Intelligent vehicle electromechanical composite brake system structure

Abstract

The application relates to the technical field of intelligent vehicle brake control, and discloses an intelligent vehicle electromechanical composite brake system structure, which comprises a brake disc, a caliper cover is arranged outside the brake disc, a composite brake mechanism is used for accurately controlling brake calipers to clamp the brake disc to control braking, the composite brake mechanism is used for controlling the brake calipers to quickly clamp the brake disc by high-pressure gas delivered in a gas storage tank to realize emergency braking, an anti-lock mechanism, a control system, the composite brake mechanism is adopted to realize the coordinated improvement of brake precision and response speed, under a conventional braking scene, the brake force can be dynamically adjusted according to road conditions based on the accurate control of the motor and the transmission structure, so that the braking jerk in low-speed driving or in a congested road condition is avoided, and the driving comfort is improved; under an emergency braking scene, the high-pressure gas can quickly provide the maximum brake force, the braking distance is greatly shortened, sudden dangers can be effectively coped with, and the two braking modes are seamlessly switched, so that the intelligent vehicle diversification driving scene demand is adapted.

Description

Technical Field

[0001] This invention relates to the field of intelligent vehicle braking control technology, specifically to a structure of an intelligent vehicle electromechanical composite braking system. Background Technology

[0002] With the rapid development of automotive intelligence and connectivity technologies, intelligent vehicles are placing increasingly higher demands on the performance of their braking systems. Traditional braking systems are mainly divided into three categories: purely mechanical braking, purely hydraulic braking, and purely pneumatic braking. However, each has its own significant limitations: purely mechanical braking relies on mechanical transmission structures, resulting in low braking accuracy and slow response speed, making it difficult to meet the precise dynamic control requirements of intelligent vehicles; while purely hydraulic braking can provide greater braking force, there is a risk of leakage in the hydraulic lines, and the system maintenance cost is high. In low-temperature environments, it is also prone to response delays due to increased hydraulic oil viscosity; purely pneumatic braking has a fast response speed and is suitable for emergency braking scenarios, but its braking force adjustment accuracy is poor, making it impossible to achieve a smooth braking process, especially at low speeds or in congested traffic conditions, where braking jerks are likely to occur.

[0003] Meanwhile, existing anti-lock braking systems (ABS) largely rely on hydraulic or pneumatic pressure regulation, which suffers from large pressure fluctuations and delayed response during regulation. When braking on slippery roads or in emergency avoidance scenarios, the ABS mechanism's untimely response can easily lead to wheel lock-up, causing vehicle skidding or loss of control. Furthermore, the core advantage of intelligent connected vehicles lies in achieving active braking through environmental perception and intelligent decision-making. However, existing braking systems lack coordination with vehicle perception modules (such as radar and sensors), failing to dynamically adjust braking strategies based on real-time road conditions (such as distance to the vehicle ahead and road friction coefficient), making it difficult to balance safety and fuel economy during braking. On the other hand, braking systems generate significant heat during long-term operation, especially the high temperatures generated by friction between the brake discs and brake pads. Inadequate heat dissipation leads to accelerated brake pad wear and brake performance degradation (i.e., "heat fade"), severely impacting the lifespan and safety of the braking system. Existing brake discs often rely on single cooling vents, resulting in low heat dissipation efficiency. In continuous braking scenarios (such as downhill sections in mountainous areas), heat accumulation becomes particularly pronounced. Summary of the Invention

[0004] The purpose of this invention is to provide a structure for an electromechanical composite braking system for intelligent connected vehicles to solve the problems mentioned in the background art.

[0005] To achieve the above objectives, the present invention provides the following technical solution: A hybrid electromechanical braking system structure for intelligent connected vehicles includes: A brake disc, wherein a caliper cover is provided on the outside of the brake disc, and a brake caliper is installed inside the caliper cover; A composite braking mechanism is mounted on the caliper cover. The composite braking mechanism uses a synchronous motor to precisely control the brake caliper to clamp the brake disc and control braking. The composite braking mechanism also uses high-pressure gas supplied from the gas tank to control the brake caliper to quickly clamp the brake disc to achieve emergency braking. An anti-lock braking system (ABS) is provided on the caliper cover, and the ABS prevents the brake caliper from locking by controlling the exhaust volume of the exhaust pipe. A control system is provided for controlling the operation of the composite braking mechanism and the anti-lock braking mechanism.

[0006] Optionally, the composite braking mechanism includes a mounting bracket, a reducer, a mounting cover, a threaded rod, a rotating component, an air guide plate, a connecting bracket, an electric push rod, and a piercing head. Two mounting brackets are provided, each mounted on one side of the caliper cover. Each mounting bracket has a connecting hole. The threaded rod is rotatably connected between the two mounting brackets. Two threaded rods are provided, with the middle section located inside the caliper cover. The brake caliper is threadedly connected to the side wall of the threaded rod and slidably connected inside the caliper cover via the threaded rod. The reducer is fixedly mounted on one side of one of the mounting brackets. A rotating shaft is fixedly mounted on the output end of the reducer. A limit component is provided inside the rotating shaft. One end of the threaded rod has a connection point with the rotating shaft and the limit component. The synchronous motor is fixedly installed on one side of the reducer, and the output end of the synchronous motor is connected to the input end of the reducer. The mounting cover is fixedly installed on one side of another mounting bracket. An air guide groove is opened inside the mounting cover. A connecting pipe is fixedly installed at one end of the air guide groove. The air tank is threadedly connected to the connecting pipe. The rotating part is fixedly installed at the other end of the threaded rod. The rotating part is located in the air guide groove. The air guide plate is fixedly installed on the side wall of the rotating part. The connecting frame is fixedly installed on the inner wall of the air guide groove. The connecting frame is a cross-shaped frame. The electric push rod is fixedly installed in the connecting frame. The electric push rod is located at the center of the connecting frame. The piercing head is fixedly installed at the output end of the electric push rod.

[0007] Optionally, the threaded rod is a double-ended threaded rod with opposite thread directions at both ends, and two brake calipers are provided, with the two brake calipers located on both sides of the brake disc respectively.

[0008] Optionally, a plurality of air guide plates are provided, and a plurality of through holes are provided inside the plurality of air guide plates.

[0009] Optionally, the puncture head has a tapered cross-section, and a plurality of through-flow holes are provided inside the puncture head. The puncture head is located on one side of the gas storage tank opening.

[0010] Optionally, the side wall of the rotating shaft has an installation cavity, a strong spring is fixedly installed on the inner wall of the installation cavity, and the limiting member is fixedly installed on one end of the strong spring. The end face of the limiting member is triangular.

[0011] Optionally, the anti-lock braking mechanism includes a speed sensor and a solenoid valve. The exhaust pipe is fixedly installed inside the mounting cover and is connected to the air guide groove. The solenoid valve is fixedly installed inside the exhaust pipe. The speed sensor is fixedly installed on the inner wall of the caliper cover and is located outside the brake disc.

[0012] Optionally, the control system includes a controller, a millimeter-wave radar, and a distance sensor. The distance sensor is fixedly installed at the center of the inner wall of the caliper cover and is located on one side of the brake disc.

[0013] Optionally, a limiting tube is fixedly installed inside the brake caliper, and the limiting tube is slidably connected inside the caliper cover. A brake pad is fixedly installed on one side of the brake caliper, and the brake pad is located on one side of the brake disc.

[0014] Optionally, the brake disc sidewall has several heat dissipation grooves, the heat dissipation grooves have heat dissipation holes that penetrate the brake disc, the inner wall of the heat dissipation grooves has several reinforcing ribs fixedly installed, and the brake disc has several mounting holes.

[0015] The present invention has at least the following beneficial effects: (1) This solution adopts a composite braking mechanism to achieve a coordinated improvement in braking accuracy and response speed. In the conventional braking scenario, relying on the precise control of the motor and transmission structure, the braking force can be dynamically adjusted according to the road conditions to avoid braking jerking in low-speed driving or congested road conditions and improve driving comfort. In the emergency braking scenario, the high-pressure gas drive can quickly provide the maximum braking force, significantly shorten the braking distance, and effectively deal with sudden dangers. The two braking modes can be seamlessly switched to meet the diverse driving scenario needs of intelligent connected vehicles. (2) The anti-lock braking system of this solution monitors the rotational speed of the braking components in real time and dynamically adjusts the exhaust volume to precisely control the braking clamping force. When a risk of locking is detected, the braking pressure can be reduced quickly to avoid vehicle skidding or loss of control caused by wheel lock-up; after the risk is eliminated, the braking effect can be restored in time, solving the problems of large pressure fluctuations and delayed response of traditional anti-lock braking systems, and significantly improving braking safety, especially in wet and slippery road surfaces or emergency avoidance scenarios. (3) The control system of this solution integrates environmental perception and real-time monitoring modules. It can detect the distance and relative speed of obstacles ahead through radar, and combined with the gap data of braking components, it can trigger the active braking strategy in advance, transforming passive braking into an active protection mode of "prediction-intervention". At the same time, the data of each module interacts in real time, dynamically adjusts the braking strategy, balances braking safety and economy, and gives full play to the intelligent advantages of intelligent connected vehicles; (4) The brake disc of this design adopts a multi-channel heat dissipation design, which increases the heat dissipation area through grooves and through holes. Combined with the airflow during the braking process, it forms a highly efficient air cooling effect, effectively alleviating the heat fade phenomenon caused by braking friction, reducing wear of brake components, and extending service life. In addition, the limiting and strengthening structural design of key components ensures that each component is subjected to balanced force and operates stably during the braking process, avoiding the impact of structural deformation or loosening on braking performance. Attached Figure Description

[0016] To more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the 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. Figure 1 This is a schematic diagram of the structure of the present invention; Figure 2 This is a schematic diagram of the internal structure of the caliper cover of the present invention; Figure 3 This is a schematic diagram of the mounting frame structure of the present invention; Figure 4 This is a schematic diagram of the threaded rod structure of the present invention; Figure 5 This is a schematic diagram of the mounting cover structure of the present invention; Figure 6 This is a schematic diagram of the internal structure of the rotating component of the present invention; Figure 7 This is a schematic cross-sectional view of the mounting cover structure of the present invention; Figure 8 For the present invention Figure 7 Enlarged structural diagram at point A in the middle; Figure 9 This is a schematic cross-sectional view of the rotating shaft of the present invention; Figure 10 This is a schematic diagram of the brake disc structure of the present invention; Figure 11 This is a system diagram of the present invention.

[0017] The attached diagram lists the components represented by each number as follows: 1. Brake disc; 101. Heat dissipation groove; 102. Heat dissipation hole; 103. Mounting hole; 104. Reinforcing rib; 2. Caliper cover; 201. Limit tube; 202. Speed ​​sensor; 203. Distance sensor; 204. Brake caliper; 205. Brake pad; 3. Mounting bracket; 301. Reducer; 302. Synchronous motor; 303. Air tank; 304. Connection hole; 305. Mounting cover; 306. Exhaust pipe; 307. Threaded rod; 308. Limiting groove; 309. Solenoid valve; 310. Connecting pipe; 311. Rotating component; 312. Air guide plate; 313. Through hole; 314. Air guide groove; 315. Connecting bracket; 316. Electric push rod; 317. Piercing head; 318. Flow hole; 319. Rotating shaft; 320. Mounting cavity; 321. High-strength spring; 322. Limiting component; 4. Controller; 401. Millimeter-wave radar. Detailed Implementation

[0018] 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 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 are within the scope of protection of the present invention.

[0019] Please see Figures 1-11 This invention provides a structure for an electromechanical composite braking system for intelligent connected vehicles, comprising: Brake disc 1, caliper cover 2 is provided on the outside of brake disc 1, and brake caliper 204 is installed inside caliper cover 2; The compound braking mechanism is installed on the caliper cover 2. The compound braking mechanism precisely controls the brake caliper 204 to clamp the brake disc 1 through the synchronous motor 302 to control braking. The compound braking mechanism controls the brake caliper 204 to quickly clamp the brake disc 1 through the high pressure gas delivered in the air tank 303 to achieve emergency braking. An air compressor can be used to replace the air tank 303 to deliver high pressure gas. Anti-lock braking system (ABS) is installed on caliper cover 2. The ABS prevents brake caliper 204 from locking by controlling the exhaust volume of exhaust pipe 306. The control system is used to control the operation of the composite braking mechanism and the anti-lock braking mechanism. It should be noted that this solution combines the precise control of the synchronous motor 302 with the rapid response of high-pressure gas through the design concept of "electromechanical integration". At the same time, it is equipped with an independent anti-lock braking mechanism and an intelligent control system to achieve multi-dimensional optimization of braking accuracy, response speed, safety protection and intelligent coordination, effectively solving the single performance limitations of the existing braking system.

[0020] In some embodiments, see Figure 3 , Figure 4 , Figure 5 、 Figure 6 、 Figure 7 、 Figure 8The composite braking mechanism includes a mounting bracket 3, a reducer 301, a mounting cover 305, a threaded rod 307, a rotating component 311, an air guide plate 312, a connecting bracket 315, an electric push rod 316, and a piercing head 317. Two mounting brackets 3 are provided, each mounted on one side of the caliper cover 2. A connecting hole 304 is provided within each mounting bracket 3. The threaded rod 307 is rotatably connected between the two mounting brackets 3. Two threaded rods 307 are provided, with the middle section located inside the caliper cover 2. The brake caliper 204 is threadedly connected to the side wall of the threaded rod 307 and slidably connected to the caliper cover 2 via the threaded rod 307. The reducer 301 is fixedly mounted on one side of one of the mounting brackets 3. A rotating shaft 319 is fixedly mounted at the output end of the reducer 301. A limiting component 322 is provided inside the shaft 319. One end of the threaded rod 307 has a limiting groove 308 that matches the shaft 319 and the limiting component 322. The synchronous motor 302 is fixedly installed on one side of the reducer 301. The output end of the synchronous motor 302 is connected to the input end of the reducer 301. The mounting cover 305 is fixedly installed on one side of another mounting bracket 3. An air guide groove 314 is provided inside the mounting cover 305. A connecting pipe 310 is fixedly installed at one end of the air guide groove 314. The air tank 303 is threadedly connected to the connecting pipe 310. The rotating component 311 is fixedly installed at the other end of the threaded rod 307. The rotating component 311 is located inside the air guide groove 314. The air guide plate 312 is fixedly installed on the side wall of the rotating component 311. The connecting bracket 315 is fixedly installed inside the air guide groove 314. The wall, the connecting frame 315 is a cross-shaped frame, the electric push rod 316 is fixedly installed in the connecting frame 315, the electric push rod 316 is located at the center of the connecting frame 315, and the piercing head 317 is fixedly installed at the output end of the electric push rod 316; it should be noted that the mounting frame 3, as the support carrier of the composite braking mechanism, achieves stable installation of the threaded rod 307 through symmetrical arrangement on both sides, and the connecting hole 304 is used to assist in fixing the mounting frame 3 to the caliper cover 2, ensuring the rigidity of the overall structure; the threaded rod 307 provides a transmission path for the sliding of the brake caliper 204, and the double threaded rod design can ensure that the brake caliper 204 is subjected to balanced force on both sides, avoiding deviation during braking; the reducer 301 is used to reduce the output speed of the synchronous motor 302 and increase the torque to ensure the rotation of the threaded rod 307. The system provides sufficient driving force while preventing excessive rotation speed from causing the brake caliper 204 to lose control of its clamping speed. The fit between the rotating shaft 319 and the limiting groove 308 enables power transmission between the reducer 301 and the threaded rod 307. The limiting component 322 prevents relative sliding between the rotating shaft 319 and the limiting groove 308, improving power transmission efficiency. The mounting cover 305 provides a closed space for the air guide 314, ensuring the directional flow of high-pressure gas within the air guide 314. The connecting pipe 310 achieves a sealed connection between the gas tank 303 and the air guide 314, preventing high-pressure gas leakage. The rotating component 311 rotates synchronously with the threaded rod 307, driving the air guide plate 312 to rotate within the air guide 314, which can accelerate the flow speed of high-pressure gas and improve the response speed of the brake caliper 204.The cross-shaped connecting bracket 315 can stably fix the electric push rod 316 without obstructing the flow of gas in the air guide duct 314; the electric push rod 316, as the driving component of the puncture head 317, can precisely control the extension and retraction of the puncture head 317 according to the instructions of the control system, realizing the opening and closing of the gas tank 303 opening, thereby controlling the triggering timing of the emergency brake; the threaded gas tank 303 is easy to replace.

[0021] In some embodiments, see Figure 4 The threaded rod 307 is a double-ended threaded rod with opposite thread directions at both ends. Two brake calipers 204 are provided, located on opposite sides of the brake disc 1. It should be noted that the design of the double-ended threaded rod with opposite threads at both ends allows the brake calipers 204 on both sides to move synchronously in opposite directions when the threaded rod 307 rotates, i.e., simultaneously approaching or moving away from the brake disc 1. This ensures uniform clamping force on both sides of the brake disc 1 and avoids deformation of the brake disc 1 or uneven wear of the brake pads 205 due to excessive force on one side. The two brake calipers 204 are symmetrically distributed on both sides of the brake disc 1, enabling bidirectional synchronous braking, improving braking efficiency and stability, and reducing vibration and noise generated during braking.

[0022] In some embodiments, see Figure 6 , Figure 7 Several air guide plates 312 are provided, and each air guide plate 312 has a through hole 313. It should be noted that the multiple air guide plates 312 are evenly distributed along the circumference of the rotating component 311, which can generate stronger airflow disturbance during rotation, accelerate the flow of high-pressure gas in the air guide groove 314, and further improve the response speed of the brake caliper 204. The through holes 313 on the air guide plates 312 can realize airflow diversion, avoid the formation of local vortices in the high-pressure gas in the air guide groove 314, reduce airflow resistance, and at the same time reduce wind resistance noise when the air guide plates 312 rotate, improving the smoothness of system operation. In addition, the through holes 313 can also assist the air guide groove 314 in exchanging air with the outside in non-emergency braking state, playing a certain role in heat dissipation.

[0023] In some embodiments, see Figure 7 , Figure 8The puncture head 317 has a conical cross-section and several through-holes 318 inside. The puncture head 317 is located on one side of the gas tank 303 opening. It should be noted that the conical cross-section of the puncture head 317 can more easily puncture the sealing membrane of the gas tank 303 opening, reducing resistance during the puncture process and ensuring that high-pressure gas can be released quickly during emergency braking. The multiple through-holes 318 inside the puncture head 317 can evenly guide the gas in the gas tank 303 into the air guide channel 314, avoiding excessively concentrated gas flow that could cause excessively high local pressure in the air guide channel 314. At the same time, it ensures that the gas pressure on both sides of the brake caliper 204 is balanced, improving the stability of emergency braking. The alignment design between the puncture head 317 and the gas tank 303 opening ensures the accuracy of the puncture action and avoids high-pressure gas leakage or failure to release properly due to misalignment.

[0024] In some embodiments, see Figure 4 , Figure 9 The rotating shaft 319 has a mounting cavity 320 on its side wall. A strong spring 321 is fixedly installed on the inner wall of the mounting cavity 320. A limiting member 322 is fixedly installed on one end of the strong spring 321. The end face of the limiting member 322 is triangular. It should be noted that the mounting cavity 320 provides installation space for the strong spring 321 and the limiting member 322, ensuring a compact layout of the components. The strong spring 321 provides a continuous clamping force to the limiting member 322 through elastic deformation, so that the limiting member 322 is always embedded in the limiting groove 308 of the threaded rod 307, avoiding gaps between the rotating shaft 319 and the limiting groove 308 that could cause power transmission interruption or slippage. The triangular end face of the limiting member 322 has better guiding properties. When the rotating shaft 319 and the limiting groove 308 are assembled, they can be quickly fitted by the inclined surface. At the same time, the triangular structure has higher stability and can withstand greater torque, preventing the limiting member 322 from deforming or breaking during power transmission.

[0025] In some embodiments, see Figure 5 , Figure 7 , Figure 11The anti-lock braking system includes a speed sensor 202 and a solenoid valve 309. An exhaust pipe 306 is fixedly installed inside a mounting cover 305 and is connected to an air guide slot 314. The solenoid valve 309 is fixedly installed inside the exhaust pipe 306. The speed sensor 202 is fixedly installed on the inner wall of the caliper cover 2, located on the outer side of the brake disc 1. It should be noted that the speed sensor 202 is used to monitor the speed of the brake disc 1 in real time. When the speed of the brake disc 1 drops sharply and approaches a locked state, it can quickly transmit a signal to the control system, providing a trigger for the anti-lock braking action. The exhaust pipe 306 serves as a channel for the exhaust of gas from the air guide slot 314. By controlling the exhaust volume, the pressure inside the air guide 314 can be adjusted, thereby adjusting the clamping force of the brake caliper 204. The solenoid valve 309, as the on / off control component of the exhaust pipe 306, can quickly adjust the valve opening according to the instructions of the control system, fully opening, partially opening, or closing, to achieve precise control of the exhaust volume: when the brake disc 1 is close to locking, the solenoid valve 309 increases the opening, accelerates the gas discharge from the air guide 314, reduces the clamping force of the brake caliper 204, and prevents the wheel from locking; when the speed of the brake disc 1 returns to normal, the solenoid valve 309 decreases the opening, maintains the pressure inside the air guide 314, ensures the braking effect, and thus achieves dynamic adjustment of the anti-lock braking function.

[0026] In some embodiments, see Figure 1 , Figure 11 The control system includes a controller 4, a millimeter-wave radar 401, and a distance sensor 203. The distance sensor 203 is fixedly installed at the center of the inner wall of the caliper cover 2, located on one side of the brake disc 1. It should be noted that the controller 4, as the core control unit of the system, can receive signals from components such as the speed sensor 202, the millimeter-wave radar 401, and the distance sensor 203, and output control commands according to preset algorithms, such as PID control algorithms, to achieve precise control of actuators such as the synchronous motor 302, the electric actuator 316, and the solenoid valve 309; the millimeter-wave radar 401... Installed at the front of the vehicle, the 01 sensor can detect the distance and relative speed between the vehicle and obstacles in front, such as other vehicles, pedestrians, and guardrails, in real time. This provides environmental perception data for active braking. When a collision risk is detected, the braking system can be triggered in advance to improve driving safety. The distance sensor 203 is used to monitor the gap between the brake caliper 204 and the brake disc 1 to avoid brake failure due to excessive gap or continuous friction between the brake pad 205 and the brake disc 1 due to insufficient gap. At the same time, the synchronous motor 302 can be adjusted according to the gap data to achieve precise positioning of the brake caliper 204 and improve braking accuracy.

[0027] In some embodiments, see Figure 1 , Figure 2 , Figure 4A limiting tube 201 is fixedly installed inside the brake caliper 204. The limiting tube 201 is slidably connected inside the caliper cover 2. A brake pad 205 is fixedly installed on one side of the brake caliper 204, and the brake pad 205 is located on one side of the brake disc 1. It should be noted that the sliding fit between the limiting tube 201 and the caliper cover 2 provides guidance for the movement of the brake caliper 204, preventing the brake caliper 204 from deviating or rotating during sliding, ensuring that the brake pad 205 always remains parallel to the brake disc 1, improving the braking effect and the service life of the brake pad 205. As a friction component that directly contacts the brake disc 1, the brake pad 205 is made of a high-friction coefficient, high-temperature resistant material such as ceramic matrix composite material, which can generate stable braking force during friction, while reducing wear and heat fade, ensuring the long-term reliability of the braking system.

[0028] In some embodiments, see Figure 10 The brake disc 1 has several heat dissipation grooves 101 on its side wall, and heat dissipation holes 102 penetrating the brake disc 1 inside the heat dissipation grooves 101. Several reinforcing ribs 104 are fixedly installed on the inner wall of the heat dissipation grooves 101, and several mounting holes 103 are opened inside the brake disc 1. It should be noted that the heat dissipation grooves 101 are evenly distributed along the circumference of the brake disc 1, which can increase the contact area between the brake disc 1 and the air, accelerate heat dissipation, and at the same time, the airflow in the heat dissipation grooves 101 can form a "wind-cooling effect" when the brake disc 1 rotates, further improving the heat dissipation efficiency; the heat dissipation holes 102 penetrate the brake disc 1. The brake disc 1 allows for air convection on both sides, carrying away accumulated heat and effectively mitigating heat fade. The reinforcing rib 104 is fixed to the inner wall of the heat dissipation groove 101, which can improve the structural strength and rigidity of the brake disc 1 without increasing its overall thickness, preventing deformation due to high temperature or excessive force. The mounting hole 103 is used for the fixed connection between the brake disc 1 and the wheel hub, ensuring that the brake disc 1 rotates synchronously with the wheel. At the same time, the symmetrical design of multiple mounting holes 103 can ensure that the brake disc 1 is subjected to balanced force and reduce vibration during rotation.

[0029] The workflow and principle of this invention are as follows: First, the brake disc 1 is fixedly connected to the vehicle wheel hub through the mounting hole 103 to ensure that the brake disc 1 and the wheel hub are coaxial; then, the caliper cover 2 is installed on the vehicle brake bracket, so that the brake disc 1 is located at the center of the caliper cover 2. At the same time, the position of the caliper cover 2 is adjusted to ensure that the distance between it and the brake disc 1 meets the design requirements. The brake pad 205 is fixed to the inner side of the two brake calipers 204 with bolts. The two brake calipers 204 are respectively fitted on both sides of the two threaded rods 307. The double-ended reverse threads of the threaded rods 307 are used to make the two brake calipers 204 symmetrically distributed on both sides of the brake disc 1. At the same time, the other end of the limiting tube 201 is inserted into the guide hole in the inner wall of the caliper cover 2 to ensure that the brake caliper 204 can slide smoothly along the axial direction of the limiting tube 201. Normal braking conditions: When the driver presses the brake pedal, squeezes the brake, or the controller 4 detects a minor collision risk ahead via millimeter-wave radar 401, the controller 4 receives a braking command. First, it obtains the current clearance between the brake caliper 204 and the brake disc 1 via distance sensor 203, calculates the required movement distance of the brake caliper 204, and sends a control signal to the synchronous motor 302. The synchronous motor 302 starts and outputs its speed. After being reduced in speed by reducer 301, the rotating shaft 319 drives the threaded rod 307 to rotate. Because the threaded rod 307 has a double-ended reverse thread, the brake calipers on both sides... 204 moves synchronously towards the brake disc 1 along the axis of the threaded rod 307. During the movement of the brake caliper 204, the distance sensor 203 feeds back the gap data to the controller 4 in real time. The controller 4 adjusts the speed and direction of rotation of the synchronous motor 302 according to the feedback data: when the gap reaches the preset value, the synchronous motor 302 stops rotating, and the brake pad 205 contacts the brake disc 1 to generate frictional braking force; if it is necessary to increase the braking force, the synchronous motor 302 continues to rotate in the forward direction to reduce the gap; if it is necessary to reduce the braking force, the synchronous motor 302 rotates in the reverse direction to increase the gap, thereby achieving precise adjustment of the braking intensity. Emergency Braking Situation: When the millimeter-wave radar 401 detects an emergency collision risk ahead, such as when the distance to the vehicle in front is less than 50% of the safe distance, the relative speed is greater than 30 km / h, or the driver presses the brake pedal and squeezes the brake to its limit, the controller 4 determines it to be an emergency braking scenario and immediately triggers the emergency braking mode. The controller 4 sends an extension command to the electric push rod 316. The output end of the electric push rod 316 pushes the piercing head 317 to move rapidly. The conical end of the piercing head 317 pierces the sealing membrane of the gas tank 303. The compressed air in the gas tank 303 quickly enters the air guide duct 314 through the flow hole 318 of the piercing head 317, increasing the pressure in the air guide duct 314. The high-pressure gas in the air guide duct 314 pushes the rotating part 311 to rotate rapidly. The rotating part 311 drives the threaded rod 307 to rotate at high speed. When the brake calipers 204 on both sides are driven by the threaded rod 307 to quickly approach the brake disc 1, they complete the action from the initial position to full clamping in a short time. The brake pads 205 and the brake disc 1 generate maximum braking force to achieve emergency braking and shorten the braking distance. During the rotation of the threaded rod 307 driven by high-pressure gas, the limiting part 322 in the rotating shaft 319 retracts under the force spring 321, disconnecting the power connection between the reducer 301 and the threaded rod 307 to prevent the synchronous motor 302 from stalling and being damaged. When the emergency braking ends, the controller 4 controls the electric push rod 316 to retract, the piercing head 317 disengages from the mouth of the gas tank 303, and at the same time the force spring 321 pops out, so that the reducer 301 reconnects with the threaded rod 307. Then, the synchronous motor 302 rotates in the opposite direction to drive the brake calipers 204 to reset. Anti-lock braking mode: In emergency braking, the speed sensor 202 monitors the speed of the brake disc 1 in real time and transmits the speed data to the controller 4. The controller 4 determines whether there is a risk of wheel lock-up by calculating the rate of change of speed deceleration. When the deceleration of the brake disc 1 is large, the controller 4 determines that there is a risk of wheel lock-up and triggers the anti-lock braking action. The controller 4 sends an opening adjustment command to the solenoid valve 309. The valve opening of the solenoid valve 309 increases rapidly, and the high-pressure gas in the air guide duct 314 is quickly discharged through the exhaust pipe 306. The pressure in the air guide duct 314 decreases. The decrease in pressure in the air guide duct 314 causes the rotation speed of the threaded rod 307 to slow down, and the clamping force of the brake caliper 204 decreases accordingly. The friction between the brake pad 205 and the brake disc 1 is reduced, thus preventing wheel lock-up.

[0030] The synchronous motor model 302 is Y2-80M1-2; The reducer model 301 is NMRV030-50-0.75kW; The electric linear actuator 316 model is DTZ300-50; The solenoid valve 309 is model 2W-200-20B; The speed sensor model 202 is E2B-M18KN16-WZ-C1; The distance sensor model 203 is GP2Y0A21YK0F; The millimeter-wave radar 401 is model ARS408-21; Controller 4 is model STM32H743VI; The gas storage tank model 303 is QF-2L.

[0031] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus.

[0032] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A structure for an electromechanical composite braking system for intelligent connected vehicles, characterized in that, include: Brake disc (1), a caliper cover (2) is provided on the outside of the brake disc (1), and a brake caliper (204) is installed inside the caliper cover (2); A composite braking mechanism is installed on the caliper cover (2). The composite braking mechanism controls the brake caliper (204) to clamp the brake disc (1) through a synchronous motor (302) to achieve braking control. The composite braking mechanism controls the brake caliper (204) to quickly clamp the brake disc (1) through the gas supplied in the gas tank (303) to achieve emergency braking. An anti-lock braking system is provided on the caliper cover (2), and the anti-lock braking system prevents the brake caliper (204) from locking by controlling the exhaust volume of the exhaust pipe (306); A control system is provided for controlling the operation of the composite braking mechanism and the anti-lock braking mechanism.

2. The structure of an intelligent connected vehicle electromechanical composite braking system according to claim 1, characterized in that: The composite braking mechanism includes a mounting bracket (3), a reducer (301), a mounting cover (305), a threaded rod (307), a rotating component (311), an air guide plate (312), a connecting bracket (315), an electric push rod (316), and a piercing head (317). Two mounting brackets (3) are provided, each mounted on one side of the caliper cover (2). A connecting hole (304) is provided inside each mounting bracket (3). The threaded rod (307) is rotatably connected between the two mounting brackets (3). Two threaded rods (307) are provided. The middle section of the threaded rod (307) is located inside the caliper cover (2). The brake caliper (204) is threadedly connected to the side wall of the threaded rod (307). The brake caliper (204) is slidably connected to the caliper cover (2) through the threaded rod (307). The reducer (301) is fixedly installed on one side of one of the mounting brackets (3). A rotating shaft (319) is fixedly installed at the output end of the reducer (301). A limiting element (322) is provided inside the rotating shaft (319). One end of the threaded rod (307) is provided with a connection between the rotating shaft (319) and the limiting element (322). 22) A matching limiting groove (308) is provided. The synchronous motor (302) is fixedly installed on one side of the reducer (301). The output end of the synchronous motor (302) is connected to the input end of the reducer (301). The mounting cover (305) is fixedly installed on one side of another mounting bracket (3). An air guide groove (314) is provided inside the mounting cover (305). A connecting pipe (310) is fixedly installed at one end of the air guide groove (314). The air tank (303) is threadedly connected to the connecting pipe (310). The rotating part (311) is fixed. Installed at the other end of the threaded rod (307), the rotating part (311) is located inside the air guide groove (314), the air guide plate (312) is fixedly installed on the side wall of the rotating part (311), the connecting frame (315) is fixedly installed on the inner wall of the air guide groove (314), the connecting frame (315) is a cross-shaped frame, the electric push rod (316) is fixedly installed inside the connecting frame (315), the electric push rod (316) is located at the center of the connecting frame (315), and the piercing head (317) is fixedly installed at the output end of the electric push rod (316).

3. The structure of an intelligent connected vehicle electromechanical composite braking system according to claim 2, characterized in that: The threaded rod (307) is a double-ended threaded rod with opposite thread directions at both ends. There are two brake calipers (204), which are located on both sides of the brake disc (1).

4. The structure of an intelligent connected vehicle electromechanical composite braking system according to claim 2, characterized in that: The air guide plate (312) is provided in a plurality of ways, and the air guide plate (312) is provided with through holes (313) inside the plurality of air guide plates (312).

5. The structure of an intelligent connected vehicle electromechanical composite braking system according to claim 2, characterized in that: The puncture head (317) has a tapered cross section and a through flow hole (318) is provided inside the puncture head (317). There are several flow holes (318). The puncture head (317) is located on one side of the mouth of the gas storage tank (303).

6. The structure of an intelligent connected vehicle electromechanical composite braking system according to claim 2, characterized in that: The rotating shaft (319) has an installation cavity (320) on its side wall. A strong spring (321) is fixedly installed on the inner wall of the installation cavity (320). The limiting member (322) is fixedly installed on one end of the strong spring (321). The end face of the limiting member (322) is triangular.

7. The structure of an intelligent connected vehicle electromechanical composite braking system according to claim 2, characterized in that: The anti-lock braking mechanism includes a speed sensor (202) and a solenoid valve (309). The exhaust pipe (306) is fixedly installed inside the mounting cover (305). The exhaust pipe (306) is connected to the air guide groove (314). The solenoid valve (309) is fixedly installed inside the exhaust pipe (306). The speed sensor (202) is fixedly installed on the inner wall of the caliper cover (2). The speed sensor (202) is located outside the brake disc (1).

8. The structure of an intelligent connected vehicle electromechanical composite braking system according to claim 1, characterized in that: The control system includes a controller (4), a millimeter-wave radar (401), and a distance sensor (203). The distance sensor (203) is fixedly installed at the center of the inner wall of the caliper cover (2) and is located on one side of the brake disc (1).

9. The structure of an intelligent connected vehicle electromechanical composite braking system according to claim 1, characterized in that: The brake caliper (204) is fixedly installed with a limiting tube (201), which is slidably connected inside the caliper cover (2). A brake pad (205) is fixedly installed on one side of the brake caliper (204), and the brake pad (205) is located on one side of the brake disc (1).

10. The structure of an intelligent connected vehicle electromechanical composite braking system according to claim 1, characterized in that: The brake disc (1) has several heat dissipation grooves (101) on its side wall. The heat dissipation grooves (101) have heat dissipation holes (102) that penetrate the brake disc (1) inside. The heat dissipation grooves (101) have several reinforcing ribs (104) fixedly installed on their inner walls. The brake disc (1) has several mounting holes (103) inside.

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