Automobile, braking system, brake and brake state monitoring method

Abstract

The invention discloses an automobile, a braking system, a brake and a state monitoring method of the brake. In the brake, the flange rotor is connected with the motor rotating shaft and is in rolling connection with the stator, so that the flange rotor can rotate relative to the stator along with the brake motor rotating shaft. The slot disc is arranged on the stator; the armature is connected with the flange rotor through an elastic piece so that the armature can reciprocate between the flange rotor and the groove disc in the axis direction of the flange rotor. The permanent magnet generates a first magnetic force on the armature. And under the condition that the coil loses power, the first magnetic force resists the reset pulling force, so that the armature moves towards the groove disc and is correspondingly attracted with the groove disc. After the coil is electrified, a second magnetic force is generated on the armature, the resultant force of the second magnetic force and the reset pulling force resists the first magnetic force, the armature moves towards the flange rotor and is separated from the slotted disc, locking and releasing of the brake motor are achieved, the brake is integrated on the motor, the size, noise and energy loss of a brake system are reduced, and the manufacturing difficulty and the testing difficulty are reduced.

Description

Technical Field

[0001] This invention relates to the field of automobile manufacturing, and more particularly to a method for monitoring the condition of an automobile, a braking system, a brake, and a brake. Background Technology

[0002] With the rapid development of the automotive industry and related technologies, electromechanical braking systems have become a research hotspot for major automakers and research institutions.

[0003] Electromechanical braking systems often employ ratchet and pawl structures or electromagnetic brakes to lock the braking mechanism, thereby achieving auxiliary braking and improving braking safety.

[0004] However, existing ratchet and pawl structures and ordinary electromagnetic brakes have significant limitations. Ratchet and pawl structures suffer from large size, high energy loss, and high noise, while ordinary electromagnetic brakes are difficult to manufacture and inconvenient to test, thus limiting the development of electromechanical braking systems. Summary of the Invention

[0005] This invention provides a method for monitoring the condition of an automobile, braking system, brake, and brake, in order to reduce volume, noise, and energy loss, and to reduce manufacturing and testing difficulties.

[0006] According to one aspect of the present invention, a power failure brake is provided for use in a brake motor of an electromechanical braking system;

[0007] The power failure brake includes: a stator and a flange rotor coaxially stacked around the shaft of the brake motor, as well as rolling bearings, slotted discs, armatures, elastic elements, permanent magnets, and coils;

[0008] The side of the stator away from the flange rotor is connected to the end cover of the brake motor; the flange rotor is connected to the shaft of the brake motor and also to the stator via a rolling bearing, so that the flange rotor can rotate relative to the stator with the shaft of the brake motor.

[0009] The slotted plate is disposed on the side of the stator close to the stator; the armature is disposed between the slotted plate and the flange rotor, and is connected to the flange rotor via the elastic element, so that the armature can reciprocate between the flange rotor and the slotted plate along the axial direction of the flange rotor; the shape of the groove on the slotted plate matches the shape of the armature directly opposite it;

[0010] The permanent magnet is disposed on the stator, and the permanent magnet generates a first magnetic force on the armature. The first magnetic force is opposite in direction to the reset pulling force of the elastic element on the armature, and the first magnetic force is greater than the reset pulling force of the elastic element on the armature. When the coil is de-energized, the first magnetic force resists the reset pulling force, causing the armature to move toward the slot and attract the corresponding slot, thereby locking the shaft of the brake motor.

[0011] The coil is disposed on the stator. When energized, the coil generates a second magnetic force on the armature. The second magnetic force is opposite in direction to the first magnetic force. The resultant force of the second magnetic force and the reset pull force is greater than the first magnetic force. When the coil is energized, the resultant force of the second magnetic force and the reset pull force resists the first magnetic force, causing the armature to move toward the flange rotor and disengage from the slot plate, thereby releasing the shaft of the brake motor.

[0012] Optionally, the power failure brake may also include: a micro switch;

[0013] The micro switch is disposed on the stator. The micro switch is triggered to turn on when the armature is attracted to the slot, and turns off when the armature is disengaged from the slot.

[0014] Optionally, the micro switch includes two micro springs, a status detection element, and an output terminal. The roots of the two micro springs and the output terminal are respectively connected to the status detection element. The ends of the micro springs extend beyond the slot in a first direction, so that when the armature disengages from the slot, the two micro springs are disconnected, and when the armature engages the slot, the two micro springs are connected through the armature.

[0015] The status detection device is used to generate a disengagement status signal and output it to the outside via the output terminal when the two micro-motion springs are disconnected, and to generate an engagement status signal and output it to the outside via the output terminal when the two micro-motion springs are connected.

[0016] Optionally, the elastic element includes a disc spring or a leaf spring.

[0017] According to another aspect of the present invention, an electromechanical braking system is provided, comprising: a brake disc, a brake caliper, a gearbox, a brake motor, and a power-off brake as described in any one of claims 1-4, wherein the power-off brake and the brake motor are integrated into a motor assembly.

[0018] Optionally, the motor assembly further includes protective raceways;

[0019] One end of the protective sleeve is fitted onto the side of the end cover of the brake motor, forming an annular groove with the outer surface of the end cover and the rotating shaft of the brake motor.

[0020] The power failure brake is disposed in the annular groove, the stator of the power failure brake is connected to the end cover by bolts, and the flange rotor of the power failure brake is connected to the rotating shaft by a toothed spline.

[0021] Optionally, the motor assembly further includes a first heat-insulating damping washer and a second heat-insulating damping washer;

[0022] The first heat-insulating damping washer is disposed between the stator and the end cover to reduce heat and vibration transmission between the stator and the end cover;

[0023] The second heat-insulating damping washer is disposed between the end face of the protective sleeve and the gearbox to reduce heat and vibration propagation between the power failure brake and the gearbox.

[0024] According to another aspect of the present invention, an automobile is provided, the automobile including any of the electromechanical braking systems described in the preceding aspect.

[0025] According to another aspect of the present invention, a state monitoring method for a power failure controller is provided, the state monitoring method for a power failure controller comprising:

[0026] With the coil energized, monitor the real-time current in the coil;

[0027] When the real-time current in the coil shows a sudden increase in inflection point, it is determined that the armature of the power failure controller has disengaged;

[0028] When the real-time current in the coil experiences a sudden drop in inflection point, the armature of the power failure controller is determined to be engaged.

[0029] Optionally, while monitoring the real-time current in the coil, the method further includes:

[0030] Monitor the on / off state of the micro switch;

[0031] When the micro switch is turned off, it is determined that the armature of the power failure controller is disengaged;

[0032] When the microswitch is turned on, the armature of the power failure controller is determined to be engaged.

[0033] The technical solution of this invention includes a power-off brake comprising a stator, a flange rotor, rolling bearings, a slotted plate, an armature, an elastic element, a permanent magnet, and a coil. The side of the stator away from the flange rotor is connected to the end cover of the brake motor. The flange rotor is connected to the shaft of the brake motor and also to the stator via the rolling bearing, allowing the flange rotor to rotate relative to the stator along the shaft of the brake motor. The slotted plate is disposed on the stator near the flange rotor. The armature is disposed between the slotted plate and the flange rotor, and is connected to the flange rotor via the elastic element, allowing the armature to reciprocate between the flange rotor and the slotted plate along the axial direction of the flange rotor. The shape of the groove on the slotted plate matches the shape of the armature directly opposite to it. The permanent magnet is disposed on the stator, generating a first magnetic force on the armature. This first magnetic force is opposite in direction to the restoring pull force exerted by the elastic element on the armature, and is greater than the restoring pull force exerted by the elastic element on the armature. When the coil is de-energized, the first magnetic force resists the restoring pull force, causing the armature to move towards the slotted plate and engage with it, thereby locking the shaft of the brake motor. The coil is mounted on the stator. When energized, the coil generates a second magnetic force on the armature. The second magnetic force is opposite in direction to the first magnetic force, and the resultant force of the second magnetic force and the reset pull force is greater than the first magnetic force. When the coil is energized, the resultant force of the second magnetic force and the reset pull force resists the first magnetic force, causing the armature to move toward the flange rotor and disengage from the slot plate, thereby releasing the shaft of the brake motor. This achieves the locking and releasing of the corresponding brake motor. The brake is integrated into the motor, which reduces the size, noise, and energy loss compared to existing technologies. The simple structure also reduces the difficulty of manufacturing and testing.

[0034] It should be understood that the description in this section is not intended to identify key or essential features of the embodiments of the present invention, nor is it intended to limit the scope of the invention. Other features of the invention will become readily apparent from the following description. Attached Figure Description

[0035] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0036] Figure 1 This is a schematic diagram of a power failure brake provided in an embodiment of the present invention;

[0037] Figure 2 This is a three-dimensional structural diagram of a power failure brake provided in an embodiment of the present invention;

[0038] Figure 3 This is a schematic diagram of the structure of a micro switch provided in an embodiment of the present invention;

[0039] Figure 4A schematic diagram illustrating the principle of a micro switch during on and off states, provided in an embodiment of the present invention.

[0040] Figure 5 This is a schematic diagram of the composition of an electromechanical braking system provided in an embodiment of the present invention;

[0041] Figure 6 This is a schematic diagram of the composition of a motor assembly provided in an embodiment of the present invention;

[0042] Figure 7 A schematic diagram of the composition of a car provided in an embodiment of the present invention;

[0043] Figure 8 A schematic flowchart illustrating a method for monitoring the state of a power failure brake according to an embodiment of the present invention;

[0044] Figure 9 A flowchart illustrating a step-by-step judgment method for armature disengagement process provided in an embodiment of the present invention;

[0045] Figure 10 The present invention provides a curve showing the change in coil voltage and current before and after the armature of a power failure controller is disconnected.

[0046] Figure 11 This is a flowchart illustrating another method for monitoring the state of a power-off brake provided in an embodiment of the present invention. Detailed Implementation

[0047] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0048] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0049] To address the problems mentioned in the background art, this invention provides a power-off brake applied to an electromechanical braking system to lock or release the shaft of the brake motor as needed, thereby achieving stable parking of the electromechanical braking system. Figure 1 This is a schematic diagram of a power failure brake provided in an embodiment of the present invention. Figure 2 This is a three-dimensional structural diagram of a power failure brake provided in an embodiment of the present invention, combined with... Figure 1 and Figure 2 The power-off brake 100 includes a stator 101 and a flange rotor 102 coaxially stacked around the shaft of the brake motor, as well as a rolling bearing 103, a slotted disc 104, an armature 105, an elastic element 106, a permanent magnet 107, and a coil 108. The side of the stator 101 away from the flange rotor 102 is connected to the end cover of the brake motor; the flange rotor 102 is connected to the shaft of the brake motor and also to the stator 101 via the rolling bearing 103, so that the flange rotor 102 can rotate relative to the stator 101 with the shaft of the brake motor. A slotted plate 104 is disposed on the stator 101 near the flange rotor 102. An armature 105 is disposed between the slotted plate 104 and the flange rotor 102, and is connected to the flange rotor 102 via an elastic element 106, so that the armature 105 can reciprocate between the flange rotor 102 and the slotted plate 104 along the axial direction of the flange rotor 102. The shape of the groove on the slotted plate 104 is fitted with the shape of the armature 105 directly opposite to it. A permanent magnet 107 is disposed on the stator 101, and the permanent magnet 107 generates a first magnetic force on the armature 105. The first magnetic force is opposite in direction to the reset pulling force of the elastic element 106 on the armature 105, and the first magnetic force is greater than the reset pulling force of the elastic element 106 on the armature 105. When the coil 108 is de-energized, the first magnetic force resists the reset pulling force, causing the armature 105 to move toward the slotted plate 104 and engage with the slotted plate 104 accordingly, thereby locking the motor shaft. Coil 108 is mounted on stator 101. When energized, coil 108 generates a second magnetic force on armature 105. The second magnetic force is opposite in direction to the first magnetic force, and the resultant force of the second magnetic force and the reset pull is greater than the first magnetic force. When coil 108 is energized, the resultant force of the second magnetic force and the reset pull resists the first magnetic force, causing armature 105 to move toward flange rotor 102 and disengage from slot 104, thereby releasing the shaft of brake motor.

[0050] Specifically, the stator 101 is the stationary iron core part of the power-off brake 100. Its main body is disc-shaped, with a shaft extension of a certain length extending beyond the top surface (relative to the bottom surface) of the disc at its center. This shaft extension can be a cylindrical tube with a certain wall thickness. The bottom surface of the stator 101 is fixedly connected to the outer surface of the end cover of the brake motor corresponding to the power-off brake 100. For example, at least three connecting rings can be spaced around the bottom of the stator 101. These connecting rings are bolted to the end cover of the brake motor, thus fixing and integrating the power-off brake 100 onto the corresponding brake motor. The hollow portion of the stator 101 allows the brake motor shaft to pass through, enabling the stator 101 to be fitted onto the brake motor shaft. The stator 101 can serve as a carrier for the slot 104, permanent magnet 107, and coil 108, and can also provide a low magnetic resistance magnetic path to enhance the strength and uniformity of the magnetic field. For example, the stator 101 can be made of silicon steel sheets or other high magnetic permeability materials.

[0051] The flange rotor 102 is a rotating component on the power-off brake 100. The flange portion of the flange rotor 102 can be provided with multiple sets of holes symmetrical about the rotation axis and penetrating both sides of the flange portion for mounting the elastic element 106 and the armature 105. Similar to the stator 101, the shaft extension portion of the flange rotor 102 is also a cylindrical tube with a certain wall thickness. The outer diameter of the cylindrical tube is smaller than the inner diameter of the cylindrical tube of the shaft extension portion on the stator 101. Therefore, the shaft extension portion of the flange rotor 102 can be directly aligned with the shaft extension portion of the stator 101 and fitted inside its cylindrical tube. A rolling bearing 103 is then positioned between the outer wall of the cylindrical tube of the shaft extension portion of the flange rotor 102 and the inner wall of the cylindrical tube of the shaft extension portion of the stator 101, connecting the flange rotor 102 and the stator 101 respectively. This achieves a rolling connection between the flange rotor 102 and the stator 101. In addition, the inner wall of the circular tube of the shaft extension portion of the flange rotor 102 can be sleeved with the shaft of the brake motor, and the rotor rotor 102 is connected to the shaft by a toothed spline, so that the flange rotor 102 can rotate relative to the stator 101 with the shaft of the brake motor. For example, the flange rotor 102 can also be made of silicon steel sheets or other high magnetic permeability materials. The flange rotor 102 and the stator 101 can jointly provide a low magnetic resistance magnetic conduction path, enhancing the strength and uniformity of the magnetic field.

[0052] The slotted disc 104 is a hollow, disc-shaped braking device fixedly mounted on the stator 101, with a through hole that can fit around the shaft extension portion of the stator 101. The side of the slotted disc 104 away from the top surface of the stator 101 may have grooves. The shape of these grooves can match the shape of the protrusions on the surface of the opposing armature 105 or the shape of the armature 105 itself. The grooves guide the armature 105 to make more accurate and tight contact with the slotted disc 104. Furthermore, when the armature 105 is engaged, the grooves increase the contact area between the slotted disc 104 and the armature 105, increasing static friction without increasing the overall size of the power-off brake 100, thus improving braking performance. Additionally, the grooves in the slotted disc 104 increase the contact area between the power-off brake 100 and the air, allowing for better heat dissipation and extending the lifespan of the power-off brake 100. For example, the slotted disc 104 can be made of metal, possessing a certain degree of rigidity and strength.

[0053] The armature 105 is a component made of ferromagnetic material, capable of being attracted or repelled by the magnetism provided by the devices on the stator 101. Exemplarily, the armature 105 may comprise a single hollow armature 105 disc adapted to the outer dimensions of the stator 101 and the flange rotor 102, or it may comprise multiple distributed armature 105 blocks. An elastic element 106 is also provided between the armature 105 and the flange rotor 102. The armature 105 is fixed to the side of the elastic element 106 away from the flange stator 102 by a first rivet 110, and the other side of the elastic element 106 is fixed to the flange stator 102 by a second rivet 111, thereby achieving a fixed connection between the flange rotor 102, the elastic element 106, and the armature 105. The elastic element 106 can be stretched or reset, thereby realizing the reciprocating motion of the armature 105. When the elastic element 106 is reset, a pre-set air gap of a certain length exists between the corresponding position of the armature 105 and the slotted disk 104. For example, the elastic element 106 includes a disc spring or leaf spring. The elastic element 106 can be connected to the flange rotor 102 by several bolts and to the armature 105 by another set of bolts, all of which need to be centrally symmetrical about the axis of rotation of the flange rotor 102.

[0054] The permanent magnet 107 can be disposed between the bottom surface of the slot 104 and the top surface of the stator 101, and fixed to the stator 101 by the retainer 112. Exemplarily, the permanent magnet 107 can include a ring-shaped permanent magnet component, sleeved on the outer side of the shaft extension portion of the stator 101; the permanent magnet 107 can also include multiple tile-shaped or block-shaped permanent magnet components, each distributed symmetrically around the shaft extension portion of the stator 101. The permanent magnet 107 generates a permanent first magnetic force on the armature 105, the presence or absence of which does not change due to different states of other devices such as the coil 108. The first magnetic force is greater than the reset pull force of the elastic element 106 acting on the armature 105. When the coil 108 is de-energized, the magnetic force of the coil 108 on the armature 105 disappears, and the first magnetic force is greater than the reset pull force of the elastic element 106 acting on the armature 105. Therefore, the armature 105 will move towards the slot 104, and the elastic element 106 will be stretched. As the armature 105 moves, the air gap between the slotted disk 104 and the armature 105 decreases, and the first magnetic force increases until the air gap length is zero and the first magnetic force reaches its maximum when the armature 105 is attracted by the slotted disk 104. The permanent magnet 107 can apply the first magnetic force to the armature 105 when the coil 108 is de-energized to resist the reset pull of the elastic element 106 on the armature 105, keeping the elastic element 106 in a stretched state, thereby maintaining the attraction between the armature 105 and the slotted disk 104, stabilizing the rotating shaft of the brake motor, and improving the reliability of the brake.

[0055] The coil 108 can be disposed at the bottom of the slot of the tray 104 and fixed to its original position by the encapsulation layer. Similar to the permanent magnet 107, the coil 108 can include the entire coil 108 wound around the shaft extension of the stator 101, or it can include multiple distributed small coils 108 centrally symmetrically distributed around the shaft extension of the stator 101, which can be configured according to actual needs. The coil 108 can be directly connected to the wheel end controller circuit board via two power pins 109 (also called pins) to improve the response speed of parking lock. After the coil 108 is energized, it applies a second magnetic force to the armature 105. The direction of the second magnetic force is opposite to that of the first magnetic force, that is, the same as the direction of the reset pull applied to the armature 105 by the elastic element 106. The magnitude of the second magnetic force is proportional to the magnitude of the current in the coil 108 and is also related to the air gap between the tray 104 and the armature 105. After the coil 108 is energized, the resultant force of the second magnetic force and the reset pull force on the armature 105 is greater than the first magnetic force, causing the armature 105 to move away from the slot 104. The instant the air gap between the armature 105 and the slot 104 changes from zero to existing, the air gap in the coil 108 decreases momentarily, resulting in a decrease in the second magnetic force. Even after the decrease, the second magnetic force still ensures that the resultant force of the second magnetic force and the reset pull force on the armature 105 is greater than the first magnetic force. The armature 105 continues to move away from the slot 104 until the elastic element 106 resets. During the energization of the coil 108, the armature 105 remains disengaged and the elastic element 106 remains reset. At this time, the flange rotor 102 can rotate with the rotor of the brake motor, releasing the brake motor. Furthermore, the coil 108 can be placed in a deep groove on the slot 104 and fixed to the bottom of the groove by the encapsulation layer 112. The encapsulation layer 112 can be set in thickness according to actual needs, leaving corresponding grooves on the surface of the slot 104 to achieve corresponding engagement with the armature. Figure 1 The image is for illustrative purposes only and contains exaggerations. The details of the grooves and air gaps have been omitted.

[0056] The power-off brake provided in this embodiment of the invention comprises a stator, a flange rotor, rolling bearings, a slotted plate, an armature, an elastic element, a permanent magnet, and a coil. The side of the stator away from the flange rotor is connected to the end cover of the brake motor. The flange rotor is connected to the shaft of the brake motor and also to the stator via the rolling bearing, so that the flange rotor can rotate relative to the stator with the shaft of the brake motor. The slotted plate is disposed on the side of the stator closest to the stator. The armature is disposed between the slotted plate and the flange rotor and is connected to the flange rotor via the elastic element, so that the armature can reciprocate between the flange rotor and the slotted plate along the axial direction of the flange rotor. The shape of the groove on the slotted plate matches the shape of the armature directly opposite to it. The permanent magnet is disposed on the stator and generates a first magnetic force on the armature. The first magnetic force is opposite in direction to the reset pulling force of the elastic element on the armature, and the first magnetic force is greater than the reset pulling force of the elastic element on the armature. When the coil is de-energized, the first magnetic force resists the reset pulling force, causing the armature to move towards the slotted plate and attract accordingly to the slotted plate, thereby locking the shaft of the brake motor. The coil is mounted on the stator. When energized, the coil generates a second magnetic force on the armature. The second magnetic force is opposite in direction to the first magnetic force, and the resultant force of the second magnetic force and the reset pull force is greater than the first magnetic force. When the coil is energized, the resultant force of the second magnetic force and the reset pull force resists the first magnetic force, causing the armature to move toward the flange rotor and disengage from the slot plate, thereby releasing the shaft of the brake motor. This achieves the locking and releasing of the corresponding brake motor. The brake is integrated into the motor, which reduces the size, noise, and energy loss compared to existing technologies. The simple structure also reduces the difficulty of manufacturing and testing.

[0057] Optionally, based on the foregoing embodiments, further combinations are made... Figure 1 and Figure 2 The power failure brake 100 also includes a micro switch 200. The micro switch 200 is disposed on the stator 101 and can be disposed between the slot 104 and the armature 105, so that the micro switch 200 is triggered to conduct when the armature 105 is attracted to the slot 104, and returns to being off when the armature 105 is disengaged from the slot 104.

[0058] Specifically, a micro switch 200 is a switch with a small travel and rapid action. Its working principle is to use external mechanical force to cause the contacts to quickly connect or disconnect. When the externally applied force reaches a certain level, the elastic element (such as a spring) of the micro switch 200 will deform, thereby changing the state of the contacts.

[0059] For example, Figure 3 This is a schematic diagram of a micro switch provided in an embodiment of the present invention. Figure 4 This is a schematic diagram illustrating the principle of a microswitch during on and off states, provided by an embodiment of the present invention. Figure 1 , Figure 3 and Figure 4The micro switch 200 includes two micro springs 201, a status detection element 202, and an output terminal 203. The micro springs 201 can be metal springs. The roots of the two micro springs 201 and the output terminal 203 are connected to the status detection element 202. The ends of the micro springs 201 extend beyond the surface of the slotted plate 104 that contacts the armature 105 in a first direction S, so that when the armature 105 disengages from the slotted plate 104, the two micro springs 201 are disconnected; and when the armature 105 engages the slotted plate 104, the two micro springs 201 are connected via the armature 105. The first direction S refers to the direction along the central axis of the flange rotor 102 from the stator 101 to the flange rotor 102. The status detection unit 202 is used to generate a disengagement status signal and output it to the outside via the output terminal 203 when the two micro-motion springs 201 are disconnected, and also to generate an engagement status signal and output it to the outside via the output terminal 203 when the two micro-motion springs 201 are connected. For example, it can provide feedback to the vehicle controller or to the wheel end controller circuit board.

[0060] The power failure brake provided in this embodiment has a micro switch on the stator, which is triggered to conduct when the armature is attracted to the slot, and turns off when the armature is disengaged from the slot, thereby realizing mechanical detection of the operating status of the power failure brake and improving the reliability of the electromechanical braking system.

[0061] This invention also provides an electromechanical braking system. Figure 5 This is a schematic diagram of the composition of an electromechanical braking system provided in an embodiment of the present invention, combined with... Figure 1 and Figure 5 The electromechanical braking system 400 includes a brake disc 401, a brake caliper 402, a gearbox 403, a brake motor 404, and a power-off brake 100 in any embodiment of the present invention, wherein the power-off brake 100 and the brake motor 404 are integrated into a motor assembly.

[0062] Specifically, the brake disc 401 is a circular metal disc that can be mounted near the wheel hub and rotates with the wheel. For example, in some vehicles, the brake disc 401 may be located inside the wheel. The brake caliper 402 may include a caliper body, a piston, and brake pads. The caliper body may be a clamp or pliers structure with a piston inside, which pushes the brake pads to move. The brake pads are generally made of a friction material; for example, the material may be semi-metallic or ceramic. When the brake caliper is in braking condition, the piston is driven by the gearbox to move within the piston cylinder, thereby causing the brake pads to clamp the brake disc. The friction between the brake disc and the brake pads can decelerate or stop the wheel.

[0063] In the electromechanical braking system 400, a gearbox 403 is located between the shaft k of the brake motor 404 and the brake caliper 402, primarily serving to transmit power and change speed and torque. The gearbox 403 may contain shafts, a central gear, planetary gears, and a ring gear. These mechanical components work together to convert the high-speed, low-torque output from the brake motor 404 into a low-speed, high-torque output suitable for the electromechanical braking system 400, which is ultimately output by the brake caliper 402.

[0064] The brake motor 404 is the power source of the electromechanical braking system 400, providing the necessary power for the subsequent movement of the gearbox 403 and brake caliper 402 according to control signals. The power-off brake 100 is mounted on the end cover of the brake motor 404, with the stator 101 fixedly connected to the end cover and the inner ring of the flange rotor 102 fixedly connected to the shaft of the brake motor. This integrates the power-off brake 100 and the brake motor into a single motor assembly. Compared to the ratchet and pawl structure located in the gearbox, this assembly is smaller and more regularly shaped, reducing the difficulty and cost of manufacturing and installing the braking system. After the brake motor 404 completes its braking action, the power-off brake 100 can lock the brake motor according to control signals, locking the electromechanical braking system 400 and maintaining the continuous clamping of the brake caliper 402 onto the brake disc 401, thus assisting in parking and improving the reliability of vehicle parking.

[0065] Optionally, Figure 6 This is a schematic diagram of a motor assembly provided by an embodiment of the present invention. The diagram illustrates the various components of the motor assembly in a three-dimensional assembly view. Based on any of the foregoing embodiments, and combined with... Figure 1 and reference Figure 6 The motor assembly 500 in the electromechanical braking system 400 also includes a protective sleeve 501. One end of the protective sleeve 501 is fitted onto the side of the end cover 502 of the brake motor 404, forming an annular groove with the outer surface of the end cover 502 and the shaft of the brake motor 404. The power-off brake 100 is disposed within the annular groove. The stator 101 of the power-off brake 100 is bolted to the screw groove on the end cover 502, and the flange rotor 102 of the power-off brake 100 is connected to the shaft via a toothed spline. In other embodiments, the protective sleeve 501 can be integrally formed with the motor end cover 502. This component can directly form an annular groove with the shaft of the brake motor 404 for placing and installing the power-off brake 100; this is not limited here.

[0066] The motor assembly 500 also includes a first heat-insulating damping washer 503 and a second heat-insulating damping washer 504. The first heat-insulating damping washer 503 is disposed between the stator 101 and the end cover 502 to reduce heat and vibration transmission between the stator 101 and the end cover 502. The second heat-insulating damping washer 504 is disposed between the end face of the protective sleeve 501 and the gearbox to reduce heat and vibration transmission between the power failure brake 100 and the gearbox.

[0067] The electromechanical braking system provided in this invention integrates the brake motor and the power-off brake into a single motor assembly. This assembly also includes a protective sleeve fitted onto the side of the brake motor's end cover. The protective sleeve forms an annular groove with the outer surface of the end cover and the brake motor's shaft, providing space for the power-off brake. This improves the integration between the brake motor and the power-off brake. Compared to the prior art's use of ratchet and pawl for assisted parking, this significantly simplifies the composition and structure of the electromechanical braking system and reduces its size. Furthermore, the electronic braking system also includes a first heat-insulating damping washer and a second heat-insulating damping washer to reduce heat and vibration propagation between the stator and end cover, and between the power-off brake and gearbox, greatly improving the system's reliability and extending its lifespan.

[0068] The present invention also provides an automobile. Figure 7 This is a schematic diagram of the composition of a car provided in an embodiment of the present invention, with reference to... Figure 7 The vehicle 700 includes the electromechanical braking system 400 of any of the foregoing embodiments. The application of the electromechanical braking system 400 with a power-off brake in the vehicle 700 can reduce auxiliary parking noise and improve the auxiliary parking speed and reliability.

[0069] The present invention also provides a method for monitoring the status of a power failure controller. This method can be implemented by a control device corresponding to an electromechanical braking system. For example, the control device can be a wheel end controller circuit board. Figure 8 This is a flowchart illustrating a state monitoring method for a power failure brake provided in an embodiment of the present invention. Based on any of the foregoing embodiments, refer to... Figure 8 The status monitoring methods for power failure controllers include:

[0070] S801. Monitor the real-time current in the coil when it is energized.

[0071] Specifically, since the electromagnetic force supplied to the armature by the coil in the power-off brake is strongly correlated with the coil current and is controlled by a current loop, the state of the power-off brake can be determined by monitoring the real-time current in the coil. For example, a current transformer installed on the coil's power input line can be used to monitor the real-time current in the coil.

[0072] S802. When the real-time current in the coil shows a sudden increase in inflection point, determine that the armature of the power failure controller has disengaged.

[0073] Specifically, the sudden rise inflection point refers to the time point within which the current in the coil increases by more than a preset increment per unit time. The sudden rise inflection point can be determined based on real-time current monitoring data in the coil. For example, a 2-microsecond sampling window is used to sample (or monitor) the real-time current in the coil. During sampling, the difference between the end current value and the initial current value within the sampling window is calculated. If the difference is greater than the preset increment, a sudden rise inflection point in the real-time current can be determined, and the armature of the power-off controller can be confirmed to have disengaged.

[0074] For example, Figure 9 This is a flowchart illustrating a step-by-step judgment method for the armature disengagement process provided in an embodiment of the present invention. Figure 10 This invention provides a curve showing the change in coil voltage and current before and after the armature of a power failure controller is disconnected, based on any of the foregoing embodiments, and in conjunction with... Figure 9 and Figure 10 If a step-by-step analysis of the armature disengagement process is required, the following method can be used: S901. After the coil is energized, sample the coil current using a 2ms sampling window. S902. Determine if the difference between the end current value and the initial current value of the sampling window is less than 0. S903. If yes, determine that the armature has begun to move away from the slot. At this time, the armature has not yet disengaged from the slot; for example, the interaction force between the armature and the slot decreases, and the contact surface undergoes some deformation. S904. After determining that the armature has begun to move away from the slot, continue to sample the coil current using a 2ms sampling window. S905. Determine if the difference between the end current value and the initial current value of the sampling window is greater than 0. S906. If yes, determine that the armature is moving away from the slot. At this time, the armature is not fully in contact with the slot, and the movement away from the slot is still ongoing. S907. Determine if the difference between the end current value and the initial current value of the sampling window is greater than 0 and within 100mA. S908, if so, then it is confirmed that the armature has completely disengaged from the slot.

[0075] S803. When the real-time current in the coil experiences a sudden drop in inflection point, determine that the armature of the power failure controller is engaged.

[0076] Specifically, the sudden drop inflection point refers to the time point within which the current in the coil decreases by more than a preset amount per unit time. This inflection point can be determined based on real-time current monitoring data in the coil. For example, a 2-microsecond sampling window is used to sample (or monitor) the real-time current in the coil. During sampling, the difference between the initial and final current values ​​within the sampling window is calculated. If the difference is less than the preset decrease, a sudden drop inflection point in the real-time current can be determined, and the armature of the power-off controller can be activated.

[0077] The power failure controller status monitoring method provided in this embodiment monitors the real-time current in the coil when the coil is energized. When the real-time current in the coil experiences a sudden increase in inflection point, it is determined that the armature of the power failure controller has disengaged. When the real-time current in the coil experiences a sudden decrease in inflection point, it is determined that the armature of the power failure controller has engaged. By utilizing current monitoring, the status of the power failure controller is accurately monitored, the engagement and disengagement of the armature are accurately determined, and feedback is sent to the wheel end or vehicle end, improving the visibility of the auxiliary parking function and enhancing the user experience.

[0078] Optionally, Figure 11 This is a flowchart illustrating another method for monitoring the state of a power-off brake provided in an embodiment of the present invention. Based on any of the foregoing embodiments, and combined with... Figure 8 and Figure 11 The status monitoring method for the power failure controller may also include:

[0079] S1101, Monitor the on / off status of the micro switch.

[0080] S1102. When the micro switch is off, confirm that the armature of the power failure controller is disengaged.

[0081] S1103. When the micro switch is on, determine that the armature of the power failure controller is engaged.

[0082] In the power failure controller status monitoring method provided in this embodiment, the real-time current in the coil is monitored when the coil is energized. When the real-time current in the coil experiences a sudden increase inflection point, the armature of the power failure controller is determined to be disengaged. When the real-time current in the coil experiences a sudden decrease inflection point, the armature of the power failure controller is determined to be engaged. Simultaneously with monitoring the coil current, the on / off state of the microswitch is also monitored. When the microswitch is off, the armature of the power failure controller is determined to be disengaged. When the microswitch is on, the armature of the power failure controller is determined to be engaged. By utilizing both coil current monitoring and microswitch status monitoring, the status of the power failure brake is determined through software and hardware judgments respectively. These two methods can be implemented simultaneously and are mutually redundant, greatly improving the reliability of the electromechanical braking system.

[0083] It should be understood that the various forms of processes shown above can be used, with steps reordered, added, or deleted. For example, the steps described in this invention can be executed in parallel, sequentially, or in different orders, as long as the desired result of the technical solution of this invention can be achieved, and this is not limited herein.

[0084] The specific embodiments described above do not constitute a limitation on the scope of protection of this invention. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this invention should be included within the scope of protection of this invention.

Claims

1. A power-off brake, characterized in that, Brake motors used in electromechanical braking systems; The power failure brake includes: a stator and a flange rotor coaxially stacked around the shaft of the brake motor, as well as rolling bearings, slotted discs, armatures, elastic elements, permanent magnets, and coils; The side of the stator away from the flange rotor is connected to the end cover of the brake motor; the flange rotor is connected to the shaft of the brake motor and also to the stator via a rolling bearing, so that the flange rotor can rotate relative to the stator with the shaft of the brake motor. The slotted plate is disposed on the stator near the flange rotor; the armature is disposed between the slotted plate and the flange rotor, and is connected to the flange rotor via the elastic element, so that the armature can reciprocate between the flange rotor and the slotted plate along the axial direction of the flange rotor; the shape of the groove on the slotted plate matches the shape of the armature directly opposite it. The permanent magnet is disposed on the stator, and the permanent magnet generates a first magnetic force on the armature. The first magnetic force is opposite in direction to the reset pulling force of the elastic element on the armature, and the first magnetic force is greater than the reset pulling force of the elastic element on the armature. When the coil is de-energized, the first magnetic force resists the reset pulling force, causing the armature to move toward the slot and attract the corresponding slot, thereby locking the shaft of the brake motor. The coil is disposed on the stator. When energized, the coil generates a second magnetic force on the armature. The second magnetic force is opposite in direction to the first magnetic force. The resultant force of the second magnetic force and the reset pull force is greater than the first magnetic force. When the coil is energized, the resultant force of the second magnetic force and the reset pull force resists the first magnetic force, causing the armature to move toward the flange rotor and disengage from the slot plate, thereby releasing the shaft of the brake motor.

2. The power-off brake according to claim 1, characterized in that, It also includes: microswitches; The micro switch is disposed on the stator. The micro switch is triggered to turn on when the armature is attracted to the slot, and turns off when the armature is disengaged from the slot.

3. The power-off brake according to claim 2, characterized in that, The micro switch includes two micro springs, a status detection element, and an output terminal. The roots of the two micro springs and the output terminal are respectively connected to the status detection element. The ends of the micro springs extend beyond the slot in a first direction, so that when the armature is disengaged from the slot, the two micro springs are disconnected, and when the armature is attracted to the slot, the two micro springs are connected through the armature. The status detection device is used to generate a disengagement status signal and output it to the outside via the output terminal when the two micro-motion springs are disconnected, and to generate an engagement status signal and output it to the outside via the output terminal when the two micro-motion springs are connected.

4. The power-off brake according to claim 1, characterized in that, The elastic element includes a disc spring or a leaf spring.

5. An electromechanical braking system, characterized in that, include: The brake disc, brake caliper, gearbox, brake motor, and power-off brake according to any one of claims 1-4, wherein the power-off brake and the brake motor are integrated into a motor assembly.

6. The electromechanical braking system according to claim 5, characterized in that, The motor assembly also includes protective raceways; One end of the protective sleeve is fitted onto the side of the end cover of the brake motor, forming an annular groove with the outer surface of the end cover and the rotating shaft of the brake motor. The power failure brake is disposed in the annular groove, the stator of the power failure brake is connected to the end cover by bolts, and the flange rotor of the power failure brake is connected to the rotating shaft by a toothed spline.

7. The electromechanical braking system according to claim 6, characterized in that, The motor assembly also includes a first heat-insulating damping washer and a second heat-insulating damping washer; The first heat-insulating damping washer is disposed between the stator and the end cover to reduce heat and vibration transmission between the stator and the end cover; The second heat-insulating damping washer is disposed between the end face of the protective sleeve and the gearbox to reduce heat and vibration propagation between the power failure brake and the gearbox.

8. A car, characterized in that, Includes the electromechanical braking system as described in any one of claims 5-7.

9. A method for monitoring the status of a power failure controller, characterized in that, include: With the coil energized, monitor the real-time current in the coil; When the real-time current in the coil shows a sudden increase in inflection point, it is determined that the armature of the power failure controller has disengaged; When the real-time current in the coil experiences a sudden drop in inflection point, the armature of the power failure controller is determined to be engaged.

10. The state monitoring method for a power failure controller according to claim 9, characterized in that, In addition to monitoring the real-time current in the coil, it also includes: Monitor the on / off state of the micro switch; When the micro switch is turned off, it is determined that the armature of the power failure controller is disengaged; When the microswitch is turned on, the armature of the power failure controller is determined to be engaged.

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