intermediate drive shaft 1 is connected to the hemispherical support through a spline. The hemispherical support includes a front hemispherical support 8 and a rear hemispherical support 9. The hemispherical support is connected to the arc-shaped screw nut 4 through a semi-circular key 2. Thus, the torque of the motor can be transmitted to the screw nut 4. The screw nut 4 converts the torque into the thrust of the ball screw 3 and the push rod 5. The thrust is applied to the brake rocker arm through the push rod 5 and the connecting fork 6. After the force is amplified, it is applied to the wheel brake disc to realize electromechanical braking. The ball screw 3 applies thrust to the brake rocker arm through the push rod 5. The reaction force is transmitted to the rear hemispherical support 9 in the hemispherical support assembly through the ball screw mechanism, and then to the front outer wall 23 of the air chamber through the angular contact bearing 40. Finally, it acts on the brake housing through the front cover connecting bolt 43 and the brake connecting bolt 46. The spiral spring 18 is used to store and release mechanical energy. When braking is not performed or when braking is terminated, the motor reverses to drive the spiral spring 18 to store energy and lock it in the electromechanical brake chamber. When braking, the mechanical energy is released rapidly, which drives the motor rotor 14 to rotate rapidly, causing the push rod 5 to move and quickly eliminate the brake gap of the brake to implement braking.

[0032] In the electromagnetic clutch 20 assembly, the electromagnetic clutch 20 is a de-energized closing clutch. When not braking or when braking ends, the motor rotor 14 rotates to the initial angle position, the motor and electromagnetic clutch 20 are de-energized, the intermediate drive shaft 1 is connected to the output shaft of the electromagnetic clutch 20, and the output shaft is fixed to the rear end cover, that is, the intermediate drive shaft 1 and the energy-storing spiral spring 18 are locked. When braking, both the motor and the electromagnetic clutch 20 are energized, the output shaft of the electromagnetic clutch 20 is disconnected from the intermediate drive shaft 1, the spiral spring 18 releases energy, and drives the intermediate drive shaft 1 and the motor rotor 14 to move together, quickly implementing braking.

[0033] The torque motor adopts a hollow structure design, including a stator 13 and a rotor 14. The stator 13 includes stator magnets 15 and stator windings 16, and the rotor 14 includes mover magnets 17. The stator magnets 15 are made of stacked silicon steel sheets with good magnetic permeability. The winding coils are arranged inside the stator 13, and the stator 13 and the motor housing 38 are interference-fitted as a whole. The mover magnets are made of stacked silicon steel sheets with good magnetic permeability and have embedded permanent magnets 21. The mover magnets are connected to the intermediate drive shaft 1 by interference fit. The stator windings are connected to the motor controller through the motor junction box 39, and the motor junction box 39 is fixed to the motor housing 38 by bolts. In the torque motor, the motor end cover is installed on the intermediate drive shaft 1 through the motor end cover bearing 29 and is arranged on the left side of the motor. The intermediate drive shaft 1 is connected to the rear hemispherical support 9 in the hemispherical support assembly through a spline and is installed on the front outer wall 23 of the air chamber through an angular contact bearing 40, thereby supporting the operation of the motor.

[0034] The hemispherical support assembly consists of a front hemispherical support 8, a rear hemispherical support 9, a front semi-circular gasket 11, a rear semi-circular gasket 12, a semi-circular key 2, and a support bolt 10. The front hemispherical support 8 and the rear hemispherical support 9 both have semi-circular concave surfaces inside, and both have a semi-circular key 2 groove inside. The front hemispherical support 8 and the rear hemispherical support 9 are connected as one unit by the support bolt 10. The semi-circular key 2 is fixed on the arc nut 37 of the ball screw 3, and the hemispherical support assembly and the arc nut 37 of the ball screw 3 are connected as one unit through the semi-circular key 2 groove. The front semi-circular gasket 11 and the rear semi-circular gasket 12 are respectively installed inside the front hemispherical support 8 and the rear hemispherical support 9, which play the role of transmitting force and reducing friction.

[0035] The ball screw mechanism consists of a ball screw 3 and an arc-shaped screw nut 4; the arc-shaped screw nut 4 has the same outer curvature as the inner curvature of the hemispherical support assembly, and the two are connected and torque is transmitted through a semi-circular key 2; the front part of the ball screw 3 is connected to a cylindrical push rod 5, which extends out of the air chamber through the middle hole of the front end cover, and the head push rod 5 is connected to the connecting fork 6 by a threaded connection, and the connecting fork is connected to the rocker arm in the brake 45 through a connecting fork pin 7.

[0036] The ring-shaped rotary encoder assembly consists of a rotating part, a fixed part, screws, and a wiring harness. The rotating part is connected to the intermediate drive shaft 1 via built-in screws and rotates together with the intermediate drive shaft 1. The fixed part is fixed to the motor end cover via screws. The wiring harness includes signal wires and power wires, which are connected to the vehicle's low-voltage power supply and brake controller through round holes on the rear outer wall 24 of the air chamber. The round holes on the rear outer wall 24 of the air chamber are sealed with sealant. The ring-shaped rotary encoder assembly is used to measure the rotation angle of the motor rotor 14, and thereby determine whether the brake chamber is in a braking state and the magnitude of the braking force.

[0037] The spiral spring 18 assembly consists of a spiral spring 18, a threaded pin 19, a nut 37, and a cotter pin 32. The innermost coil of the spiral spring 18 is inserted into the deep groove of the intermediate drive shaft 1, the outermost coil of the spiral spring 18 is perforated, and a threaded hole is made in the rear outer wall 24 of the air chamber. The threaded pin 19 passes through the threaded hole in the rear outer wall 24 of the air chamber and the hole in the spiral spring 18 to fix the spiral spring 18. The cotter pin 32 fixes the exposed part of the threaded pin 19 and the nut 37 of the threaded pin 19 together, forming a whole, so as to prevent the spiral spring 18 from falling off during the movement.

[0038] The electromagnetic clutch 20 assembly mainly consists of an electromagnetic clutch 20, an electromagnetic clutch connecting key 22, screws, and a wiring harness. It employs a power-off closing type electromagnetic clutch 20. The input end of the electromagnetic clutch 20 is connected to the intermediate drive shaft 1 via the electromagnetic clutch connecting key 22, and the output end of the electromagnetic clutch 20 is fixed to the rear end cover with screws. The wiring harness includes the low-voltage power supply harness and signal harness of the electromagnetic clutch 20. The wiring harness connects to the vehicle's low-voltage power supply and brake controller through holes 24 on the rear outer wall of the air chamber, where the holes 24 are sealed with sealant. The intermediate drive shaft 1 is installed inside the rear end cover via a bearing 27 on the rear end cover.

[0039] The outer casing consists of a front cover 25, a front outer wall 23 of the air chamber, a motor housing 38, a rear outer wall 24 of the air chamber, and a rear cover 26. The front cover is connected to the front outer wall 23 of the air chamber by a front cover connecting bolt 43. The front outer wall 23 of the air chamber, the motor housing 38, and the motor end cover 28 are connected by an interference fit. The rear outer wall 24 of the air chamber and the rear cover are connected by an interference fit. The rear outer wall 24 of the air chamber is fixed to the motor end cover by a rear outer wall screw.

[0040] The front cover is connected to the brake 45 at the wheel end by a brake 45 connecting bolt. A brake 45 sealing gasket is installed on the outside of the middle hole of the front cover to ensure a good seal at the connection between the brake 45 and the electromechanical brake chamber.

[0041] Example 2: Based on Embodiment 1, the motor rotation drives the intermediate drive shaft and hemispherical support to rotate. The hemispherical support transmits torque to the ball screw nut via a hemispherical key, converting the rotational motion into the linear motion of the push rod, which presses against the brake rocker arm. After force amplification, the force acts on the brake disc to apply braking. The spiral spring is a mechanical energy storage mechanism that drives the intermediate drive shaft and ball screw during braking, quickly eliminating brake gaps and shortening braking response time. The electromagnetic clutch is used to lock the electromechanical brake chamber when not braking or when parked.

[0042] The motor junction box is bolted to the motor housing. The three-phase terminals on the junction box are connected to the motor controller. Driven by three-phase AC power, the motor stator windings generate a rotating magnetic field. The motor mover has a permanent magnet 21 embedded in it. Under the action of the rotating magnetic field, the mover rotates and generates torque, driving the intermediate drive shaft to rotate. The motor stator and mover are supported by the left motor end cover and end cover bearing, as well as the angular contact bearing between the front outer wall of the air chamber and the hemispherical support on the right side, ensuring that the air gap remains unchanged and the mover rotates normally.

[0043] The intermediate drive shaft transmits power to the hemispherical support via a spline connection. The hemispherical support, supported by an angular contact bearing, rotates, which in turn drives the ball screw's arc-shaped nut to rotate via a semi-circular key within a semi-circular groove. The nut converts this rotational motion into linear motion for the ball screw. The length of the semi-circular groove is greater than the length of the semi-circular key, allowing the key to slide within the groove. The ball screw is integrated with a connecting fork, connecting fork pin, and brake rocker arm, enabling circumferential positioning of the ball screw mechanism. This means the ball screw can only move linearly and generate thrust.

[0044] The ball screw is connected to a rocker arm within the brake via a connecting fork, a connecting fork pin, and the connecting fork itself. The rocker arm mechanism, similar to a lever amplifies force, presses the thrust against the brake disc, causing the wheel to brake. Therefore, the rocker arm's trajectory is an arc of a certain length, requiring the ball screw mechanism to oscillate at a certain angle during operation. The concave surface of the hemispherical support is spherical, and the ball screw's arc-shaped nut is also spherical with the same curvature. It is installed within the hemispherical support along with a hemispherical washer. Thus, the arc-shaped nut, via the hemispherical key, not only transmits torque through rotation but also oscillates at a certain angle relative to the hemispherical support. The hemispherical washer acts as a lubricant, reducing wear during oscillation.

[0045] When the ball screw mechanism is running, the thrust drives the rocker arm through the connecting fork and connecting fork pin. The reverse thrust generated on the push rod is transmitted through the arc nut and semi-circular washer to the rear hemispherical support in the hemispherical support. The reverse thrust includes horizontal and vertical forces. The rear hemispherical support transmits the reverse thrust to the front outer wall of the air chamber through the angular contact bearing, and further to the brake through the front end cover and brake connecting bolts, forming the internal force of the brake together with the thrust on the rocker arm.

[0046] In the ring rotary encoder assembly, the rotating part is fixed to the intermediate drive shaft by built-in screws and rotates with the drive shaft; the fixed part is fixed to the motor end cover by screws and does not rotate with the motor rotor. Once the initial position is calibrated, the ring rotary encoder records the rotation angle and calculates the push rod's movement distance using this angle. The brake can experimentally measure the relationship between braking force and ball screw movement distance, and then calculate the braking force based on the ring rotary encoder's rotation angle, thus achieving accurate braking force control. The ring rotary encoder's signal line and low-voltage power line are connected to the vehicle's low-voltage power supply and brake controller through a circular hole on the rear outer wall of the air chamber.

[0047] The innermost coil of the spiral spring is engaged in a deep groove in the intermediate drive shaft, while the outermost coil is fixed to the rear outer wall of the air chamber by a threaded pin and a threaded pin nut. A cotter pin locks the threaded pin and nut in place, preventing the outermost coil from detaching during energy storage and release, which would cause the spiral spring to fail. When the air chamber is not braking, the spiral spring is in a stored-energy state and is locked to the rear end cover by an electromagnetic clutch. When braking begins, the electromagnetic clutch disengages, and the spiral spring releases its mechanical energy, driving the intermediate drive shaft to rotate rapidly. This causes the ball screw and push rod to extend forward, quickly eliminating the braking gap between the brake and the brake pads, and shortening the braking response time. When braking ends, the motor reverses, the circular rotary encoder returns to its original position, the intermediate drive shaft drives the spiral spring to re-store energy, and it is locked again by the electromagnetic clutch to the rear end cover.

[0048] The electromagnetic clutch is a de-energized clutch. The input end of the electromagnetic clutch is connected to the intermediate drive shaft via a key, while the output end and housing are fixed to the rear cover with screws. a) When the air chamber is not braking, the electromagnetic clutch is de-energized, with the input and output ends connected, thus locking the intermediate drive shaft and preventing rotation; b) When the air chamber begins braking, the electromagnetic clutch is energized, the input and output ends separate, the spiral spring drives the intermediate drive shaft, and the motor is simultaneously energized, quickly eliminating the braking gap. After the braking gap is eliminated, the spiral spring's energy is released, and the motor continues to work independently to apply clamping brakes; c) When the air chamber stops braking, the motor reverses, and when the circular encoder returns to its initial angle position, both the electromagnetic clutch and motor are de-energized, the input and output ends of the electromagnetic clutch reconnect, and the intermediate drive shaft is locked again. The power and signal lines of the electromagnetic clutch are connected to the vehicle's low-voltage power supply and brake controller through holes in the rear outer wall of the air chamber.

[0049] The front cover of the air chamber is integrally connected by brake connecting bolts. A concave ring is located in the center of the front cover, where a circular brake sealing gasket is installed to prevent water and dirt from entering the air chamber. The air chamber outer shell consists of the front cover, the front outer wall of the air chamber, the motor housing, the motor end cover, the rear outer wall of the air chamber, and the rear cover. The front cover is connected to the front outer wall of the air chamber by front cover connecting bolts; the front outer wall of the air chamber, the motor housing, and the motor end cover are connected by an interference fit; the rear outer wall of the air chamber and the rear cover are connected by an interference fit; the rear outer wall of the air chamber is fixed to the motor end cover by rear outer wall screws. During braking, the front outer wall of the air chamber and the front cover are under load, transmitting reverse thrust, while the remaining parts are not under load.

[0050] Example 3: Based on Example 1, the working schemes of the mechanical brake chamber in several scenarios are as follows: During chamber braking: The electromagnetic clutch and motor are powered on, and the electromagnetic clutch locking mechanism is disengaged, connecting the energy-storing spiral spring, intermediate drive shaft, and motor rotor as a single unit. The motor rotor rotates under the power drive, while the spiral spring releases kinetic energy, further accelerating the motor rotor. The motor rotor drives the ball bearing nut to rotate through the hemispherical support and hemispherical key, causing the ball screw and push rod to quickly extend, eliminating the braking gap. When the brake begins to clamp the brake disc, the spiral spring completes its energy release, and then the clamping force is entirely controlled by the motor torque through the ball screw assembly, thus controlling the braking force. Because the push rod's movement involves a certain angle of up-and-down oscillation, the ball screw assembly oscillates within the ball joint support assembly during braking. The reverse force of the ball screw assembly is transmitted to the brake through the hemispherical support, the front outer wall of the air chamber, and the front end cover.

[0051] When the brake is released: the rotary motor reverses, the ring rotary encoder retracts, the brake and brake disc disengage, the braking force is eliminated, and at the same time the motor reverses to store energy for the scroll spring. When the ring rotary encoder shows that it has returned to the initial angle, the motor and the electromagnetic clutch are de-energized, the input and output ends of the electromagnetic clutch are closed, and the scroll spring is fully charged with energy. Together with the intermediate drive shaft and the motor rotor, it is locked by the rear end cover and no longer moves.

[0052] When parking: a. When the vehicle is not braking, pressing the parking button energizes the electromagnetic clutch and motor. The motor quickly rotates to the required angle or number of revolutions for parking. Then, it is de-energized along with the electromagnetic clutch, locking the motor rotor, intermediate drive shaft, and spiral spring. The push rod cannot retract, causing the brake to firmly press against the brake disc, completing the parking maneuver. b. When the vehicle is braking, pressing the parking button activates a rotary encoder to check if the motor rotor has rotated to the required angle or number of revolutions. If not, a signal is sent to the braking system controller to control the motor rotor to rotate to the corresponding angle or number of revolutions. Then, the electromagnetic clutch and motor are de-energized. Controlling the motor rotation may involve both forward and reverse rotation, depending on the rotor's angular position.

[0053] When braking on a slope and parking: The braking process is similar to the third process mentioned above; when releasing the brake, when the parking brake is released, the motor and electromagnetic clutch are energized. The motor reverses, driving the lead screw back to its initial position. Upon reaching the initial position, it is de-energized along with the electromagnetic clutch, returning to the state before braking. Furthermore, it can be controlled in conjunction with the vehicle's electronic control system to achieve anti-rollover functionality. First, it identifies whether the vehicle is on a slope, determines the braking force required to prevent rollover, and calculates the angle or number of rotations the motor rotor should take. Second, when the parking brake is released, the electromagnetic clutch and motor are energized. The motor reverses to the angle or number of rotations required for the anti-rollover actuator, then de-energizes and locks again, ensuring the vehicle still has some braking force to prevent rollover. Finally, when the accelerator pedal is depressed and the resulting driving force is sufficient to overcome the slope force, the electromagnetic clutch and motor are energized again. The motor continues to reverse, driving the push rod back to its initial position, then de-energizes and locks again.

[0054] When braking on a long downhill slope: the electromagnetic clutch and motor are energized, and the motor rotor drives the push rod to a certain position to achieve the current braking force requirement of the vehicle. When the brake pedal depth remains constant for a certain period of time, the electromagnetic clutch and motor are de-energized and locked, and the brake is in a constant and continuous braking state, which can avoid the motor from overheating and degrading due to prolonged energization. When the pedal depth changes, the electromagnetic clutch and motor are energized again, and the angle or number of rotations of the motor rotor is adjusted according to the depth of the pedal, controlling the movement of the push rod, and thus controlling the braking force of the wheels.

[0055] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. For those skilled in the art, the present invention can have various modifications and variations; any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A commercial vehicle quick response electro-mechanical brake chamber characterized by: It includes a torque motor, a ball screw (3) mechanism, a hemispherical support assembly, a ring rotary encoder assembly, a spiral spring assembly, an electromagnetic clutch assembly, an intermediate drive shaft (1), and multiple end caps and housings; The torque motor is integrated with the intermediate drive shaft (1) and the rotor (14). The intermediate drive shaft (1) is connected to the hemispherical support via a spline. The hemispherical support includes a front hemispherical support (8) and a rear hemispherical support (9). The hemispherical support is connected to the circular key (2) and the arc-shaped screw nut (4). Thus, the torque of the motor can be transmitted to the screw nut (4). The screw nut (4) converts the torque into the thrust of the ball screw (3) and the push rod (5). The thrust is applied to the brake rocker arm via the push rod (5) and the connecting fork (6). After the force is amplified, it is applied to the wheel brake disc to achieve electromechanical braking. The ball screw (3) applies thrust to the brake rocker arm through the push rod (5). The reaction force of the push rod (5) is transmitted to the rear hemispherical support (9) in the hemispherical support assembly through the ball screw (3) mechanism, and then to the front outer wall (23) of the air chamber through the angular contact bearing (40). Finally, it acts on the brake housing through the front cover connecting bolt (43) and the brake connecting bolt (46). The spiral spring (18) is used to store and release mechanical energy. When braking is not performed or braking is stopped, the motor reverses to drive the spiral spring (18) to store energy and lock it in the electromechanical brake chamber. When braking, the mechanical energy is released quickly, which drives the motor rotor (14) to rotate rapidly, causing the push rod (5) to move and quickly eliminate the brake gap of the brake to implement braking.

2. The commercial vehicle fast-response electromechanical brake chamber according to claim 1, characterized in that, In the electromagnetic clutch (20) assembly, the electromagnetic clutch (20) is a de-energized clutch. When not braking or when braking ends, the motor rotor (14) reverses to the initial angle position, the motor and the electromagnetic clutch (20) are de-energized, the intermediate drive shaft (1) and the output shaft of the electromagnetic clutch (20) are connected, and the output shaft is fixed to the rear end cover, that is, the intermediate drive shaft (1) and the energy-storing spiral spring (18) are locked. When braking, both the motor and the electromagnetic clutch (20) are energized, the output shaft of the electromagnetic clutch (20) and the intermediate drive shaft (1) are disconnected, the spiral spring (18) releases energy, and drives the intermediate drive shaft (1) and the motor rotor (14) to move together, and quickly implement braking.

3. The commercial vehicle fast-response electromechanical brake chamber according to claim 1, characterized in that, The torque motor adopts a hollow structure design, including a stator (13) and a rotor (14). The stator (13) includes stator magnets (15) and stator windings (16), and the rotor (14) includes mover magnets (17). The stator magnets (15) are made of stacked silicon steel sheets with good magnetic permeability. The winding coils are arranged inside the stator (13), and the stator (13) and the motor housing (38) are interference-fitted as a whole. The mover magnets are made of stacked silicon steel sheets with good magnetic permeability, and embedded permanent magnets (21) are laid. The mover magnets are connected by a series of interferometric structures. The interference fit and the intermediate drive shaft (1) are integrated into one unit; the stator winding is connected to the motor controller through the motor junction box (39), and the motor junction box (39) is fixed to the motor housing (38) by bolts; in the torque motor, the motor end cover is installed on the intermediate drive shaft (1) through the motor end cover bearing (29) and arranged on the left side of the motor; the intermediate drive shaft (1) is connected to the rear hemispherical support (9) in the hemispherical support assembly through the spline, and is installed on the front outer wall (23) of the air chamber through the angular contact bearing (40), thereby supporting the operation of the motor.

4. The commercial vehicle quick response electronically controlled mechanical brake chamber of claim 1, wherein, The hemispherical support assembly consists of a front hemispherical support (8), a rear hemispherical support (9), a front semi-circular gasket (11), a rear semi-circular gasket (12), a semi-circular key (2), and a support bolt (10). Both the front hemispherical support (8) and the rear hemispherical support (9) have semi-circular concave surfaces inside, and both have semi-circular key (2) grooves inside. The front hemispherical support (8) and the rear hemispherical support (9) are connected... The support bolts (10) are connected as one unit. The semi-circular key (2) is fixed on the arc nut (37) of the ball screw (3). The hemispherical support assembly and the arc nut (37) of the ball screw (3) are connected as one unit through the groove of the semi-circular key (2). The front and rear semi-circular pads (11) and semi-circular pads (12) are installed inside the front hemispherical support (8) and the rear hemispherical support (9) respectively, which play the role of transmitting force and reducing friction.

5. The commercial vehicle quick response electronically controlled mechanical brake chamber of claim 1, wherein, The ball screw (3) mechanism consists of a ball screw (3) and an arc-shaped screw nut (4); the arc-shaped screw nut (4) has the same outer arc as the inner arc of the hemispherical support assembly, and the two are connected and torque is transmitted through a semi-circular key (2); the front part of the ball screw (3) is connected to a cylindrical push rod (5), the push rod (5) extends out of the air chamber through the middle hole of the front end cover, and the head push rod (5) is connected to the connecting fork (6) by a threaded connection, and the connecting fork is connected to the rocker arm in the brake (45) through the connecting fork pin (7).

6. The commercial vehicle quick response electronically controlled mechanical brake chamber of claim 1, wherein, The ring rotary encoder assembly consists of a rotating part, a fixed part, screws, and a wiring harness. The rotating part is connected to the intermediate drive shaft (1) by built-in screws and rotates together with the intermediate drive shaft (1). The fixed part is fixed to the motor end cover by screws. The wiring harness (35) includes a signal line and a power line. The wiring harness (35) is connected to the vehicle's low-voltage power supply and brake controller through a round hole on the rear outer wall (24) of the air chamber. The round hole on the rear outer wall (24) of the air chamber is sealed with sealant. The ring rotary encoder assembly is used to measure the rotation angle of the motor rotor (14) and thereby determine whether the brake air chamber is in a braking state and the magnitude of the braking force.

7. The commercial vehicle quick response electronically controlled mechanical brake chamber of claim 1, wherein, The spiral spring (18) assembly consists of a spiral spring (18), a threaded pin (19), a nut (37), and a cotter pin (32). The innermost coil of the spiral spring (18) is inserted into the deep groove of the intermediate drive shaft (1). The outermost coil of the spiral spring (18) is perforated. A threaded hole is made in the outer wall (24) of the air chamber. The threaded pin (19) passes through the threaded hole in the outer wall (24) of the air chamber and the hole in the spiral spring (18) to fix the spiral spring (18). The cotter pin (32) fixes the exposed part of the threaded pin (19) and the nut (37) of the threaded pin (19) together to prevent the spiral spring (18) from falling off during the movement.

8. The commercial vehicle quick response electronically controlled mechanical brake chamber of claim 1, wherein, The electromagnetic clutch (20) assembly mainly consists of an electromagnetic clutch (20), an electromagnetic clutch connecting key (22), screws, and a wiring harness. The electromagnetic clutch (20) is a power-off closing type. The input end of the electromagnetic clutch is connected to the intermediate drive shaft (1) through the electromagnetic clutch connecting key (22), and the output end of the electromagnetic clutch is fixed to the rear cover by screws. The wiring harness (36) includes the low-voltage power supply harness and signal harness of the electromagnetic clutch. The wiring harness (36) is connected to the vehicle's low-voltage power supply and brake controller through the hole in the rear outer wall (24) of the air chamber. The hole in the rear outer wall (24) of the air chamber is sealed with sealant. The intermediate drive shaft (1) is installed in the rear cover through the rear cover bearing (27).

9. The commercial vehicle quick response electronically controlled mechanical brake chamber of claim 1, wherein, The outer casing is composed of a front cover (25), a front outer wall of the air chamber (23), a motor housing (38), a rear outer wall of the air chamber (24), and a rear cover (26); wherein the front cover is connected to the front outer wall of the air chamber (23) by a front cover connecting bolt (43); the front outer wall of the air chamber (23), the motor housing (38), and the motor end cover (28) are connected by an interference fit; the rear outer wall of the air chamber (24) and the rear cover are connected by an interference fit; the rear outer wall of the air chamber (24) is fixed to the motor end cover by a rear outer wall screw.

10. The commercial vehicle fast-response electromechanical brake chamber according to claim 9, characterized in that, The front cover is connected to the brake (45) at the wheel end by a brake (45) connecting bolt. A brake (45) sealing gasket is installed on the outside of the middle hole of the front cover to ensure that the connection between the brake (45) and the electromechanical brake chamber is well sealed.

Images