Braking device, electronic parking brake system and vehicle

Abstract

The application discloses a brake device, an electronic parking brake system and a vehicle. The brake device comprises a caliper body, an inner side of the caliper body defining a cavity; a first transmission member, the first transmission member being arranged on the inner side of the caliper body, the first transmission member being configured to be connected with a friction plate arranged on one side of the caliper body in a first direction; a motor, the motor being connected with the first transmission member, the motor being configured to drive the friction plate to move in the first direction through the first transmission member; a force bearing cover, the force bearing cover being arranged on a side of the first transmission member away from the friction plate in the first direction, and the force bearing cover being connected with the caliper body; a force sensor, the force sensor being fixed on the force bearing cover, the force sensor being connected with the first transmission member, and the force sensor being configured to detect a braking force of the first transmission member; and a circuit board, the circuit board being arranged on a side of the force bearing cover away from the caliper body in the first direction, and the force sensor being connected with the circuit board. According to the brake device, the connecting circuit can be greatly shortened, the use of an adapter can be avoided, and the reliability of a sensor signal is improved.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and in particular to a braking device, an electronic parking brake system, and a vehicle. Background Technology

[0002] In the field of electromechanical braking devices, force sensors are usually required to monitor the clamping force at the wheel end. The most commonly used force sensor is the ring force sensor, which is often placed inside the caliper body. When the brake is applied, the pressure signal output by the force sensor is transmitted to the controller, which controls the brake caliper to output the corresponding braking force for closed-loop control of the system.

[0003] The existing wiring method for force sensors involves setting up a through channel in the brake caliper body through which the wiring harness assembly passes. One end of the wiring harness assembly is connected to the force sensor, and the other end extends out of the channel and is connected to the controller. Although the above solution solves the wiring problem of the force sensor, it increases the length of the signal transmission line. The longer signal transmission path is not conducive to passing the EMC test, and the force sensor signal is easily affected by external signal interference. Summary of the Invention

[0004] This invention aims to at least solve one of the technical problems existing in the prior art. To this end, this invention proposes a braking device that can significantly shorten the connection lines, eliminate the need for adapters, and effectively avoid signal loss caused by vibration and impact, thereby improving overall anti-interference capability and the reliability of sensor signals; simultaneously, it can also reduce the overall size of the braking device, thus improving the integration of the brake.

[0005] The present invention also proposes an electronic parking brake system having the above-mentioned braking device.

[0006] The present invention also proposes a vehicle having the above-mentioned electronic parking brake system.

[0007] According to a braking device of a first aspect of the present invention, the braking device includes: a clamp body, the inner side of which defines a cavity; a first transmission member disposed on the inner side of the clamp body, the first transmission member being configured to be connected to a friction pad disposed on one side of the clamp body in a first direction; a motor connected to the first transmission member for driving the friction pad to move along the first direction via the first transmission member; a load-bearing cover disposed on the side of the first transmission member opposite to the friction pad in the first direction and connected to the clamp body; a force sensor fixed to the load-bearing cover and connected to the first transmission member for detecting the braking force of the first transmission member; and a circuit board disposed on the side of the load-bearing cover opposite to the clamp body in the first direction, the force sensor being connected to the circuit board.

[0008] According to the braking device of the present invention, by fixing the force sensor to the load-bearing cover, there are no other components between the force sensor and the circuit board. In this way, the electrical signal of the force sensor can be directly connected to the circuit board without the need for other components to transfer. This can greatly shorten the connection line, avoid the use of adapters, and effectively avoid the problem of signal loss caused by vibration and impact, thereby improving the overall anti-interference ability and the reliability of the sensor signal. At the same time, it can also reduce the overall size of the braking device, thereby improving the integration of the brake.

[0009] According to some embodiments of the present invention, at least a portion of the force sensor is arranged on the side of the load-bearing cover facing the clamp body and abuts against the load-bearing cover in the first direction. A through hole is formed on the load-bearing cover in the first direction, and the connecting wire harness of the force sensor passes through the through hole and is connected to the circuit board.

[0010] According to some embodiments of the present invention, the first transmission member includes: a lead screw and a threaded sleeve, the lead screw being rotatably disposed on the clamp body about the first direction, the threaded sleeve being threadedly engaged with the radially outer side of the lead screw, the threaded sleeve being adapted to connect with the friction plate, and a recessed groove being formed at one end of the lead screw facing the circuit board in the first direction, at least a portion of the force sensor being disposed in the groove and abutting against the bottom wall of the groove in the first direction, the braking device further including: a thrust bearing, the force sensor being connected to the bottom wall of the groove through the thrust bearing.

[0011] According to some embodiments of the present invention, in the first direction, the portion of the bottom wall of the groove that contacts the thrust needle roller bearing is formed as a spherical surface protruding toward the force sensor; or, the lead screw and the sleeve are connected by balls; or, the first transmission member further includes: a bearing, an mounting groove is formed on the inner wall of the cavity, the bearing is arranged in the mounting groove, and the lead screw is rotatably supported in the mounting groove by the bearing. According to some embodiments of the present invention, the braking device further includes: a connector, which is a cylindrical shape with one end closed and the other end open in the first direction, the connector being movably sleeved on the end of the lead screw opposite to the circuit board along the first direction, the connector being connected to the threaded sleeve, and the closed end of the connector being adapted to connect to the friction plate, or, the lead screw having a plurality of meshing teeth arranged at intervals along the circumferential direction on its circumferential outer side, the braking device further includes: a transmission gear, the lead screw meshing with the transmission gear through the plurality of meshing teeth, and the motor being connected to the transmission gear for driving the transmission gear to rotate.

[0012] According to some embodiments of the present invention, the force sensor is a pad force sensor, or the braking device further includes: an end plate, the end plate being arranged between the clamp body and the force-bearing cover and fixedly connected to the clamp body, the end plate having a through hole extending through the end plate along the first direction, the through hole being arranged opposite to and communicating with the cavity, and the end of the first transmission member away from the friction plate extending into the through hole.

[0013] An electronic parking brake system according to a second aspect of the present invention includes: a braking device according to a first aspect of the present invention, the braking device further including: an end plate disposed between the caliper body and the load-bearing cover and fixedly connected to the caliper body; the electronic parking brake system further including: a parking brake device including: a driving member, a ratchet, and a pawl; the driving member being fixed to the end plate; the pawl being connected to the driving member; the ratchet being fixed to the motor shaft of the motor; the driving member being used to drive the pawl to move between a locked position and a released position; in the locked position, the pawl engages with the ratchet to lock the motor shaft; in the released position, the pawl disengages from the ratchet, and the motor shaft rotates; the pawl including: a swing arm and a pawl portion; the pawl portion being connected to one end of the swing arm; the other end of the swing arm being rotatably connected to one end of the driving member about a first direction.

[0014] According to the electronic parking brake system of the present invention, by providing the braking device of the first aspect described above, the overall performance of the electronic parking brake system is improved.

[0015] According to some embodiments of the present invention, the driving member includes: a housing having a receiving cavity formed inside the housing, one end of the swing arm extending into the receiving cavity and rotatably connected to the housing; a coil arranged in the receiving cavity; and a magnet fixed to the swing arm, the coil cooperating with the magnet to drive the pawl to rotate in a locked position and a released position. The coil includes a first coil and a second coil, and the magnet includes a first magnet and a second magnet. The first coil cooperates with the first magnet to move the pawl from the released position toward the locked position, and the second coil cooperates with the second magnet to move the pawl from the released position toward the locked position. The winding directions of the first coil and the second coil are different, and the magnetic poles of the first magnet facing the first coil are opposite to those of the second magnet facing the second coil.

[0016] According to some embodiments of the present invention, the parking brake device further includes: a limiting member, wherein a limiting hole is formed in the thickness direction of the swing arm, and a limiting groove is formed on each of the magnets; one end of the limiting member extends into the limiting groove through the limiting hole and engages with the limiting groove for limiting; or, the swing arm is a magnetic metal material, and the electromagnet includes: a first permanent magnet and a second permanent magnet arranged at intervals; in the locked position, the swing arm is magnetically connected to the first permanent magnet; in the released position, the swing arm is magnetically connected to the second permanent magnet.

[0017] The vehicle according to a third aspect of the invention includes an electronic parking brake system according to a second aspect of the invention.

[0018] According to the present invention, the overall performance of the vehicle is improved by providing the electronic parking brake system described in the second aspect.

[0019] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0020] Figure 1 This is a schematic diagram of a braking device according to an embodiment of the present invention; Figure 2 This is a partial schematic diagram of an electronic parking system according to an embodiment of the present invention; Figure 3 yes Figure 1 A schematic diagram of the lead screw shown; Figure 4 yes Figure 2 A schematic diagram of the force sensor shown; Figure 5This is a schematic diagram of an electronic parking system according to another embodiment of the present invention; Figure 6 This is a schematic diagram of the parking brake device in the parking state according to an embodiment of the present invention; Figure 7 This is a schematic diagram of the parking brake device in a non-parking state according to an embodiment of the present invention; Figure 8 This is a schematic diagram of the connection between the drive component and the pawl; in this diagram, the pawl is in the locked state. Figure 9 This is a schematic diagram of the connection between the drive component and the pawl in another state; in this case, the pawl is in the unlocked state. Figure 10 This is a schematic diagram of the connection between the drive component and the pawl in another state; where the pawl is in the unlocked state. Figure 11 yes Figure 6 A schematic diagram of one angle of the pawl shown; Figure 12 yes Figure 6 A schematic diagram of the pawl from another angle; Figure 13 This is a schematic diagram of the pawl in another embodiment; Figure 14 yes Figure 13 A schematic diagram of the pawl from another angle, as shown.

[0021] Figure label: 1. Electronic parking brake system; 100. Braking device; 10. Pliers body; 20. First transmission component; 21. Lead screw; 211. Groove; 212. Meshing teeth; 22. Screw sleeve; 23. Ball bearing; 24. Bearing; 30. Motor; 31. Motor shaft; 40. Load-bearing cover; 41. Through hole; 50. Force sensor; 51. Connecting harness; 52. First loop; 53. Second loop; 60. Circuit board; 70. Sealing component; 71. Main body; 72. Connecting part; 81. Thrust bearing; 82. First elastic element; 83. Connecting element; 84. Sealing ring; 85. Piston dust cover; 86. Transmission gear; 861. Motor gear; 862. First-stage double gear; 863. Second-stage double gear; 87. End plate; 88. Radial magnet; 89. Angle sensor; 91. Cage; 200. Parking brake device; 201. Drive component; 2011. Housing; 2012. Coil; 20121. First coil; 20122. Second coil; 2013. Magnet; 20131. First magnet; 20132. Second magnet; 2014. First permanent magnet; 2015. Second permanent magnet; 202. Ratchet; 203. Pawl; 2031. Swing arm; 2032. Claw portion; 2033. Mounting hole; 2334. First protrusion; 2035. Second protrusion; 204. Limiting component. Detailed Implementation

[0022] Embodiments of the present invention are described in detail below, examples of which are illustrated in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain the present invention, and should not be construed as limiting the present invention.

[0023] The following is for reference. Figures 1-14 A braking device 100 according to an embodiment of the first aspect of the present invention is described.

[0024] like Figures 1-2 and Figure 5 As shown, according to a first aspect embodiment of the present invention, a braking device 100 includes: a clamp body 10, a first transmission member 20, a motor 30, a load-bearing cover 40, a force sensor 50, and a circuit board 60. A cavity is defined on the inner side of the clamp body 10. The first transmission member 20 is disposed on the inner side of the clamp body 10 and is configured to be connected to a friction pad disposed on one side of the clamp body 10 in a first direction. The motor 30 is connected to the first transmission member 20 and is used to drive the friction pad to move along the first direction via the first transmission member 20. The load-bearing cover 40 is disposed on the side of the first transmission member 20 away from the friction pad in the first direction and is connected to the clamp body 10. The force sensor 50 is fixed to the load-bearing cover 40 and is connected to the first transmission member 20 for detecting the braking force of the first transmission member 20. The circuit board 60 is disposed on the side of the load-bearing cover 40 away from the clamp body 10 in the first direction, and the force sensor 50 is connected to the circuit board 60.

[0025] The clamp body 10 primarily provides installation space for the first transmission component 20. The first transmission component 20 mainly functions as a transmission component, converting the rotational state of the motor 30 into linear motion, thereby enabling the friction pads to move along a first direction and generate friction between the friction pads and the brake disc to brake the vehicle. The motor 30 primarily provides driving force for the movement of the friction pads. The load-bearing cover 40 is mainly used to fix the force sensor 50 and to receive the force transmitted by the force sensor 50. The force sensor 50 is mainly used to detect braking force, thereby ensuring the accuracy of braking force. The circuit board 60 is mainly used to receive and transmit signals, enabling the central control system to promptly determine and correct the output torque and speed of the motor 30.

[0026] The phrase "force sensor 50 is fixed on the load-bearing cover 40, force sensor 50 is connected to the first transmission component 20, and is also connected to the circuit board 60" means that there are no other components between the force sensor 50 and the circuit board 60. This allows the electrical signal of the force sensor 50 to be directly connected to the circuit board 60 without the need for other components. This greatly shortens the connection line, avoids the use of adapters, and effectively avoids the problem of signal loss caused by vibration and impact. As a result, the overall anti-interference capability is improved, and the reliability of the sensor signal is enhanced.

[0027] For example Figure 5 As shown, the load-bearing cover 40 has a cross-shaped structure, which provides ample space for the connecting wire harness 51 of the force sensor 50 to pass through.

[0028] Specifically, when the actuator begins to clamp and extend the braking force, the motor 30 begins to rotate. The motor 30 drives the friction pad to move toward the brake disc through the first transmission component 20. At this time, the first transmission component 20 exerts a force on the friction pad and the brake disc. Since the forces are mutual, the first transmission component 20 will be subjected to the same reaction force. This force will be transmitted to the force sensor 50, and then converted into a signal by the force sensor 50 and transmitted to the circuit board 60. The signal is then transmitted to the controller through the circuit board 60.

[0029] According to the braking device 100 of the present invention, by fixing the force sensor 50 to the load-bearing cover 40, there are no other components between the force sensor 50 and the circuit board 60. In this way, the electrical signal of the force sensor 50 can be directly connected to the circuit board 60 without the need for other components. This can greatly shorten the connection line, avoid the use of adapters, and effectively avoid the problem of signal loss caused by vibration and impact, thereby improving the overall anti-interference ability and the reliability of the sensor signal. At the same time, it can also reduce the overall size of the braking device 100, thereby improving the integration of the brake.

[0030] According to some specific embodiments of the present invention, such as Figures 1-2 As shown, the braking device 100 also includes a radial magnet 88, an angle sensor 89, and a PCB controller. The radial magnet 88 is fixed on the motor shaft 31 of the motor 30 and can rotate synchronously with the motor shaft 31. The PCB controller includes a circuit board 60, and the angle sensor 89 is arranged on the circuit board 60 of the PCB controller, and is arranged opposite to the radial magnet 88 in the circumferential direction of the motor shaft 31. Thus, when the actuator begins to clamp and release the braking force, the motor 30 begins to rotate, and the radial magnet 88 on the motor shaft 31 rotates synchronously with the motor shaft 31. At the same time, the angle sensor 89 can identify the position of the permanent magnet inside the motor 30 in the magnetic field and feed the position information back to the PCB controller. At this time, the PCB controller can decide when to change the current direction of the coil 2012 based on the position information, thereby realizing the rotation control of the motor 30 and its output torque and speed.

[0031] According to some embodiments of the present invention, such as Figures 1-2 As shown, at least a portion of the force sensor 50 is arranged on the side of the load-bearing cover 40 facing the clamp body 10 and abuts against the load-bearing cover 40 in a first direction. That is, the force sensor 50 can be fixed to the load-bearing cover 40 and the first sensor without the need for other parts. This reduces the number of parts used in the entire braking device 100, thereby reducing the size of the entire braking device 100 and improving the integration of the entire braking device 100.

[0032] The phrase "at least a portion of the force sensor 50 is arranged on the side of the load-bearing cover 40 facing the clamp body 10" can be understood to mean that the force sensor 50 can be partially arranged on the side of the load-bearing cover 40 facing the clamp body 10, or it can be arranged entirely on the side of the load-bearing cover 40 facing the clamp body 10.

[0033] According to some embodiments of the present invention, such as Figures 1-2 As shown, a through hole 41 is formed on the load-bearing cover 40, extending through the load-bearing cover 40 in a first direction. The connecting wire harness 51 of the force sensor 50 passes through the through hole 41 and is connected to the circuit board 60. In this way, the connection line can be further shortened, thereby further improving the reliability of the sensor signal.

[0034] According to some embodiments of the present invention, such as Figure 2 and Figure 4 As shown, the force sensor 50 is formed in the shape of a plate and is arranged on the side of the load-bearing cover 40 facing the clamp body 10 to cover the through hole 41. In this way, the force sensor 50 can not play a force transmission role, and it can also block the through hole 41 to prevent impurities from entering the cavity from the through hole 41 and affecting the transmission system, thereby further improving the operational reliability of the braking device 100.

[0035] According to some embodiments of the present invention, such as Figure 1 As shown, the force sensor 50 includes a first annular portion 52 and a second annular portion 53. The first annular portion 52 is arranged on the side of the load-bearing cover 40 facing the clamp body 10 and abuts against the periphery of the through hole 41. The second annular portion 53 is connected to the first annular portion 52 and fits into the through hole 41. The connecting wire harness 51 is connected to the second annular portion 53. The braking device 100 also includes a sealing member 70, at least a portion of which is arranged in the through hole 41 and located on the side of the second annular portion 53 facing the circuit board 60 in the first direction, to seal the through hole 41. It can be understood that the sealing member 70 can be partially or completely arranged in the through hole 41 to seal the through hole 41. In this way, on the one hand, it can effectively prevent impurities from entering the cavity from the through hole 41 and affecting the transmission and force transmission of the braking device 100. On the other hand, it can also limit the force sensor 50 to prevent the force sensor 50 from deviating, thereby ensuring the accuracy of force transmission.

[0036] For example Figure 1 As shown, a connecting hole is formed on the sealing member 70, which extends through the sealing member 70 in the first direction. The connecting wire harness 51 passes through the connecting hole and is connected to the circuit board 60. In this way, the connecting line can be further shortened, thereby further improving the reliability of the sensor signal.

[0037] According to some embodiments of the present invention, such as Figure 1 As shown, the sealing member 70 includes a main body 71 and a connecting part 72. The main body 71 abuts against the surface of the second ring 53 opposite to the first ring 52. The connecting part 72 is connected to the main body 71 and extends into the inner side of the second ring 53, abutting against the inner wall surface of the second ring 53. In this way, the force sensor 50 can be limited in multiple directions, thereby ensuring the installation stability of the force sensor 50.

[0038] According to some embodiments of the present invention, such as Figure 1 As shown, the first transmission component 20 includes a lead screw 21 and a threaded sleeve 22. The lead screw 21 is rotatably mounted on the clamp body 10 about a first direction, and the threaded sleeve 22 is threaded onto the radially outer side of the lead screw 21, and is adapted to connect with the friction plate. The lead screw 21 converts the rotational motion of the motor 30 into linear motion. Specifically, when the actuator begins to clamp and extend the braking force, the motor 30 drives the lead screw 21 to rotate, which in turn drives the threaded sleeve 22 to move along the first direction, thereby driving the friction plate to move along the first direction to achieve braking of the wheel. The structure of the lead screw 21 is relatively simple, and the first transmission component 20, including the lead screw 21 and the threaded sleeve 22, can improve the operational convenience of the entire braking device 100 and reduce the production cost of the entire braking device 100.

[0039] According to some embodiments of the present invention, such as Figures 1-3 As shown, in the first direction, a recessed groove 211 is formed at the end of the lead screw 21 facing the circuit board 60. At least a portion of the force sensor 50 is arranged in the groove 211 and abuts against the bottom wall of the groove 211 in the first direction. In this way, while ensuring force transmission, the height in the axial direction can be reduced, thereby improving the integration of the braking device 100.

[0040] According to some embodiments of the present invention, such as Figure 1 As shown, the braking device 100 also includes a thrust bearing 81, through which the force sensor 50 is connected to the bottom wall of the groove 211. This allows for the transmission of axial force towards the force sensor 50 while simultaneously ensuring the axial positioning and rotation of the lead screw 21.

[0041] According to some embodiments of the present invention, such as Figures 1-3 As shown, in the first direction, the bottom wall of the groove 211 that contacts the thrust needle roller bearing 24 is formed as a spherical surface that protrudes towards the force sensor 50. Specifically, the spherical design ensures that the force sensor 50 is always subjected to a force perpendicular to the axial direction, thereby effectively preventing the needle roller bearing 24 shim and needle rollers from breaking due to excessive stress caused by off-center loading, and preventing the force sensor 50 from bearing off-center loading problems.

[0042] According to some embodiments of the present invention, such as Figures 1-2 As shown, the lead screw 21 and the sleeve 22 are connected by balls 23. That is to say, the lead screw 21 is a ball 23 lead screw 21. The ball 23 lead screw 21 has relatively high transmission efficiency and accuracy, minimal wear, and long service life. Therefore, using a ball 23 lead screw 21 can improve the braking accuracy and service life of the braking device 100.

[0043] According to some embodiments of the present invention, such as Figures 1-2 As shown, the first transmission component 20 also includes a bearing 24. A mounting groove is formed on the inner wall of the cavity, and the bearing 24 is arranged in the mounting groove. The lead screw 21 is rotatably supported in the mounting groove by means of the bearing 24. The bearing 24 has a relatively simple structure, and by using the bearing 24 to make the lead screw 21 rotatable relative to the cavity, the manufacturing cost of the entire braking device 100 can be simplified. In addition, the bearing 24 can also provide radial positioning for the lead screw 21 and bear radial force.

[0044] According to some embodiments of the present invention, such as Figures 1-2As shown, the braking device 100 further includes a first elastic element 82, which is disposed between the outer ring of the bearing 24 and the inner wall of the mounting groove in the first direction. The first elastic element 82 can provide a preload force to the bearing 24 in the direction of the force sensor 50, thereby providing preload to the force sensor 50, which can eliminate axial clearance and reduce vibration noise during operation.

[0045] According to some embodiments of the present invention, such as Figures 1-2 As shown, the braking device 100 further includes a connector 83. In the first direction, the connector 83 is a cylindrical shape with one end closed and the other end open. The connector 83 is movably sleeved on the end of the lead screw 21 facing away from the circuit board 60 in the first direction. The connector 83 is connected to the threaded sleeve 22, and the closed end of the connector 83 is suitable for connecting the friction plate. In this way, the connection area between the first transmission member 20 and the friction plate can be increased, thereby improving the connection stability between the friction plate and the first transmission member 20.

[0046] According to some embodiments of the present invention, such as Figures 1-2 As shown, a seal is provided between the connector 83 and the inner wall of the cavity. This effectively prevents impurities from entering the clamp body, thereby improving the operational reliability of the braking device 100.

[0047] Optionally, the sealing element includes a sealing ring 84 and a piston dust cover 85, with the sealing ring 84 positioned on the side of the piston dust cover 85 facing the force sensor 50. In other words, this embodiment employs a double seal, so that even if one seal fails, the other can still effectively prevent liquid from entering the caliper body, thereby further improving the operational reliability of the braking device 100.

[0048] According to some embodiments of the present invention, such as Figures 1-3 As shown, the lead screw 21 has multiple meshing teeth 212 arranged at circumferential intervals on its outer circumferential side. The braking device 100 also includes a transmission gear 86. The lead screw 21 meshes with the transmission gear 86 through the multiple meshing teeth 212. The motor 30 is connected to the transmission gear 86 to drive the transmission gear 86 to rotate. It can be understood that in this embodiment, the large output gear is directly integrated into the lead screw 21. This eliminates the axial space of the traditional spline, thereby effectively avoiding the accumulation of assembly errors caused by the cooperation of multiple parts, thus improving transmission efficiency and transmission accuracy.

[0049] For example Figure 1As shown, the transmission gear 86 includes: a motor gear 861, a primary double gear 862, and a secondary double gear 863. The motor gear 861 is interference-fitted with the motor 30. The motor gear 861 meshes with the primary double gear 862, the primary double gear 862 meshes with the secondary double gear 863, and the secondary double gear 863 meshes with the meshing teeth 212 of the lead screw 21. Thus, when the motor 30 is controlled to rotate and output torque, the torque output by the motor 30 can be reduced through three stages of gear reduction, thereby achieving the effect of speed reduction and torque increase.

[0050] According to some embodiments of the present invention, the force sensor 50 is a pad force sensor 50. Specifically, the pad force sensor 50 allows the independent controller portion originally reserved for the force sensor 50 to be integrated into the main PCB controller, thereby shortening the axial height of the force sensor 50 and further improving the integration of the overall structure.

[0051] For example Figure 4 As shown, the gasket force sensor 50 includes: a gasket-type strain gauge, a strain gauge, and binding wires. When the gasket-type strain gauge is subjected to force, the voltage of the strain gauge changes due to the deformation of the gasket-type strain gauge. Its voltage signal is connected to the circuit board 60 through four binding wires connected to the strain gauge, thereby realizing the closed loop control of force and motor 30.

[0052] According to some embodiments of the present invention, such as Figures 1-2 and Figure 5 As shown, the braking device 100 further includes an end plate 87, which is arranged between the clamp body 10 and the load-bearing cover 40 and is fixedly connected to the clamp body. The end plate 87 has a through hole extending through the end plate 87 in a first direction. The through hole is arranged opposite to the cavity and is connected to the cavity. The end of the first transmission member 20 facing away from the friction plate extends into the through hole. Specifically, when assembling the braking device 100, the first transmission member 20 can be arranged in the cavity first, and then the end plate 87 can be connected to the clamp body 10. Then, the various transmission gears 86, force sensor 50, and load-bearing cover 40 can be assembled. That is to say, by setting the end plate 87, clamp body 10, and load-bearing cover 40, this embodiment can make the entire assembly sequence from bottom to top, which can facilitate production line installation and realize production automation.

[0053] For example Figure 5 As shown, the end plate 87 is flat, and one end of the gear shaft of the multiple transmission gears 86 is fixedly connected to the end plate 87. The braking device 100 also includes a retainer 91, which is connected to the other end of the multiple gear shafts and fixed to the end plate 87. In this way, the gear shafts can be fixed, thereby ensuring the reliability of the rotation of the transmission gears 86.

[0054] An electronic parking brake system 1 according to a second aspect of the present invention includes a braking device 100 according to a first aspect of the present invention.

[0055] According to an embodiment of the present invention, the electronic parking brake system 1 improves the overall performance of the electronic parking brake system 1 by providing the braking device 100 of the first aspect embodiment described above.

[0056] According to some embodiments of the present invention, such as Figures 5-7 As shown, the braking device 100 further includes an end plate 87, which is arranged between the clamp body and the load-bearing cover 40 and is fixedly connected to the clamp body 10. The electronic parking brake system 1 further includes a parking brake device 200, which includes a drive member 201, a ratchet 202, and a pawl 203. The drive member 201 is fixed on the end plate, the pawl 203 is connected to the drive member 201, and the ratchet 202 is fixed on the motor shaft 31 of the motor 30. The drive member 201 is used to drive the pawl 203 to move between the locked position and the released position. In the locked position, the pawl 203 engages with the ratchet 202 to lock the motor shaft 31. In the released position, the pawl 203 separates from the ratchet 202, and the motor shaft 31 rotates.

[0057] It is understood that this embodiment uses the engagement of pawl 203 and ratchet 202 to achieve parking. The structure of ratchet 202 and pawl 203 is relatively simple, which simplifies the overall structure of the parking brake device 200 and reduces the production cost of the entire device.

[0058] Specifically, when parking control is executed, the PCB controller controls the motor 30 to drive the mechanism to output torque. After reaching the target parking force, the drive component 201 is simultaneously driven to push out the pawl 203. The pawl 203 engages with the ratchet to form a counter-locking mechanism. The PCB controller's control over the motor 30 is then disconnected, causing the mechanism to retract automatically due to the reaction force. Since the retraction direction of the mechanism is the same as the self-locking and anti-rotation direction of the ratchet and pawl 203 mechanism, the mechanism cannot retract, the pushing force is maintained, and the structure achieves the parking effect.

[0059] When the parking brake is released, the PCB controller controls the motor 30 to drive the mechanism to output a torque greater than the parking brake requirement. Under the forward drive, the pawl 203 disengages from its self-locking and rotates away from the ratchet. At the same time, the drive unit 201 provides a force to move it away from the ratchet. At this time, the PCB controller controls the motor 30 to reverse, releasing the parking brake until the force sensor 50 returns to zero, at which point the parking brake is released.

[0060] Specifically, the pawl 203 includes a swing arm 2031 and a pawl 2032. The pawl 2032 is connected to one end of the swing arm 2031, and the other end of the swing arm 2031 is rotatably connected to one end of the drive member 201 about a first direction. It can be understood that in this embodiment, the drive member 201 drives the swing arm 2031 to swing, thereby engaging and disengaging the pawl 2032 with the ratchet 202. The swing motion requires relatively less space compared to linear motion, thus further improving the integration of the parking brake device 200.

[0061] Optionally, the ratchet is a one-way ratchet. In this embodiment, the ratchet has multiple one-way teeth. This ratchet design allows the motor 30 to rotate forward without obstruction during parking, ensuring that the parking clamping of the electromechanical brake is not affected. The one-way ratchet design can prevent the motor 30 from losing power during the parking clamping process, thus preventing parking failure and improving parking safety.

[0062] According to some embodiments of the present invention, such as Figures 8-10 As shown, the drive unit 201 includes: a housing 2011, a coil 2012, and a magnet 2013. The housing 2011 has an internal cavity. One end of the swing arm 2031 extends into the cavity and is rotatably connected to the housing 2011. The coil 2012 is arranged within the cavity. The magnet 2013 is fixed to the swing arm 2031. The coil 2012 and the magnet 2013 cooperate to drive the pawl 203 to rotate between the locked and released positions. It can be understood that the drive unit 201 is an electromagnet 2013 drive device. The electromagnet 2013 drive is highly efficient and flexible, thereby improving the flexibility of the parking brake device 200.

[0063] Specifically, the housing 2011 provides mounting positions for the coil 2012 and the swing arm 2031. Simultaneously, the housing 2011 also protects and electromagnetically shields the various components, preventing electromagnetic interference to other parts and thus improving the reliability of vehicle operation. Furthermore, since part of the swing arm 2031 extends into the receiving cavity, the space occupied by the pawl 203 is reduced, thereby improving the structural integration of the parking brake device 200.

[0064] Optionally, the magnet 2013 is glued to the swing arm 2031, which simplifies the assembly of the parking brake device 200 and reduces the production cost of the parking device. For example Figure 13 As shown, a mounting hole 2033 is formed on the swing arm 2031, which extends through the swing arm 2031 along the thickness direction of the swing arm 2031, and the magnet 2013 is bonded to the mounting hole 2033.

[0065] According to some embodiments of the present invention, such as Figures 8-10As shown, coil 2012 includes a first coil 20121 and a second coil 20122, and magnet 2013 includes a first magnet 20131 and a second magnet 20132. The first coil 20121 engages with the first magnet 20131 to move the pawl 203 from the released position to the locked position. The second coil 20122 engages with the second magnet 20132 to move the pawl 203 from the released position to the locked position. This allows for unidirectional control, avoiding the complexity of moving the pawl 203, simplifying the control logic, and improving control reliability.

[0066] According to some embodiments of the present invention, the winding directions of the first coil 20121 and the second coil 20122 are different, and the magnetic poles of the first magnet facing the first coil 20121 are opposite to those of the second magnet 20132 facing the second coil 20122. The different winding directions of the first coil 20121 and the second coil 20122 allow them to provide magnetic fields in opposite directions when energized. This creates a repulsive force on one side and an attractive force on the other when driving the swing arm 2031 to swing, thereby increasing the driving force of the swing arm 2031 and improving the locking and releasing rates.

[0067] For example, taking the parking action as an example, when the driving component 201 is powered by a forward current, due to the different winding directions of the two coils 2012, the side of the first coil 20121 away from the swing arm 2031 is the N pole, and the side closer to the swing arm 2031 is the S pole. Similarly, the side of the second coil 20122 closer to the swing arm 2031 is the S pole, and the side away from the swing arm 2031 is the N pole. The side of the first magnet facing the first coil 20121 is the S pole, and the side of the second magnet facing the second coil 20122 is the N pole. This results in the first magnet and the first coil 20121 repelling each other due to their similar poles, and the second magnet and the second coil 20122 attracting each other due to their opposite poles, thus generating a multiplied driving force and enabling the swing arm 2031 to switch from the released position to the locked position. The release action is similar to the parking action, where the driving component 201 is powered by a reverse current, enabling the swing arm 2031 to switch from the locked position to the released position.

[0068] According to some embodiments of the present invention, such as Figures 13-14 As shown, the parking brake device 200 also includes a limiting member 204. A limiting hole is formed in the thickness direction of the swing arm 2031, and a limiting groove is formed on each of the magnets 2013. One end of the limiting member 204 extends into the limiting groove through the limiting hole and engages with the limiting groove for limiting. This prevents the magnets 2013 from detaching from the swing arm 2031 during swinging, thereby improving parking safety.

[0069] According to some embodiments of the present invention, such as Figures 8-10As shown, the swing arm 2031 is made of magnetic metal, and the driving component 201 includes a first permanent magnet 2014 and a second permanent magnet 2015 arranged at intervals. In the locked position, the swing arm 2031 is magnetically connected to the first permanent magnet 2014; in the released position, the swing arm 2031 is magnetically connected to the second permanent magnet 2015. Thus, when the ratchet needs to be held in the locked or released position, the electromagnet 2013 does not need to be constantly energized, thereby saving energy and reducing operating costs. It should be noted that the swing arm 2031 is made of magnetic metal.

[0070] For example Figures 8-10 As shown, the first permanent magnet 2014 and the second permanent magnet 2015 are arranged at intervals in the width direction of the housing 2011. The swing arm 2031 is arranged between the first permanent magnet 2014 and the second permanent magnet 2015. The swing arm 2031 is provided with a first protrusion 2334 and a second protrusion 2035 in the width direction. When the ratchet 202 is in the locked position, the first protrusion 2334 is magnetically connected to the first permanent magnet 2014. When the ratchet 202 is in the released position, the second protrusion 2035 is magnetically connected to the second permanent magnet 2015.

[0071] For example Figures 8-10 As shown, the swing arm 2031 can be rotatably connected to the housing 2011 via the swing arm shaft. The swing arm shaft is perpendicular to the large surface on the thick square of the housing 2011, and its axis is parallel to the first permanent magnet 2014 and the second permanent magnet 2015. The swing arm 2031 is mounted on the swing arm shaft through the hole of the swing arm 2031, so that it can swing up and down with the swing arm shaft as the rotation point.

[0072] A vehicle according to a third aspect of the present invention includes an electronic parking brake system 1 according to a second aspect of the present invention.

[0073] According to an embodiment of the present invention, the vehicle's overall performance is improved by providing the electronic parking brake system 1 of the second aspect embodiment described above.

[0074] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention.

[0075] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, "a plurality of" means two or more, unless otherwise explicitly specified.

[0076] In this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection, an electrical connection, or a communication connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0077] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0078] Although embodiments of the invention have been shown and described, those skilled in the art will understand 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 claims and their equivalents.

Claims

1. A braking device (100), characterized in that, include: A clamp body (10) with a cavity defined on its inner side; A first transmission member (20) is arranged inside the clamp body (10) and is configured to be connected to a friction plate disposed on one side of the clamp body (10) in a first direction. A motor (30) is connected to the first transmission member (20) and is used to drive the friction plate to move along the first direction through the first transmission member (20); A load-bearing cover (40) is provided on the side of the first transmission member (20) facing away from the friction plate in the first direction and is connected to the clamp body (10); Force sensor (50), the force sensor (50) is fixed on the load-bearing cover (40), the force sensor (50) is connected to the first transmission member (20), and is used to detect the braking force of the first transmission member (20); A circuit board (60) is arranged on the side of the load-bearing cover (40) away from the clamp body (10) in the first direction, and the force sensor (50) is connected to the circuit board (60).

2. The braking device (100) according to claim 1, characterized in that, At least a portion of the force sensor (50) is arranged on the side of the load-bearing cover (40) facing the clamp body (10) and abuts against the load-bearing cover (40) in the first direction. A through hole (41) is formed on the load-bearing cover (40) in the first direction. The connecting wire harness (51) of the force sensor (50) passes through the through hole (41) and is connected to the circuit board (60).

3. The braking device (100) according to claim 1, characterized in that, The first transmission component (20) includes a lead screw (21) and a threaded sleeve (22). The lead screw (21) is rotatably disposed on the clamp body (10) about the first direction. The threaded sleeve (22) is threadedly engaged with the radial outer side of the lead screw (21). The threaded sleeve (22) is adapted to be connected to the friction plate. In the first direction, a recessed groove (211) is formed at one end of the lead screw (21) facing the circuit board (60). At least a portion of the force sensor (50) is arranged in the groove (211) and abuts against the bottom wall of the groove (211) in the first direction. The braking device (100) further includes a thrust bearing (81). The force sensor (50) is connected to the bottom wall of the groove (211) through the thrust bearing (81).

4. The braking device (100) according to claim 3, characterized in that, In the first direction, the bottom wall of the groove (211) that contacts the thrust needle roller bearing (24) is formed as a spherical surface protruding towards the force sensor (50), or the lead screw (21) and the sleeve (22) are connected by balls (23), or the first transmission member (20) further includes: a bearing (24), an installation groove is formed on the inner wall of the cavity, the bearing (24) is arranged in the installation groove, and the lead screw (21) is rotatably supported in the installation groove by the bearing (24).

5. The braking device (100) according to claim 4, characterized in that, Also includes: A connector (83), in the first direction, is a cylindrical shape with one end closed and the other end open. The connector (83) is movably sleeved on the end of the lead screw (21) opposite to the circuit board (60) along the first direction. The connector (83) is connected to the threaded sleeve (22), and the closed end of the connector (83) is adapted to connect to the friction plate, or... The lead screw (21) has a plurality of meshing teeth (212) arranged at intervals along the circumference on its outer side. The braking device (100) further includes a transmission gear (86). The lead screw (21) meshes with the transmission gear (86) through the plurality of meshing teeth (212). The motor (30) is connected to the transmission gear (86) to drive the transmission gear (86) to rotate.

6. The braking device (100) according to claim 1, characterized in that, The force sensor (50) is a pad force sensor (50), or the braking device (100) further includes: an end plate (87), the end plate (87) is arranged between the clamp body (10) and the load-bearing cover (40) and is fixedly connected to the clamp body (10), the end plate (87) is formed with a through hole that passes through the end plate (87) along the first direction, the through hole is arranged opposite to and communicates with the cavity, and the end of the first transmission member (20) away from the friction plate extends into the through hole.

7. An electronic parking brake system (1), characterized in that, include: The braking device (100) according to any one of claims 1-6 further includes: an end plate (87) disposed between the caliper body (10) and the load-bearing cover (40), and fixedly connected to the caliper body (10). The electronic parking brake system (1) further includes a parking brake device (200), which includes a drive member (201), a ratchet (202), and a pawl (203). The drive member (201) is fixed on the end plate (87), the pawl (203) is connected to the drive member (201), and the ratchet (202) is fixed on the motor shaft (31) of the motor (30). The drive member (201) drives the pawl (203) to move between a locked position and a released position. In the locked position, the pawl (203) engages with the ratchet (202) to lock the motor shaft (31). In the released position, the pawl (203) separates from the ratchet (202), and the motor shaft (31) rotates. The pawl (203) includes a swing arm (2031) and a claw (2032), the claw (2032) being connected to one end of the swing arm (2031), and the other end of the swing arm (2031) being rotatably connected to one end of the drive member (201) about the first direction.

8. The electronic parking brake system (1) according to claim 7, characterized in that, The driving component (201) includes: A housing (2011) has an internal cavity, and one end of the swing arm (2031) extends into the cavity and is rotatably connected to the housing (2011). A coil (2012) is arranged within the receiving cavity; A magnet (2013) is fixed to the swing arm (2031), and a coil (2012) cooperates with the magnet (2013) to drive the pawl (203) to rotate between the locked position and the released position. The coil (2012) includes a first coil (20121) and a second coil (20122), and the magnet (2013) includes a first magnet (20131) and a second magnet (20132). The first coil (20121) engages with the first magnet (20131) to move the pawl (203) from the released position toward the locked position, and the second coil (20122) engages with the second magnet (20132) to move the pawl (203) from the released position toward the locked position. The first coil (20121) and the second coil (20122) have different winding directions, and the magnetic poles of the first magnet (20131) facing the first coil (20121) are opposite to those of the second magnet (20132) facing the second coil (20122).

9. The electronic parking brake system (1) according to claim 8, characterized in that, The parking brake device (200) further includes: a limiting member (204), wherein a limiting hole is formed in the thickness direction of the swing arm (2031), and a limiting groove is formed on each of the magnets (2013); one end of the limiting member (204) extends into the limiting groove through the limiting hole and engages with the limiting groove for limiting, or... The swing arm (2031) is a magnetic metal component. The driving component (201) includes a first permanent magnet (2014) and a second permanent magnet (2015) arranged at intervals. In the locked position, the swing arm (2031) is magnetically connected to the first permanent magnet (2014); in the released position, the swing arm (2031) is magnetically connected to the second permanent magnet (2015).

10. A vehicle, characterized in that, Includes the electronic parking brake system (1) according to any one of claims 8-9.

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